IMPROVEMENT IN AIRCRAFT PERFORMANCE

USING MODIFIED WINGLETS

Mohammed Abdul Numaan (21955A2105)

IMPROVEMENT IN AIRCRAFT PERFORMANCE USING
MODIFIED WINGLETS

A Project Phase-I Report

Submitted in Partial Fulfilment of the
Requirements for the Award of the Degree Of

Bachelor of Technology in
Aeronautical Engineering

by

Mohammed Abdul Numaan – 21955A2105

Department of Aeronautical Engineering

INSTITUTE OF AERONAUTICAL ENGINEERING

(Autonomous)
Dundigal, Hyderabad – 500 043, Telangana

December, 2023

© 2023, Numaan. All rights reserved.

 DECLARATION

I certify that
a. the work contained in this report is original and has been done by me under the
guidance of my supervisor(s).
b. the work has not been submitted to any other Institute for any degree or diploma.
c. I have followed the guidelines provided by the Institute in preparing the report.
d. I have conformed to the norms and guidelines given in the Ethical Code of Conduct of
the Institute.
e. whenever I have used materials (data, theoretical analysis, figures, and text) from other
sources, I have given due credit to them by citing them in the text of the report and
giving their details in the references. Further, I have taken permission from the
copyright owners of the sources, whenever necessary.

Place: Signature of the Student

Date: Roll No: 21955A2105

III
 CERTIFICATE

This is to certify that the project phase-I report entitled Improvement in Aircraft
Performance using modified Winglets submitted by Mr. Mohammed Abdul Numaan
to the Institute of Aeronautical Engineering, Hyderabad, in partial fulfilment of the
requirements for the award of the Degree Bachelor of Technology in Aeronautical
Engineering is a bonafide record of work carried out by him/her under my/our guidance
and supervision. In whole or in parts, the contents of this report have not been submitted to
any other institute for the award of any Degree.

Supervisor Head of the Department

Dr. YD Dwivedi Dr. BDY Sunil

Associate Professor Associate Professor

Date:
 APPROVAL SHEET

This project phase-I report entitled Improvement in Aircraft Performance using

modified Winglets submitted by Mr. Mohammed Abdul Numaan is approved for the
award Degree Bachelor of Technology in Aeronautical Engineering.

Examiner Supervisor

Principal

Date:

Place:

V
 ACKNOWLEDGEMENT

I wish to take this opportunity to express our deep gratitude to all those who helped,
encouraged, motivated and have extended their cooperation in various ways during our
project work. It is my pleasure to acknowledge the help of all those individuals responsible
for foreseeing the successful completion of our project.

I want to thank my supervisor Dr. YD Dwivedi, Dr. BDY Sunil (HOD, AE) and express my
gratitude with great admiration to the faculty of Department of Aeronautical Engineering,
for their valuable advice and help throughout the development of this project by providing
required information without whose guidance, cooperation and encouragement, this project
couldn’t have been materialized. And special thanks to my friends for helping me to develop
this project. Last but not least, I would like to thank our principal, Dr. L V Narasimha
Prasad, the management and my parents for extending their help in all circumstances.

VI
 ABSTRACT

Aerodynamic drag force breakdown of a typical transport aircraft shows that lift-induced
drag can amount to as much as 40% of total drag at cruise conditions and 80-90% of the
total drag in take-off configuration. One way of reducing lift-induced drag is by using
wingtip devices. By applying several types of winglets, which are already used on
commercial Aircrafts, we study their influence on Aircraft performance. Flow Simulation
of modified configuration of winglets is described and Preliminary indications of their
aerodynamic performance are provided. Moreover, using advanced multi-objective design
optimization software an optimal winglet configuration was determined that simultaneously
minimizes drag and maximizes lift.

Keywords: Winglet, Drag Reduction, Lift-induced drag, Optimization.

VII
 TABLE OF CONTENTS

DECLARATION ................................................................................................................. 3
CERTIFICATE ................................................................................................................... 4
APPROVAL SHEET .......................................................................................................... V
ACKNOWLEDGEMENT ............................................................................................... VI
ABSTRACT ..................................................................................................................... VII
TABLE OF CONTENTS .............................................................................................. VIII

LIST OF FIGURES ........................................................................................................ IX

LIST OF ABBREVATIONS ........................................................................................... X.

