6311271

Computational Fluid Dynamics

12. Final Report Presentation Guide

Budi Aji Warsiyanto & Muhammad Hadi Widanto

Faculty of Aerospace Technology
The Aerospace Air Marshal Suryadarma University
Section 1: Introduction
• Background:
 Aircraft winglets are small wing extensions attached at the wingtips, which are angled upward or
downward (but operational requirements and ground clearances favor winglets bent upwards) [1]. The
primary purpose of the winglets is to reduce the lift-induced drag, therefore improving fuel efficiency and
aircraft performance.
 PELNUSA-99 is a UAV that is used for mapping and monitoring. However, this UAV has problems during
cruise conditions, namely the lack of battery efficiency. According to the hypothesis, this is due to the high
drag force so that research on drag reduction is needed which is expected to also increase battery
efficiency.
 This research aims to obtain a winglet configuration that has the highest reduction in drag.
Section 1: Introduction
• Limitations:
• AOA 0o, 2o, 4o, 6o, 8o, 10o
• Winglet configuration: Cant variations (0o, 15o, 45o, 80o) with sweep angle 30o
 Section 2: Theoretical

• Lift-Induced Drag and Its Reduction Using Winglets

• Finite span wings generate lift due to the pressure imbalance
(pressure differential) between the bottom surface (high
pressure) and the top surface (low pressure), as illustrated in
Figure A. The higher-pressure air under the wing flows
around the wingtips and tries to displace the lower pressure
air on the top of the wing. This motion generates a trailing
edge vortex as illustrated in Figure A and at the tips, where
the flow curls, it generates large vortices (wingtip vortex), as
sketched in Figure B.
Section 2: Theoretical
• The Navier Stokes:
• Conservation of Mass • Conservation of Momentum

𝝏𝝆 ⃑
+𝜵 . 𝝆 𝒖 )=𝟎
(
𝝏𝒕 force due to
⃑ ⃑ viscosity
𝒎 𝒂= 𝑭
Change of density Net mass flow ⃑ ⃑
𝑫𝒖 ⃑
with respect to time through the small 𝝆 =− 𝜵 𝒑 +𝝁 𝜵 𝟐 𝒖 + 𝝆 𝒇
(in incompressible control volume 𝑫𝒕
flow):

change y similar to pressure body force

or gravity
, , and is functions

⃑ 𝝏 𝒖 𝝏𝒗 𝝏𝒘
𝜵 . 𝒖= + + =𝟎 internal external
𝝏 𝒙 𝝏𝒚 𝝏𝒛 force force

change x change z
Section 2: Theoretical
• Linear Algebraic:
element
• This is one of the most important steps in
CFD because If your discretization
(meshing) is wrong, then you will probably 1 2 3 4
obtain wrong result. T = 0o K
• Large number of points to infinity you 1 2 3 4 5
would be able to replicate the exact curve, node
1m
and that is a power of discretization.
4m

[ ]{ } { }
1 0 0 0 𝑻𝟐 1
−1 1 0 0 𝑻𝟑
= 1
0 −1 1 0 𝑻𝟒 1
0 0 −1 1 𝑻𝟓 1

Set of linear algebraic

Section 3: Methodology
• Mesh Convergence:

Mesh level Cells Cd Norm Cl Norm

1 396 0.000232177 1 -2.70679E-05 -0.231595261
4 3282 3.35279E-05 0.144406576 3.34487E-05 0.286189411
6 10095 2.50349E-05 0.107826827 0.00010716 0.916868113
7 18519 3.06379E-05 0.131959395 0.000116876 1

1.2

0.8

0.6
Normalization

0.4

0.2

0
0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000
-0.2

-0.4
Element numbers

Cd Cl
Section 3: Methodology
• Mesh Convergence:
Section 4: Discussion
• CL vs. CD:
 𝐶𝐷𝑚𝑖𝑛 of the winglet configuration with cant
angle of 15o is 8.33% lower than the base 6.0E-01

