{"id":3115715,"date":"2026-06-28T20:50:12","date_gmt":"2026-06-28T18:50:12","guid":{"rendered":"https:\/\/migflug.com\/jetflights\/winglets-richard-whitcomb-nasa-wingtip-vortex-fuel-saving\/"},"modified":"2026-11-11T21:25:21","modified_gmt":"2026-11-11T20:25:21","slug":"winglets-richard-whitcomb-nasa-vortex-marginal-economie-de-carburant","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/fr\/winglets-richard-whitcomb-nasa-wingtip-vortex-fuel-saving\/","title":{"rendered":"Les ailerons incurv\u00e9s qui permettent d&#039;\u00e9conomiser des milliards de dollars en carburant"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\n<!-- mfsh:top -->\n\n<style>\n.mfsh-trigger{display:inline-flex;align-items:center;gap:10px;height:44px;padding:0 18px;margin:0 0 26px;border:2px solid 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It looks like a small design flourish. It is not. That upturned tip is quietly one of the most valuable pieces of aerodynamics in commercial aviation history.<\/p>\n\n<p>Two American companies that retrofit these devices, working from a design born at NASA, say their winglets alone have now saved airlines and business-jet operators more than <strong>10 billion gallons of jet fuel<\/strong> &mdash; and kept over 100 million tonnes of CO&#8322; out of the atmosphere. Per flight, the saving is only a few percent. Multiplied across tens of thousands of aircraft and millions of departures a year, it becomes a number with ten zeros.<\/p>\n\n<p>And it traces back to one stubborn, workaholic engineer at NASA Langley who had already changed the shape of the airplane twice before he ever looked at a bird&rsquo;s wingtip.<\/p>\n\n\n<div style=\"background:#f4f4f4;padding:18px 22px;margin:24px 0\"><p style=\"margin:0 0 10px;font-weight:700;font-size:18px;color:#222\">Quick Facts: The Winglet<\/p><ul style=\"margin:0;padding-left:18px;line-height:1.7\"><li><strong>What it does:<\/strong> cuts the wingtip vortex, reducing lift-induced drag<\/li><li><strong>Inventor:<\/strong> Richard T. &ldquo;Dick&rdquo; Whitcomb, NASA Langley<\/li><li><strong>Whitcomb&rsquo;s other inventions:<\/strong> the area rule (1952) and the supercritical wing (1969)<\/li><li><strong>First flight tests:<\/strong> NASA KC-135 testbed, 1979&ndash;1980, Dryden (now Armstrong)<\/li><li><strong>Measured benefit in tests:<\/strong> roughly 6&ndash;7% drag reduction at cruise<\/li><li><strong>Typical airline fuel saving:<\/strong> about 4&ndash;6% per aircraft<\/li><li><strong>Modern forms:<\/strong> blended winglets, sharklets, raked tips, split scimitars<\/li><\/ul><\/div>\n\n\n<h2 style=\"padding-top:22px\">The invisible whirlpool at the end of every wing<\/h2>\n\n<p>To understand the winglet, you first have to understand the problem it solves &mdash; and the problem is built into the very thing that keeps an airplane in the air.<\/p>\n\n<p>A wing generates lift by creating a pressure difference: lower pressure on top, higher pressure underneath. That is the whole trick of flight. But nature hates a pressure difference, and at the wingtip &mdash; where the high-pressure air below and the low-pressure air above suddenly meet at an open edge &mdash; the high-pressure air spills around the tip and curls up and over toward the low-pressure side.<\/p>\n\n<p>The result is a powerful, tightening spiral of air trailing off each wingtip: a <em>wingtip vortex<\/em>. You have probably seen one made visible by condensation on a humid day, streaming off an airliner&rsquo;s wing like a ghostly rope. These vortices are violent enough that air traffic control spaces aircraft minutes apart on approach so a small plane is not flipped by the wake of a big one.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/06\/kc-135-winglet-tufts-airflow-test.jpg\" alt=\"NASA KC-135 winglet covered in airflow tufts\" style=\"display:block;width:100%;height:auto;\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">During the 1979 flight tests, NASA covered the KC-135&rsquo;s winglets in tufts of yarn so engineers could watch exactly how the air flowed over them. Photo: NASA Dryden \/ Wikimedia Commons<\/figcaption><\/figure>\n\n\n<p>That swirl is not free. It tilts the local airflow downward behind the wing &mdash; engineers call it &ldquo;downwash&rdquo; &mdash; which in turn tilts the wing&rsquo;s lift force slightly backward. That rearward-pointing component of lift is pure drag. It is called <strong>induced drag<\/strong>, or &ldquo;drag due to lift,&rdquo; and on a big jet at cruise it can account for a large slice of the total drag the engines have to overcome.<\/p>\n\n<p>So here is the engineer&rsquo;s dilemma in one sentence: the lift that holds the plane up is also leaking energy off the wingtips in the form of a whirlpool. Kill the whirlpool, and you get some of that energy back.