CHAPTER 1 INTRODUCTION....................................................................................... 1
1.1 Background ................................................................................................................. 1
1.2 Theory ......................................................................................................................... 2
1.2.1 Aerodynamic Drag .............................................................................................. .2
1.2.2 Types of Drags ..................................................................................................... 2
1.2.3 Induced Drag ........................................................................................................ 3
1.2.4 Induced Drag Reduction ...................................................................................... 4
1.2.5 Lift and Drag of Finite Span Wing………………………………………....…...6

CHAPTER 2 LITERATURE SURVEY………………………………………………...7

2.1 Motivation and Objective……………………………………………………...…9
CHAPTER 3 METHODOLOGY………………………………………………………10
3.1 Airfoil Selection………………………………………………………………...10
3.2 Geometry Parameters…………………………………………...………………11

3.3 CATIA V5 Software…………………………………………………………….11

3.4 Modelling of Wing and Winglet………………………………….…………….11

3.5 ANSYS Software………………………………………………………………12

VIII
 3.6 CFD Analysis Software…………………………………………………………13

3.7 Mesh Specifications……………………………………….…………………….13

3.8 Fluent setup………………………………………………...……………………14

CHAPTER 3 RESULTS AND DISCUSSION…………….………….………………15

4.1 Pressure Contour………………………………………………….……………15
4.2 Mach Contour……….…………………………………………………………15
4.3 Coefficient of lift……….………………………………………………………15

4.4 Coefficient of drag……….………………………………………………………15

REFERENCES………………………………………………………………………….17
APPENDIX………………………………………………………………………………19

IX
 LIST OF FIGURES

Fig 1.1: Illustration of Induced Drag…………………………………………………………………………5

Fig 3.1: Root Airfoil geometry……………………………………………………………………………….10

Fig 3.2: Tip Airfoil geometry…………………………...……………………………………………………10

Fig 3.3: Plain Wing Model in CATIA v5………………………………………………………...……….….11

Fig 3.4: Modified Wing Model Isometric view………………………………………………………...……….….12

Fig 3.5: Modified Wing Model………………...…………………………………………………………………….12

Fig 3.6: Domain………………………………...…………………………………………………………………….13

Fig 3.7: Mesh…………………………………...…………………………………………………………………….13

Fig 4.1: Pressure Contour…………………...…………………………………………………………………….15

Fig 4.2: Mach Contour……………….……...…………………………………………………………………….15

Fig 4.3: Coefficient of lift…………………...…………………………………………………………………….16

Fig 4.4: Coefficient of drag…………………...………………………………………………………………….16

X
 LIST OF ABRREVATIONS

CATIA - Computer Aided Three-Dimensional Interactive Application

Cd0 – Profile drag coefficient

Cdi – Induced drag coefficient

Cd–Total drag coefficient

F–Form factor Q–

Interference factor e –

Oswald’s efficiency factor

AR – Aspect ratio

Cl – Lift coefficient

Λ – Sweep angle

CFD – Computational Fluid Dynamics

α - Angle of Attack

XI
 CHAPTER 1
INTRODUCTION
1.1 Background
Reducing aerodynamic drag is a critical focus in various industries, especially those
involved in transportation and aerospace, as it directly influences fuel efficiency, vehicle
performance, and environmental sustainability. Aerodynamic drag is the force opposing the
relative motion between an object and the fluid through which it moves, and it becomes
particularly pronounced in vehicles navigating through air. This drag force is composed of
different components, including induced drag, parasite drag, skin friction drag and
interference drag, each playing a role in the overall resistance encountered by a moving
object.

In the realm of transportation, such as aerospace industries, the quest for improved fuel
efficiency and performance has intensified the drive to minimize aerodynamic drag.
Vehicles expending energy to overcome drag experience increased fuel consumption,
resulting in economic implications and heightened environmental impact.

The motivation behind the project to reduce aerodynamic drag lies in the recognition of
these challenges and the need for advancements in this critical area. The goal is to contribute
to the ongoing efforts in the industry by developing innovative solutions that surpass the
limitations of existing methods of conventional winglets replacing it with modified
winglets. By doing so, the project aims to make significant strides in improving fuel
efficiency, reducing emissions, and enhancing the overall performance of vehicles.

In the broader context of aerodynamics, the project aligns with the overarching goal of
advancing the understanding and application of principles that govern fluid dynamics. By
addressing the research gap in current approaches to aerodynamic drag reduction, the
project contributes valuable insights that can benefit not only the specific application at
hand but also the broader field of aerodynamics.

The background of the project underscores the importance of addressing aerodynamic drag
in various industries. This project aims to make meaningful contributions to the ongoing
efforts in the field, with the ultimate goal of creating more efficient, sustainable, and high
performing aircrafts by using these modified winglets.