wing configuration.
5.0E-01

4.0E-01

Lift Coefficient, CL
3.0E-01

2.0E-01

1.0E-01

0.0E+00
1.0E-02 2.0E-02 3.0E-02 4.0E-02 5.0E-02 6.0E-02 7.0E-02

Drag Coefficient, CD

Base Wing Cant 0o - Sweep 30o Cant 15o - Sweep 30o

Cant 45o - Sweep 30o Cant 80o - Sweep 30o
 Section 4: Discussion

 For winglet configuration with cant angle variations, 𝐶𝐿

for cruise condition is 0.29 (𝐶𝐿⁄𝐶𝐷 maximum ratio[x,x]).
base wing Cd Cl Cl/Cd c 0o - s 30o Cd Cl Cl/Cd c 15o - s 30o Cd Cl Cl/Cd c 45o - s 30o Cd Cl Cl/Cd c 80o - s 30o Cd Cl Cl/Cd
0 0.01804 0.09512 5.273688 0 0.017304 0.096018 5.548817 0 0.016482 0.097211 5.898145 0 0.021689 0.122804 5.661992 0 0.01600 0.116148 7.259412
2 0.01968 0.16729 8.499104 2 0.017777 0.195213 10.98142 2 0.01758 0.185286 10.53964 2 0.022301 0.192508 8.632305 2 0.016853 0.18326 10.87425
4 0.02122 0.25675 12.10186 4 0.022021 0.290376 13.1862 4 0.018297 0.288425 15.76386 4 0.023827 0.29118 12.2207 4 0.022043 0.271807 12.3308
6 0.02914 0.33737 11.57607 6 0.030631 0.372802 12.17076 6 0.030223 0.373093 12.34482 6 0.03175 0.360851 11.36535 6 0.030718 0.33954 11.05334
8 0.04142 0.41265 9.96299 8 0.044861 0.456192 10.16896 8 0.045269 0.45936 10.14741 8 0.042408 0.437914 10.32615 8 0.043415 0.415237 9.564444
10 0.05820 0.49322 8.474701 10 0.061474 0.540834 8.797819 10 0.061787 0.545613 8.830586 10 0.061456 0.515579 8.38941 10 0.058973 0.493422 8.366957

Winglet Cant Winglet Drag Reduction

CD CD Base Wing
Angle Sweep Angle (%)
0o 0.022021 10.8
15o 0.018297 25.9
30o 0.024676
45o 0.023827 3.4
80o 0.024676 0
 Section 4: Discussion

6.0E-01

 Showed that up to AOA of 10o, all the winglet with cant 5.0E-01

angle variations has CL linear curve patterns. Slope the

Lift Coefficient, CL
4.0E-01

curve 𝐶𝐿 as close as for the cant angle 0o dan 15o per 3.0E-01

2.0E-01
degree. For winglet cant angle 45o has a slope lower than
1.0E-01
cant angle 0o dan 15o , but the cant angle 45o has slope
0.0E+00
higher than the cant angle 80o and base wing . 0 1 2 3 4 5 6 7 8 9 10
AOA (o)

Base wing Cant 0o - Sweep 30o

Cant 15o - Sweep 30o Cant 45o - Sweep 30o
Cant 80o - Sweep 30o

base wing Cd Cl Cl/AOA c 0o - s 30o Cd Cl Cl/AOA c 15o - s 30o Cd Cl Cl/AOA c 45o - s 30o Cd Cl Cl/AOA c 80o - s 30o Cd Cl Cl/AOA
0 0.01804 0.09512 0 0.017304 0.096018 0 0.016482 0.097211 0 0.021689 0.122804 0 0.01600 0.116148
2 0.01968 0.16729 0.083645 2 0.017777 0.185213 0.092606 2 0.01758 0.185286 0.092643 2 0.022301 0.192508 0.096254 2 0.016853 0.18326 0.09163
4 0.02122 0.25675 0.064188 4 0.022021 0.290376 0.072594 4 0.018297 0.288425 0.072106 4 0.023827 0.29118 0.072795 4 0.022043 0.271807 0.067952
6 0.02914 0.33737 0.056228 6 0.030631 0.372802 0.062134 6 0.030223 0.373093 0.062182 6 0.03175 0.360851 0.060142 6 0.030718 0.33954 0.05659
8 0.04142 0.41265 0.051581 8 0.044861 0.456192 0.057024 8 0.045269 0.45936 0.05742 8 0.042408 0.437914 0.054739 8 0.043415 0.415237 0.051905
10 0.05820 0.49322 0.049322 10 0.061474 0.540834 0.054083 10 0.061787 0.545613 0.054561 10 0.061456 0.515579 0.051558 10 0.058973 0.493422 0.049342
0.060993 0.067688 0.067783 0.067098 0.063484
 Section 4: Discussion

7.0E-02 1.8E+01

6.0E-02 1.6E+01
1.4E+01
5.0E-02
Drag Coefficient, CD

1.2E+01
4.0E-02

CL/CD Ratio
1.0E+01
3.0E-02 8.0E+00
2.0E-02 6.0E+00

1.0E-02 4.0E+00
2.0E+00
0.0E+00
0 1 2 3 4 5 6 7 8 9 10 0.0E+00
0 1 2 3 4 5 6 7 8 9 10
AOA (o)
AOA (o)

Base wing Cant 0o - Sweep 30o

Cant 15o - Sweep 30o Cant 45o - Sweep 30o Base wing Cant 0o - Sweep 30o
Cant 80o - Sweep 30o Cant 15o - Sweep 30o Cant 45o - Sweep 30o
Cant 80o - Sweep 30o
 Section 5: Conclusions

• The most efficient winglet configuration in cruise conditions in terms of drag reduction and the resulting lift is a 15 o
cant angle. It is characterized by the highest slope on the CL vs. AOA, the lowest CD value considered to be AOA 4 o,
and the highest CL / CD ratio at AOA 4o.
• The configuration efficiency of the 15o cant angle winglet is measured by a drag reduction of 25.9% which is the
highest value of all variations.
Thank You