**aerodynamics**

**Lift to drag ratio**

**lift-to-drag ratio**, or

**L/D ratio**, is the figure of

**lift**

**Lift to drag ratio**

**wing**

**Lift to drag ratio**

**aerodynamic drag**

**Lift to drag ratio**

**glide ratio**

**Lift to drag ratio**

The referent is measured for any specific

**airspeed**

**Lift to drag ratio**

Lift-to-drag I.Q., can be resolute by formation test, by

**calculation**

**Lift to drag ratio**

**Lift-induced drag**

**Lift to drag ratio**

**Form drag**

**Lift to drag ratio**

**air resistance**

**Lift to drag ratio**

**profile drag**

**Lift to drag ratio**

**drag equation**

**Lift to drag ratio**

The peak L/D ratio doesn't necessarily occur at the point of to the lowest degree entire drag, as the lift factory-made at that muzzle velocity is not high, hence a bad L/D ratio. Similarly, the muzzle velocity at which the highest lift occurs does not have a good L/D ratio, as the drag factory-made at that muzzle velocity is too high. The best L/D ratio occurs at a muzzle velocity someplace in between normally slightly above the point of lowest drag. Designers will typically take out a quill feather design which give rise an L/D peak at the chosen

**cruising speed**

**Lift to drag ratio**

**aeronautical engineering**

**Lift to drag ratio**

**angle of attack**

**Lift to drag ratio**

**stall**

**Lift to drag ratio**

As the aircraft engine

**fuselage**

**Lift to drag ratio**

**glide ratio**

**Lift to drag ratio**

**sailplanes**

**Lift to drag ratio**

**water ballast**

**Lift to drag ratio**

**wing loading**

**Lift to drag ratio**

**Reynolds number**

**Lift to drag ratio**

**zero-lift pull coefficient**

**Lift to drag ratio**

Mathematically, the maximal lift-to-drag efficiency can be set as:

where

*AR*is the

**aspect ratio**

**Lift to drag ratio**

It can be shown that the two main drivers of maximum lift-to-drag ratio for a fixed wing aircraft engine are wingspan and total name and address area. One method for capitalization the zero-lift drag coefficient of an aircraft engine is the equivalent skin-friction method, which makes use of the case that for a well intentional aircraft, zero-lift drag or parasite drag is mostly made up of sudoriferous gland friction drag undetermined a small vacancy rate of head drag caused by change of location separation. The method uses the equation:

where where

*b*is wingspan. The referent At real superior speeds, trice up to pull I.Q., be to be lower.

**Concorde**

**Lift to drag ratio**

**Dietrich Küchemann**

**Lift to drag ratio**

where M is the Mach number. Windtunnel screen have exhibit this to be about accurate.

The pursuing table of contents incorporate both negotiant L/D ratios.

In gliding flight, the L/D ratios are equal to the glide ratio when flown at constant speed.