<\/p>\n\n<h2 style=\"padding-top:22px\">The man who reshaped the airplane &mdash; three times<\/h2>\n\n<p>Richard Whitcomb did not set out to become the most important aerodynamicist of his generation. He grew up in Worcester, Massachusetts, flying rubber-band balsa models, read about NASA&rsquo;s forerunner &mdash; the NACA Langley laboratory &mdash; in a magazine, and decided he was going there before anyone had offered him a job. He arrived in 1943 and, by his own joke, never moved his desk more than fifty feet for the rest of his career.<\/p>\n\n<p>From that one building came three ideas that are now on nearly every fast aircraft ever built. In 1952 he worked out the <strong>area rule<\/strong> &mdash; the &ldquo;Coke-bottle&rdquo; fuselage pinch that lets aircraft slip through the sound barrier &mdash; an insight that won him the 1954 Collier Trophy. His colleague, the legendary Adolf Busemann, summed up Whitcomb&rsquo;s knack for cutting straight to the physics.<\/p>\n\n\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;It is a little wing. That&rsquo;s why I called them winglets. It&rsquo;s designed with all the care that a wing is designed.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Richard T. Whitcomb<\/strong> &mdash; Aeronautical engineer, NASA Langley Research Center<\/div><\/div><\/div>\n\n\n<p>That distinction &mdash; a precisely tailored small wing, not an end plate &mdash; is the whole reason winglets work where decades of fences had failed. By gently blocking the air&rsquo;s tendency to spill around the tip and re-orienting what does escape, a good winglet shrinks the vortex and recovers a slice of the energy that would otherwise spin away. Less induced drag means less thrust needed, which means less fuel burned for the same trip.<\/p>\n\n<p>The clip below walks through the physics &mdash; why the vortex forms, and exactly how a winglet claws back drag &mdash; with the kind of clear animation that makes the &ldquo;aha&rdquo; click into place.<\/p>\n\n\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/FNqXf6t7e-w\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0;\" allowfullscreen><\/iframe><\/div>\n\n\n<h2 style=\"padding-top:22px\">Proving it on a borrowed tanker<\/h2>\n\n<p>An idea that works in a wind tunnel still has to survive the real sky. To prove the winglet, NASA borrowed a KC-135 Stratotanker &mdash; tail number 55-3129 &mdash; from the <a href=\"https:\/\/migflug.com\/air-forces\/united-states-air-force\/\">U.S. Air Force<\/a>, fitted it with a set of Whitcomb&rsquo;s winglets, and flew it out of Dryden Flight Research Center (today NASA Armstrong) in 1979 and 1980.<\/p>\n\n<p>The numbers came back better than many had dared hope. Across dozens of research flights, the winglet-equipped tanker showed a cruise drag reduction of roughly <strong>6 to 7 percent<\/strong>, with a comparable gain in range. Wind-tunnel work had already hinted that the devices produced a small forward thrust as they tamed the vortices; the flight tests turned that hint into hard data the whole industry could trust.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/06\/boeing-737-blended-winglet-closeup.jpg\" alt=\"Boeing 737 blended winglet close-up\" style=\"display:block;width:100%;height:auto;\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A blended winglet on a Boeing 737 &mdash; the smooth, curved descendant of Whitcomb&rsquo;s research, now one of the most common sights at any airport. Photo: Wikimedia Commons<\/figcaption><\/figure>\n\n\n<p>Whitcomb retired from NASA in 1980, just as his third great idea was being validated in flight. He never married, kept consulting, and died in Newport News, Virginia, in 2009 at the age of 88 &mdash; by which time his three inventions were saving the airline industry billions of dollars a year, mostly without passengers ever knowing his name.<\/p>\n\n<h2 style=\"padding-top:22px\">From research curiosity to near-universal<\/h2>\n\n<p>For a while, winglets stayed a niche. The Learjet 28 became one of the first production jets to wear them in the late 1970s. Boeing announced winglets for the 747-400 in the mid-1980s; the type entered service at the end of the decade, the first widebody airliner to carry them. Then, in the late 1990s, a company called Aviation Partners began selling sleek <strong>blended winglets<\/strong> &mdash; the curved, seamless kind &mdash; as retrofits, starting with Boeing Business Jets and then the hugely popular 737. Suddenly any airline could buy a few percent off its fuel bill.