293:
38:
277:
261:(energy change per unit time) than a large cylinder in order to produce an equal upward force (momentum change per unit time). This is because giving the same momentum change to a smaller mass of air requires giving it a greater velocity change, and a much greater energy change because energy is proportional to the square of the velocity while momentum is only linearly proportional to the velocity. The aft-leaning component of this change in velocity is proportional to the
304:
315:
525:
378:, the value of the section drag coefficient is an inverse logarithmic function of the characteristic length of the surface, which means that, even if two wings of the same area are flying at equal speeds and equal angles of attack, the section drag coefficient is slightly higher on the wing with the smaller chord. However, this variation is very small when compared to the variation in induced drag with changing wingspan.
260:
As a useful simplification, an airplane in flight can be imagined to affect a cylinder of air with a diameter equal to the wingspan. A large wingspan affects a large cylinder of air, and a small wingspan affects a small cylinder of air. A small air cylinder must be pushed down with a greater power
355:
angular acceleration than one with high aspect ratio, because a high aspect-ratio wing has a higher moment of inertia to overcome. In a steady roll, the longer wing gives a higher roll moment because of the longer moment arm of the aileron. Low aspect-ratio wings are usually used on
340:
for a given load than a short one and therefore requires higher structural-design (architectural and/or material) specifications. Also, longer wings may have some torsion for a given load, and in some applications this torsion is undesirable (e.g. if the warped wing interferes with
498:: Airfields, hangars, and other ground equipment define a maximum wingspan, which cannot be exceeded. To generate enough lift at a given wingspan, the aircraft designer must increase wing area by lengthening the chord, thus lowering the aspect ratio. This limits the
1354:. Both aircraft have very similar performance although they are radically different. The B-47 has a high aspect ratio wing, while the Avro Vulcan has a low aspect ratio wing. They have, however, a very similar wetted aspect ratio.
251:
474:
1287:
950:
603:
By varying the sweep the wing can be optimised for the current flight speed. However, the extra weight and complexity of a moveable wing mean that such a system is not included in many designs.
828:
1546:
757:
833:
The performance of aspect ratio AR related to the lift-to-drag-ratio and wingtip vortices is illustrated in the formula used to calculate the drag coefficient of an aircraft
686:
600:
on the aircraft, and this drag is proportional to the span of the wing. Thus a long span, valuable at low speeds, causes excessive drag at transonic and supersonic speeds.
325:
Although a long, narrow wing with a high aspect ratio has aerodynamic advantages like better lift-to-drag-ratio (see also details below), there are several reasons why not
69:. It is equal to the square of the wingspan divided by the wing area. Thus, a long, narrow wing has a high aspect ratio, whereas a short, wide wing has a low aspect ratio.
194:
112:
1028:
592:
In subsonic flow, steeply swept and narrow wings are inefficient compared to a high-aspect-ratio wing. However, as the flow becomes transonic and then supersonic, the
1067:
988:
859:
406:
1098:
1337:
1211:
1133:
1165:
1310:
172:
152:
132:
488:: low aspect ratios have a greater useful internal volume, since the maximum thickness is greater, which can be used to house the fuel tanks, retractable
201:
419:
1223:
546:
268:
It is important to keep in mind that this is a drastic oversimplification, and an airplane wing affects a very large area around itself.
1542:
621:
The aspect ratios of birds' and bats' wings vary considerably. Birds that fly long distances or spend long periods soaring such as
866:
1708:
360:, not only for the higher roll rates, but especially for longer chord and thinner airfoils involved in supersonic flight.
17:
1736:
1403:
1722:
1694:
1677:
1660:
1487:
1437:
1391:
572:
554:
776:
1103:
1751:
1462:
550:
374:, the average chord (length in the direction of wind travel over the wing) is smaller. Due to the effects of
1761:
1072:
764:
31:
1766:
412:
23012 airfoil (at typical lift coefficients) is inversely proportional to chord length to the power 0.129:
1213:, rather than just the wing. It is a better measure of the aerodynamic efficiency of an aircraft than the
629:
often have wings of high aspect ratio. By contrast, birds which require good maneuverability, such as the
1756:
719:
698:
For most wings the length of the chord is not a constant but varies along the wing, so the aspect ratio
1034:
297:
655:
1138:
535:
81:
177:
539:
352:
95:
73:
1002:
1044:
965:
836:
589:. These wings give a high aspect ratio when unswept and a low aspect ratio at maximum sweep.
