See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/359222312

A PROJECT REPORT ON AERODYNAMIC AND STRUCTURAL ANALYSIS OF

WINGLETS BY USING COMPOSITE MATERIAL. DEPARTMENT OF
AERONAUTICAL ENGINEERING

Experiment Findings · March 2022

CITATIONS READS

0 318

1 author:

Vishal Vishwakarma
Parul Universiy
4 PUBLICATIONS   0 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Aerodynamic and Structural analysis of Winglets by using composites material View project

All content following this page was uploaded by Vishal Vishwakarma on 14 March 2022.

The user has requested enhancement of the downloaded file.

 A PROJECT REPORT ON

AERODYNAMIC AND STRUCTURAL

ANALYSIS OF WINGLETS BY USING
COMPOSITE MATERIAL.

AS MAJOR PROJECT

ACADEMIC YEAR 2021 – 2022

DEPARTMENT OF AERONAUTICAL
ENGINEERING
PARUL UNIVERSITY

P.O. Limda, Tal: Waghodia

Dist. Vadodara- 391 760, Gujarat, INDIA
 CERTIFICATE

DATE: __/__/__

THIS IS TO CERTIFY THAT THE DISSERTATION ENTITLED “AERODYNAMIC AND

STRUCTURAL ANALYSIS OF WINGLETS BY USING COMPOSITE MATERIALS.” HAS
BEEN CARRIED OUT BY

SHIVKUMAR CHAVDA 180303101014

MEET PATEL 180303101055
NISHA SANKHLA 180303101071
VISHAL VISHWAKARMA 180303101083

UNDER MY GUIDANCE IN FULFILMENT FOR THE DEGREE OF BACHELOR OF

ENGINEERING IN AERONAUTICAL ENGINEERING (8TH SEMESTER) OF PARUL
UNIVERSITY,

DURING THE ACADEMIC YEAR 2021-2022

Prof. Kishorkumar Ukirde Prof. Swati Chauhan

Project Supervisor Project Co-ordinator

Prof. Dr. Vijay Patidar External Faculty

Head of Department

i|Page
 ACKNOWLEDGEMENT
We give the whole credit and praise to the OMNIPRESENT for his mighty grace and blessings
throughout the course of this research.

Behind any major work undertaken by an individual, there lies the contribution of the people who
helped him to cross all the hurdles to achieve his goal.

It gives us immense pleasure to express our sense of sincere gratitude towards our respected guide
(Prof. Kishorkumar Ukirde) for his persistent, outstanding, invaluable co-operation and guidance. It is
our achievement to be guided under him. He is a constant source of encouragement and momentum
that any intricacy becomes simple. We gained a lot of invaluable guidance and prompt suggestions
from her during the entire project work. We will be indebted of her forever and we take pride to work
under him.

We also express our deep sense of regard and thanks to the Head of Department. We feel very

privileged to have their precious advice, guidance and leadership. As an advisor, he has a great
Influence on us, both as a person and as a professional.

ii | P a g e
 ABSTRACT
The research design refers to the overall strategy on reducing the measure of the Turbulence such
that the overall performance of the plane will improve and so this topic “AERODYNAMIC AND
STRUCTURAL ANALYSIS OF WINGLETS BY USING COMPOSITE MATERIAL” is being taken. A winglet is a
device that deals with the airflow characteristics and its influences. Solidworks is mostly used for entire
design procedure of winglets, from selection to final part generation. Solidworks is the world’s best
engineering and design leading software for product 3D CAD design excellence. It is used to design,
simulate, analyse, and manufacture products in a variety of industries including aerospace,
automotive, consumer goods, and industrial machinery. Computational Fluid Dynamics is the most
commonly used tool for simulation and analysis. 3-D numerical CFD tool is used for simulation of the
flow field characteristics on the surface and surroundings of the winglet. Designing a winglet requires
theories and calculations with their solutions. Using respective approaches, Aircraft selection,
Theories, Design and Analysis. Using the above methodology, a winglet will be designed using
Solidworks software and analysis will be done in ANSYS-R17.1. If getting suitable results further, we
will be varying the parameters of winglet for further analysis.

The outcome of this project forms a strong base for further design and analysis as well as fabrication
of wingtip devices like winglet.

iii | P a g e
 INDEX

CHAPTER NO. TITLE OF THE CHAPTER PAGE NO.