<\/p>\n\n<h2 style=\"padding-top:22px\">The 747 That Tried Giant Winglets<\/h2>\n\n<p>The biggest blended winglets Aviation Partners ever flew went on a Jumbo. In 2000 the company and Boeing fitted a leased 747-200 freighter with a pair of curved winglets 4.4 metres (14.5 ft) tall and flew it from the former George Air Force Base in California. Before the tests, officials had talked of fuel savings of up to 7 percent, equivalent to about a million gallons a year for a hard-working 747. In July 2000 Aviation Partners&rsquo; Joe Clark reported a 6 to 7 percent drag reduction, and the company planned to market a retrofit for 747-200 and -300 &ldquo;Classics&rdquo;, with cargo airlines seen as the main customers.<\/p>\n\n<p>It never caught on. By 2001 Aviation Partners was still looking for industrial partners for the 747 programme and said the retrofit would not be available until 2005, because its engineers were committed to the 737 Next Generation, and the ageing Classics were steadily leaving service. One of the test winglets survives: it stands outside the Museum of Flight in Seattle, with a marker explaining that it was test-flown on a 747-200 in 2000 to prove blended winglets on big transport aircraft.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/11\/blended-winglet-747-200-test-museum-of-flight.jpg\" alt=\"Blended winglet from the 2000 Boeing 747-200 test at the Museum of Flight\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The 14.5 ft blended winglet test-flown on a Boeing 747-200 freighter in 2000, now outside the Museum of Flight in Seattle. Photo: 4300streetcar, CC BY 4.0, via Wikimedia Commons.<\/figcaption><\/figure>\n\n\n\n\n<p>The floodgates opened. Airbus developed its own version &mdash; marketed as the <strong>sharklet<\/strong> &mdash; for the A320 family and rolled the concept onto the A330neo, A350 and beyond. Boeing and Aviation Partners went further with the <strong>split scimitar<\/strong>, which adds a downward fin below the existing winglet for a little extra gain. Other designers skipped the vertical fin entirely in favour of long, gently swept <strong>raked wingtips<\/strong>, as seen on the 777 and 787.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/06\/airbus-a320-sharklet-detail-scaled.jpg\" alt=\"Airbus A320 sharklet detail\" style=\"display:block;width:100%;height:auto;\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">An Airbus sharklet &mdash; Airbus&rsquo;s blended wingtip device for the A320 family. The same physics, a different badge. Photo: Wikimedia Commons<\/figcaption><\/figure>\n\n\n<p>The shapes differ, but the goal is identical: make the wing behave as if it were longer and more efficient, without the weight and airport-gate headaches of an actually longer wing. A typical retrofit trims fuel burn by around 4 to 6 percent &mdash; modest on one flight, transformative across a fleet flying every day for decades.<\/p>\n\n<p>So the next time you watch that upturned tip slice through the clouds, remember what you are looking at: not a styling cue, but a quiet, decades-long victory over an invisible whirlpool &mdash; dreamed up by a man who studied birds, and proved on a borrowed Air Force tanker. The winglet may be the most profitable little wing ever built.<\/p>\n\n<p style=\"font-size:14px;color:#777;font-style:italic\">Sources: NASA Langley (Richard T. Whitcomb biography); NASA Spinoff and NASA Armstrong KC-135 winglet flight-test records; Aviation Partners; Boeing and Airbus; FlightGlobal (4 April and 1 August 2000; 18 September 2001); Aviation Week (24 February and 31 July 2000); The Museum of Flight.<\/p>\n<!-- mfsh:bottom -->\n\n<button type=\"button\" class=\"mfsh-trigger mfsh-bottom\" data-mfsh-placement=\"bottom\" aria-haspopup=\"dialog\"><svg><use href=\"#mfsh-i-share\"\/><\/svg>Share this story<\/button>\n\n<!-- \/mfsh:bottom -->\n\n\n<!-- mf-faq -->\n\n<div class=\"mf-faq-block\"><style>.mf-faq-block{margin:34px 0}.mf-faq-item:not([open]) .mf-faq-answer{display:none !important}.mf-faq-block h2.mf-faq-h{padding-top:22px;margin-bottom:14px}.mf-faq-item{border:1px solid #e2e8f5;margin:0 0 10px;background:#fff}.mf-faq-item summary{list-style:none;cursor:pointer;padding:15px 50px 15px 18px;font-weight:600;color:#1a1a1a;position:relative;line-height:1.45;user-select:none}.mf-faq-item summary::-webkit-details-marker{display:none}.mf-faq-item summary::after{content:\"+\";position:absolute;right:18px;top:50%;transform:translateY(-50%);font-size:1.5em;font-weight:400;color:#5C91FF;line-height:1}.mf-faq-item[open] summary::after{content:\"\\2013\"}.mf-faq-item[open] summary{border-bottom:1px solid #eef1f8}.mf-faq-item summary:hover{background:#f5f8ff}.mf-faq-answer{padding:14px 18px;color:#333;line-height:1.6}.mf-faq-answer p{margin:0}<\/style><h2 class=\"mf-faq-h\">Related Questions<\/h2><details class=\"mf-faq-item\"><summary>What is a winglet on an airplane?