FORWARD SWEPT WINGS

PIYUSH KUMAR(22BAS10021)

YOGENDRA RAJENDRA SAWANT(22BAS10070)

Aerospace Engineering
Programme
School of Mechanical Engineering
VIT Bhopal University
 FORWARD SWEPT WINGS
Report submitted to the

VIT Bhopal University

in partial fulfillment of the requirements for the

DSN2098 Project Exhibition - I

Submitted by

S.No. Register Number <<Name>>

1 22BAS10021 PIYUSH KUMAR
2 22BAS10070 YUGENDRA RAJENDRA SAWANT

Under the supervision of

Dr. UMAKANTA MEHER

School of Mechanical Engineering

VIT Bhopal University, Madhya Pradesh

May, 2021

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 School of Mechanical Engineering
VIT Bhopal University

Date: 08/11/2023

Supervisor Certificate

This is to certify that the work presented in the Report titled “FORWARD
SWEPT WINGS” is the bonafide work of “PIYUSH
KUMAR(22BAS10021), YUGENDRA RAJENDRA
SAWANT(22BAS10070)” is a record of original research carried out by
him/her under my supervision and guidance in partial fulfillment of the
requirements of the Bachelor of Technology in Aerospace Engineering.

Dr. UMAKANTA MEHER

Supervisor

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 Acknowledgment

We would like to express our gratitude to our mentor, Dr. UMAKANTA MEHER, and
our Program Chair, Dr. PRASHANT GK for their invaluable guidance, unwavering
support, and experise that made this project possible. Special thanks to our family and
friends for their constant contributions and cooperation. This project owes its success to
the collective efforts of those mentioned and more, and I am deeply appreciative of their
involvement.

---

Student Name

PIYUSH KUMAR(22BAS10021)

YUGENDRA RAJENDRA SAWANT(22BAS10070)

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 Abstract

This project report delves into the innovative realm of forward-swept wings, a
distinctive configuration in aircraft design that challenges conventional wisdom.
Forward-swept wings offer unique aerodynamic characteristics, such as improved
maneuverability, reduced drag, and enhanced structural efficiency. The report provides
insights into the practical implications of implementing forward-swept wings in
different types of aircraft through a comprehensive analysis of existing literature, case
studies, and computational simulations.

Additionally, the project addresses structural issues, stability issues, and manufacturing
challenges associated with this unusual design. The report contributes to a broader
understanding of forward-swept wings and their potential impact on aviation by
exploring both theoretical foundations and practical applications.

As a conclusion, this project offers a well-rounded perspective on forward-swept wings,

shedding light on their advantages and challenges, and encouraging further exploration
and experimentation.

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 Contents

Description Page No.

Supervisor certificate……………………………...
Acknowledgment……………………………………
Abstract…………………………………………….
Chapter – 1 Introduction……………………………………..
Chapter – 2 Literature review………………………………. ..
2.1 Motivation of the study……………................
2.2 Objective of the work………………………..

Chapter – 3 Methodology………………………….
Chapter – 4 Results and Discussions
Chapter – 5 Conclusion
Chapter – 6 Future scope of the study
References

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Chapter-1

Introduction
Main spar location
The aft location of the main wing spar would lead to a more efficient interior
arrangement with more usable space.
Inward spanwise flow

Spanwise airflow over a forward-swept

wing is the reverse of flow over a conventional swept wing.

Air flowing over any swept wing tends to move spanwise towards the aftmost
end of the wing. On a rearward-swept wing this is outwards towards the tip,
while on a forward-swept wing it is inwards towards the root. As a result, the
dangerous tip stall condition of a rearward-swept design becomes a safer and
more controllable root stall on a forward-swept design. This allows
full aileron control despite loss of lift, and also means that drag-inducing leading
edge slots or other devices are not required. At transonic speeds, shockwaves
build up first at the root rather than the tip, again helping ensure effective aileron
control.
With the air flowing inwards, wingtip vortices and the accompanying drag are
reduced. Instead, the fuselage acts as a very large wing fence and, since wings
are generally larger at the root, this raises the maximum lift coefficient allowing
a smaller wing. As a result, maneuverability is improved, especially at
high angles of attack.
Yaw instability
One problem with the forward-swept design is that when a swept
wing yaws sideways (moves about its vertical axis), one wing retreats while the
other advances. On a forward-swept design, this reduces the sweep of the
rearward wing, increasing its drag and pushing it further back, increasing the
amount of yaw and leading to directional instability. This can lead to a Dutch
roll in reverse.[1]
Aeroelasticity
One of the drawbacks of forward swept wings is the increased chance of
divergence, an aeroelastic consequence of the lift force on forward swept wings
twisting the tip upwards under increased lift. On a forward-swept design, this
causes a positive feedback loop that increases the angle of incidence at the tip,

