Vol.1 Issue.

1, 2013
INTERNATIONAL JOURNAL OF RESEARCH IN AERONAUTICAL AND MECHANICAL ENGINEERING
Pg: 7-25

ISSN (ONLINE): 2321-3051

INTERNATIONAL JOURNAL OF RESEARCH IN

AERONAUTICAL AND MECHANICAL ENGINEERING

A REPORT ON NUMERICAL INVESTIGATION OF

WINGS: WITH AND WITHOUT WINGLET
Mohammad Salahuddin 1, Mohd Obaid-ur-Rahman 2, Shaik Jaleel 3
123
Aeronautical department, MLRIT, Dundigal, Hyderabad, India
1
[email protected]

Abstract
The main goal of the proposed paper is the numerical investigation of Wings with and without winglet designs. This
investigation shows the various performance and parameters for the wings when designed with a winglet and without a
winglet and thus comparing the parameters for both the designs. The discussions were focused on the aerodynamics
characteristics which include drag coefficient CD, lift coefficient CL, and lift-to-drag ratio L/D. In this investigation two
Different wings are used: An Elliptical wing and a Short wing. The airfoil used in this investigation is NACA 2412 with
which both the wings are designed. The Geometry of the models is carried out in the CATIA V5 R19 Software and is
designed in Part and Wireframe and Surface Design. The airfoils of Different Chord length are designed with different
Stations using the geometry given in the DESIGNFOIL Software. The winglet is then designed for both the wings. The
investigation aims to produce better aerodynamic performance with the implementation of the winglet for both wing
designs. One of the objectives of this work is reduce the induced drag formed on wing during the fight operation, thus
improving the efficiency of the aircraft. The analysis part is done by using the ANSYS Software, flow parameters (like the
lift and drag) are measured for different design configurations and are compared with the plane wing and the wing designed
with winglet.

Keywords: CATIA; Elliptical Wing; ANSYS

1. Introduction
A winglet is a device used to improve the efficiency of aircraft by lowering the lift induced drag caused by wingtip
vortices. It is a vertical or angled extension at the tips of each wing. Winglets improve efficiency by diffusing the
shed wingtip vortex, which in turn reduces the drag due to lift and improves the wings lift over drag ratio Winglets
increase the effective aspect ratio of a wing without adding greatly to the structural stress and hence necessary
weight of its structure.
Research into winglet technology for commercial aviation was pioneered by Richard Whitcomb in the mid 1970s.

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Small and nearly vertical fins were installed on a KC-135A and flights were tested in 1979 and 1980. Whitcomb
revealed that in full size aircraft, winglets can provide improvements in efficiency of more than 7%. For airlines, this
translates into millions of dollars in fuel costs. Winglets are being incorporated into most new transport aircraft,
including business jets, the Boeing 747-400, airliners, and military transport.
Many other researchers have investigated their behavior, designing winglets for commercial and general aviation
aircraft as well as for sailplanes. Furthermore, the added friction and interference drag has to be cancelled out by the
forward thrust generated by the winglet lift. The upward angle (or cant) of the winglet, its inward or outward angle
(or toe), as well as its size and shape are critical for correct performance and are unique in each application.

2. Theory and Basic Definitions

2.1 WINGLET THEORY:

Due to circulation about the horseshoe vortex, there exists an induced downwash-which in turn produces induced
drag

Fig 2.1 Vortex Formations

Adding winglets alters the flow at the tip which in turn decreases the downwash, ultimately reducing induced drag.

Fig 2.2 Reduction of Induced Drag by adding Winglets

2.2 INDUCED DRAG:

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Induced drag is a force that occurs whenever a moving object redirects the airflow coming at it.

It is also called as Drag due to lift as it a source of wing drag.

