Induced drag is formed as a by-product of the lift generated, and along with profile drag introduce forces into the wing which tend to push the wing backward. The wing also tends to pitch up and down during flight which is reacted at the root by a torque at the attachment points.įigure 2: Lift distribution and wing bending moment The two primary contributors to the total stress are the vertical lift force and the resulting bending moment. The maximum wing loads are seen at the wing root where the wing attaches to the fuselage. Wing LoadsĪ wing is not designed to produce an equal upward force at all points along the span but rather produces the greatest percentage of the total lift closer to the root, diminishing outwards towards the span.įigure 1: Full span lift distribution on an aircraft The various components that make up the wing structure must be capable of supporting this aerodynamic load throughout the certified design envelope.

Most general aviation aircraft are designed to a load factor of between four and six. This is termed the load factor and was discussed in part one of this series. Every wing is therefore designed to produce and support a multiple of the total weight of the airplane. IntroductionĪ wing is designed to produce sufficient lift to support the aircraft throughout its design envelope. This tutorial focuses on the structural design of an aircraft wing and introduces the various control surfaces attached to the wing’s trailing edge. This is part three in a five-part series on airframe structures and control surfaces.

Wing clmax from airfoil