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installed the devices on his early biplane and monoplane designs. Another American engineer Vincent Burnelli received a patent for his “airfoil control means” in 1930.
While aerodynamicists and engineers tinkered with designs through the years, it took the energy crisis of the 1970s for researchers to get serious about winglet development and broad commercial application. NASA’s Aircraft Energy Efficiency program studied and wind-tunnel tested a range of winglet designs with the goal of improving fuel efficiency. Aeronautical engineer Richard Whitcomb published the agency’s findings in 1976, predicting that winglets deployed on transport-size aircraft could diminish drag and improve the aircraft’s lift-drag ratio by 6 to 9 percent. NASA would go on to flight test a nine-foot- high winglet on a KC-135, validating Whitcomb’s findings. (Fun fact: Whitcomb is the person credited for naming the wingtip device the “winglet.”)
In addition to drag reduction, winglets generate lift at the tip, increasing the bending moment at the wing root and requiring the structure to be beefed up. Thus, the winglet adds weight and complexity to the wing, something the original wing designer and manufacturer could have never anticipated. Winglets on a typical airline aircraft add significant weight — as much as 1,000 pounds for a typical Boeing — and deliver modest 3 to 5 percent reductions in fuel burn. If you’re an airline flying thousands of hours above FL350 on long-range flights, 3 percent can mean big savings. Traditional winglet design, however, has continued to chase the promise of 10 percent fuel burn reduction over long ranges.
Should the system lose power, the pilot will get an annunciation on the panel and will be required to slow down to a defined airspeed, similar to when flying in turbulence.
Tamarack expects to have the Citation CJ3 certified in the fourth quarter of 2017.
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March 2017
TWIN & TURBINE • 7