1 INTRODUCTION 1
1.1 History 1

1.2 Basic Theory 2

1.3 Aerofoil Geometry 2

1.3.1 Camber 3

1.3.2 Aerfoil Thickness to Chord Ratio 4

1.4 Wing Geometry and its characteristics 4

1.4.1 Wingspan 4

1.4.2 Chords 5

1.5 Aerodynamics Forces 5

1.5.1 Weight 5

1.5.2 Thrust 5

1.5.3 Lift 6

1.5.4 Drag 6

1.6 Wing Vortex 6

1.7 About Winglets 8

1.8 Advantages of Winglet 9

1.9 Disadvantages of Winglet 10

2 LITERATURE REVIEW 11

2.1 Research Papers 11

3 WINGLETS 15

3.1 How the Winglets Work 15

3.2 Types 15

3.2.1 Blended Winglets 16

3.2.2 Wingtip Fence 16

3.2.3 Ranked Wingtips 17

iv | P a g e
 3.3 Winglet Geometry 18

3.3.1 Winglet Aerofoil 18

3.3.2 Chord Distribution 18

3.3.3 Winglet Height 18

3.3.4 Twist/Sweep Angle 18

3.3.5 Toe Angle 18

4 COMPOSITE MATERIALS 19

4.1 Kevlar Fiber 19

4.1.1 Application 19

4.1.2 Different Types of Kevlar 19

4.2 Glass Fiber 19

4.2.1 Chemical Composition 20

4.2.2 Application 20

4.3 Carbon Fiber 20

4.3.1 Application 21

4.4 Hand Lay-Up Technique 21

4.5 Material Making 22

5 CAD MODEL 27

5.1 Aerofoil Selection 27

5.2 Wing Dimension 27

5.3 Modelling in Solidworks 28

6 ANALYSIS 31

6.1 Load Analysis 31

6.2 CFD Analysis 34

7 RESULT 38

8 CONCLUSION 39

9 REFERENCES 40

v|Page
 LIST OF FIGURES

FIGURE PAGE
NAME
NO. NO.
Figure 1.1 Winglet 1
Figure 1.2 Aerofoil Geometry 2

Figure 1.3 Symmetrical v/s Asymmetrical Aerofoil 3

Figure 1.4 Aerofoil t/c Ratio 4

Figure 1.5 Aircraft wing Geometry 4

Figure 1.6 Aerodynamics Forces 5

Figure 1.7 Aircraft Vortices 6

Figure 1.8 Process Of Air Vortex 7

Figure 1.9 Air Vortex 8

Figure 1.10 A320’s Winglet 9

Figure 3.1 Difference in Vortex 15

Figure 3.2 Blended Winglet 16

Figure 3.3 Wingtip Fence 17

Figure 3.4 Ranked Wingtips 17

Figure 3.5 Geometric Quantities 18

Figure 4.1 Hand lay-up process 21

Figure 4.2 Hand lay-up 22

Figure 4.3 Cutting of Carbon Fiber 23

Figure 4.4 Carbon Fiber 23

Figure 4.5 Resin and Hardener mixture 24

Figure 4.6 Material making 25

Figure 4.7 Final Product 25

Figure 4.8 Weight of Specimen 1 26

Figure 4.9 Weight of Specimen 2 26

Figure 5.1 A 320 Wing 27

Figure 5.2 Wing without winglet 28

Figure 5.3 Top view 28

vi | P a g e
 Figure 5.4 Side view 29

Figure 5.5 Wing with winglet 29

Figure 5.6 Side View 30

Figure 5.7 Top View 30

Figure 6.1 Mesh 31

Figure 6.2 Stress 32

Figure 6.3 Strain 32

Figure 6.4 Displacement 33

Figure 6.5 Mesh 34

Figure 6.6 Pressure contour without winglet 34

Figure 6.7 Velocity contour without winglet 35

Figure 6.8 Velocity streamline without winglet 35

Figure 6.9 Pressure contour with winglet 36

Figure 6.10 Velocity contour with winglet 36

Figure 6.11 Velocity streamline with winglet 37

LIST OF TABLES
TABLE NAME PAGE NO
Table 1.1 Aerofoil geometry parameters 3
Table 4.1 Specimen detail 24
Table 6.4 Outcome 37

vii | P a g e
 CHAPTER 1: INTRODUCTION

1.1 HISTORY
The term "winglet" was previously used to describe an additional lifting surface on an aircraft, like a
short section between wheels on fixed undercarriage. Winglets are one of the most successful
examples of a NASA aeronautical innovation being utilized around the world on all types of aircraft.
Winglets are vertical extensions of wingtips that improve an aircraft's fuel efficiency and cruising
range. Designed as small airfoils, winglets reduce the aerodynamic drag associated with vortices that
develop at the wingtips as the airplane moves through the air. By reducing wingtip drag, fuel
consumption goes down and range is extended.
Another potential benefit of winglets is that they reduce the intensity of wake vortices. Those trail
behind the plane and pose a hazard to other aircraft. Minimum spacing requirements between
aircraft operations at airports are largely dictated by these factors.
Aircraft are classified by weight (e.g, "Light," "Heavy," etc.) because the vortex strength grows with
the aircraft lift coefficient, and thus, the associated turbulence is greatest at low speed and high
weight, which produced a high angle of attack.
Aircraft of all types and sizes are flying with winglets from single seat hang gliders and ultralights to
global jumbo jets. Some aircraft are designed and manufactured with sleek upturned winglets that
blend smoothly into the outer wing sections. Add-on winglets are also custom made for many types
of aircraft.

Figure 1.1 Winglet

Page 1 of 41
1.2 BASIC THEORY
In today’s world of aviation, winglets are primarily intended to increase the overall efficiency of
aircrafts. 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 wing’s 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. Winglets
are being incorporated into most new transport aircraft, including business jets, the Boeing 747-
400, airliners, and military transport.
Wingtip devices can also improve aircraft handling characteristics and enhance safety for following
aircraft. Such devices increase the effective aspect ratio of a wing without materially increasing the
wingspan. An extension of span would lower lift-induced drag, but would increase parasitic drag and
would require boosting the strength and weight of the wing. At some point, there is no net benefit
from further increased span.
Apart from the selection of a winglet airfoil, there were five key parameters that had to be chosen to
optimize the design:
✓ Can’t angle
✓ Twist distribution
✓ Sweepback
✓ Taper ratio
✓ Ratio of winglet root chord to tip chord.

1.3 AEROFOIL GEOMETRY

The aerofoil is a surface which is designed to gain an alluring response from the air through which it
moves. An aerofoil could be any part of aircraft which obtain the force from air and that force useful
for flight. The wings have special shape which makes air moves faster over the wing compare to the
underneath. A horizontal wing section cut in the half to the wing section and parallel to the center
line the shape come is called aerofoil shown below.

Figure 1.2 Aerofoil Geometry

Page 2 of 41
The selection of aerofoil for wing is very important in the wing design because the lift generated by
wing all depend on aerofoil parameters. The performance and the design parameters have to be
considered. The table below shows the design and performance parameters.

Design Parameters Performance

Parameters
Shape of Aerofoil Max lift coefficient.
Chord length of aerofoil Minimum drag coefficient.
Thickness of aerofoil Max lift angle.
Aerofoil camber Lift curve slope.
Table 1.1 Aerofoil geometry parameters

1.3.1 CAMBER
Camber is a point at equal distance from the top and bottom surfaces of aerofoil. Aline from leading
edge to trailing edge and at the equidistant from aerofoil lower and upper surface called Camber
line. The maximum distance between chamber line and chord line called maximum chord of the
section. Those aerofoils have similar lower and upper surface known as symmetrical aerofoil (shown
below in figure 1.3). This aerofoil cord line is not much curved that make aerofoil shape not much
curved and results less lift generation.
Aerofoils which have difference in upper and lower surface called Asymmetrical (shown below in
figure 1.3). These aerofoils have more lift because the shape of aerofoil is more curved that create
more pressure difference at upper and lower surface which produce lift.

Figure 1.3 Symmetrical v/s Asymmetrical Aerofoil

Page 3 of 41
1.3.2 AEROFOIL THICKNESS TO CHORD RATIO
The Aerofoil thickness to chord Ratio is the ratio between aerofoil maximum thicknesses (CD in
Figure 1.4) of an aerofoil section and cord length (AB in Figure 1.4) of aerofoil. The aerofoil
Thickness to Chord ratio measured as a percentage of the chord length.

