kool kitty89
Senior Master Sergeant
Wing Loading vs "Lift-Loading"
The thing wing loading actually tells you is how much lift/area the wing is producing in level flight. (in level flight weight=lift)
But to get an idea of comparing aircraft in extremes of flight (max turns, close to stall) you need to compare the weight of the a/c and the maximum lift the wing can generate. (lift/drag ratio is also very important in these comparisons as well as are stall characteristics -which determines the ease of the pilot to pul tigfht turns without stalling)
Soren often uses a comparison he referrs to as "lift loading" (which I have seen elsewhere, but I'm not sure if it's a true term in areodynamics)
This is basicly: Weight of aircraft/(wing-area x CLmax) CLmax being the coeficient of lift at the critical angle of atack.
This compares the maximum amount of lift able to be created by the wing and the weight (mass really being more aplicable here) of the aircraft.
Other factors for turn performance would be lift-to-drag ratio, power loading or power/mass (the reciprocal of power loading), and stall characteristics (determining the ease of reaching Clmax). With all other factors being equal the aircraft with an advantage in one category will turn better. (lower "lift-loading," higher lift/drag, more power/mass, or being able to get closer to Clmax)
The key factor for lift-to-drag ratio for a wing (at lower airspeeds) is induced drag ("drag due to lift"), which is minimised when lift distribution is elliptical. However ellipitcal lift distribution results in a wing with very violent stall behavior and the shape makws the wing complex and expensive to manufacture. Tapering the wing also reduces induced drag and is a much simpler (albeit less effective) solution. Increasing a wing's aspect ratio also reduces induced drag.
As speed increases, induced drag decreases and parasitic drag rises. (and at very high speeds -in this context- wave drag starts to become a factor)
The thing wing loading actually tells you is how much lift/area the wing is producing in level flight. (in level flight weight=lift)
But to get an idea of comparing aircraft in extremes of flight (max turns, close to stall) you need to compare the weight of the a/c and the maximum lift the wing can generate. (lift/drag ratio is also very important in these comparisons as well as are stall characteristics -which determines the ease of the pilot to pul tigfht turns without stalling)
Soren often uses a comparison he referrs to as "lift loading" (which I have seen elsewhere, but I'm not sure if it's a true term in areodynamics)
This is basicly: Weight of aircraft/(wing-area x CLmax) CLmax being the coeficient of lift at the critical angle of atack.
This compares the maximum amount of lift able to be created by the wing and the weight (mass really being more aplicable here) of the aircraft.
Other factors for turn performance would be lift-to-drag ratio, power loading or power/mass (the reciprocal of power loading), and stall characteristics (determining the ease of reaching Clmax). With all other factors being equal the aircraft with an advantage in one category will turn better. (lower "lift-loading," higher lift/drag, more power/mass, or being able to get closer to Clmax)
The key factor for lift-to-drag ratio for a wing (at lower airspeeds) is induced drag ("drag due to lift"), which is minimised when lift distribution is elliptical. However ellipitcal lift distribution results in a wing with very violent stall behavior and the shape makws the wing complex and expensive to manufacture. Tapering the wing also reduces induced drag and is a much simpler (albeit less effective) solution. Increasing a wing's aspect ratio also reduces induced drag.
As speed increases, induced drag decreases and parasitic drag rises. (and at very high speeds -in this context- wave drag starts to become a factor)