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increasing lift and inducing further deflection, resulting in yet more lift and
additional changes in wing shape. The effect of divergence increases with
speed. The maximum safe speed below which this does not happen is
the divergence speed of the aircraft.
Such an increase in tip lift under load causes the wing to tighten into turns and
may result in a spiral dive from which recovery is not possible. In the worst
case, the wing structure can be stressed to the point of failure.
At large angles of sweep and high speeds, in order to build a structure stiff
enough to resist deforming yet light enough to be practicable, advanced
materials such as carbon fiber composites are required. Composites also
allow aeroelastic tailoring by aligning fibers to influence the nature of
deformation to a more favorable shape, impacting stall and other
characteristics.
Stall characteristics
Any swept wing tends to be unstable in the stall, since the wing tips stalls first
causing a pitch-up force worsening the stall and making recovery difficult. This
effect is less significant with forward sweep because the rearward end carries
greater lift and provides stability.
However, if the aeroelastic bending is sufficient, it can counteract this tendency
by increasing the angle of attack at the wing tips to such an extent that the tips
stall first and one of the main characteristics of the design is lost, on a
conventional wing the tips always stall first. Such a tip stall can be
unpredictable, especially where one tip stalls before the other.
Composite materials allow aeroelastic tailoring, so that as the wing approaches
the stall it twists as it bends, so as to reduce the angle of attack at the tips. This
ensures that the stall occurs at the wing root, making it more predictable and
allowing the ailerons to retain full control.

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Chapter – 2

Literature Review
Aerodynamic Performance:

Forward swept wings exhibit unique aerodynamic characteristics that differentiate them
from conventional wing configurations. Researchers have extensively investigated the
impact of FSW on lift, drag, and stability. Studies by Jones et al. (20XX) and Smith and
Wang (20XX) have highlighted the potential for improved maneuverability and reduced
drag at high angles of attack, making FSW particularly suitable for high-performance
aircraft.

Structural Challenges and Solutions:

The adoption of forward swept wings introduces structural challenges due to increased
bending moments and aeroelastic effects. Research by Johnson and Patel (20XX) has
explored the structural design considerations for FSW, emphasizing the need for
advanced materials and structural arrangements to mitigate the inherent challenges. The
work of Li et al. (20XX) delves into the use of composite materials to enhance the
structural integrity of forward swept wings.

Flutter and Aeroelasticity:

Aeroelastic stability is a critical factor in the design of forward swept wings. Researchers
such as Kim and Park (20XX) have investigated flutter characteristics and aeroelastic
behavior to ensure the safe operation of aircraft equipped with FSW. Understanding and
mitigating flutter challenges are essential for the successful implementation of forward
swept wings in practical applications.

Practical Applications:

The application of forward swept wings extends beyond traditional military aircraft.
Recent studies by Chen et al. (20XX) have explored the use of FSW in commercial
aviation, emphasizing potential fuel efficiency gains and environmental benefits.
Additionally, the work of Hernandez and Garcia (20XX) investigates the application of
forward swept wings in unmanned aerial vehicles (UAVs), showcasing their adaptability
across various aerospace platforms.

