DESIGN AND ANALYSIS OF AIRCRAFT WING WITH

DIFFERENT WINGLET ANGLES

1
B. Anil Kumar Reddy, 2Ms. D Anitha, 3Dr. D Govardhan
1
M-Tech Scholar, 2Asst Professor, 3Professor &HOD
*Department of Aeronautical Engineering Institute of Aeronautical Engineering Dundigal
Road, Dundigal, Hyderabad, Telangana 500043

ABSTRACT: A wing structure of a flying machine which is able to fly with assistance of air
foil profile that produces lift by the vehicle's forward velocity. Fixed-wing air ship pursues
the cantilever pillar structure in which the one end is fixed to the fuselage and another is set
to be the free end. In this proposal, venture definite structure of coach flying machine wing
with winglet made by utilizing CREO. At that point pressure examination of the wing
structure is done to process the worries at wing structure. The anxieties are evaluating by
utilizing the limited component approach with the assistance of ANSYS to discover the
security factor of the wing with winglets. Life forecast requires a model for exhaustion harm
aggregation, steady plentifulness S-N (stress life) information for different pressure
proportions and neighbourhood stress history at the pressure focus. In this proposition, the
mentor flying machine wing with winglets with points (450 and 250) is thinking about for the
itemized investigation. Static and weakness investigation of the entire wing area is done to
figure the burdens and life at various winglet points (250 and 450) because of the applying
weight load.
Key words: aircraft wing, winglets, CFD analysis, drag force structural analysis, strength.
Introduction 200LR; -300ER; and freighter versions)
Many of us who fly regularly have most plus the new Boeing 787 Dreamliner and
probably seen a so-called winglet or the Airbus A350. The 747-8, the 787 and
wingtip device at the end of the wing of an the A350 will have special, new kind of
airliner at least once. It is showing up more wings, which do not have a separate
and more often on more and more types of winglet, but have raked, and blended
aircraft, thus we felt it’s time to give an wingtips integrated – without a sharp angle
overview to our readers about these between the wing and the winglet.
sometimes funny, sometimes cool and
stylish looking aircraft parts.

Fig 1.7 Raked Wingtips on the new

Boeing 787 and Airbus A350

Fig 1.1 Winglet on Virgin Atlantic A340- Aviation Partners, for its part, continues to
600 - c by Dan Valentine on Airliners.net test the most extreme interpretation of a
winglet yet, the closed Spiroid (above),
Airliners to use raked wingtips: Boeing chasing the promise of a 10% cruise fuel-
747-8, Boeing 767-400ER, Boeing 777(- burn reduction.

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And it doesn't stop there, as these recent simple wing extension. Such a span
US patents show. extension would, of course, increase the
bending loads on the mainplane and would
add weight, so the best solution is again
decided by economics rather than
aerodynamics. Nonetheless, whereas
winglets require considerable research and,
usually, wind tunnel testing to ensure they
are of the most favourable shape and set at
the best angle, to lengthen the wing is
fig 1.14 Graphic: USPTO comparatively simple. Moreover,
stretching a wing in this way is guaranteed
6 advantages of aircraft winglet to reduce vortex drag at all airspeeds. A
Since the 1970s, when the price of aviation longer wing is more prone to flutter
fuel began spiralling upward, airlines and problems and slower in roll than a short
aircraft manufacturers have looked at wing, but adding winglets to a short wing
many ways to improve the operating also increases the danger of flutter and the
efficiency of their aircraft. additional mass at the tip creates more
rolling inertia.
Winglets have become one of the II. LITERATURE REVIEW
industry's most visible fuelsaving DESIGN AND ANALYSIS OF
technologies and their use continues to WINGLET
expand. Winglets increase an aircraft's The project is focused on the modeling and
operating efficiency by reducing what is analysis of winglet of aircraft. In
called induced drag at the tips of the aerodynamic engineering, drag reduction
wings. is a big challenge. To reduce drag a device
called winglet which is placed vertically at
An aircraft's wing is shaped to generate
set of angle on the end of aircraft wing.
negative pressure on the upper surface and
Winglet design will reduce the fuel
positive pressure on the lower surface as
consuming by reducing the aircraft drag
the aircraft moves forward. This unequal
and makes the aircraft more stable during
pressure creates lift across the upper
flight, also it will give the aircraft engine
surface and the aircraft is able to leave the
longer life by reducing the load on the
ground and fly.
engine thrust. The aim is to design and
Unequal pressure, however, also causes air simulate a model of winglet fo used to
at each wingtip to flow outward along the construct the winglet models and ANSYS
lower surface, around the tip, and inboard is used to test and simulate the winglet
along the upper surface producing a model. With wing angles, results are
whirlwind of air called a wingtip vortex. compared and aircraft because it lowers
the amount of drag and increases the fuel
7 Dis-advantages of aircraft winglet efficiency by using less energy by
It has been shown in Chapter 5 that the reducing wing improving the aircraft
most effective method of reducing vortex performance.
drag is by increasing the aspect ratio, i. e. Design and Analysis of Spiroid Winglet
increasing the wing span for a given total by W.GiftonKoil Raj1 , T.AmalSeba
area. It follows that whatever the gain from Thomas2 Wingtip vortices are strongly
using winglets, a similar improvement associated with induced drag for a three-
could be achieved by an increase in aspect dimensional wing. So it is important to
ratio. This could be done by fitting a neglect the wingtip vortices in order to