Figure 1.4 Aerofoil t/c Ratio

1.4 WING GEOMETRY AND ITS CHARACTERISTICS

The wing is an important part of the aircraft which makes it able to fly. The wing generates the lift
force for the aircraft that why the design of wings is an important part and all other parts depend on
that. Wing also generate the drag force. While designing the wing the Lift force has to be maximize
and drag to be minimized. The drag force has to be less then Lift force to fly.

Figure 1.5 Image shows the aircraft wing geometry

1.4.1 WINGSPAN
The wingspan is the distance between the aircraft’s wingtips shown in Figure 2.4 above. While
designing the aircraft it is very important to choose the suitable wingspan because it has relation
with induce drag and weight. The large wing span help to minimize the induce drag but it also
increases the structural weight. This increase in structural weight cause rise in induced drag.

Page 4 of 41
1.4.2 CHORDS
There is two chords Root Chord (Cr) and Tip Chord (Ct) shown above in figure 1.5. The length of
aircraft wing tip is called Tip Chord (Ct). The distance between the intersections with the fuselage
centre line of the leading and trailing edges produced. The Ratio between Tip chord and Root Chord
called taper ratio. Keeping the taper ratio as small as possible keeps the wing weight down.

𝑪𝒕𝒊𝒑
𝜆= 𝐭𝐚𝐩𝐞𝐫 𝐫𝐚𝐭𝐢𝐨 =
𝑪𝒓𝒐𝒐𝒕

1.5 AERODYNAMICS FORCES

The term aerodynamic deal with theory of light. Aerodynamic words derived from two Greek word
aero means ‘air’ and dynamic means forces of power. Aerodynamic refer to the study of object in
motion of working fluid like air which help to develop the forces to moves the aircraft. On the
aircraft four different types of forces are act, which balance the aircraft or aeroplane when it’s
moving through the air with relative motion. The forces act on aircraft areas follow.

1.5.1 Weight = Weight is acting downward due to the force of gravity, this force acting on
everything such as aircraft itself, the payload, the fuel, the crew, etc.

1.5.2 Thrust = The forces which help to move an aircraft in forward motion, against the drag to high
thrust.

Figure 1.6 Aerodynamics forces

Page 5 of 41
1.5.3 Lift = Lift acts equally opposite to weight in upward direction, it’s nothing but a balancing
force in the aircraft. The Lift force generated by wing is cause by pressure different at lower and
upper surface. The wings are designed to move air faster over the wing then below. When air moves
fast at top that create low pressure at top and at beneath of wing there is high pressure which push
wing upward. This upward force lifts the wing into the air and that called Lift or Lift force. In the wing
designing process it is most important to calculate the Aerodynamic forces wing lift, wing drag.
There is Varity of tools and software’s available for calculations. The lift can be defined by the
following Equation:

L=1/2* ᵨ * V * A * Cl
2

Where:
= density of the fluid through which wing is moving (kg/m3).
V= The speed of wing relative to the fluid.
A= the area of wing (m2).
𝐶𝑙= coefficient of lift.

1.5.4 Drag = drag is the deterrent force or backward forces developed due to disruption in the air
flow pattern caused by wings, fuselage and other part of body of aircraft.
The Drag can be defined by the following Equation:

D=1/2* ᵨ * V * A * Cd
2

Where:
= density of the fluid through which wing is moving (kg/m3).
V= The speed of wing relative to the fluid.
A= The area of wing (m2).
𝐶𝑑= Coefficient of drag.

1.6 WING VORTEX

Figure 1.7 Aircraft vortices

Page 6 of 41
We have seen that aircrafts left cloud color trails behind in sky as shown in Figure above that is
vortex. Wingtip vortexes are caused by pressure differences between upper and lower surface of
wing. A wing producing lift has a lower static pressure at upper surface then the lower surface. At
the wingtip the pressure is equalized by the air flowing around the wing from lower part of the wing
to the upper part of the wing, so air flows from below (high pressure) the wing to top (lower
pressure) of wing around wingtip it create circular motion. This motion of air known as vortex as
shown in figure below.

Figure 1.9 process of air vortex

An additional downwash behind the aircraft wing within the wing span are the result of the wingtip
vortex (can be seen in Figure 2.8 process stage 2). All the air flow inside the vortex system flows
downwards which called downwash. The air outside the system of vortex flows upwards known as
Upwash. In flight Aircrafts leave vortex at path behind in a pattern in order of downwash, up wash
(can be seen in Figure 2.8 process stage 4).
If an aircraft comes through the same flight path it will go through the vortex left by previous
aircraft. The vortex which is already exist in path will change the pattern of coming aircrafts vortex
to upwash, downwash, and upwash that order. That can cause un-stable situation for aircraft coming
behind.
The change of downwash to the upwash can become very huge at the vortices behind wing tips. This
results instability, uncontrollable rolls and unexpected loss of altitude in aircraft flight. The vortices
strength depends on aircraft weight, speed and shape.
The heavy aircrafts leave the strongest and dangerous vortices especially in at slow speed, clean
gear and flaps-up conditions such landing approaches. Large jetliner can leave vortices up to 150
mph or more in rotational velocity. That can be discovered at distance of 20 miles.
At the lower altitudes during landing approaches there have been incidents. If a small aircraft follow
the same flight path of large aircraft, small aircraft can get into dangerous rolling motion and
became uncontrollable. A safe separation distance between different sizes of aircrafts during take-
off establish by FAA (Federal aviation administration).

Page 7 of 41
 Figure 1.9 Air vortex

1.7 ABOUT WINGLETS

Winglets are the wingtip devices developed to reduce the vortex and improve the fuel efficiency of
the aircrafts by lowering the lift-induced drag by moving the inter flow of low pressure and high
pressure away from wing surface. The winglets increase the rate of climb and take off performance.
As the winglets reduce drag that shorten the take-off distance and the winglets increase lift to drag
ratio which makes aircraft able to take off with heavy weight.
If span of wing is extended that also lower the lift induced drag but it increases the parasitic drag
and would require more strength and more weight. So, winglets is better way to reducing this drag
and more efficient. Winglets also provide higher optimum altitude and higher residual aircraft value.
As winglets increase the range of aircraft which is very helpful in case of engine failure.
In 1970’s winglets were introduced. An article on bird’s guide Mr. Richard Whitcomb to innovate the
winglet. In 1979 the first winglets were attached vertical at wingtip designed by Richard Whitcomb
of the Langley Research Centre and tested on the jet aircraft KC-135 loaned to NASA by Air Force.