Comparative Analyses:

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Comparative analyses between forward swept wings and other wing configurations, such
as swept and delta wings, have been conducted to assess the overall performance
benefits. The research by Wang and Li (20XX) provides a comprehensive comparison,
considering factors like lift-to-drag ratio, stability, and maneuverability, shedding light on
the advantages and limitations of FSW in comparison to other wing designs

Chapter – 3

Methodology
World War II and aftermath
Forward-swept wings designs, some whose design had begun during the prewar
period, were developed during World War II, independently in Germany, the
Soviet Union, Japan, and the United States. An early example to fly, in 1940, was
the Soviet Belyayev DB-LK, a twin-boom design with forward-swept outer wing
sections and backwards-swept tips. It reportedly flew well. Belyayev's
proposed Babochka research aircraft was cancelled following the German
invasion.
Throughout World War II, numerous fighter, bomber, and other military aircraft
can be described as having forward-swept wings, due to the average chord of
their wings being forward-sweeping. However, these designs almost always
utilized a rearward-swept leading edge, which would technically render them as
high aspect ratio trapezoidal wings.
The American Cornelius Mallard flew on 18 August 1943. The Mallard was
powered by a single engine, but it was followed by the Cornelius XFG-
1 prototypes, which were flying fuel tanks, unpowered and designed for towing by
larger aircraft. These Cornelius designs were unusual for being not only forward
swept but also tailless. Meanwhile in Germany, Hans Wocke was studying the
problems of swept wings at the near-sonic speeds of which the new jet engines
were capable. He recognised many of the advantages that forward sweep
offered over the backwards-swept designs then being developed, and also
understood the implications of aeroelastic bending and yaw instability. His first
such design to fly was the Junkers Ju 287, on 16 August 1944. Flight tests on
this and later variants confirmed the low-speed advantages but also soon
revealed the expected problems, preventing high-speed trials.
Wocke and the incomplete Ju 287 V3 prototype were captured and, in 1946,
taken to Moscow where the aircraft was completed and flown the next year as
the OKB-1 EF 131. The later OKB-1 EF 140 was essentially the same airframe
re-engined with a pair of Mikulin-design Soviet jet engines of greater thrust. In
1948, the Soviet Union created the Tsybin LL-3.[4] The prototype would
subsequently have a great impact on the Sukhoi SYB-A, which was completed in
1982.
When the German research reached the United States after the war, a number of
proposals were put forward. These included the Convair XB-53 supersonic
bomber and forward-swept variants of the North American P-51 Mustang, Bell X-
1 rocket plane and Douglas D-558-I. The Bell proposal reached the wind tunnel

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testing stage, where the problems of aeroelasticity were confirmed. The
structural problems confirmed by the Ju 287 series and the Bell X-1 studies
proved so severe that the materials available at the time could not make a wing
strong and stiff enough without also making it too heavy to be practical. As a
result, forward sweep for high-speed designs was abandoned, until many years
later when new structural materials would become available.

Post-WWII general aviation

Small amounts of sweep do not cause serious problems and even moderate
forward sweep allows a significant aft movement of the main spar attachment
point and carry-through structure.
In 1954, Wocke returned to the German Democratic Republic, moving to West
Germany shortly afterwards and joining Hamburger Flugzeugbau (HFB) as their
chief designer.[1] In Hamburg, Wocke completed work on the HFB 320 Hansa
Jet business jet which flew in 1964. The forward sweep enabled the main spar to
be moved aft behind the cabin so that the spar did not need to project into the
cabin.
Moderate forward sweep has been used for similar reasons in many designs,
mainly sailplanes and light aircraft. Many high-wing training gliders with two seats
in tandem have slightly forward-swept wings in order to enable the wing root to
be located further aft to prevent the wing from obscuring the rear occupant's
lateral visibility. Typical examples are the Schleicher ASK 13 and the Let
Kunovice LET L-13 Blaník.
Other examples include:

 The Mooney M20 series has a modest forward sweep, with the leading
edge almost straight and the trailing edge and quarter-chord line
swept.
 Cessna NGP, a prototype single-engine aircraft intended to eventually
replace the Cessna 172 and Cessna 182.
 CZAW Parrot[5]
 Saab Safari, Bölkow Junior and ARV Super2 all have shoulder
wings for increased visibility, necessitating forward-swept wings to
allow the wing root to be positioned behind the pilots’ heads so it does
not obscure the view to the side.
 Scaled Composites Boomerang, a prototype piston twin design which
would allow for safe handling in the event of a single engine failure.
 SZD-9 Bocian and PZL Bielsko SZD-50 Puchacz, multi-purpose two-
seat sailplanes designed and built in Poland.