1
1.2 Theory

1.2.1 Aerodynamic drag

Aerodynamic drag is the force that opposes the forward motion of an object as it moves
through a fluid, such as air. This resistance is a result of the friction and separation of air
molecules that occurs when they interact with the surface of the object. The magnitude of
aerodynamic drag is influenced by several factors, including the shape of the object, surface
roughness, and its speed. Objects with streamlined or aerodynamic shapes experience less
drag because they facilitate smooth airflow. The concept of drag is crucial in aircraft design,
where minimizing drag is essential for improving efficiency and performance. There are
different types of drag, including form drag, skin friction drag, interference drag and
induced drag. A dimensionless parameter called the drag coefficient is used to quantify the
aerodynamic drag of an object, providing a standardized measure for design considerations.
Managing aerodynamic drag is a key aspect of optimizing the fuel efficiency and overall
performance of vehicles in various domains, from automotive design to aviation.

1.2.2 Types of drags

1.2.2.1 Form Drag

Form drag, also known as pressure drag, is a component of aerodynamic drag that
arises from the shape of an object as it moves through a fluid, such as air. This type of drag
is primarily associated with the pressure differences around the object due to its form.
Objects with less streamlined or more irregular shapes experience higher form drag, as the
airflow is disrupted, creating areas of higher pressure in the front and lower pressure behind.
Minimizing form drag is crucial in design, as it directly influences the overall aerodynamic
efficiency of vehicles and structures. Streamlined designs are employed to reduce form
drag, allowing for smoother airflow and consequently decreasing the resistance encountered
by the object, whether it be an aircraft, vehicle, or any other object moving through a fluid
medium.

Understanding and managing form drag involve a balance between achieving the
desired shape for the object's purpose and minimizing the associated aerodynamic
resistance. Wind tunnel testing, computational fluid dynamics simulations, and other
techniques are employed to analyze and refine designs, ensuring that form drag is kept to a
minimum. Ultimately, the quest for optimal aerodynamic efficiency relies heavily on
mitigating the effects of form drag to enhance the performance and functionality of objects
moving through fluid mediums.

2
1.2.2.2 Skin friction drag

Skin friction drag is a component of parasite drag in aerodynamics that

arises from the frictional resistance between the surface of an object and the air molecules
in direct contact with that surface as the object moves through a fluid, such as air. This type
of drag is particularly relevant to the interaction between the boundary layer of air and the
surface of the object. As air flows over the surface of an object, the molecules in the
immediate vicinity of the object's surface adhere to it due to viscosity. This adhesion creates
a thin layer of air near the surface, known as the boundary layer. The air molecules within
the boundary layer move more slowly than the free-stream air farther away from the surface.

Skin friction drag occurs because the air molecules in the boundary layer
exert a resistance to the motion of the object. The roughness or smoothness of the surface
influences the magnitude of skin friction drag; smoother surfaces generally result in lower
skin friction drag. Smoother surface finishes, streamlined shapes, and careful attention to
the surface characteristics of an object are common strategies to reduce skin friction drag,
thereby enhancing overall aerodynamic efficiency and reducing the energy required for an
object to move through the fluid.

1.2.2.3 Interference Drag

Interference drag is also component of parasite drag in aerodynamics that

results from the interaction between different components or parts of an object moving
through a fluid, such as air. This type of drag is particularly relevant in complex structures
like aircraft, where various elements like wings, fuselage, and other protruding features can
interact with each other, leading to additional drag.

When airflow encounters different components of an object, it can

become disrupted, causing local variations in pressure and airflow patterns. These
disruptions contribute to interference drag. It is important to note that interference drag is
distinct from form drag and skin friction drag. Streamlining the overall shape of the object,
smoothing transitions between components, and employing fairings or other aerodynamic
aids are common strategies to reduce interference drag. Wind tunnel testing and
computational simulations play crucial roles in studying and mitigating interference drag,
helping to refine designs for improved overall aerodynamic performance.

1.2.3 Induced Drag

Induced drag is a type of aerodynamic drag that arises as a consequence of the
production of lift by an object, such as an aircraft, moving through a fluid, usually air. This
drag is specifically associated with the generation of lift and is an inevitable byproduct of
the lift creation process. When an object, like an aircraft wing, generates lift, it also creates
vortices at the wingtips. These vortices represent swirling masses of air and result from the

3
pressure differences between the upper and lower surfaces of the wing. The interaction of
these vortices with the surrounding air causes a downward and outward flow of air behind
the wing, producing induced drag.

