Invented in Grafton 1963




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Aircraft Lift over Drag ratio explanation  

From Australian Recreational Aviation

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In unaccelerated straight and level flight, lift equals weight, and thus will be a constant value. If you look at the total drag diagram in section 1.6 you will see that the drag varies with the airspeed which means, of course, that it varies with angle of attack. The diagram on the left is a plot of the fixed lift value divided by the total drag value; i.e. the L/D ratio, at varying aoa for a reasonably efficient aircraft. It can be seen that L/D [L over D] improves rapidly between zero or negative aoa up to 4–5° then drops off until the stall angle, where the deterioration rate accelerates. Note that a non-aerobatic light aircraft in normal flight would not experience these low L/D values at aoa between 0° and 2°.

The maximum L/D for light aeroplanes — a measure of the aerodynamic efficiency of the aircraft — is possibly between 8 and 12. Some of the ultralights designed with wide span, high aspect ratio wings to provide some soaring capability have a maximum L/D around 30. High-performance sailplanes that are built with very wide span, slender, high aspect ratio wings have the greatest L/D, at 40 –50, and thus the greatest efficiency. Powered parachutes have a L/D ratio around 3.

There is a limit to the thrust that the engine/propeller can provide (i.e. the drag that it can match) thus there is also a minimum L/D at which maximum engine power is required to maintain constant altitude. Consequently, there will be a minimum aoa (maximum airspeed) and a maximum aoa (minimum airspeed) at which an aircraft can maintain level flight. As there may not be much range between minimum and maximum L/D, the minimum L/D can be quite significant for ultralight aircraft, where a range of engines, some with rather low power, may be utilised in the same model. An under-powered aircraft will perform very badly at the back of the power curve.

Glide Ratio

Maximum L/D usually occurs at an angle of attack between 4° and 5°, or where the CL is around 0.6. This L/D ratio is also termed the glide ratio because it is just about the same ratio as distance covered/height lost in an engine-off glide. For example, if maximum L/D =12 then the glide ratio is 12:1, meaning the aircraft will glide a distance of 12 000 feet for each 1000 feet of height lost, in still air.

We can use the '1-in-60' rule to calculate the angle of the glide path relative to the ground; for example:

L/D = 12, then 60/12 = 5° glide path angle.

If the aircraft is maintained in a glide at a degraded L/D, then the glide path will be steeper: L/D = 8, then 60/8 = 7.5° glide path angle. This is one effect of using flaps (see section 4.11).

Be aware that quoted L/D ratios rarely take into account the considerable drag generated by a windmilling propeller.

The aoa associated with maximum L/D decides the best engine-off glide speed [Vbg] for distance and the best speed for range [Vbr] according to the operating weight of the aircraft. But because of the flat shape of the curve around maximum L/D, these speeds are more akin to a small range of speeds rather than one particular speed.


Australian Recreational Aviation

This L/D article

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