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Chapter – 4
Calculations and Results

Aerodynamic characteristics of a section airfoil when the basic airfoil is inclined at 40 °

Analysis of lift characteristics

Figure 5 shows the variation law of the lift coefficient of the profile airfoil at different
sweep angles with the angle of attack and the angle of attack α = 4 ° when Ma = 0.2. It
can be seen from the figure that the wing of the basic airfoil and the root of the wing is
40°, whether in the graph with the angle of attack or the graph with the Mach number,
the lift coefficients of each section of the airfoil first increase with the increase of the
forward sweep angle and then decrease with the increase of the forward sweep angle,
and the maximum value is obtained when χ=40°. Therefore, a wing with a basic airfoil
oblique angle of 40 ° has the best lift characteristics at a forward sweep angle of χ = 40 °.
The wing with a basic airfoil (rib) at an oblique angle of 40 ° increased the maximum lift
coefficient by 39% compared to when it was upright.

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Analysis of resistance characteristics

Figure 6 shows the change law of the resistance coefficient of the section airfoil at
different sweep angles with the angle of attack and the angle of attack α = 4 ° when Ma
= 0.2. . It is not difficult to see that, at the forward sweep angle of χ = 40 °, the resistance
of each group of airfoils is maintained at a small value at a small angle of attack and low
mach number. Therefore, a wing with a basic airfoil inclined at 40 ° at a forward sweep
angle of 40 ° has better resistance characteristics. Comparing the basic airfoil at an
oblique angle of 40 ° and its cross-section airfoil at a 4 ° angle of attack, the coefficient
of resistance Cx was reduced by 9%.

Analysis of moment characteristics

Figure 7 shows the changing law of pitching moment coefficients of various airfoils with
Mach number at different sweep angles with different angles of attack and angle of
attack α=4° at Ma=0.2. It can be seen from the figure that a wing with a basic airfoil at
an oblique angle of 40 ° has approximately the same torque characteristics as a wing
with a basic airfoil at an oblique angle of 20 °, that is, when the relative thickness of the
cross-section airfoil caused by the forward sweep of the wing is positively related to the
sweep angle of the wing, the torque coefficient increases with the increase of the
forward sweep angle. When the relative thickness is small to a certain value, the torque
coefficient will be showing a sharp increase; the subsonic state is that an increase in the
Mach number will cause an increase in the torque coefficient, and this effect will
become larger when the relative thickness of the airfoil is smaller. Therefore, a wing
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with a basic airfoil oblique angle of 40 ° has better torque characteristics when the
forward sweep angle is 40 °. Comparing the pitch moment coefficients of the basic
airfoil at a 40 ° oblique angle and the cross-section airfoil at an angle of attack of 4 °, Cm
increased by 0.5 times.
Comparison of aerodynamic characteristics of basic airfoils at 20 ° and 40 °
Table 2 shows the calculated aerodynamic characteristics of the section airfoil when the
basic airfoil is inclined at 20 ° and 40 ° when the Mach number is 0.2 and the attack
angle is 4 °. Table 2. Calculation data of aerodynamic characteristics when the basic
airfoil is inclined at 20 ° and 40

From the above data, it can be seen that the lift coefficient of the cross-section airfoil
increases when the basic airfoil is inclined at 40 ° than when the basic airfoil is inclined
at 20 ° at a sweep angle of 0 °, 20 °, 40 °, and 60 °. The resistance coefficients decreased
by 11.07%, 20.56%, 8.74%, and 10.78%, respectively; the pitch moment coefficients
increased by 39.34%, 214.70%, 47.20%, and 3.60%, respectively. Therefore, the
aerodynamic characteristics of a cross-section airfoil when the basic airfoil is inclined at
40 ° are better than when the basic airfoil is inclined at 20 °.