The magnitude of induced drag is influenced by several factors,

including the lift coefficient, aspect ratio (the ratio of the wing's span to its mean chord),
and the speed of the aircraft. Higher angles of attack and lower speeds generally lead to
increased induced drag. Engineers aim to minimize induced drag in aircraft design because
it contributes to energy losses and reduces overall efficiency. One common strategy is to
design wings with a higher aspect ratio, as this helps to decrease the intensity of the wingtip
vortices and, consequently, reduce induced drag. Winglets, which are small vertical or
angled extensions at the wingtips, are also employed to mitigate induced drag by disrupting
the formation of strong vortices. Understanding and managing induced drag are crucial in
aviation, where fuel efficiency and performance are key considerations. Balancing induced
drag with other forms of drag, such as parasite drag, is essential for achieving optimal
aerodynamic performance in aircraft design.

1.2.4 Induced Drag Reduction

Reducing induced drag is a pivotal objective in aircraft design, driven by
its direct correlation with fuel efficiency and overall performance. Induced drag is a
consequence of lift generation, specifically associated with the formation of wingtip
vortices as an aircraft moves through the air. To mitigate this, drag and enhance
aerodynamic efficiency, engineers employ a variety of strategies and technologies. One key
approach involves the design of wings with a high aspect ratio, defined as the ratio of
wingspan to average chord. High aspect ratio wings, found in gliders and long-range
aircraft, distribute lift more evenly along the wing, reducing the strength of wingtip vortices
and subsequently lowering induced drag. However, practical considerations, such as
structural integrity and manoeuvrability, must be carefully balanced with the benefits of
high aspect ratio wings.

Winglets represent another effective means of induced drag reduction.

These small, upturned extensions at the wingtips disrupt the formation of strong vortices,
diminishing induced drag. Winglets are versatile additions that can be retrofitted to existing
wing designs, offering a practical solution to enhance efficiency without extensive
modifications. Optimizing the wing planform is also crucial. While an elliptical wing
theoretically produces the least induced drag, practical challenges in manufacturing and
structural complexity have limited its widespread adoption. Nonetheless, elliptical wing
designs are still explored in specific contexts where the benefits outweigh the challenges.
Wingtip devices, beyond winglets, include various modifications to the wingtips. Wingtip
fences and raked wingtips are designed to manipulate the airflow around the wingtips,
disrupting vortices and reducing induced drag. These modifications exemplify the nuanced

4
and multifaceted nature of induced drag reduction strategies. The incorporation of active
flow control systems represents a cutting-edge approach to induced drag reduction. These
systems use advanced technologies to actively manipulate airflow over the wing surface,
adapting to changing flight conditions. By dynamically adjusting the aerodynamic
properties of the wing in real-time, these systems offer the potential for significant
reductions in induced drag. Variable geometry wings provide yet another avenue for
induced drag reduction. These wings can be adjusted during flight to optimize lift and
minimize induced drag in different phases of operation. The adaptability of variable
geometry wings allows for improved performance across a range of flight conditions.

In conclusion, the quest for induced drag reduction involves a

comprehensive exploration of aerodynamic principles, structural considerations, and
technological innovations. Aircraft designers navigate a delicate balance, seeking solutions
that enhance efficiency without compromising other critical aspects of performance. As the
aviation industry continues to evolve, ongoing research and advancements in technology
promise to further refine strategies for minimizing induced drag and unlocking new frontiers
in aerodynamic efficiency.

Fig 1.1: Illustration of Induced Drag

5
1.2.5 Lift and Drag of Finite Span Wing
Finite span wings generate lift due to the pressure imbalance between the bottom surface
(high pressure) and the top surface (low pressure). However, as a byproduct of this pressure
differential, cross flow components of the velocity are generated. The higher-pressure air
under the wing flows around the wingtips and tries to displace the lower pressure air on the
top of the wing. These structures are referred to as wingtip vortices and very high velocities
and low pressure exist at their cores. These vortices induce a downward flow, known as the
downwash and denoted by w. This downwash has the effect of tilting the free-stream
velocity to produce a local relative wind, which reduces the angle of attack(α) that each
wing section effectively sees; moreover, it creates a component of drag, the lift-induced
drag. After having introduced the notion of lift-induced drag, we can now write the equation
for the total drag of a wing as the sum of the parasite drag (which is basically the sum of
the skin friction drag and pressure drag due to flow separation) and the induced drag, or in
non-dimensional form:

CD=CD0+CDind (1)