<\/summary><div class=\"mf-faq-answer\"><p>A winglet is the small, near-vertical fin at the tip of an aircraft wing. It works as a tiny wing in its own right, weakening the swirling wingtip vortex that forms there. By cutting that vortex, the winglet reduces lift-induced drag, so the aircraft burns a few percent less fuel for the same flight.<\/p><\/div><\/details><details class=\"mf-faq-item\"><summary>How do winglets save fuel?<\/summary><div class=\"mf-faq-answer\"><p>Winglets reduce induced drag, the drag created as a byproduct of generating lift. At the wingtip, high-pressure air spills around the edge and forms an energy-sapping vortex. A winglet partially blocks that spillover and re-orients the airflow, shrinking the vortex. Less drag means the engines need less thrust, cutting fuel burn by roughly 4 to 6 percent.<\/p><\/div><\/details><details class=\"mf-faq-item\"><summary>Who invented the winglet?<\/summary><div class=\"mf-faq-answer\"><p>The modern winglet was developed by Richard T. Whitcomb, an aerodynamicist at NASA Langley Research Center, during the 1970s. Whitcomb, who was partly inspired by the upturned tip feathers of soaring birds, also invented the area rule and the supercritical wing, making him one of the most influential figures in aircraft design.<\/p><\/div><\/details><details class=\"mf-faq-item\"><summary>What is a wingtip vortex?<\/summary><div class=\"mf-faq-answer\"><p>A wingtip vortex is a tightening spiral of air that trails off the tip of a wing in flight. It forms because higher-pressure air beneath the wing spills around the open tip toward the lower-pressure air above it. These vortices are strong enough that air traffic control spaces aircraft apart to avoid wake turbulence.<\/p><\/div><\/details><details class=\"mf-faq-item\"><summary>When were winglets first flight-tested?<\/summary><div class=\"mf-faq-answer\"><p>NASA first flight-tested Whitcomb winglets on a borrowed U.S. Air Force KC-135 tanker (tail number 55-3129) at its Dryden Flight Research Center in 1979 and 1980. The tests measured a cruise drag reduction of roughly 6 to 7 percent, validating the wind-tunnel predictions and paving the way for commercial adoption.<\/p><\/div><\/details><details class=\"mf-faq-item\"><summary>What is the difference between a sharklet, a blended winglet and a raked wingtip?<\/summary><div class=\"mf-faq-answer\"><p>They are all wingtip devices that reduce induced drag. A blended winglet curves smoothly upward from the wing and is associated with Boeing aircraft and Aviation Partners retrofits. A sharklet is Airbus&amp;rsquo;s version for the A320 family. A raked wingtip is a long, swept extension with no upturned fin, used on the Boeing 777 and 787.<\/p><\/div><\/details><\/div>\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What is a winglet on an airplane?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A winglet is the small, near-vertical fin at the tip of an aircraft wing. It works as a tiny wing in its own right, weakening the swirling wingtip vortex that forms there. By cutting that vortex, the winglet reduces lift-induced drag, so the aircraft burns a few percent less fuel for the same flight.\"}},{\"@type\":\"Question\",\"name\":\"How do winglets save fuel?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Winglets reduce induced drag, the drag created as a byproduct of generating lift. At the wingtip, high-pressure air spills around the edge and forms an energy-sapping vortex. 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A raked wingtip is a long, swept extension with no upturned fin, used on the Boeing 777 and 787.\"}}]}<\/script><!-- \/mf-faq -->\n\n\n\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px;\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/whitcomb-area-rule-coke-bottle-fuselage-supersonic\/\">The Coke-Bottle Trick That Broke the Sound Barrier<\/a><\/p><\/div>\n","protected":false},"excerpt":{"rendered":"<p>Share this story Sit in a window seat over the wing of almost any modern airliner and you will see it: the wingtip, instead of ending in a clean point, bends sharply upward into a fin. It looks like a small design flourish. It is not. That upturned tip is quietly one of the most [&hellip;]<\/p>\n","protected":false},"author":27,"featured_media":3115466,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-3115715","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.8 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Winglets: The Wingtips That Save Billions in Fuel<\/title>\n<meta name=\"description\" content=\"How upturned winglets cut wingtip-vortex drag, the NASA engineer who invented them, and why they now save airlines billions of gallons of fuel.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" 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