Fig 2.3 Induced Drag

2.3 WINGLET BENEFITS

Winglets belong to the class of wingtip devices aimed to reduce induced drag. Selection of the wingtip device
depends on the specific situation and the airplane model. In the case of winglets, the reduction of the induced drag is
accomplished by acting like a small sail whose lift component generates a traction force, draining energy from the
tip vortices. The wingtip might be considered a dead zone regarding to the aerodynamic efficiency, because it
generates lots of drag and no significant lift. The winglet contributes to accelerate the airflow at the tip in such a way
that it generates lift and improves the wing loading distribution, which is related to the induced drag. In addition, the
aircraft will fly at a slightly lower angle of attack for the same lift coefficient. Thus, it should always be possible to
obtain significant drag reductions by using wingtip devices even for high-aspect wings.
Away to avoid this design issue is to employ raked wingtips like Boeing did for its 767-400 aircraft. Thanks to
winglets the aircraft will climb to initial altitude faster and save fuel due to a more efficient climb profile. Otherwise,
the aircraft can take off at lower thrust settings, which reduce the aircraft noise footprint and extend engine life.

2.4 TYPES OF WINGLETS

In general any wingtips that not end the wing simply horizontally are considered as some kind of a winglet.
Basically three types of winglets exists,

BLENDED WINGLETS

RAKED WINGTIPS

WINGTIP FENCES

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2.4.1 BLENDED WINGLETS (the real Winglets):

A blended winglet is attached to the wing with smooth curve instead of a sharp angle and is intended to reduce
interference drag at the wing/winglet junction. A sharp interior angle in this region can interact with the boundary
layer flow causing a drag inducing vortex, negating some of the benefit of the winglet. The blended winglet is used
on business jets and sailplanes, where individual buyer preference is an important marketing aspect.

Fig 2.7Blended Winglets

2.4.2 WINGTIP FENCES:

These are a special variant of winglets that extend both upward and downward from the tip of the wing. Preferred by
European plane-maker Airbus, it is featured on their full product range (except the A330/340 family and the future
A350).

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Fig 2.8 Wingtip Fences

2.4.3 RAKED WINGTIPS:

These are the most recent winglet variants (they are probably better classified as special wings, though), where the
tip of the wing has a higher degree of sweep than the rest of the wing. They are widely referred to as winglets, but
they are better described as integrated wingtip extensions as they are (horizontal) additions to the existing wing, than
the previously described(near)vertical solutions.

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Fig 2.9 Raked Wingtips

.

3. The Aerofoil
3.1 Aerofoil
The Elliptical Wing and the Short wing are designed taking the NACA 2412 airfoil station points from the DESIGN
FOIL software in the CATIA V5 R19 software.

Screenshot 3.1 NACA 2412 airfoil Stations

3.2 ELLIPTICAL WING

An elliptical wing is a wing platform shape that minimizes induced drag. Elliptical taper shortens the chord near the

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wingtips in such a way that all parts of the wing experience equivalent downwash, and lift at the wing tips is
essentially zero.

Fig 3.1 Elliptical Wing

For the Elliptical Wing, the root chord of the wing is taken as 370mm, the tip chord is 171.457mm and the wingspan
is 1510mm, but here we are taking half of the length i.e., 755mm. The Elliptical wing is designed with total of four
airfoils with decreasing chord lengths.

Table 3.1 Geometrical characteristics of wings

b S Cr Ct AR
(mm) (mm2) (mm) (mm)

Elliptical 1510 452 370 171.457 10100

(Total wing)
Short wing 1230 400 370 233 7600

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Screenshot 3.2 Designing of an elliptical wing

Similarly, the Short wing with two airfoils is designed. The root chord is 370mm, the tip chord is 233mm and the
wingspan is 615mm (half).
The single classical Winglet is also designed using the airfoil geometry and are made to attach with the elliptical
wing for the required investigation.
The winglets were designed, using the indications obtained from the panel method analysis, with different sweep,
twist and toe angles, see Figure 3.2 for definitions. In this case the aspect ratio was not the same of the elliptical
wing (AR=1008mm), like in the previous case, but was slightly higher of the short wing (820mm compared to
760mm relative to the short wing).