Page 8 of 41
 Figure 1.10 A 320

In flight results researcher found that wingtip vortex reduced. The winglets are now use by most
commercial and military transport jets. As winglets have excellent benefits manufacturers start
adding the winglets in aircrafts by making some changes in wing internal design.
A Subsonic wind tunnel test conducted on different types of winglets at Brazilian Research Agency
for Aeronautics and Astronautics named Centro Tecnico Aeroespacial (CTA) and some winglets with
best performance were selected for further analysis. Results also shows the benefits of the winglets
fitting onto the existing aircrafts.
In 1991 a prototype of twin-pusher CBA-123 with an Elementary design was flown to gather flight
test data. Based on researches and flight test performance the winglets of EMB145 AEW & C were
designed.
In order to get more efficiency some modifications were made on tip of winglets. After many years
of effort a winglet design gives Embraer EMB 145 AEW & C a significant rise in the range of aircraft,
was conceived to fly at a subsonic condition with a high lift coefficient.
These efficient results made manufactures to manufacture aircraft with winglets, Embraer 170, 175,
195 were manufactured with winglets. The wind tunnel facilities at Netherland and Russia also get
the results of significant drag reduction by using winglets.
After that the development of winglets start rapidly and today it’s been used by almost all the
aircraft companies. Today winglets are not popular aircraft industries they also used in high-speed
cars, wind turbines etc.

1.8 ADVANTAGES OF WINGLET

Thrust required to push the aircraft through the air. The engines of aircraft using Winglets increase the
life of engines because the engine aircraft with winglets will use between 2% to 6% less fuel.
The fuel savings also result in the aircraft having a larger range. Different aircraft and routes experience
different savings.

Page 9 of 41
Winglets increase airline profits and/or decrease passenger fares because the airline saves costs on
fuel which in turn means it’s cheaper for the aircraft to fly particular routes.
Airlines, therefore, can achieve an increase in profits and/or passengers experience cheaper seat
prices.
Winglets reduce the environmental impact of aircraft because the engines are working more efficiently
and therefore fewer greenhouse gases are released into the air.
‘For a 767 airplane, saving half a million U.S. gallons of jet fuel a year per airplane translates into an
annual reduction of more than 4,790 tonnes of CO2 for each airplane. Winglets increase the aspect
ratio of a wing but do not increase the load on the fuselage as much as if the wingspan was increased.

1.9 DISADVANTAGES OF WINGLET

The purpose of the winglet is to reduce the lift-induced drag. However, the winglet does not contribute
to the lift and so has parasite drag.
Lift-induced drag is inversely proportional to the square of the velocity which means as the aircraft
moves faster, the lift-induced drag comes down drastically.
The parasite drag force is directly proportional to the velocity of the aircraft .What this means is that
the winglet is a trade-off, it is advantageous only when the gains of a lowering the lift-induced drag
offsets the losses of the additional skin drag and weight.
Usually this is the case in short haul flights or aircrafts that operate well within the transonic speeds.
That is why you don’t see winglets in all aircrafts. It has very little to do with imperfections in retrofit.
The raked wingtip is a much more efficient design when it comes to reduction of induced drag.
Weight is probably the biggest disadvantage to having winglets, for obvious reasons. In addition, the
extra weight can result in the need for further reinforcement of the wing, which also adds weight.
Other less-major disadvantages include the induced drag that the winglets themselves bring about
(though that's more than compensated for by what the winglets are doing to reduce drag in the first
place), and the fact that they're just one more thing to maintain on an aircraft.

Page 10 of 41
 CHAPTER: 2 LITERATURE REVIEW

2.1 Research papers

1. Structural design and analysis of a composite wing with high aspect ratio
8th EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)
By Yu-Shan Meng, Li Yan, Wei Huang
College Of Aerospace Science And Engineering, National University Of Defense Technology,
Changsha, Hunan 410073, China
Methodology: 1) Aerodynamic analysis
2) Structural analysis
3) Optimization and Improvement of composite winglet with high aspect ratio
Conclusion: this paper aims to design a composite wing with large aspect ratio. The aerodynamic
shape of the wing is designed and the structure type and component dimensions are proposed
initially. The structural finite element static analysis is carried out in the ACP module of ANSYS
workbench by using the aerodynamic load obtained.

2. Analysis and design of wings and wing/winglet combination at low speeds

REASEARCHGATE.NET/PUBLICATON
By J.J Chattot
University of California, Davis
Methodology: 1) Numerical treatment
2) Design of wing and winglets
3) Prandtl lifting line theory
Conclusion: Prandtl lifting-line method has been extended to account for non-linear effects
associated with a 2-D lift curve, when the local incidence is larger than the incidence of maximum
lift. An artificial Viscosity term has been added to the governing equation that allows the iterative
method to converge to the correct solution.

3. Performance analysis of a wing with multiple winglets

REASEARCHGATE.NET/PUBLICATON
By M.J Smith, N. Komerath, R. Ames, O. Wong
School of Aerospace Engineering, Georgia Institute of Technology, Atlanta, Georgia
Methodology: 1) Experimental configuration
2) Numerical configuration
3) Force Measurements

Page 11 of 41
Conclusion:
1. Negative incidence and twist of the winglets improve L/D by re-orienting the winglet lift vector
forward and thus cancelling part of the drag.
2. Flat plate winglets at zero incidence improve the lift curve slope, and produce more lift than an
equivalent area of the baseline wing.
3. Dihedral spread of the winglets improves lift by taking some of the winglets away from the wing
plane, and redistributing the tip vortex into multiple vortices that do not merge in the near wake,
thereby reducing the effective downwash at the wing plane.

4. Analysis Of Winglets Designed From PSU Airfoils

International Journal Of Engineering Research And Technology (IJERT)
By Sibi A Arul, Deva Vibin M, Dinesh G, Vignesh R, Manoj N, Murali K
Department of aeronautical engineering, V.S.B. Engineering college, karur, Tamilnadu
Methodology: 1) Theory of winglets and its parameters
2) CAD Design
3) Flow analysis
Conclusion: From the analysis figures it can be seen that the vortices formed are negligible or no
vortices that can affect the pressure distribution over the wing of the aircraft. This can be applied to
low speed to high speed subsonic aircraft wings because of the flexibility of the PSU airfoils over
varied flow conditions.

