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At Mach 0.85 and 0.7 lift coefficient, a wing loading of 50 lb/sq ft (240 kg/m 2) can reach a structural limit of 7.33g up to 15,000 feet (4,600 m) and then decreases to 2.3g at 40,000 feet (12,000 m). With a wing loading of 100 lb/sq ft (490 kg/m 2) the load factor is twice smaller and barely reaches 1g at 40,000 ft (12,000 m). [15]
These parameters called for a small, lightweight aircraft – which would minimize drag and increase the thrust-to-weight ratio – but a larger, higher-lift wing to minimize wing loading – which tends to reduce top speed while increasing payload, and can lower range (which can be compensated for by increased fuel in the larger wing). [5] [6]
The wing comprises a symmetrical aerofoil and cantilever construction, which was designed in-house by Flight Design. [2] It has an aspect ratio is akin to that of a glider, and is equipped with relatively oversized flaps to generate a high level of lift when required, as well as a pair of integral wing tanks to house all of the aircraft's fuel. [3]
For conventional fixed-wing aircraft with moderate aspect ratio and sweep, Oswald efficiency number with wing flaps retracted is typically between 0.7 and 0.85. At supersonic speeds, Oswald efficiency number decreases substantially. For example, at Mach 1.2 Oswald efficiency number is likely to be between 0.3 and 0.5. [1]
A design approach used by Burt Rutan is a high aspect ratio canard with higher lift coefficient (the wing loading of the canard is between 1.6 and 2 times the wing one) and a canard airfoil whose lift coefficient slope is non-linear (nearly flat) between 14° and 24°. [36] Another stabilisation parameter is the power effect.
The higher the loading, the more power needed to maintain rotor speed. [3] A low disk loading is a direct indicator of high lift thrust efficiency. [4] Increasing the weight of a helicopter increases disk loading. For a given weight, a helicopter with shorter rotors will have higher disk loading, and will require more engine power to hover.
Lifting line theory supposes wings that are long and thin with negligible fuselage, akin to a thin bar (the eponymous "lifting line") of span 2s driven through the fluid. . From the Kutta–Joukowski theorem, the lift L(y) on a 2-dimensional segment of the wing at distance y from the fuselage is proportional to the circulation Γ(y) about the bar a
Most importantly, the maximum lift-to-drag ratio is independent of the weight of the aircraft, the area of the wing, or the wing loading. It can be shown that two main drivers of maximum lift-to-drag ratio for a fixed wing aircraft are wingspan and total wetted area. One method for estimating the zero-lift drag coefficient of an aircraft is the ...