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3.3: DESIGN OF WINGLET

Geometry of Winglet
3.3.1: Winglet Airfoil
Goal:
Generate enough lift while maintaining the lowest possible drag, Should not stall before wing during low speed
flight, and the Geometry driven by aerodynamic characteristics of the airfoil.

3.3.2: Chord Distribution

If the Chord Distribution is too small then the airfoil will require a large lift coefficient and when it is too big then
the high winglet loading causes outboard section of wing to stall prematurely.
The Elliptical plan form will help with load distribution over a large range of flight regimes.

3.3.3: Winglet Height

The Height of the Winglet is determined by the optimal induced drag and profile drag relationship.

3.3.4: Twist/Sweep

The Twist /Sweep angles have similar effects on the winglet and They Tailor the load distribution.

3.3.5: Toe Angle

It controls overall loading on winglet, Effects the load distribution on main wing and it is only optimum for one
flight condition.

Fig 3.2Geometric quantities used to define a winglet

The Geometrical characteristics of the elliptical wing are listed in the following tables (table 3.2, table 3.3, table 3.4
and table 3.5).

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Table 3.2Station Points for the aerofoil of chord length 370mm

X=x/100*370 Y=y/100*370 X=x/100*370 (-Y)=y/100*370

0.124% 0.4588 0.8% 2.96 0.279% 1.0323 -0.76% -2.812
1.588% 5.8756 2.414% 8.9318 2.015% 7.4555 -2.062% -7.6294
4.642% 17.1754 3.991% 14.7667 5.266% 19.4842 -3.062% -11.3294
9.199% 34.0363 5.432% 20.0984 9.898% 36.6226 -3.75% -13.875
15.115% 55.9255 6.625% 24.5125 15.776% 58.3712 -4.133% -15.2921
22.197% 82.1289 7.467% 27.6279 22.71% 84.027 -4.237% -15.6769
30.201% 111.7437 7.883% 29.1671 30.491% 112.8167 -4.116% -15.2292
38.854% 143.7598 7.841% 29.0117 38.887% 143.8819 -3.844% -14.2228
47.8% 176.86 7.396% 27.3652 47.706% 176.5122 -3.463% -12.8131
56.796% 210.1452 6.668% 24.6716 56.617% 209.4829 -2.978% -11.0186
65.561% 242.5757 5.73% 21.201 65.33% 241.721 -2.45% -9.065
73.811% 273.1007 4.6625% 17.2494 73.564% 272.1868 -1.923% -7.1151
81.282% 300.7434 3.547% 13.1239 81.054% 299.8998 -1.431% -5.2947
87.738% 324.6306 2.472% 9.1464 87.554% 323.9498 -0.995% -3.6815
92.978% 344.0186 1.52% 5.624 92.851% 343.5487 -0.632% -2.3384
96.839% 358.3043 0.77% 2.849 96.768% 358.0416 -0.357% -1.3209
99.204% 367.0548 0.291% 1.0767 99.173% 366.9401 -0.184% -0.6808
100% 370 0.126% 0.4662 99.983% 369.9371 -0.126% -0.4662

The Station points are calculated as,

For x-coordinate

For y-coordinate
Where C= chord length.
Table 3.3 Station Points for aerofoil for chord length 353.49mm

X=x/100*353.49 Y=y/100*353.49 X=x/100*353.49 (-Y) =y/100*353.49

0.124% 0.438328 0.8% 2.828 0.279% 0.9862371 -0.76% -2.686524
1.588% 5.613 2.414% 8.533 2.015% 7.123 -2.062% -7.288938
4.642% 1.409 3.991% 14.108 5.266% 18.615 -3.062% -10.8238638
9.199% 32.518 5.432% 19.202 9.898% 34.988 -3.75% -13.255875
15.115% 53.43 6.625% 23.419 15.776% 55.767 -4.133% -14.6097417
22.197% 78.44 7.467% 26.395 22.71% 80.278 -4.237% -14.9773713
30.201% 10.76 7.883% 27.866 30.491% 107.78 -4.116% -14.5496932
38.854% 137.35 7.841% 27.717 38.887% 137.46 -3.844% -13.5881556
47.8% 168.97 7.396% 26.144 47.706% 168.64 -3.463% -12.2413587
56.796% 200.77 6.668% 23.571 56.617% 200.14 -2.978% -10.5269322
65.561% 231.75 5.73% 20.255 65.33% 230.94 -2.45% -8.660505
73.811% 260.91 4.668% 1.48 73.564% 260.04 -1.923% -6.7976127
81.282% 287.32 3.547% 12.538 81.054% 286.52 -1.431% -5.0584419