5. Aerodynamic And Structural Design Of A Winglet For Enhanced Performance Of A

Business Jet
Aeronautical Vehicles Commons
By Nicolas E Haddad
Embry-Riddle Aeronautical University
Methodology: 1) Prediction of Aerodynamic Characteristics
2) CFD Analysis
3) Vortex Lattice Method
4) Parasite Drag Model
Conclusion: Based on Whitcomb’s design, the final geometry had a 3.2 ft span blended winglet with
a cant angle of 45*. It is the result of a compromise between the induced drag reduction provided by
larger spans and the profile drag increase resulting from larger wetted areas, together with the
structural weight increase due to the winglet itself and the wingbox reinforcement due to increased
loads.

6. Design Of Parametric Winglets And Wing Tip Devices- A Conceptual Design Approach
Linkoping Studies In Science And Technology
By Saravanan Rajendran
Department of Management and Engineering, Institute of Technology, Linkoping University

Page 12 of 41
Methodology: 1) Induced drag calculation
2) Take-Off performance calculation
3) Automation of Winglets and Tip devices
Conclusion: Reducing overall drag in an aircraft is possible with the help of winglets. It provides an
increase in aspect ratio, which is one of the main factors for reducing induced drag. Generic model
developed could take different shapes and sizes with the help associated parameters and could be
used in the pre-design stage if winglets.

7. A CFD Analysis Of Wingtip Devices To Improve Lift And Drag Characteristics Of Aircraft
Wing
Southeast Asia Workshop on Aerospace Engineering (SAWAE 2019)
By Fatima N Khan, Beenish Batul, Ahmad Aizaz
Institute Of Aviation Studies, University Of Management And Technology, Lahore ,Pakistan
Methodology: 1) Design of aerofoil and wing
2) Computational domain and boundary condition
3) Mesh generation
Conclusion: The effect of using wingtip devices on wings has been analysed in this CFD study by
analysing values of lift and drag coefficient. The decline in the drag coefficient and increment in the
lift reveals the significance of the various wingtip devices. The comparison of coefficients of lift and
drag attained from the initial investigation revealed the aerofoil NACA 2415 to be the most suitable
aerofoil for the modelling of the wing’s three-dimensional design.

8. Reducing Drag by Modifying the Winglet Design

REASEARCHGATE.NET/PUBLICATON
By Juan Paolo Lorenzo Gerado Mahinay Barriors, Gene M Herman
Durham University
Methodology: 1) Constructing A Wind Tunnel
2) Constructing Wing Models
3) Testing
4) Data Analysis
Conclusion: Visual analysis of the data in the previous chapter enabled the researchers to produce a
logical conclusion. The base wing could climb at a less steep angle compared to the wings with
winglets, and still maintain the same ascent rate, while the spiroid –grid would have to maintain a
steeper angle to get the same rate. In terms of wingtip vortices, only the split winglet formed
vortices.

9. CFD Simulation and Experimental Study of Winglets at Low Subsonic Flow

International Journal Of Engineering Research And Applications.
By Sanjay K Sardiwal, Md A Sami, B. V. Sai Anoop, S. Arshad, G. Susmita, L. Vooturi
Department of Aeronautical Engineering, MLR Institute of Technology, Hyderabad.

Page 13 of 41
Methodology: 1) Computational Analysis
2) Geometry Setup
3) Numerical Simulations
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. By using CFD to predict the performance of 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, thus shortening the time cycle before actually coming out with optimum design.

10. Design and Analysis of a Smart Composite Wing

REASEARCHGATE.NET/PUBLICATON
By Zeaid Hasan, Ghassan Atmeh
University of Texas at Arlington
Methodology: 1) Conceptual Design
2) Aerodyamic Analysis
3) Structural Analysis
Conclusion: This paper focused on the design and analysis of a smart composite wing. A conceptual
design of a general aviation airplane was introduced in the first section. Aerodynamic analysis was
then performed to calculate the loads applied to the wing by incorporating the lifting line theory.
The sizing of the composite wing was introduced through the use of the netting rule. The maximum
deflection was obtained by using the AFC actuators due to their high piezoelectric strain coefficient
compared to other types.

Page 14 of 41
 CHAPTER 3: WINGLETS

3.1 HOW THE WINGLETS WORK

Winglets are extension at wingtip vary in designs. Designed from Aerofoils to reduce the wingtip
vortices results less drag more efficiency, less fuel consumption, less Co2exhaust. In the flight high
pressure air flow beneath the wing and when it goes to low pressure air which coming from over the
wing it makes vortex that create drag. The winglets create a barrier that break the vortex this cause
small vortex and less drags shown in picture below. This less drag reduces the energy to put on
engine to move forward and this is the why fuel consumption goes down. When the rotating air
around the wingtip comes in contact with winglet it direct this in another direction, also reduce the
vortex strength by using extra force (as shown in Figure 3.1). This little contribution of force saves
lots more force to put on aircraft to move forward.

3.2 TYPES OF WINGLET

The First winglet designed by Mr. Richard Whitcomb was a small vertical extension at wing tip but
for the better preformation lots of modifications made, lots designs created and best designs were
selected. Today Lots of winglet design exits such as blended winglets, Ranked wingtips, Non-planer
wingtip, wingtip fence, split scimitar winglets, Hybrid design, etc. some best design which are used
mostly because of their better performance are Ranked wingtips, Blended winglets, wingtip fence.

Figure 3.1 Difference in vortex with and without winglet

Page 15 of 41
3.2.1 BLENDED WINGLETS
The Blended winglets are the most popular winglets in the aircraft industries, used by Airbus,
Embraer, Bombardier, Russian Tupolev, etc. In 1990 the McDonnell Douglas MD-11 aircraft
introduced these blended winglets. Boeing came up with a new design, Rather than an abrupt and
sharp change up, like the winglets on the 747-400, by curving the gently and raising upwards they
could get the increased benefits without needing giant wings. Later Embraer and Airbus also have
same design of winglets.

Figure 3.2 Blended Winglet

Airbus put the blended winglets on A320 family as Airbus gave the unique design to these winglets
they call it ‘Sharklets’. The winglets inward angle, upward angle, size and shape all depends on its
performance and unique performance. Airbus winglets are 2.5 meter in height. This winglet was
added on excites A320 and start making new models of A320 and A330 with blended winglets. The
E170/190 of Embraer also have similar design of winglets.

