bodyType

customContents

entityId

entityUuid

articlePageQuery

filter

article

articleBaseAdvertisingInfoArticle

articleListArticle

articleSeoArticle

hooksArticleAcknowledgementGateOverlayArticle

hooksTrackPageViewArticle

hooksContentInterestArticle

articleLinkingDataContent

hooksAmpRedirectArticle

articleSchemaContent

liveArticle

advertZone

sentiment

contentLock

topics

types

sections

paywallTypes

createdDate

publishedDate

urlAlias

moreOnThisArticles

sponsorType

commentCount

authorLocations

authors

corrections

displaySlideShow

multimediaEmbed

printHeadline

seriesContainer

articleSpeeches

socialHeadline

headline

images

flag

firstTopic

glossary

flattenTypeIds

image

relatedLinks

relatedNewsletters

__typename

sponsor

pdfFiles

seriesReverseOrder

series

disableOffPlatformContent

published

updatedDate

summary

subHeadline

body

keywords

readingTime

customTimezone

liveContents

Business Insider

By Benjamin Zhang and Mike Nudelman
Ever look out the window of a plane or watch as it pulls up to the gate?
Have you ever wondered why some planes have pointy bits at the ends of the wings?
What you see are “winglets,” and they have essentially become standard equipment on all new airliners.
Why are they there?
“Winglets help reduce the drag associated with the creation of lift,” Robert Gregg, Boeing’s chief aerodynamicist, told Business Insider.
That’s the technical answer.
Gregg said the practical reason behind winglets is easier to comprehend.
Winglets allow the wings to be more efficient at creating lift, which means planes require less power from the engines. That results in greater fuel economy, lower CO2 emissions, and lower costs for airlines.
Boeing claims that winglets installed on its 757 and 767 airliners can improve fuel burn by five per cent and cut CO2 emissions by up to five per cent. An airline that installs winglets on its fleet of 58 Boeing 767 jets is expected to save 500,000 gallons of fuel annually.
Winglets help mitigate the effects of “induced drag.” When an aircraft is in flight, the air pressure on top of the wing is lower than the air pressure under the wing. Near the wing tips, the high-pressure air under the wing rushes to the lower-pressure areas on top, which results in the creation of vortices. The vortices flow in a three-dimensional manner over the wings. They not only pull air up and over the wing, but they also pull air back. That third component is induced drag.
With the advent of winglets, the aircraft is able to weaken the strength of wingtip vortices and, more important, cut down on induced drag along the whole wing.

Induced drag can be overcome by making the wing longer.
In fact, the general rule is, the longer the wingspan, the lower the induced drag, Gregg said.
But in many instances, airplane makers simply don’t have the option of making the wings longer. For example, narrow-body airliners such as the Boeing 737 and 757 often operate from gates at airports designed for short- to medium-range domestic flights. Since these flights usually require smaller aircraft, they have less room apportioned to them. As a result, wingspan is effectively limited by the size of the parking space the plane is allotted at the gate.
So instead of the adding wingspan by making the wings longer, Boeing adds wingspan by going vertical with winglets.
In some instances winglets aren’t necessary, because there are no constraints on space. For example, Boeing’s hot-selling 777 wide-body airliner does not have winglets. According to Gregg, that’s because the 777 operates from international terminals designed for larger jumbo jets. As a result, Boeing found the performance it was seeking without the need for vertical extensions.

Since they were first developed by Richard Whitcomb at NASA’s Langley Research Centre in 1976, airplane makers have steadily worked to improve the design and effectiveness of winglets.
According to Gregg, the first-generation winglets fitted to aircraft such as the Boeing 747-400 and the McDonnell Douglas MD11 offered up to 2.5 per cent to three per cent improvement in fuel burn compared with aircraft not equipped with the option.
Second-generation winglets, such as those found on Boeing’s workhorse 737, 757, and 767 aircraft are much larger than the first-gen models, with greater curvature. Second-generation winglets offer a four per cent to six per cent improvement in fuel burn.
Boeing’s new 737 Max airliners are equipped with third-generation winglets that offer a one per cent to two per cent improvement over the second-gen models.
Dragan Radovanovic contributed to this post.
See Also:
It might be time for Tesla to get out of the car business
The Mercedes-Benz G-Wagon is a beautifully flawed automotive legend
The 700 horsepower Porsche 911 GT2 RS has arrived
Read the original article at Business Insider


Bezos’ Washington Post scraps ad calling for Trump to ‘fire Elon Musk’ from print editions

From Thailand’s ‘Ghost Tower’ to Pyongyang’s ‘Hotel of Doom’: Asia’s abandoned skyscrapers

Brutal, ‘brave’ and unrelenting: the North Korean troops fighting Ukraine

Trump, Musk highlighted in Ben & Jerry’s suit against Unilever over social mission interference

Here’s the simple reason why planes have winglets

A Boeing 737. Photo: Boeing/Business Insider

A Boeing 777. No winglets here. Photo: Boeing

Photo: Mike Nudelman/Business Insider

Tech

Aside from saving fuel costs, they also allow wings to be longer without increasing the wingspan beyond what’s allowed in certain airports


Boeing

Here’s the simple reason why planes have winglets

.css-1c6uqr6{color:inherit;font-weight:inherit;font-size:inherit;font-family:inherit;line-height:inherit;overflow-wrap:break-word;}Aside from saving fuel costs, they also allow wings to be longer without increasing the wingspan beyond what’s allowed in certain airports

Aside from saving fuel costs, they also allow wings to be longer without increasing the wingspan beyond what’s allowed in certain airports