Where CD0 is the drag coefficient at zero-lift and is known as the parasite drag coefficient,
which is independent of the lift. The second term on the right-hand side of Eq. (1) is the lift-
induced drag coefficient CDind, defined by

CDind = cl^2/πARe (2)

In Eq. (2), CL is the wing lift coefficient, AR the wing aspect ratio and e is the Oswald
efficiency factor (which is a correction factor that accounts for the difference between the
actual wing and an ideal wing having the same aspect ratio and an elliptical lift distribution)
or wingspan efficiency. Eq. (2) can be rewritten as,

CDind= K Cl^2 (3)

Where we have replaced 1/πe AR by K, a factor which clearly depends on the wing
geometry. Substituting Eq. (3) in Eq. (1) we obtain,

CD= CD0 +K Cl^2

6
 CHAPTER 2
LITERATURE SURVEY
Wu et al. [1] investigated the aerodynamic impact of winglets added to wingtips. Wind
tunnel tests revealed winglets can decrease drag by up to 4% by delaying boundary layer
separation and vortex shedding. However, stability concerns emerged at high angles of
attack. The study highlights the potential of winglets for fuel efficiency while emphasizing
further research on optimizing their design for specific aircraft and conditions. The study
further emphasized the importance of tailoring winglets to specific tail fin designs and flight
conditions. Different fin shapes and sizes exhibited varying degrees of effectiveness,
suggesting the need for winglets choreography for each aircraft. Optimization through
computational fluid dynamics (CFD) simulations was proposed as a promising tool to refine
winglet designs and unlock their full drag-reduction potential.

W. Gifton Koil et al. [2] stated that wingtip vortices are strongly associated with induced
drag for a three-dimensional wing. So, it is important to neglect the wingtip vortices in order
to reduce the induced drag. The drag breakdown of a typical transport aircraft shows that
the lift-induced drag can amount to as much as 40% of the total drag at cruise conditions
and 80–90% of the total drag in take-off configuration. One way of reducing lift-induced
drag is by using wingtip devices. In this for reducing inducing induced drag spiroid winglet
are used. If lift to drag ratio increases the drag will reduce here in the spiroid winglet the
lift to drag ratio increases than wing without winglet. So, the spiroid winglet reduces the
vortices.

M. Azlin et al. [3] during the research found that alternatives in the design of winglet from
the conventional designs. An improved winglet design will significantly yield a better
performance of an aircraft and reduce the fuel consumption. By using CFD to predict the
performance of the winglets, huge amount of time and money can be saved before testing
the winglet in the wind tunnel. Modification can also be done at this stage (during
computational), thus shortening the time-cycle before actually coming out with the
optimum design. Despite the benefits of winglets, there are some drawbacks that need to
be addressed. For example, the bending moment at the wing root is higher, and may require
additional structural reinforcement of the wing. Winglets although can produce a low drag
wing, they add to the cost and complexity of construction. They also modify the handling
and stability characteristics. The viscous drag of the winglet can be too big, nullifying the
reduction of the reduction of the induced drag. Winglets have to be carefully designed so
that these and other problems can be overcome.

Nikola et al. [4] during the research pointed the benefits of winglets which includes
Improved generation of lift. CL is higher for the whole lift curve, Total drag reduction,
Improved lift-to-drag ratio: The maximum value increased by up to 15 percent, Delayed
separation of air (wing stall), Significantly increased range, Improved takeoff and landing

7
performance, shorter climbing time, Reduced engine emissions, meeting operational
constraints for a minimum of added span and reduced turbulence behind aircraft and
reduced the time gap between the landings. Thus, in order to achieve all the abovementioned
benefits in the Pareto sense of best trade-off combinations between benefits and drawbacks,
shape optimization studies are required for every winglet concept.

B. Rasuo et al. [5] during the research found that with the introduction of the winglets the
ratio of lift and drag coefficients increases. Based on the data, the most improvement in
aircraft’s finesse is at the angle of attack of 4deg. Therefore, we can deduce that the increase
of range, while flying at a constant angle of attack of 4 degrees is around 7.5%. This is a
good indication of a positive impact of winglets on aircraft performance.

Antony et al [6] during the research pointed that the study of winglets was further enhanced
to compare the performance of spiroid winglets with the dual feather winglets. In this study
potential of spiroid and dual feather winglets are taken into consideration by using
biomimetic abstraction principle of a bird’s wingtip feathers, study of spiroid and dual
feather winglets which look like extended blended winglets.

8
2.1 Motivation and Objective
The objective of this study is to develop a parametric model of modified winglets using the
software CATIA V5 and to conduct aerodynamic analysis using ANSYS software. The main
tasks of this project work are:

▪ Evaluate the impact of modified winglets on aerodynamic considerations to

determine their effectiveness in enhancing performance metrics.