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87.738% 310.15 2.472% 8.738 87.554% 309.49 -0.995% -3.5172255

92.978% 328.67 1.52% 5.373 92.851% 328.22 -0.632% -2.2340568
92.839% 342.32 0.77% 2.722 96.768% 342.07 -0.357% -1.2619593
99.204% 350.68 0.291% 1.029 99.173% 350.57 -0.184% -0.6504216
100% 353.49 0.126% 0.4453974 99.983% 353.43 -0.126% -0.4453974

The Station points are calculated as,

For x-coordinate

For y-coordinate

Where C= chord length.

Table 3.4 Station points for the aerofoil of chord length 298.532mm

X=x/100*298.532 Y=y/100*298.532 X=x/100*298.532 (-Y)=y/100*298.532

0.124% 0.37018 0.8% 2.388256 0.279% 0.832904 -0.76% -2.26884
1.588% 4.740688 2.414% 7.206562 2.015% 6.01542 -2.062% -6.15573
4.642% 13.85786 3.991% 11.91441 5.266% 15.7207 -3.062% -9.14105
9.199% 27.46196 5.432% 16.21626 9.898% 29.5487 -3.75% -11.195
15.115% 45.12311 6.625% 19.77775 15.776% 47.09641 -4.133% -12.3383
22.197% 66.26515 7.467% 22.29138 22.71% 67.79662 -4.237% -12.6488
30.201% 90.15965 7.883% 23.53328 30.491% 91.02539 -4.116% -12.2876
38.854% 115.9916 7.841% 23.40789 38.887% 116.0901 -3.844% -11.4756
47.8% 142.6983 7.396% 22.07943 47.706% 142.4177 -3.463% -10.3382
56.796% 169.5542 6.668% 19.90611 56.617% 169.0199 -2.978% -8.89028
65.561% 195.7206 5.73% 17.10588 65.33% 195.031 -2.45% -7.31403
73.811% 220.3495 4.662% 13.91756 73.564% 219.6121 -1.923% -5.74077
81.282% 242.6528 3.547% 10.58893 81.054% 241.9721 -1.431% -4.27199
87.738% 261.926 2.472% 7.379711 87.554% 261.3767 -0.995% -2.97039
92.978% 277.5691 1.52% 4.537686 92.851% 277.1899 -0.632% -1.88672
96.839% 289.0954 0.77% 2.298696 96.768% 288.8834 -0.357% -1.06576
99.204% 296.1557 0.291% 0.868728 99.173% 296.0631 -0.184% -0.5493
100% 298.532 0.126% 0.37615 99.983% 298.4812 -0.126% -0.37615

The Station points are calculated as,

For x-coordinate

For y-coordinate

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Where C= chord length.