3.2.2 WINGTIP FENCE

This types of winglets extended at the wingtip in both directions upward and downwards. In these
types of winglets, it already exits the blended winglet and adds another winglet downwards, to
increase the surface area and get more efficiency to the existing winglets. This winglet is the new
Boeing ‘‘advanced technology winglet’’. That was manufacture on 737 MAX. According to Boeing
‘‘that this winglet will increase fuel efficiency 1.5% greater than what the current blended winglet
will provide’’. As it’s mixed with raked winglets it’s called ‘‘Dual Feather wingtip design’’. Today it’s
Mostly used by Airbus, it design its own winglets.

Page 16 of 41
 Figure 3.3 Wingtip Fence

3.2.3 RANKED WINGTIPS

Ranked wingtips are look like just wing span extension but it has higher degree of sweep then the
rest of wing. The main advantage of this type of winglets is the simplicity of its design. That makes it
easy to manufacture and add on aircrafts. These winglets improve the fuel economy, performance of
climb and minimize the take-off length. It balances the aircraft weight and the cruise efficiency to
get better range. Test data of Boeing and NASA shows that ‘‘wingtips have been shown to reduce
drag by as much as 5.5 % as opposed to improvements of 3.5 % to 4.5 % from conventional
winglets’’ .This winglets use on Boeing 747-8, Boeing787, Boeing777, AirbusA350, etc.

Figure 3.4 Ranked Wingtips

Page 17 of 41
3.3 WINGLET GEOMETRY
3.3.1 Winglet Aerofoil
The aerofoil of winglet can be same as wing, also can be change according to requirement of lift and
drag.
3.3.2 Chord Distribution
The small chord distribution demands high CL and when chord distribution is too big then the load of
winglet causes out board section of wing to stall prematurely.
3.3.3 Winglet Height
The winglet height controls the ideal affected drag and profile drag relationship.
3.3.4 Twist/Sweep
The angle of Twist/Sweep have similar impact on winglet and they tailor the load distribution.
(Shown in figure 3.5 below).
3.3.5 Toe Angle
The toe angle controls the winglets overall loading. It effects the load distribution on wing and it is
ideal for one flight condition. Toe angle can be see below in Image.

Figure 3.5 Geometric Quantities

Page 18 of 41
 CHAPTER 4: COMPOSITE MATERIALS

A composite material is a combination of two materials with different physical and chemical
properties. When they are combined, they create a material that is specialized to do a certain job,
for instance, to become stronger, lighter, or resistant to electricity. They can also improve strength
and stiffness.

4.1 KEVLAR FIBRE

It is span into ropes or fabric sheets that can be used as such or as an ingredient in composite
components. Chemical formula – [ -C0-C6-H4-C0-NH-C6H4-NH-]n. Versatile and strong, it is more than
just a series of threads. It is five times the strength of steel based on equal weight basis. It is heat
resistant, high performance, light in weight.

4.1.1 APPLICATION
Ranging from bicycle tires & racing sails to bullet proof vests.
It is used in a variety of clothing, accessories and equipment.
4.1.2 Different types of Kevlar
KevlarRAP :- Next generation fiber that offers advanced performance value and increased design
flexibility.
KevlarR29 :- It is used in ballistic application, ropes and cables, protective apparels such as cut-
resistant glove, in life protection uses such as helmets, vehicular armoring and plates, and as rubber
reinforcement in tires and automotive hoses.
KevlarR49 :- It is used in fiber optic cable, textile processors, plastic reinforcement, ropes, cable, and
composites for marine sporting goods & aerospace applications.
KevlarR100 :- Ropes, cables, tapes and strappings glove, sporting goods.
KevlarRkm2 :- Helmets and vest for military and high- performing VDs for spall liners.
KevlarRAP :- For advanced performance, helps dramatically improve cost-effectiveness and design
flexibility to manufactures helping them build leaner, more robust consumers and industrial
products.

4.2 GLASS FIBER

Glass fiber is a material consisting of numerous extremely fine fibers of glass which is a non-
crystalline material with a short-range network structure.
Glass fibers are formed from melts and manufactured in various compositions by changing the
number of raw materials like sand fir silica, clay for alumina, calcite for calcium oxide, and
colemanite for boron oxide.
Therefore, different types of glass fibers show different performance like alkali resistance or high
mechanical properties using various amount of silica or other sources. They are classified according
to the types of composites at which they are utilized.
Moreover, chopped strands direct draw roving assembled rovings, and mats are the most important
products that are used in the injection molding, filament winding, pultrusion, sheet molding and
hand layup processes to form glass fiber-reinforced composite.

Page 19 of 41
Applying sizing agent to the glass fiber during manufacturing of fibers causes lubrication to the glass
fiber filaments in addition to inhibit static electricity accumulation. Adhesion of the fiber filament
together and adhesion between fiber filament and polymer matrix of the composites.
During manufacturing of composite an interphase layer at which interpenetration of the sizing to the
matrix or diffusion of the matrix polymer to the sizing is formed.
Compatibility between sizing and matrix polymer enhances high mechanical properties and on the
contrary incompatible sizing results poor mechanical properties.
Glass fibers are very versatile class of materials. They are used extensively as a reinforcement fiber
for polymeric resins such as epoxy and unsaturated polyester. The stiffness of the glass fiber is lower
than that of other reinforcement fibers. But it possesses the distinct advantage of combining a very
high strength with low density and most of all a very reasonable cost.

4.2.1 Chemical compositions

Silica-based glass fiber has been around for a long-time common glass fiber is readily available
commercially in a variety of different chemical compositions.
Most glass fibers are silica based (~50-60%, SiO2 ) and contain a host of other oxides of calcium,
boron, sodium, aluminums, iron etc.
They are commonly used for reinforcement of thermosetting and thermoplastic polymers.

4.2.2 Applications
Glass fibers are used without matrix as filters and fibrous blankets for thermal and acoustical
insulation.
It is used as reinforcement of polymers in various fields such as aerospace, automobile, marine,
sporting and leisure goods and construction and civil engineers.one of the principal advantage of
using glass fibers for reinforcement of polymers is their high performance per cost ratio.
An example of the application of glass fibers in the form of membrance is the architectural
membrance made of poly- tetra-fluoroethylene (PTFE) coated glass fiber for ceilings of Stadiums
and Airports.
Glass fibers are produced as multifilament bundies – filament diameter range from 3 to 20
micrometer.

