WING NOMENCLATURE & SELECTION

WING GEOMETRY
WING GEOMETRY
WING GEOMETRY
WING GEOMETRY
WING GEOMETRY
 WING GEOMETRICAL PARAMETERS
• Aspect Ratio (A) = (Span)2 / (Planform Area) = b2/S = b/c (R.W.)

• Taper Ratio (λ) = Ctip / Croot

• Root Chord (Croot) = 2 S/ [ b(1+λ)]

• Tip Chord (Ctip) = λ Croot

• Mean aerodynamic chord = ⅔ Croot (1+ λ+ λ2)/(1+ λ) =

• tan(ΛLE) = tan(Λc/4) - (1-λ)/[A(1+λ)]

(where is ΛLE Leading Edge Sweep)
• Location of MAC from aircraft centerline = (b/6)(1+2λ)/(1+λ)
INDUCED DRAG
INDUCED DRAG
 INDUCED DRAG

Wing tip
vortices

Wing tip vortices

produce downwash, w
Wing tip vortices 10
UPWASH AND DOWNWASH
 TOTAL DRAG ON SUBSONIC WING
Profile Drag coefficient
relatively constant with
Also called drag due to lift
M∞ at subsonic speeds

Look up May be calculated from

Inviscid theory:
Lifting line theory 12
 FINITE WING DOWNWASH
a: Geometric Angle of Attack
ai: Induced Angle of Attack
aeff: Effective Angle of Attack
a geometric  a effective  a induced

Di  L sin a i
Di  La i

• Finite Wing Consequences:

– Angle of attack is effectively reduced, aeff as compared with V∞
– Local relative wind is canted downward, lift vector is tilted back so a
component of L acts in direction normal to incoming relative wind
– Tilted lift vector contributes a drag component, called induced drag
(drag due to lift) → CL < cl and CD > cd 13
EFFECT OF ASPECT RATIO
ASPECT RATIO
WING SWEEP
ASPECT RATIO/ WING SWEEP
 WING PLANFORMS Slightly Swept Wing

Rectangular Wing
Moderately Swept Wing

Tapered Wing

Highly Swept Wing

Elliptical Wing

Variable Swept Wing

Simple Delta Wing Complex Delta Wing

AIRPLANES WITH DIFFERENT WING PLANFORMS

Rectangular Wing Tapered Wing Elliptical Wing

Simple Delta Wing Double Delta Wing Complex Delta Wing

AIRPLANES WITH DIFFERENT WING PLANFORMS

Slightly Swept Wing Moderately Swept Wing Highly Swept Wing

Forward Swept Wing Variable Swept Wing

AIRPLANES WITH DIFFERENT WING PLANFORMS

Box Wing Oblique Wing

Inverse Taper Wing Ring Wing Non-planar Wing

 BASED ON WING ATTACHMENT

• Low Wing
• Mid Wing
• High Wing
• Canard Wing
 HIGH-MID-LOW WINGS
Cessna Skyhawk 172 Boeing 737

High Wing Low Wing

F -16

Mid Wing Canard Wing

TAPER RATIO
EFFECT OF TAPER ON LIFT DISTRIBUTION
TWIST
DIHEDRAL GUIDELINE
WING TIPS
 TAIL GEOMETRY

Conventional H-Tail V-Tail Boom mounted H-Tail

T-Tail Twin-Tail Inverted-v Inverted – Boom mounted

Cruciform Triple-Tail Y-Tail Ring-Tail

 Tails

Tail-less
Conventional

T-Tail Cruciform

Canard-Tail Inverted – Boom mounted

OTHER TAILS
TAIL GEOMETRY FOR SPIN RECOVERY
ASPECT RATIO AND TAPER RATIO OF TAILS
Thank You
 LIFT: HIGH ASPECT RATIO –STRAIGHT WING
(BASED ON PRANDTL’S LIFTING LINE THEORY)

INCOMPRESSIBLE FLOW

COMPRESSIBLE FLOW - SUBSONIC

PRANDTL – GLAUERT RULE LIFTING LINE THEORY

 LIFT: HIGH ASPECT RATIO –STRAIGHT WING
(BASED ON PRANDTL’S LIFTING LINE THEORY)

COMPRESSIBLE FLOW - SUPERSONIC

 LIFT: LOW ASPECT RATIO –STRAIGHT WING
(BASED ON PRANDTL’S LIFTING SURFACE THEORY)

INCOMPRESSIBLE FLOW - SUBSONIC

COMPRESSIBLE FLOW - SUBSONIC

LIFTING SURFACE THEORY

COMPRESSIBLE FLOW - SUPERSONIC

 LIFT: SWEPT WING

INCOMPRESSIBLE FLOW - SUBSONIC

 LIFT: SWEPT WING
COMPRESSIBLE FLOW - SUBSONIC
 LIFT: SWEPT WING
COMPRESSIBLE FLOW - SUPERSONIC

SUBSONIC LEADING EDGE

SUPERSONIC LEADING EDGE

 LIFT: SWEPT WING
COMPRESSIBLE FLOW - SUPERSONIC
LIFT: SWEPT WING
LIFT: SWEPT WING
LIFT: SWEPT WING
LIFT: SWEPT WING
LIFT: SWEPT WING
 DELTA WING AERODYNAMICS

SIMPLE DELTA CROPPED DELTA

NOTCHED DELTA DOUBLE DELTA

DELTA WING AERODYNAMICS
 DELTA WING AERODYNAMICS

Lift curve slope is small in the order of

0.05 per degree.

The lift keeps on increasing over a

large range of AOA.
The stalling angle being approximately
35 degrees achieving a reasonable value
of maximum lift coefficient of 1.35.
The lift curve is nonlinear mainly due
to vortex lift.
LOW SPEED DELTA WING
Thank You