383:
370:(drag due to shape, frontal area, and surface friction). This is because, for an equal wing
1082:
1624:
1315:
1189:
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308:
8:
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1117:
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137:
117:
77:
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1704:
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262:
42:
480:
A 20% increase in chord length would decrease the section drag coefficient by 2.38%.
292:
1665:
1648:
993:
357:
66:
375:
1340:
367:
37:
1745:
1717:, American Institute of Aeronautics and Astronautics, Inc., Washington, DC.
246:{\displaystyle {\text{AR}}\equiv {\frac {b^{2}}{S}}={\frac {b}{\text{SMC}}}}
45:
glider with very high aspect ratio (AR=33.5) and lift-to-drag ratio (L/D=56)
1682:
585:
Aircraft which approach or exceed the speed of sound sometimes incorporate
489:
281:
276:
76:
are often used to predict the aerodynamic efficiency of a wing because the
303:
1351:
1347:
612:
507:
499:
50:
1386:, Chapter 3, (p.103, eighth edition), Pitman Publishing Limited, London
314:
616:
593:
503:
366:: While high aspect wings create less induced drag, they have greater
469:{\displaystyle c_{d}\varpropto {\frac {1}{({\text{chord}})^{0.129}}}.}
622:
597:
1543:
Updating the A380: the prospect of a neo version and what’s involved
524:
265:, which is the force needed to take up that power at that airspeed.
1282:{\displaystyle {\mathit {AR}}_{\mathrm {wet} }={b^{2} \over S_{w}}}
703:
319:
62:
1457:(3 ed.). American Institute of Aeronautics and Astronautics.
342:
337:
626:
1545:" Leehamnews.com, 3 February 2014. Accessed: 21 June 2014.
945:{\displaystyle C_{D}=C_{D0}+{\frac {(C_{L})^{2}}{\pi eAR}}}
409:
58:
1729:
1528:
Dommasch, D.O., Sherby, S.S., and
Connolly, T.F. (1961),
1517:
1233:
1186:
considers the whole wetted surface area of the airframe,
695:
is measured parallel to the direction of forward flight.
1672:, Section 5.3 (4th edition), McGraw-Hill. New York, NY.
510:
have an aspect ratio of 9.5, influencing flight economy.
1107:
596:
first generated along the wing's upper surface causes
1318:
1298:
1226:
1192:
1150:
1120:
1085:
1047:
1005:
968:
869:
839:
779:
722:
658:
422:
386:
204:
180:
160:
140:
120:
98:
502:to 80m wide with an aspect ratio of 7.8, while the
280:Extremely high aspect ratio wing (AR=51.33) of the
1331:
1304:
1281:
1205:
1159:
1127:
1092:
1061:
1022:
982:
944:
853:
822:
751:
680:
468:
400:
245:
188:
166:
146:
126:
106:
27:Ratio of an aircraft's wing span to its mean chord
1743:
1477:
154:, which is equal to the ratio of the wingspan
351:: a low aspect-ratio wing will have a higher
1532:, page 128, Pitman Publishing Corp. New York
823:{\displaystyle SMC={S \over b}={b \over AR}}
318:Very low aspect ratio wing (AR=1.55) of the
553:. Unsourced material may be challenged and
114:is the ratio of the square of the wingspan
80:increases with aspect ratio, improving the
1655:, 5th edition, McGraw-Hill. New York, NY.
1346:Illustrative examples are provided by the
1124:
1089:
1058:
1019:
979:
850:
397:
380:For example, the section drag coefficient
573:Learn how and when to remove this message
307:Moderate aspect ratio wing (AR=5.6) of a
1478:Barnard, R. H.; Philpott, D. R. (2010).
1427:
763:For such a wing with varying chord, the
514:
313:
302:
296:High aspect ratio wing (AR=12.8) of the
291:
275:
36:
1404:"Wing Geometry Definitions Interactive"
329:aircraft have high aspect-ratio wings:
72:Aspect ratio and other features of the
14:
1744:
1731:, Section 3.3.5 (1st Edition), Wiley.
1715:Aircraft Design: A Conceptual Approach
1455:Aircraft Design: a Conceptual Approach
1452:
1376:
1177:
1432:(2 ed.). John Wiley & Sons.
84:and the gliding angle of sailplanes.