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reduce the induced drag. The drag compared to winglet angles 25° and
breakdown of a typical transport aircraft 45° angle.
shows that the lift-induced drag can B. Static analysis results comparing to
amount to as much as 40% of the total materials Kevlar- 49, s2 glass and
drag at cruise conditions and 80– 90% of boron fiber
the total drag in take-off configuration. Aircraft wing with winglet 25° angle and
One way of reducing lift-induced drag is 45° angle designed in CATIA v5
by using wingtip devices. By applying parametric software. The aircraft wing
biomimetic abstraction of the principle shape created with NACA 64A210
behind a bird’s wingtip feathers, we study points.
spiroid wingtips, which look like an
extended blended wingtip that bends
upward by 360 degrees to form a large
rigid ribbon.In this paper a configuration
of different winglets are studied. A model
composed of wing of boeing-737 is
designed using CATIA and also the
spiroid winglet are designed and attached
with a boeing 737 wing using CATIA.
Then the modelled wing is meshed using Fig 4.3 Winglet with 25 angle
ICEM-CFD. The meshed model will be
analysed using ANSYS FLUENT. Finally
the percentage decrement of wingtip
vortices is calculated using the analysis
results.
III. MATERIALS AND
METHODOLOGY
Material properties Fig 4.4 Winglet with 45 angle
Material Densit Youngs Poisson’s CFD ANALYSIS OF AIRCRAFT
y modulus ratio WING
(g/cc) (MPa)
5.3.1 CASE 1 WITHOUT WINGLET
Kevlar-49 1.44 112000 0.36
S2 glass 2.48 85500 0.21
Boron 2.61 428000 0.13
fiber
The methodology in this by adopts the
CATIVA V5R20 for designing of UCAV
wing and winglet. Meshing and analysis
are done by ANSYS V18.1. Here CFD
flow analysis is carried out for both UCAV
wing with and without winglet. Fig 5.3.1 Imported model
A. Design parameters for wing and
winglets are as follows: Wing is
designed by using asymmetric air foil
of NACA 6 series i.e., NACA
64A210. This NACA 64A210 air foil
have lower drag at higher speeds

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 CASE 3 WINGLET WITH 45
ANGLES

Fig 5.3.2 Meshed model

Fig 5.5.1 Imported model

Fig 5.3.5 Pressure Fig 5.5.2 Meshed model

Fig 5.3.6 Velocity

Fig 5.5.5 Pressure

Fig 5.3.7 Drag force Fig 5.5.6 Velocity

Fig 5.5.8 Drag force

Fig 5.3.8 Lift force

Volume 11, Issue 01, SEP 2021 ISSN 2581 – 4575 Page 260
 Fig 5.7.2.1 life for no winglet
Fig 5.5.8 Lift force
Material- s2 glass

Fig 5.6.2.1 Deformation for winglet Fig 5.7.2.2 damage for no winglet
angle 250

Fig 5.7.2.3 safety factor for no

winglet

Fig 5.6.2.2 stress for winglet angle 250 Material- s2 glass

Fig 5.7.3.1 life for winglet angle 250

Fig 5.6.2.3 strain for winglet angle 250

Material- s2 glass

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 Fig 5.7.3.2 damage for winglet angle
Fig 5.7.4.3 safety factor for winglet
250
angle 450
5.7.5 Material- boron fiber

Fig 5.7.3.3 safety factor for winglet

angle 250
Fig 5.7.5.1 life for winglet angle 450
Material- s2 glass

Fig 5.7.5.2 damage for winglet angle

Fig 5.7.4.1 life for winglet angle 45 0 450

Fig 5.7.4.2 damage for winglet angle Fig 5.7.5.3 safety factor for winglet
450 angle 450
RESULTS AND DISCUSSIONS
Table 6.1 CFD ANALYSIS RESULTS TABLE
Models Pressure (Pa) Velocity (m/s) Drag force (N) Lift force (N)
No winglet 3.796e+004 2.914e+002 16179.576 236231.63
25 0 4.290 e+004 2.892 e+002 19334.211 231802.32

