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Modelling and analysis of aircraft wing with and without winglet
Article  in  International Journal of Ambient Energy · October 2018
DOI: 10.1080/01430750.2018.1531262
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 International Journal of Ambient Energy

ISSN: 0143-0750 (Print) 2162-8246 (Online) Journal homepage: http://www.tandfonline.com/loi/taen20

Modelling and analysis of aircraft wing with and

without winglet

S. P. Venkatesan, N. Beemkumar, J. Jayaprabakar & P. N. Kadiresh

To cite this article: S. P. Venkatesan, N. Beemkumar, J. Jayaprabakar & P. N. Kadiresh (2018):

Modelling and analysis of aircraft wing with and without winglet, International Journal of Ambient
Energy, DOI: 10.1080/01430750.2018.1531262

To link to this article: https://doi.org/10.1080/01430750.2018.1531262

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Publisher: Taylor & Francis & Informa UK Limited, trading as Taylor & Francis Group

Journal: International Journal of Ambient Energy

DOI: 10.1080/01430750.2018.1531262

Modelling and analysis of aircraft wing with and without winglet

S. P. Venkatesana,*, N. Beemkumarb, J. Jayaprabakarc and P. N. Kadireshd

a,b,c
Department of Mechanical Engineering, Sathyabama Institute of Science and Technology,
Chennai, India
d
Department of Aerospace Engineering, BSA Crescent Institute of Science and Technology,
Chennai, India
*
Email: spvenkatesan.mech@sathyabama.ac.in
Abstract

This paper presents the study on vibration characteristics of aircraft wing. A300 aircraft wing
with NACA 64215 airfoil is used for this investigation. A computer aided design (CAD) model
of wing is created by using CATIA V5 R20 and analyses are done by utilizing ANSYS
workbench 16.0. The analysis has been done on the wing by considering one end (root chord) of
wing is fixed while the other end (tip chord) is free. A numerical validation procedure is done by
workbench and finite element analysis software with the structural analysis and model analysis is
carried out to find the total deformation and frequency of wing without and with winglet with
different angles. Wing with 18o and 45o inclination of winglet have been taken for study. The
deformation and stress acting on the model of wing with and without winglet have been studied.

Keywords: Aerofoil; Winglet; Deformation; Stress distribution

1. Introduction
A wing structure of an aircraft which is capable to fly with help of airfoil profile that generates
lift by the vehicle's forward air speed (Sumathy Muniamuthu et al 2017). Figure 1 shows the aero
foil diagram of an aircraft wing structure.

Fixed-wing aircraft follows the cantilever beam structure in which the one end is fixed to the
fuselage and another is set to be the free end. The model of wing is developed from the available
data and the values arrived from the geometry and trigonometric relations. (Hisayoshi Naka et al.
2014).

Rib is one of the elements in the wing structure, especially in conventional construction. Ribs are
made out of wood, metal, plastic, composites, foam (Mengchun Yu et al.2007). Ribs are
classified into three main parts. They are front-rib, middle rib and rear rib. The rib construction
of an aircraft wing is shown below Figure 2.

Spar is one of the prime structural members in the wing structure, constructed at span-wise at
perpendicular to the fuselage as shown in Figure 2. The spar carries the whole weight of the
wing. Rib is another main member in the wing structure which is attached to spar. Skin is as of
the minimum thickness from 0.015 to 0.025 inches for resisting the pressure applied on it while
flying on the sky. The skin has the moderate hardness and strength to resist the ground damages
such as stones, debris etc.

The objective of this work is to calculate the resonance of the machine component (aircraft wing)
to prevent the critical vibrations which causes deformation (Marcos Vanella et al 2009).
Resonance occurs when the vibrating system oscillate with greater amplitude at specific
preferential frequency. Natural frequency is the frequency at which a system tends to oscillate in
the absence of any driving or damping force (Krishnamurthy 2010).

2. Model Analysis

2.1. Design procedure

The purpose of modelling and analysis is to determine the shape and frequency of wing structure
during the free vibration (Mario Rosario Chiarelli et al 2016 and PritishChitte, et al. 2013).
Generally this analysis is done by finite element analysis (FEA). Model analysis of the wing is
analysed with and without pre-stress conditions. Pre-stress means the permanent stress in a wing
structure to improve its performance. In pre-stress condition, the wing is subjected to pre-stress
model to static structural and model analysis to analyse the natural frequency in all nodal
displacements using ANSYS software.

There are different modules in CATIA using which different tasks can be performed. The main
window and modules of CATIA shown in Figure 3 and Aero foil model under static condition is
shown in Figure 4

The main modules are: a). Part design, b). Assembly, c). Drafting, d). Wireframe and surface
design, e). Core and cavity design

2.2. Analysis procedure

2.2.1. Finite element modeling of wing

The Finite Element Method (FEM) is the key and essential technology in the field of modeling
and simulation of engineering systems. The FEM analysis is to be performed before the final
fabrication of engineering systems. This ensures the more effectiveness and cost effectiveness of
engineering system.

The very basic concept of FEM is a system-a-body of a structure can be divided elements of
finite dimensions, called “finite elements”. The fundamental concept of the finite element
method is that any continuous quantity, such as temperature, pressure or displacements can be
approximated by a discrete model composed of set of piece wise continuous functions defined
over a finite number of sub domains. These series of functions are piece wise continuous and
should approach the exact solution as the number of sub domains approaches infinity. FEM is
more appealing to the engineer as it can be explained through the physical concept and also for
heat transfer and fluid mechanics. It is amenable for programming on a digital computer in a
systematic way. The scope of application is practically very much large covering wide range of
analysis problems.