1689:, Pitman Publishing Limited, London
1535:
551:adding citations to reliable sources
518:
641:For a constant-chord wing of chord
24:
1246:
1243:
1240:
1230:
752:{\displaystyle AR={b^{2} \over S}}
633:, have wings of low aspect ratio.
25:
1778:
1482:(4 ed.). Pearson Education.
606:
82:fuel economy in powered airplanes
702:is defined as the square of the
649:, the aspect ratio is given by:
523:
1701:Introduction to Aircraft Design
1617:
1604:
1591:
1578:
1565:
1552:
1104:circumference-to-diameter ratio
1703:, Cambridge University Press,
1522:
1509:
1496:
1471:
1446:
1421:
1396:
916:
902:
681:{\displaystyle AR={b \over c}}
451:
442:
271:
13:
1:
1642:
1614:, Equation 5.63 (4th edition)
87:
32:Aspect ratio (disambiguation)
1670:Fundamentals of Aerodynamics
1612:Fundamentals of Aerodynamics
1428:Phillips, Warren F. (2010).
255:
189:{\displaystyle {\text{SMC}}}
7:
1625:"The Lifting Fuselage Body"
1357:
959:
174:to the standard mean chord
134:to the projected wing area
107:{\displaystyle {\text{AR}}}
10:
1783:
1453:Raymer, Daniel P. (1999).
1035:zero-lift drag coefficient
636:
610:
29:
1713:Daniel P. Raymer (1989).
1073:aircraft lift coefficient
709:divided by the wing area
336:: A long wing has higher
284:motor glider providing a
1369:
1139:Oswald efficiency number
1023:{\displaystyle C_{D0}\;}
1062:{\displaystyle C_{L}\;}
983:{\displaystyle C_{D}\;}
854:{\displaystyle C_{d}\;}
401:{\displaystyle c_{d}\;}
1653:Introduction to Flight
1627:. Meridian-int-res.com
1610:Anderson, John D. Jr,
1586:Introduction to Flight
1584:Anderson, John D. Jr,
1560:Introduction to Flight
1558:Anderson, John D. Jr,
1382:Kermode, A.C. (1972),
1333:
1306:
1283:
1207:
1161:
1129:
1094:
1093:{\displaystyle \pi \;}
1063:
1024:
984:
946:
855:
824:
753:
691:If the wing is swept,
682:
470:
402:
322:
311:
300:
298:Bombardier Dash 8 Q400
289:
247:
190:
168:
148:
128:
108:
46:
1752:Aircraft aerodynamics
1575:, sub-section 5.13(f)
1530:Airplane Aerodynamics
1334:
1332:{\displaystyle S_{w}}
1307:
1284:
1208:
1206:{\displaystyle S_{w}}
1169:is the aspect ratio.
1162:
1130:
1095:
1064:
1025:
985:
947:
856:
825:
754:
683:
515:Variable aspect ratio
471:
403:
317:
306:
295:
279:
248:
191:
169:
149:
129:
109:
40:
1762:Aircraft wing design
1666:Anderson, John D. Jr
1649:Anderson, John D. Jr
1316:
1296:
1224:
1217:. It is defined as:
1190:
1148:
1118:
1083:
1045:
1003:
966:
867:
837:
777:
720:
656:
631:Eurasian sparrowhawk
587:variable-sweep wings
547:improve this section
420:
384:
309:Piper PA-28 Cherokee
202:
178:
158:
138:
118:
96:
61:is the ratio of its
30:For other uses, see
1767:Wing configurations
1430:Mechanics of Flight
1384:Mechanics of Flight
1184:wetted aspect ratio
1178:Wetted aspect ratio
1128:{\displaystyle e\;}
765:standard mean chord
18:Aspect ratio (wing)
1757:Engineering ratios
1699:John P. Fielding.
1601:, sub-equation 5.8
1541:Hamilton, Scott. "
1364:Wing configuration
1329:
1302:
1279:
1203:
1160:{\displaystyle AR}
1157:
1125:
1090:
1059:
1020:
980:
942:
851:
820:
749:
678:
492:and other systems.
466:
398:
323:
312:
301:
290:
243:
186:
164:
144:
124:
104:
78:lift-to-drag ratio
47:
1709:978-0-521-65722-8
1305:{\displaystyle b}
1277:
1215:wing aspect ratio
1173:
1172:
940:
818:
800:
747:
676:
583:
582:
575:
461:
448:
241:
240:
228:
208:
184:
167:{\displaystyle b}
147:{\displaystyle S}
127:{\displaystyle b}
102:
92:The aspect ratio
16:(Redirected from
1774:
1636:
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1615:
1608:
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1549:on 8 April 2014.