▪ Investigate the benefits of customizing winglet designs tailored to specific aircraft

configurations.

▪ Examine the potential for extending the operational range of aircraft equipped with
modified winglets.

▪ Investigate the adaptability of modified winglets for a range of aircraft sizes and
missions.

▪ These objectives aim to comprehensively explore the potential advantages and

feasibility of using modified winglets to enhance aircraft performance

CHAPTER 3
METHODOLOGY

3.1 Airfoil Selection

Considered airfoil models such as NACA 641-412 for the root of the wing, while the wingtip
airfoil was NACA 65-410 to design the model and conduct analysis using CatiaV5 and
ANSYS software. Evaluated the Coefficient of Lift (CL), Coefficient of Drag (CD), and the
Aerodynamic Ratio for the Model. Compared the performance metrics of the plain wing
and modified wing model to identify the most suitable solution for further modifications.
The procedure to use this software was studied online.

For Root Airfoil:

NACA 64(1)-212 airfoil

Max thickness 12% at 40% chord
Max camber 1.1% at 50% chord

9
 Fig 3.1: Root Airfoil geometry

For Tip Airfoil:

NACA 65-410 airfoil

Max thickness 10% at 39.9% chord
Max camber 2.2% at 50% chord

Fig 3.2: Tip Airfoil geometry

3.2 Geometry Parameters

▪ Root chord length: 200mm

▪ Tip chord length: 80mm

▪ Sweep angle: 30deg

▪ Wing span: 500mm

▪ Winglet Tip length: 90mm

10
3.3 CATIA V5 Software
CATIA (Computer-Aided Three-dimensional Interactive Application) is an advanced
software suite developed by Dassault Systèmes, renowned for its prowess in 3D design,
simulation, and product lifecycle management solutions. Since its inception in 1977, CATIA
has emerged as a leading CAD/CAM/CAE software package utilized across diverse
industries worldwide. Offering a comprehensive range of functionalities, CATIA empowers
users to create and modify intricate 3D models with precise geometry, facilitating the design
of complex shapes, surfaces, assemblies, and mechanical parts.

3.4 Modelling of Wing and Winglet

The wing is designed with CATIA v5 using the root and tip co-ordinates and extruded using
the using the wingspan.

Fig 3.3: Plain Wing Model in CATIA v5

The pad tool is used mostly to create extruded features. Wings of all the models were
extruded using pad tool. The winglets were drawn using rib tool, plane definition tool, line
tool, inflation tool, rotate tool, measure tool, and scale tool.

• The wing has been designed by using the Catia v5 software.

• The coordinates of the wing imported into the Catia from excel.

• Then root and tip airfoils are connected using the command multi section solid.

• The winglet has been drawn by using the rib command in the wing tip.

• Then the surfaces extracted from the solid by using the extract command.
11
By using Same Software, the modified winglet is designed and Assembled in Assembly
section

Fig 3.4: Modified Wing Model Isometric View

Fig 3.5: Modified Wing Model

3.5 ANSYS Software

ANSYS is a comprehensive simulation software suite that provides advanced engineering
simulation tools for a wide range of industries, including aerospace, automotive, electronics,
energy, and more. The software is designed to help engineers and researchers simulate and
analyze the behaviour of complex systems, including structures, fluids, and electronics, in
order to make informed design decisions and optimize performance.
The ANSYS software suite includes a range of products, each focused on a specific area of
simulation, such as structural mechanics, fluid dynamics, and electronics. The products are

12
integrated and can be used together to simulate multi-disciplinary problems. The ANSYS
software suite is widely used in many industries, and its advanced simulation capabilities,
combined with its user-friendly interface and wide range of customization options, make it
a popular choice for engineers and researchers around the world.

3.6 CFD Analysis Software

In this experiment both airfoil is tested using ANSYS 19.1

• Design Software: ANSYS Design Modeler
• Meshing Software: ANSYS Workbench
• Analysis Software: ANSYS Fluent

3.7 Domain Dimensions

The dimensions of the domain of 3000 mm in length and 1000 mm in height. The chord length
of the root airfoil is about 200 mm and the chord length of the tip airfoil is about 80 mm. Area
of the body of influence is used around the wing.

Fig 3.6: Domain

3.7 Mesh Specifications

• The meshing operation is performed in inbuilt ANSYS Workbench Meshing.

