Wingtip device
Wingtip devices are intended to improve the efficiency of fixed-wing aircraft by reducing drag. Although there are several types of wing tip devices which function in different manners, their intended effect is always to reduce an aircraft's drag. Such devices reduce drag by increasing the height of the lifting system, without greatly increasing the wingspan. Extending the span would reduce lift-induced drag, but would increase parasitic drag and would require boosting the strength and weight of the wing. At some point, there is no net benefit from further increased span. There may also be operational considerations that limit the allowable wingspan.
Physics
When a conventional wing generates lift, it also experiences lift-induced drag. Higher pressure air under the wing flows to the lower pressure surface on top at the wingtip, which results in a vortex caused by the forward motion of the aircraft. Trefftz-plane theory shows that increasing the height of the lifting system will decrease induced drag. A vertical fin or winglet will reduce induced drag if it is placed anywhere along the wing off-center of the aircraft, but it is most effective when it is placed at the wingtip.Benefits
By reducing drag, wingtip devices increase fuel efficiency and aircraft range. Aircraft performance is increased, allowing reduced takeoff field length due to better climb performance, and increased cruise altitude and cruise speed. Takeoff noise is also reduced. In gliders, reduced induced drag results in a higher cross-country speed, again increasing range. Wingtip devices can also enhance safety for following aircraft, by reducing the strength of wingtip vortices.U.S. Air Force studies indicate that a given improvement in fuel efficiency correlates directly with the causal increase in the aircraft's lift-to-drag ratio.
The average commercial jet sees a 4-6 percent increase in fuel efficiency and as much as a 6% decrease in in-flight noise from the use of winglets. Actual fuel savings and the related carbon output can vary significantly by plane, route and flight conditions.
Early history
Wing end-plates
The initial concept dates back to 1897, when English engineer Frederick W. Lanchester patented wing end-plates as a method for controlling wingtip vortices. In the United States, Scottish-born engineer William E. Somerville patented the first functional winglets in 1910. Somerville installed the devices on his early biplane and monoplane designs. Vincent Burnelli received US Patent no: 1,774,474 for his "Airfoil Control Means" on August 26, 1930.Simple flat end-plates did not cause a reduction in drag, because the increase in profile drag was greater than the decrease in induced drag.
Hoerner wing tips
Following the end of World War II, Dr. Sighard F. Hoerner was a pioneer researcher in the field, having written a technical paper published in 1952 that called for drooped wingtips whose pointed rear tips focused the resulting wingtip vortex away from the upper wing surface. Drooped wingtips are often called "Hoerner tips" in his honor. Gliders and light aircraft have made use of Hoerner tips for many years.The earliest-known implementation of a Hoerner-style downward-angled "wingtip device" on a jet aircraft was during World War II. This was the so-called Lippisch-Ohren, allegedly attributed to the Messerschmitt Me 163's designer Alexander Lippisch, and first added to the M3 and M4 third and fourth prototypes of the Heinkel He 162A Spatz jet light fighter for evaluation. This addition was done in order to counteract the dutch roll characteristic present in the original He 162 design, related to its wings having a marked dihedral angle. This became a standard feature of the approximately 320 completed He 162A jet fighters built, with hundreds more He 162A airframes going unfinished by V-E Day.
Winglets
The term "winglet" was previously used to describe an additional lifting surface on an aircraft, like a short section between wheels on fixed undercarriage. Richard Whitcomb's research in the 1970s at NASA first used winglet with its modern meaning referring to near-vertical extension of the wing tips.Another potential benefit of winglets is that they reduce the intensity of wake vortices. Those trail behind the plane and pose a hazard to other aircraft. Minimum spacing requirements between aircraft operations at airports are largely dictated by these factors. Aircraft are classified by weight because the vortex strength grows with the aircraft lift coefficient, and thus, the associated turbulence is greatest at low speed and high weight, which produced a high angle of attack.
Winglets and wingtip fences also increase efficiency by reducing vortex interference with laminar airflow near the tips of the wing, by 'moving' the confluence of low-pressure and high-pressure air away from the surface of the wing. Wingtip vortices create turbulence, originating at the leading edge of the wingtip and propagating backwards and inboard. This turbulence 'delaminates' the airflow over a small triangular section of the outboard wing, which destroys lift in that area. The fence/winglet drives the area where the vortex forms upward away from the wing surface, since the center of the resulting vortex is now at the tip of the winglet.
