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Effects of Wing Loading

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panamared5(at)brier.net
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Posted: Thu Aug 28, 2008 7:17 am Post subject: Effects of Wing Loading

For the aerodynamic experts:

Assuming that aircraft weight can be held constant what would be the 

effect of increasing the size of the wing or reducing wing 

loading.  Or vice versa, reducing wing area increasing wing loading?



Bob

RV6 "Wicked Witch of the West"

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tomasz(at)korwel.net
Guest

Posted: Thu Aug 28, 2008 7:41 am Post subject: Effects of Wing Loading

Tons of info here:



http://en.wikipedia.org/wiki/Wing_loading



Tomasz



Bob wrote:

 	  Quote: 	
		   



 For the aerodynamic experts:

 Assuming that aircraft weight can be held constant what would be the 

 effect of increasing the size of the wing or reducing wing loading.  

 Or vice versa, reducing wing area increasing wing loading?



 Bob

 RV6 "Wicked Witch of the West"

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sportav8r(at)gmail.com
Guest

Posted: Thu Aug 28, 2008 7:50 am Post subject: Effects of Wing Loading

I'll take a guess:  lowered wing loading => better rate and angle of climb, lowered stall speed, at the cost of slower cruise and max speeds.  How'd I do?



-Bill B



 On Thu, Aug 28, 2008 at 12:13 PM, Bob <panamared5(at)brier.net (panamared5(at)brier.net)> wrote:

[quote] --> RV-List message posted by: Bob <panamared5(at)brier.net (panamared5(at)brier.net)>

 

 For the aerodynamic experts:

 

 

 Assuming that aircraft weight can be held constant what would be the effect of increasing the size of the wing or reducing wing loading.  Or vice versa, reducing wing area increasing wing loading?

 

 Bob

 RV6 "Wicked Witch of the West"

 

 

 

 

 

 

 

 [b]

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tracy(at)rotaryaviation.c
Guest

Posted: Thu Aug 28, 2008 9:15 am Post subject: Effects of Wing Loading

Hopefully I'll soon be able to give a real world example of what happens.  I added 3 feet to the wingspan of my RV-8.  Yes, G rating will go down but yank & bank is not the mission.  Weight will be the same as an RV-8 equipped with an IO - 360  (actual engine is a 300 HP 3 rotor Mazda rotary).   Doing final assembly of the plane now.

   

 The hoped for results are improved fuel economy (at any given speed) at altitudes above 16,000ft as a result of decreased span loading (higher aspect ratio) and decreased AOA at economy cruise power settings due to lower wing loading.  Hopefully these improvements in induced drag will more than compensate for the increased skin drag.  The reduced roll rate of the longer wing is what you give up.  

   

 Conventional wisdom would say that the higher HP engine would burn more fuel and that is certainly true at maximum HP but my thinking is that a larger engine can be more efficient when making the same HP as the smaller engine.  For example, at 200 HP the IO - 360 has to be run at best power mixture to make it's rated HP but the larger engine can run LOP at that power setting resulting in less fuel burn (better BSFC).   The HP numbers get smaller at higher altitudes but the principle is the same.

   

 Tracy Crook

 



 

 On Thu, Aug 28, 2008 at 12:13 PM, Bob <panamared5(at)brier.net (panamared5(at)brier.net)> wrote:

 [quote]--> RV-List message posted by: Bob <panamared5(at)brier.net (panamared5(at)brier.net)>

 

For the aerodynamic experts:

Assuming that aircraft weight can be held constant what would be the effect of increasing the size of the wing or reducing wing loading.  Or vice versa, reducing wing area increasing wing loading?

 

  [quote][b]

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