4.3 CARBON FIBER

Carbon fiber is a polymer and is sometimes known as graphite fiber. It is a very strong material that
is aslo very light weight. It is five times stronger than steel and twice as stiffness then also it is lighter
than steel.
It is made of thin , strong crystalline filament of carbon that is used to strengthen material. Carbon
fiber can be thinner than a strand of human hair and gets its strength when twisted together like
yarn.
Carbon fiber can be laid over a mold and coated in resin or plastic. On top of being strong, carbon
fiber. Is high in stiffness. Is high in tensile strength. Has a low weight to strength ratio. Is high in
chemical resistance. Has low thermal expansion.
Because of this, carbon fiber is very popular in many industries such as aerospace, automotive,
military, and recreational applications.

Page 20 of 41
4.3.1 APPLICATIONS
It is mostly used in aerospace and aircraft industries. Automotive body is also made up of the
carbon fiber ( Bonnet, bumper, engine cover, car body parts etc.)
It is used in making sports equipment such as light weight badminton rackets, golf sticks etc. It is also
used in civil engineering. Robot for internal operations. Medical instrument.
Constructing up of wind mill blades. It is used for building and construction materials. Portable
powers. Rechargeable batteries and fuel cell.

4.4 HAND LAY-UP TECHNIQUE

Hand lay-up is the simplest and oldest open molding method for fabricating composites. At first, dry
fibers in the form of woven, knitted, stitched, or bond fabrics are manually placed in the mold, and a
brush is used to apply the resin matrix on the reinforcing material.
Subsequently, hand rollers are used to roll the wet composite to ensure an enhanced interaction
between the reinforcement and the matrix, to facilitate a uniform resin distribution, and to obtain
the required thickness. Finally, the laminates are left to cure under standard atmospheric conditions.

Figure 4.1 Hand lay-up process

Generally, this process is divided into four steps: mold preparation, gel coating, lay-up, and curing.
Curing is the process of hardening the fiber-reinforced resin composite without external heat. A
pigmented gel coat is first applied to the mold surface to obtain a high-quality product surface.
There are several disadvantages of this method. The skills to laminate the reinforcement and matrix,
such as resin mixing, laminate resin contents, and the quality of the laminate, are crucial. The
laminate is usually achieved with the incorporation of excessive quantities of voids.

Page 21 of 41
 The lower molecular weights of the hand lay-up resins mean that they have the potential to be
more harmful than higher molecular weight products. The lower viscosity of the resins also implies
that they have an increased tendency to penetrate clothing. Resins need to be low in viscosity to be
workable by hand.
This usually compromises their mechanical/thermal properties, due to the need for high
diluent/styrene levels. Moreover, the amount of fiber loading relies heavily on the processing
method. This is also influenced by the anatomical features of the fibers, which have intra-fiber voids
called lumen. The hand lay-up fabrication process is mainly used in marine and aerospace structures.

Figure 4.2 Hand lay-up

4.5 MATERIAL MAKING

We are using carbon fiber for manufacturing by hand lay-up method, because these materials have
an extremely high tensile strength. However, by making winglet out of carbon fiber material, the
advantage can be even more significant. It also provides high strength to weight ratio as compared
to other materials.
Epoxy Resin CT/E-556 is used as a resin and Epoxy Hardener CT/AH-951 is used as a Hardener
material. Two sheets of 4 layers and 6 layers are prepared. Ratio of mixing of Epoxy Resin and
Hardener is 10:1.

Page 22 of 41
Figure 4.3 Cutting of carbon fiber

Figure 4.4 Carbon fiber

Page 23 of 41
Specimen 1 Specimen 2 Weight Size

Layer 1 Layer 1 7 gm 22 × 12 cm

Layer 2 Layer 2 7 gm 22 × 12 cm

Layer 3 Layer 3 7 gm 22 × 12 cm

Layer 4 Layer 4 7 gm 22 × 12 cm

Layer 5 7 gm 22 × 12 cm

Layer 6 7 gm 22 × 12 cm

Table 4.1 Specimen detail

Total weight of Specimen 1 = 84 gm
Total wieght of Specimen 2 = 56 gm
For specimen 1 - 6 layers = 42 gm + 42 gm epoxy Resin + hardener
For Specimen 2 - 4 layers = 28 gm + 28 gm epoxy Resin + hardener

Figure 4.5 Resin + Hardener mixture

Page 24 of 41
Figure 4.6 Material making

Figure 4.7 Final product

Page 25 of 41
 Figure 4.8 Weight of specimen 1

Figure 4.9 Weight of Specimen 2

Final Weight for Specimen 1 and 2 after cutting and grinding are 63.8 gm and 52.4 gm respectively.

Page 26 of 41
 CHAPTER 5: CAD MODEL

5.1 AEROFOIL SELECTION

NACA 2411 aerofoil is used for this construction.
Geometric constant - Max thickness must be less than 10% chord length.
Min thickness must be higher than 1% chord length.
TTE and Toff the airfoil is zero.
Aerodynamic constraint – Lift not less than original one.
Objective – Maximize coefficient of lift.

5.2 WING DIMENSION

A320 wing design has selected. The dimensions are taken from A320 manual.
The real A320 wing is 16.95 long. The study with real dimension takes lots more time, so dimensions
has scaled down by,
Valuing the dimension as 1 meter = 14 mm
Winglet height 2.4 m = 2.4 * 14 = 33.6 mm.
Wingspan = 474.6 mm
Cord length = 72.8mm

Figure 5.1 A 320 Wing

Page 27 of 41
5.3 MODELLING IN SOLIDWORKS

Figure 5.2 Wing without Winglet

Figure 5.3 Top View

Page 28 of 41
 Figure 2.4 Side View

Figure 5.5 Wing with winglet

Page 29 of 41
Figure 5.6 Side View

Figure 5.7 Top View

Page 30 of 41
 CHAPTER 6: ANALYSIS

6.1 LOAD ANALYSIS

Figure 6.1 Mesh

Force and Pressure applied:

Force = 1243.93 N
Pressure = 5714.28 pascal
Material = Carbon Cloth
Direction = Inward Direction

Page 31 of 41
Figure 6.2 Stress

Figure 6.3 Strain

Page 32 of 41
Figure 6.4 Displacement

Page 33 of 41
6.2 CFD ANALYSIS

Figure 6.5 Mesh

Figure 6.6 Pressure Contour Without Winglet

Page 34 of 41
 Figure 6.7 Velocity contour without winglet

Figure 6.8 Velocity Streamline without winglet

Page 35 of 41
Figure 6.9 Pressure contour with winglet

Figure 6.10 Velocity contour with winglet

Page 36 of 41
 Figure 6.11 Velocity Streamline with winglet

Lift (N) Drag (N) Aerodynamic efficiency

Without winglet 2.015 0.2 10.075
With winglet 2.51 0.19 13.21
Table 6.1 Outcome

Page 37 of 41
 RESULT

This study started with the problem on how to efficiently reduce the amount of drag and increase
the amount of lift. Vortices are used as visual representation of the reduction of drag since a vortex
is formed because of differences in pressure, which also affects the drag. Along with this Hand layout
method was implemented to prepare the specimen of carbon fiber. A significant difference is been
marked in the values of Lift and Drag having winglets and without winglets. The data obtained as an
outcome of flow analysis are mentioned below.

