The Aeroplane Speaks. Fifth Edition

Thus, you see, the front part of the surface is the most valuable from the point of view of securing an upwards reaction from the air; and so, by increasing the proportion of front, or "span," to chord, we increase the amount of reaction for a given velocity and area of surface. That means a better proportion of reaction to weight of surface, though the designer must not forget the drift of struts and wires necessary to brace up a surface of high aspect ratio. Not only that, but, provided the chord is not decreased to an extent making it impossible to secure the best camber owing to the thickness of the surface, the higher the aspect ratio, the better the lift-drift ratio. The reason of this is rather obscure. It is sometimes advanced that it is owing to the "spill" of air from under the wing-tips. With a high aspect ratio the chord is less than would otherwise be the case. Less chord results in smaller wing-tips and consequently less "spill." This, however, appears to be a rather inadequate reason for the high aspect ratio producing the high lift-drift ratio. Other reasons are also advanced, but they are of such a contentious nature I do not think it well to go into them here. They are of interest to designers, but this is written for the practical pilot and rigger. 5. Stagger.--This is the advancement of the top surface relative to the bottom surface, and is not, of course, applicable to a single surface, i.e., a monoplane. In the case of a biplane having no stagger, there will be "interference" and consequent loss of efficiency unless the gap between the top and bottom surfaces is equal to not less than about 1-1/2 times the chord. If less than that, the air engaged by the bottom of the top surface will have a tendency to be drawn into the rarefied area over the top of the bottom surface, with the result that the surfaces will not secure as good a reaction as would otherwise be the case.