• The different face sizing including body sizing dependent on Body of Influence are
added to the mesh.
• Inflation is given for boundary layer and to find out the proper boundary layer
separation.
• The mesh and the table indicating the number of nodes and elements are given
below

13
 Fig 3.7: Mesh

3.7 Fluent Setup

• The turbulence model chosen for the analysis is k-omega SST for better accuracy at
higher AOA.
• The boundary conditions specified are Pressure far-field for far side, inlet and outlet
of the fluid domain.
• The wing is given wall with no slip condition and the near side is given symmetry.
• The inlet velocity is given 200 m/s and the sea level conditions are considered.
• The pressure is 101325 atm and the temperature is 288.15K.
• The method used is coupled with all second order upwind conditions and pseudo
transient on.
• The gas used is an ideal gas with Energy equation “ON”.
• One Thousand (1000) iterations are used to determine the results.

14
 CHAPTER 4
RESULTS AND DISCUSSION
4.1 Pressure Contour
Pressure contours can provide valuable information about the fluid flow, such as the location
of high- and low-pressure regions, as well as the location of any flow separation or
turbulence. They are particularly useful for identifying regions of high pressure or low
pressure that may be caused by flow separation or other factors.

Fig 4.1: pressure contours

4.2 Mach Contour

Mach contours refer to the visualization of Mach number distribution within a computational
fluid dynamics (CFD) simulation. The Mach number represents the ratio of the flow velocity
to the speed of sound in a fluid medium.

Fig 4.2: Mach contours

15
4.3 Coefficient of Lift

A coefficient of lift plot is a graphical representation of the coefficient of lift as a function

of Flow time. These plots can be used to understand the behaviour of the lift force as the
Flow time change and to identify the situation under which the object will generate the most
lift.

Fig 4.3: Coefficient of lift

4.4 Coefficient of Drag

The coefficient of drag plot in a CFD analysis around an oscillating airfoil typically shows the
drag force experienced by the airfoil as it moves through the air.

Fig 4.4: Coefficient of drag

16
 REFERENCES
[1] Faye, R., Laprete, R. and Winter, M.: Blended Winglets, Aero, No. 17, Boeing,
2002.
[2] Chambers, J. R.: Concept to reality: Contributions of NASA Langley Research
Center to U.S. Civil Aircraft of the 1990s (Washington, DC: NASA SP2003-
4529,2003.
[3] Langevin, G.S. and Overbey, P.: To reality: Winglets, NASA Langley Research
Center, October 17, 2003.

[4] Bargsten, C.J. And Gibson, M.T.: NASA Innovation in Aeronautics: Selected
Technologies That Have Shaped Modern Aviation, NASA TM/2011- 216987, 2011.

[5] Anderson, J.D.: Fundamentals of Aerodynamics, McGraw-Hill

Science/Engineering/Math; 5th Еd. 2010.
[6] Saravanan, R.: Design of Parametric Winglets and Wing tip devices – a conceptual
design approach, Lincopiln Studies in Science and Technology, Linkping, Sweden,
2012.

[7] ANSYS Fluent 14.5: User’s guide, ANSYS, Inc., Canonsburg, PA, 2013.

[8] Guerrero, J.E., Maestro, D. and Bottaro, A.: Biomimetic Spiroid Winglets for Lift
and Drag Control, University of Genoa, Italy, Académie des Sciences, Elsevier
Masson SAS, 2011.

[9] Minnella, G., Rodriguez, Y.J. and Ugas, J. (advisor: George S. Dulikravich):
Aerodynamic Shape Design Optimization of Winglets, Senior Design Project,
Mechanical and Materials Engineering Dept., Florida International University,
Miami, Florida, October 25, 2010.

[10] Guerrero, J.E., Maestro, D. and Bottaro, A.: Biomimetic Spiroid Winglets for Lift
and Drag Control, University of Genoa, Italy, Académie des Sciences, Elsevier
Masson SAS, 2011.

[11] Azlin, M.A., Mat Taib, C.F., Kasolang, S. and Muhammad, F.H.: CFD Analysis of
Winglets at Low Subsonic speed, World Congress on Engineering, London, U.K.,
2011. [12] Versteeg, H.K. and Malalasekera, W.: An introduction to Computational
Fluid Dynamics: The Finite Volume Method, Pearson education limited, 1995.

[13] Rasuo, B., Parezanovic, V. and Adzic, M.: On Aircraft Performance Improvement
by Using Winglets, University of Belgrade, Serbia, ICAS 2008.

17
[14] Rasuo, B.: Flight Mechanics, Faculty of Mechanical engineering, University of
Belgrade, eBook, 2014.