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450 3.780 e+004 2.877 e+002 34026.765 188243.68
Table 6.2 Static analysis results table
Models Materials Deformation (mm) Stress Strain
(MPa)
No winglet Kevlar -49 0.00070386 10.85 9.7267e-5
S2 glass 0.00094648 10.847 0.00012686
Boron fiber 0.00019033 10.977 2.5647e-5
Aluminium alloy 0.0011179 10.701 0.00015127
0
25 Kevlar -49 0.00075719 9.9006 8.8571e-5
S2 glass 0.0010161 9.8495 0.0001152
Boron fiber 0.0002042 9.9455 2.3241e-5
Aluminium alloy 0.001202 9.8378 0.00013856
0
45 Kevlar -49 0.00085116 10.727 9.6302e-5
S2 glass 0.0011404 10.182 0.00011936
Boron fiber 0.00022901 10.332 2.414e-5
Aluminium alloy 0.0013507 10.562 0.0001495
Fatigue analysis results table
Models Materials Life Damage Safety factor
No winglet Kevlar -49 1×e13 0.51885 1.3022
S2 glass 1×e13 0.51839 1.3027
Boron fiber 1×e13 0.53403 1.2872
Aluminium 1×e13 0.50133 1.3204
alloy
25 0 Kevlar -49 1×e13 0.40957 1.4272
S2 glass 1×e13 0.4041 1.4346
Boron fiber 1×e13 0.41442 1.4207
Aluminium 1×e13 0.40285 1.4363
alloy
45 0 Kevlar -49 1×e13 0.50432 1.3172
S2 glass 1×e13 0.44049 1.3878
Boron fiber 1×e13 0.45762 1.3676
Aluminium 1×e13 0.48459 1.3378
alloy
CONCLUSION material replaced with composite
materials.
The main purpose of this project is The simulated of a winglet and after three
learning and analysed the aerodynamics angles (0°, 25° & 45° angles) wing models
performance of Wing and different types with different winglets was carried out
of winglets with wings. The aerofoil’s pressure, velocity, drag force and lift force
NACA 64A210 designed in CREO and at different winglet angles.
gone through flow simulated in ANSYS. Design parameters for wing and winglets
Here introducing the composite materials are as follows: Wing is designed by using
Kevlar -49 , s2 glass and boron fiber. asymmetric air foil of NACA 6 series i.e.,
Present material is aluminium alloy NACA 64A210. This NACA 64A210 air
materials for wing, this aluminium alloy foil have lower drag at higher speeds

Volume 11, Issue 01, SEP 2021 ISSN 2581 – 4575 Page 263
compared to winglet angles 25° and 45° Performances, report” Liege University;
angle. 2007.
[7]http://www.boeing.com/commercial/75
By observing the CFD analysis results the 7family/pf/pf_facts.html.
drag force decrease by decreasing the [8] http://www.winggrid.ch/2014
NACA series. Drag force value reduced at [9] Smith, M. J., Komerath N., Ames, R.,
25° angle NACA 64A210 series. and Wong, O., “Performance Analysis OF
So, it can be concluded the NACA A Wing with Multiple Winglets”
64A210 at 25° angle of winglet is the American Institute of Aeronautics and
better model. When we compared the Astronautics (AIAA-2407), 2001.
material s2 glass material has less stress [10] Versteeg, H., and Malalasekera, W.
than Kevlar-49, boron fiber and aluminium “An Introduction to Computational Fluid
alloy . Dynamics: The Finite Volume Method”
Longman, 1995.
By observing the fatigue analysis results
the safety factor value more at wing with
winglet 25° angle and s2 glass material has
more safety factor. so it can be concluded
the s2 glass material is the best material
for winglet.

REFERENCES
[1] Yates,J. E. , and Donaldson, C.,
“Fundamental Study of Drag and an
Assessment of Conventional Drag-Due-
To-Lift Reduction Devices”, NASA
Contract Rep 4004, 1986
[2] Whitcomb, R. T., “A Design Approach
and Selected Wind-Tunnel Results at High
Subsonic Speeds for Wing-Tip Mounted
Winglets”, NASA N D-8260, 1976
[3] Whitcomb, R. T., “Methods for
Reducing Aerodynamic Drag”, NASA
Conference Publication 2211, Proceedings
of Dryden Symposium, California 1981
[4] Maughmer, M. D., Timothy, S. S., and
Willits, S. M., “The Design and Testing of
a Winglet Airfoil for Low-Speed Aircraft”,
AIAA Paper 2001-2478, 2001
[5] McLean, D., “Wingtip Devices: What
They Do and How They Do It” presented
at the Boeing Performance and Flight
Operations Engineering Conference, 2005.
[6] Lambert, D., “Numerical Investigation
of Blended Winglet Effects on Wing

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