The fuel economy improvement from winglets increases with the mission length. Blended winglets allow a steeper angle of attack reducing takeoff distance.
Early development
, an engineer at NASA's Langley Research Center, further developed Hoerner's concept in response to the sharp increase in the cost of fuel after the 1973 oil crisis. With careful aeronautical design he showed that, for a given bending moment, a near-vertical winglet offers a greater drag reduction compared to a horizontal span extension. Whitcomb was the first to realize a net benefit in drag reduction by careful design to keep profile drag to a minimum.Whitcomb's designs were flight-tested in 1979–80 by a joint NASA/Air Force team, using a KC-135 Stratotanker based at the Dryden Flight Research Center. A Lockheed L-1011 and McDonnell Douglas DC-10 were also used for testing, and the latter design was directly implemented by McDonnell Douglas on the derivative MD-11, which was rolled out in 1990.
In May 1983, a high school student at Bowie High School in Maryland won a grand prize at the 34th International Science and Engineering Fair in Albuquerque, New Mexico, for the result of his research on wingtip devices to reduce drag. The same month, he filed a U.S. patent for "wingtip airfoils", published in 1986.
Implementations
Learjet exhibited the prototype Learjet 28 at the 1977 National Business Aviation Association convention. It employed the first winglets ever used on a production aircraft, either civilian or military. Learjet developed the winglet design without NASA assistance. Although the Model 28 was intended to be a prototype experimental aircraft, performance was such that it resulted in a production commitment from Learjet. Flight tests showed that the winglets increased range by about 6.5 percent and improved directional stability. Learjet's application of winglets to production aircraft continued with newer models including the Learjet 55, 31, 60, 45, and Learjet 40.Gulfstream Aerospace explored winglets in the late 1970s and incorporated winglets in the Gulfstream III, Gulfstream IV and Gulfstream V. The Gulfstream V range of allows nonstop routes such as New York–Tokyo, it holds over 70 world and national flight records.
Burt Rutan combined winglets and vertical stabilizers, which appeared on his Beechcraft Starship business aircraft design that first flew in 1986.
Winglets are also applied to other business aircraft, reducing take-off distance to operate from smaller airports, and allowing higher cruise altitudes. Along winglets on new designs, aftermarket vendors developed retrofits. Winglet Technology, LLC of Wichita, Kansas should have tested its elliptical winglets designed to increase payload-range on hot and high departures to retrofit the Citation X.
Conventional winglets were fitted to Rutan's Rutan Voyager, the first aircraft to circumnavigate the world without refueling in 1986. The aircraft's wingtips were damaged, however, when they dragged along the runway during takeoff, removing about from each wingtip, so the flight was made without benefit of winglets.
Wingtip fence
A wingtip fence refers to the winglets including surfaces extending both above and below the wingtip, as described in Whitcomb's early research. Both surfaces are shorter than or equivalent to a winglet possessing similar aerodynamic benefits. The Airbus A310-300 was the first airliner with wingtip fences in 1985. Other Airbus models followed with the A300-600, the A320ceo, and the A380. Other Airbus models including the Airbus A320 Enhanced, A320neo, A350 and A330neo have blended winglets rather than wingtip fences. The Antonov An-158 uses wingtip fences.Canted winglets
announced a new version of the 747, the 747-400, in 1985, with an extended range and capacity, using a combination of winglets and increased span to carry the additional load. The winglets increased the 747-400's range by 3.5% over the 747-300, which is otherwise aerodynamically identical but has no winglets. The 747-400D variant lacks the wingtip extensions and winglets included on other 747-400s since winglets would provide minimal benefits on short-haul routes while adding extra weight and cost, although the -400D may be converted to the long-range version if needed. Winglets are preferred for Boeing derivative designs based on existing platforms, because they allow maximum re-use of existing components. Newer designs are favoring increased span, other wingtip devices or a combination of both, whenever possible.The Ilyushin Il-96 was the first Russian and modern jet to feature winglets in 1988. The Bombardier CRJ-100/200 was the first regional airliner to feature winglets in 1992. The A340/A330 followed with canted winglets in 1993/1994. The Tupolev Tu-204 was the first narrowbody aircraft to feature winglets in 1994. The Airbus A220, from 2016, has canted winglets.