Case:1 Without winglet

Lift generated = 2.015 N
Drag produced = 0.2 N

Case:2 With winglet

Lift generated = 2.51 N
Drag produced = 0.19 N

Aerodynamic Efficiency:
1. L/D = 2.015/0.2
=10.075
2. L/D = 2.51/0.19
= 13.21

Page 38 of 41
 CONCLUSION

An improved winglet design will significantly yield a better performance of an aircraft and reduces
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. The aerodynamic shape of
the wing is designed and the structure type and component dimensions are proposed initially. The
structural finite element static analysis is carried out in the SOLIDWORKS by using the aerodynamic
load obtained. Reducing overall drag in an aircraft is possible with the help of winglets. It provides an
increase in aspect ratio, which is one of the main factors for reducing induced drag. The effect of
using wingtip devices on wings has been analysed in this CFD study by analysing values of lift and
drag coefficient. The decline in the drag coefficient and increment in the lift reveals the significance
of the various wingtip devices. Despite the benefits of winglets, there are some drawbacks that need
to be addressed. For example the bending moment at the 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. Winglet
have to be carefully designed so that there and other problems can be over came.

Page 39 of 41
 REFERENCES

➢ Cone, C.C. Jr., “Theory of Induced Lift and Minimum Induced Drag of Nonplanar Lifting
Systems,” NASA Technical Report R-139, 1962
➢ Anderson, R.P., “Sailplane Winglet Design Using Non-Linear, Non-Planar Techniques,”
➢ Master of Science Thesis, Department of Aerospace Engineering, The Pennsylvania State
University, University Park, Pennsylvania, Dec. 1993.
➢ Munk, M.M., “Minimum Induced Drag of Aerofoils,” NACA Technical Report No. 121,1921.
➢ Drebler, U., “Aerodynamic Design of Winglets for a Standard-Class Glider,” Technical
Soaring, Vol. Vlll, No. 4, July 1984, pp. 118-126.
➢ Marsden, D.J., “Winglets for Sailplanes,” Technical Soaring, Vol. XV, No. 4, Oct. 1991, pp.
119-124.
➢ Masak, P.C., “Design of Winglets for Sailplanes,” Soaring, June 1993, pp. 21-27.
➢ 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
➢ Whitcomb, R. T., “Methods for Reducing Aerodynamic Drag”, NASA Conference Publication
2211, Proceedings of Dryden Symposium, California 1981
➢ De Mantos, B., Macedo, A., and da Silva Filho, D. “Considerations about Winglet Design”,
AIAA 21st Applied Aerodynamics Conference, AIAA, Orlando, Florida, 2003.
➢ Whitcomb, R., “A Design Approach and Selected Wind-Tunnel Results at High Subsonic
Speeds for Wing Tip mounted Winglets,” NASA TND-8260, 1976.
➢ Maughmer, M. D., Tmothy, S. S., and Willits, S. M., “The Design and Testing of a Winglet
Airfoil for Low-Speed Aircraft”, AIAA Paper 2001-2478, 2001
➢ J. Weierman_and J. D. Jacob, “Winglet Design and Optimization for UAVs ” 28th AIAA
Applied Aerodynamics Conference, AIAA 2010-4224, 2010
➢ Louis, B. G., “Spiroid-Tipped Wing”, U. S. patent 5, 102, 068.1992
➢ M.J Smith, N. Komerath, R. Ames, O. Wong, J. Pearson, “Performance analysis of a wing with
multiple winglets” AIAA 19th Applied Aerodynamics Conference, Anaheim, CA, AIAA2001-
2407, 2001
➢ Shelton, A. Tomar, J.V.R Prasad, M.J Smith et al. “Active multiple winglets for improved UAV
performance” 22nd Applied Aerodynamics Conference and Exhibit, 16 - 19 August,
Providence, Rhode Island AIAA 2004-4968, 2004
➢ L.D Alford Jr, and G.J Clayman Jr, “Blended Winglet” US Patent 7,644,892, 2010
➢ R Grenon, and P Bourdin, “Numerical study of unconventional wing tip devices for lift
induced drag reduction” CEAS aerospace aerodynamics research conference, Cambridge
(Grande Bretagne), June 10-13, 2002
➢ Prithvi, R. A., Hossain, A., Jaafar, A. A., Edi, P., Younis, T. S., and Saleem, M., “Drag Reduction
in Aircraft Model using Elliptical Winglet”, Journal of IEM, Malaysia, Vol. 66, No. 4. 2005
➢ A Hossain, PR Arora, A Rahman, AA Jaafar, A, “Lift Analysis of an Aircraft Model with and
without Winglet”, Proceedings of the International Conference on Mechanical Engineering
2007, 29- 31 December, Dhaka Bangladesh, 2007

Page 40 of 41
 ➢ Examensarbete I flygteknik 2006 (10 poang), “Drag Estimations on Experimental Aircraft
Using CFD”, Malardalens Hogskola, Institutionen for matematik och fysik
➢ Proceedings of the International Multi conference of Engineers & Computer Scientists 2009,
Vol. II IMECS 2009, March 18-20, 2009, Hong Kong 49
➢ www.cfd-online.com/Wiki/Y_plus_wall_distance_estimation
➢ Gold, N., Visser, K. “Aerodynamic Effects of Local Dihedral on a Raked Wingtip”, AIAA 40th
Aerospace Sciences Meeting and Exhibit, AIAA, Reno, NV., 2002.

Page 41 of 41

View publication stats