Table 3.5 Station points for aerofoil of chord length 171.457

X=x/100*171.457 Y=y/100*171.457 X=x/100*171.457 (-Y) =y/100*171.457

0.124% 0.212607 0.8% 1.371656 0.279% 0.478365 -0.76% -1.30307
1.588% 2.722737 2.414% 4.138972 2.015% 3.454859 -2.062% -3.53544
4.642% 7.959034 3.991% 6.842849 5.266% 9.028926 -3.062% -5.25001
9.199% 15.77233 5.432% 9.313544 9.898% 16.97081 -3.75% -6.42964
15.115% 25.91573 6.625% 11.35903 15.776% 27.04906 -4.133% -7.08632
22.197% 38.05831 7.467% 12.80269 22.71% 38.93788 -4.237% -7.26463
30.201% 51.78173 7.883% 13.51596 30.491% 52.27895 -4.116% -7.05717
38.854% 66.6179 7.841% 13.44394 38.887% 66.67448 -3.844% -6.59081
47.8% 81.95645 7.396% 12.68096 47.706% 81.79528 -3.463% -5.93756
56.796% 97.38072 6.668% 11.43275 56.617% 97.07381 -2.978% -5.10599
65.561% 112.4089 5.73% 9.824486 65.33% 112.0129 -2.45% -4.2007
73.811% 126.5541 4.662% 7.993325 73.564% 126.1306 -1.923% -3.29712
81.282% 139.3637 3.547% 6.08158 81.054% 138.9728 -1.431% -2.45355
87.738% 150.4329 2.472% 4.238417 87.554% 150.1175 -0.995% -1.706
92.978% 159.4173 1.52% 2.606146 92.851% 159.1995 -0.632% -1.08361
96.839% 166.0372 0.77% 1.320219 96.768% 165.9155 -0.357% -0.6121
99.204% 170.0922 0.291% 0.49894 99.173% 170.0391 -0.184% -0.31548
100% 171.457 0.126% 0.216036 99.983% 171.4279 -0.126% -0.21604

The Station points are calculated as,

For x-coordinate

For y-coordinate

Where C= chord length.

Therefore all the Four Airfoils are designed with their station points and are joined together to form a wing.

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Screenshot 3.3 Four Airfoils of the Elliptical wing

After plotting the points for all the four different chord length airfoils in the CATIA V5 software the airfoils are
joined by the tool Multi-section solid. The below screenshot (2.4) shows the total structure of the elliptical wing.

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Screenshot 3.4 The designed Elliptical wing

3.4 WINGLET FOR ELLIPTICAL WING

Now the winglet is designed with the given geometry on the wingtip of the elliptical wing in the Wireframe and
Surface design tool of the CATIA Software.

Screenshot 3.5: WINGLET

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Screenshot 3.6: Winglet on elliptical wing

3.5 SHORT WING

The Geometrical characteristics of the short wing are listed in the following tables (Table 3.6 and table 3.7).
Table 3.6 Station Points for aerofoil for short wing of chord length 370mm

X=x/100*370 Y=y/100*370 X=x/100*370 (- Y)=y/100*370

0.124 0.4588 0.8 2.96 0.279 1.0323 -0.76 -2.812
1.588 5.8756 2.414 8.9318 2.015 7.4555 -2.062 -7.6294
4.642 17.1754 3.991 14.7667 5.266 19.4842 -3.062 -11.3294
9.199 34.0363 5.432 20.0984 9.898 36.6226 -3.75 -13.875
15.115 55.9255 6.625 24.5125 15.776 58.3712 -4.133 -15.2921
22.197 82.1289 7.467 27.6279 22.71 84.027 -4.237 -15.6769
30.201 111.7437 7.883 29.1671 30.491 112.8167 -4.116 -15.2292
38.854 143.7598 7.841 29.0117 38.887 143.8819 -3.844 -14.2228
47.8 176.86 7.396 27.3652 47.706 176.5122 -3.463 -12.8131
56.796 210.1452 6.668 24.6716 56.617 209.4829 -2.978 -11.0186
65.561 242.5757 5.73 21.201 65.33 241.721 -2.45 -9.065
73.811 273.1007 4.662 17.2494 73.564 272.1868 -1.923 -7.1151
81.282 300.7434 3.547 13.1239 81.054 299.8998 -1.431 -5.2947
87.738 324.6306 2.472 9.1464 87.554 323.9498 -0.995 -3.6815
92.978 344.0186 1.52 5.624 92.851 343.5487 -0.632 -2.3384
96.839 358.3043 0.77 2.849 96.768 358.0416 -0.357 -1.3209
99.204 367.0548 0.291 1.0767 99.173 366.9401 -0.184 -0.6808
100 370 0.126 0.4662 99.983 369.9371 -0.126 -0.4662

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The Station points are calculated as,

For x-coordinate

For y-coordinate

Where C= chord length.