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1099:
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1091:
1068:
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1060:
1057:
1056:
1033:is the aircraft
1029:
1027:
1026:
1021:
1018:
1017:
994:drag coefficient
992:is the aircraft
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404:
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395:
358:fighter aircraft
252:
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195:
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133:
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113:
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100:
21:
1782:
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1645:
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1639:
1630:
1628:
1623:
1622:
1618:
1609:
1605:
1596:
1592:
1583:
1579:
1570:
1566:
1562:, Equation 5.26
1557:
1553:
1540:
1536:
1527:
1523:
1519:, section 3.3.5
1514:
1510:
1501:
1497:
1490:
1480:Aircraft Flight
1476:
1472:
1465:
1451:
1447:
1440:
1426:
1422:
1412:
1410:
1402:
1401:
1397:
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1323:
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1313:
1297:
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1225:
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1221:
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1191:
1188:
1187:
1180:
1149:
1146:
1145:
1119:
1116:
1115:
1084:
1081:
1080:
1052:
1048:
1046:
1043:
1042:
1010:
1006:
1004:
1001:
1000:
973:
969:
967:
964:
963:
926:
919:
915:
909:
905:
901:
899:
887:
883:
874:
870:
868:
865:
864:
844:
840:
838:
835:
834:
810:
805:
792:
778:
775:
774:
770:is defined as
738:
734:
732:
721:
718:
717:
668:
657:
654:
653:
639:
619:
609:
579:
568:
562:
559:
544:
528:
517:
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436:
427:
423:
421:
418:
417:
414:
413:
391:
387:
385:
382:
381:
379:
376:Reynolds number
349:Maneuverability
274:
258:
233:
219:
215:
213:
205:
203:
200:
199:
181:
179:
176:
175:
159:
156:
155:
139:
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135:
119:
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99:
97:
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93:
90:
35:
28:
23:
22:
15:
12:
11:
5:
1780:
1770:
1769:
1764:
1759:
1754:
1740:
1739:
1737:978-1119967514
1727:McLean, Doug,
1725:
1711:
1697:
1680:
1663:
1644:
1641:
1638:
1637:
1616:
1603:
1597:Clancy, L.J.,
1590:
1588:, section 5.14
1577:
1571:Clancy, L.J.,
1564:
1551:
1534:
1521:
1515:McLean, Doug,
1508:
1506:, section 5.15
1502:Clancy, L.J.,
1495:
1488:
1470:
1463:
1445:
1438:
1420:
1395:
1374:
1373:
1371:
1368:
1367:
1366:
1359:
1356:
1341:wetted surface
1326:
1322:
1301:
1290:
1289:
1274:
1270:
1264:
1260:
1254:
1248:
1245:
1242:
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1179:
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952:
938:
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932:
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922:
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904:
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890:
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843:
831:
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804:
799:
796:
791:
788:
785:
782:
761:
760:
746:
741:
737:
731:
728:
725:
713:. In symbols,
689:
688:
675:
672:
667:
664:
661:
638:
635:
608:
607:Birds and bats
605:
581:
580:
531:
529:
522:
516:
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493:
482:
481:
477:
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465:
457:
453:
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440:
435:
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426:
394:
390:
368:parasitic drag
364:Parasitic drag
361:
346:
338:bending stress
273:
270:
257:
254:
237:
232:
227:
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163:
143:
123:
89:
86:
26:
9:
6:
4:
3:
2:
1779:
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1760:
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1738:
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1724:
1723:0-930403-51-7
1720:
1716:
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1706:
1702:
1698:
1696:
1695:0-273-01120-0
1692:
1688:
1684:
1681:
1679:
1678:0-07-295046-3
1675:
1671:
1667:
1664:
1662:
1661:0-07-282569-3
1658:
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1489:9780273730989
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1439:9780470539750
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1399:
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1392:0-273-31623-0
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1352:Avro Vulcan
1348:Boeing B-47
623:albatrosses
613:Bird flight
508:Airbus A350
500:Airbus A380
272:In aircraft
51:aeronautics
1746:Categories
1643:References
1631:2012-10-10
1464:1563472813
617:Bat flight
611:See also:
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563:June 2021
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