[15] Gavrilovic, N.: Improve the Performance of Commercial Aircraft Using Winglets,
M.Sc. thesis, University of Belgrade, Faculty of Mechanical Engineering, Belgrade, May,
2014

[16] Aerodynamic Efficiency Study of Modern Spiroid Winglets, Tung Wan Hung-Chu
Chou Kuei-Wen Lien, Department of Aerospace Engineering, Tamkang University, Taiwan,
R.O.C.

[17] Drag Analysis of an Aircraft Wing Model with and without Bird Feather like
Winglet, AltabHossain, Ataur Rahman, A.K.M. P. Iqbal, M. Ariffin, and M. Mazian (2011).

[18] The Design of Winglets for Low-Speed Aircraft, Mark D. Maughmer, The
Pennsylvania State University Park, Pennsylvania 16802.

[19] An Experimental Study on Wingtip Devices for Agricultural Aircraft, Rogerio F. F.

Coimbra and Fernando M. Catalano Aircraft´s Laboratory, University of Sao Paulo, Sao
Carlos, BRAZIL

[20] Reduction of Wingtip Vortex from Suction at Wingtip, Sangram Keshari Samal &
P. K. Dash, Aeronautical Department, Hindustan Institute of Technology and Science,
Padur, Chennai, India, Department of Aerospace Engineering, University of Petroleum and
Energy Studies, Dehradun, India.

[21] CFD Analysis of Winglets at Low Subsonic Flow, M. A Azlin, C.F Mat Taib, S.
Kasolang and F.H Muhammad, July 6 - 8, 2011, London, U.K.

18
 APPENDIX

Airfoil Coordinates
Root:
200 0 0
190.026 1.208 0
180.054 2.606 0
170.076 4.108 0
160.09 5.65 0
150.094 7.18 0
140.09 8.644 0
130.078 10.008 0
120.058 11.238 0
110.032 12.302 0
100 13.166 0
89.964 13.786 0
79.922 14.104 0
69.882 14.016 0
59.842 13.63 0
49.806 12.94 0
39.772 11.936 0
29.744 10.582 0
19.73 8.772 0
14.728 7.63 0
9.736 6.246 0
4.764 4.436 0
2.294 3.186 0
1.318 2.49 0
0.836 2.05 0
0 0 0
1.164 -1.85 0
1.682 -2.21 0
2.706 -2.758 0
5.236 -3.692 0
10.264 -4.982 0
15.272 -5.934 0
20.27 -6.704 0
30.256 -7.89 0
40.228 -8.752 0
50.194 -9.36 0
60.158 -9.742 0
70.118 -9.896 0
80.078 -9.82 0
90.036 -9.406 0
100 -8.754 0
109.968 -7.922 0
119.942 -6.954 0
129.922 -5.888 0
139.91 -4.756 0
149.906 -3.6 0

19
 159.91 -2.466 0
169.924 -1.416 0
179.946 -0.538 0
189.974 0.056 0
200 0 0

Tip:

380 0 500
376.0232 0.7496 500
372.0456 1.4736 500
368.0608 2.1832 500
364.0704 2.8616 500
360.072 3.4976 500
356.068 4.0792 500
352.0584 4.5928 500
348.0424 5.0304 500
344.0232 5.376 500
340 5.6144 500
335.9744 5.7224 500
331.9488 5.7104 500
327.9224 5.5864 500
323.8976 5.3616 500
319.8744 5.032 500
315.8536 4.5848 500
311.8384 4.0048 500
307.8304 3.2536 500
305.8312 2.7896 500
303.8376 2.24 500
301.8544 1.548 500
300.8712 1.0976 500
300.4856 0.8488 500
300.2976 0.6888 500
300 0 500
300.5024 -0.5288 500
300.7144 -0.6248 500
301.1288 -0.7552 500
302.1456 -0.9528 500
304.1624 -1.2288 500
306.1688 -1.4328 500
308.1696 -1.5992 500
312.1616 -1.8512 500
316.1464 -2.0376 500
320.1256 -2.168 500
324.1024 -2.2512 500
328.0776 -2.2904 500
332.0512 -2.2832 500
336.0256 -2.2184 500
340 -2.0848 500
343.9768 -1.872 500

20
347.9576 -1.6032 500
351.9416 -1.2968 500
355.932 -0.9688 500
359.928 -0.6336 500
363.9296 -0.3144 500
367.9392 -0.0296 500
371.9544 0.1808 500
375.9768 0.2616 500
380 0 500

21