Table3.7 Points for the aerofoil for short wing of chord length 233mm

X=x/100*233 Y=y/100*233 X=x/100*233 (-Y)=y/100*233

0.124 0.28892 0.8 1.864 0.279 0.65007 -0.76 -1.7708
1.588 3.70004 2.414 5.62462 2.015 4.69495 -2.062 -4.80446
4.642 10.81586 3.991 9.29903 5.266 12.26978 -3.062 -7.13446
9.199 21.43367 5.432 12.65656 9.898 23.06234 -3.75 -8.7375
15.115 35.21795 6.625 15.43625 15.776 36.75808 -4.133 -9.62989
22.197 51.71901 7.467 17.39811 22.71 52.9143 -4.237 -9.87221
30.201 70.36833 7.883 18.36739 30.491 71.04403 -4.116 -9.59028
38.854 90.52982 7.841 18.26953 38.887 90.60671 -3.844 -8.95652
47.8 111.374 7.396 17.23268 47.706 111.155 -3.463 -8.06879
56.796 132.3347 6.668 15.53644 56.617 131.9176 -2.978 -6.93874
65.561 152.7571 5.73 13.3509 65.33 152.2189 -2.45 -5.7085
73.811 171.9796 4.662 10.86246 73.564 171.4041 -1.923 -4.48059
81.282 189.3871 3.547 8.26451 81.054 188.8558 -1.431 -3.33423
87.738 204.4295 2.472 5.75976 87.554 204.0008 -0.995 -2.31835
92.978 216.6387 1.52 3.5416 92.851 216.3428 -0.632 -1.47256
96.839 225.6349 0.77 1.7941 96.768 225.4694 -0.357 -0.83181
99.204 231.1453 0.291 0.67803 99.173 231.0731 -0.184 -0.42872
100 233 0.126 0.29358 99.983 232.9604 -0.126 -0.29358

The Station points are calculated as,

For x-coordinate

For y-coordinate

Where C= chord length.

Thus, the root chord and the tip chord with their station points are designed and are joined together to form the Short
wing.

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Screenshot 3.7: The Designed Short wing

3.6 WINGLET FOR SHORT WING

After designing the Short wing, the winglet is designed as for it similar to that of the previous one designed for the
elliptical wing.

Screenshot 3.8: Winglet- Short wing

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Screenshot 3.9: Winglet on Short wing

4. Analysis of the Experiment

The Analysis is carried out in the FOTRAN and STRUCTURAL analysis method of the ANSYS software and the
flow and Structure analysis will be done on the elliptical wing and short wing with and without winglet. The
analysis is done by measuring and comparing various aerodynamics characteristics which include drag coefficient
CD, lift coefficient CL, and lift-to-drag ratio L/D. The Analysis Part of this dissertation is carried on in the Final
Main Project.

5. Conclusion

This project proposes 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. 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 induced drag. Winglets
have to be carefully designed so that these and other problems can be overcome.
Hence analysis is done and different aerodynamics characteristics are measured and compared for implementing a
winglet on the wing, thus giving a better aspect of reducing the induced drag and increasing the performance of the
aircraft with better efficiency.

References

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INVESTIGATION.
[2] M. A Azlin, C.F Mat Taib, S. Kasolang and F.H Muhammad Proceedings of the World Congress on Engineering 2011 Vol I
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INTERNATIONAL JOURNAL OF RESEARCH IN AERONAUTICAL AND MECHANICAL ENGINEERING
Pg: 7-25

DESIGN OF MULTIPLE WINGLETS TO IMPROVE TURNING ANDSOARING CHARACTERISTICS OF ANGELO

DARRIGOS HANGGLIDER:NUMERICAL AND EXPERIMENTAL INVESTIGATION.
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