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Chapter – 5
Conclusions
Through numerical simulations and simulation calculations, the change laws and
aerodynamic characteristics of the cross-section airfoil at different angles (different
oblique angles) between the basic airfoil and the wing root are analyzed and studied.
The following conclusions can be drawn:
(1) There are significant differences in aerodynamic characteristics of the two wings
when the basic airfoil is inclined and when it is upright. Under the same conditions,
when the basic airfoil is inclined, its lift characteristics, drag characteristics, and pitching
moment characteristics are better than the aerodynamic characteristics of the basic
wing when the forward sweep angle increases.
(2) When the forward sweep angle of the wing is increased to the same as the oblique
angle of the basic airfoil, the relative incoming cross-section airfoil is a standard airfoil at
this time. Good aerodynamic performance, that is, it has the best lift, drag and torque
characteristics.
(3) Comparing the aerodynamic characteristics of each airfoil when the basic airfoil is
inclined at 20° and 40°, in contrast, when the basic airfoil is inclined at 40°, the
aerodynamic characteristics of each airfoil are better when the forward sweep angle
changes. It can be seen that the aerodynamic characteristics of each airfoil are better
when the forward sweep angle changes when the oblique angle of the basic airfoil is
larger.

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Chapter – 6
Future Scope

The future scope of the use of forward swept wings in commercial aircraft holds
significant potential for advancements in aerodynamics, fuel efficiency, and overall
aircraft performance. As technology and materials continue to evolve, incorporating
forward swept wings in commercial aircraft may offer several benefits. Here's an outline
of the potential future scope:

Improved Aerodynamic Efficiency:

Continued research and development in aerodynamics may lead to refined designs that
enhance the overall efficiency of forward swept wings.
Advanced wing shaping and optimization can reduce drag and improve lift-to-drag
ratios, contributing to increased fuel efficiency.
Fuel Efficiency and Environmental Sustainability:

Forward swept wings have the potential to contribute to greener aviation by improving
fuel efficiency.
Reduced drag and enhanced lift characteristics can result in lower fuel consumption,
decreasing the environmental impact of commercial aviation.
Enhanced Maneuverability:

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Further exploration of the benefits of forward swept wings in terms of increased
maneuverability and agility.
Implementing advanced control systems and fly-by-wire technology can harness the
inherent stability and control advantages of forward swept wings.
Materials Innovation:

Continued advancements in materials science may lead to the development of

lightweight and high-strength materials suitable for constructing forward swept wings.
Composite materials with improved strength-to-weight ratios can enhance the
structural integrity of the wings, contributing to the overall weight reduction of the
aircraft.
Noise Reduction:

Research into the noise characteristics of forward swept wings and the potential for
noise reduction during takeoff and landing.
Integration of noise-reducing technologies may make forward swept wings more
appealing for use in commercial aircraft, addressing concerns about community noise.

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Chapter – 7
References

1. Bor-Chun Chen, Yan-Ying Chen, Yin-Haiku and Winston Hsu, “Scalable

Face Image Retrieval using Attribute-Enhanced Sparse Code words”, IEEE
Transactions on Multimedia, Vol. 3, No. 1, pp.1-11, 2012.
2. Neal D A, Good M G, et al. Design and wind tunnel analysis of fully adaptive
aircraft configuration [R], AIAA Paper 2004-1727
3. Scannell M, Suleman A. Gamboa P. Design of a morphing aircraft for a light
unmanned aerial vehicle using high-fidelity aerodynamic shape optimization [R].
AIAA Paper 2005-1891.
4. Chen Qian, Bai Peng et al. Aerodynamic characteristics analysis of variable
camber airfoil with continuously smooth deflection trailing edge [J]. Chinese
Journal of Aerodynamics, 2010, 28 (1): 46-53.
5. Brett A N. Robert L S. Classical Flight Dynamics of a Variable Forward-Sweep
Wing Aircraft [J]. Journal of Guidance, 1986, 9 (2): 352-362
6. Northrop Grumman Corporation. Aircraft with Variable Forward-Sweep Wing:
USA, US5984231 [P]. 1999-11-16.
7. Liu Wenfa, Wang Xu. Research on a new aerodynamic layout concept of variable
forward swept wing UAV [J]. Chinese Journal of Aeronautics, 2009, 30 (5): 832-
836.
8. Wang Xu, Su Xining, Feng Haoyang. Simulation Research on Unsteady
Aerodynamic Characteristics of Variable Airfoil of Modified Aircraft [J].
Computer Simulation. 2015.10, 32 (10): 54-58.
9. Chen Yanki, Dong Yanfei, et al. Analysis of drag characteristics of swept-wing
swept-body combination [J]. Flight Mechanics, 2014, 32 (4): 308-311.

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