2.2.2. Finite element analysis

Finite Element Modelling (FEM) and Finite Element Analysis (FEA) are the two powerful tools
for engineering application. Finite element method is the numerical technique to solve the
engineering problems. Using this technique, it is easy to handle any complex geometry,
properties of matter, boundary and load conditions. Finite element method fits for analysis
complex engineering problems. It is an efficient design tool through which engineers can do
parametric design studies for various design cases and analyse them for computing the optimum
design.

The numerical analysis technique of finite element method is used to obtain approximate
solutions for wide variety of engineering problems. It is originated to study the stress of airframe
structures in the aerospace industry. Later it grew up and called as matrix analysis method which
is used in aircraft design. Once the method gained popularity and most of the underlying theory
and concepts were developed, various institutions and firms developed finite element analysis
codes which support a wide range of applications.

3. Results and discussions

In this work, the modelling and validation analysis of aircraft wing was done by assuming it as a
cantilever beam. A numerical validation procedure was done by workbench and finite element
analysis software with the structural analysis and model analysis is carried out to find the total
deformation and frequency of NACA64215 aerofoil without and with winglet with different
angles. This work studies the blended winglet and raked winglet with different angles of 18o and
45o on the wing.

Aircraft wing of A300 with NACA 64215 aerofoil section is used for this investigation. Using
the modelling software of CATIA V5 R20, the computer aided design (CAD) model of aircraft
wing was developed. ANSYS workbench 16.0 is used for model analysis. This analysis was
done by considering on end of the wing (i.e root chord) is fixed and other end free (i.e tip chord)
(Senthilkumar et al. 2013, Nikhil et al 2015 and Ganesh et al.2017). From the analysis, the
vibration with frequency for different model of aircraft was found.. To validate the results of
different model of aircraft wing, a numerical model analysis of cantilever beam was performed
and its results were compared with results of aircraft wing. (NarendiranathBabu et al. 2017,
Robert et al. 1981and Shiva Prasad et al. 2017)

3.1. Aerofoil wing without winglet

The maximum load disseminated consistently at the base surface of the wing is P=0.1 MPa, FEA
gave the accompanying outcomes: Maximum deformation = 6.1191 mm, which is shown in
Figure 5. Von Mises stress=54.498MPa which is shown in Figure 6 and Frequencies, f1=104.5
Hz, f2=256.24 Hz and f3=483.2 Hz,f4=580.7 Hz,f5=682.19 Hz which are shown Figures 7-11
3.2. Aerofoil wing with winglet of cant angle 18o.
Maximum load disseminated consistently at the base surface of the wing is P=0.1 MPa, FEA
gave the accompanying outcomes: Maximum deformation = 19.351 mm as shown in Figure 12,
Von Mises stress=94.291 MPa as shown in Figure 13 and Frequencies, f1=56.268 Hz, f2=83.615
Hz and f3=142.52 Hz,f4=149.01 Hz,f5=247.11 Hz,f6=359.29 Hz as shown Figures 14-19.

3.3. Aerofoil wing with winglet of cant angle 45o.

Maximum load disseminated consistently at the base surface of the wing is P=0.1 MPa, FEA
gave the accompanying outcomes: Maximum deformation = 21.606 mm which can be seen in
Figure 20, Von Mises stress =92.173MPa which can be seen in Figure 21 and Frequencies,
f1=51.653 Hz, f2=68.708 Hz and f3=128.57 Hz,f4=138.96 Hz,f5=233.43 Hz,f6=359.1 Hz. as
shown in figures 22-27. All the results are shown in Table 1and 2

4. Conclusions
 From the above results, it is conclude that on comparison of case1 (wing without
winglet), case 2 (wing with winglet of cant angle 18o) and case 3 (wing with winglet of cant
angle 45o), the winglet with cant angle 18o is more optimized and could be used to improve the
stability of wing.
 The variation of deformation and the variation of normal and shear stresses as obtained
above, shows clearly that the winglet with 18o gives the optimized results ensuring a good
structural wing.
 Therefore, the winglet with a cant angle of 18o is more reliable, efficient and safe to be
used to improve the stability of wing.

References
Ganesh M., G Hima Bindu and A. Sai Kumar. 2017. “Modeling and Analysis of a Composite
Wing for Missile Structure”, International Journal of Mechanical Engineering and Technology
8: 338– 347.

Hisayoshi Naka, Yuta Sunami and Hiromu Hashimoto. 2014. “Development of the Artificial
Wing Suitable for Flapping Micro Air Vehicle Based on Dragonfly Wing”, The 3rd International
Conference on Design Engineering and Sciences, ICDES 2014 Proceedings: 78-83.

Krishnamurthy T. 2010. “Frequencies and Flutter Speed Estimation for Damaged Aircraft Wing
Using Scaled Equivalent Plate Analysis”, NASA Technical Reports Server.

Marcos Vanella, Timothy Fitzgerald, Sergio Preidikman, Elias Balaras and Balakumar
Balachandran. 2009. “Influence of Flexibility on the Aerodynamic Performance of a Hovering
Wing”, Journal of Experimental Biology l212: 95-105.

Mario Rosario Chiarelli and Salvatore Bonomo. 2016. “Aeroelastic Analysis of Wings in the
Transonic Regime: Platform's Influence on the Dynamic Instability”, International Journal of
Aerospace Engineering:1-13.

Mengchun Yu and ChyanbinHwu. 2007. “Aeroelastic Divergence and Free Vibration of Tapered
Composite Wings”, 16 th International Conference On Composite Materials: 1-7.
NarendiranathBabu T, Prasanth, E. Raj Kumar, R. Mageshvaran, T. Shankar and D. Rama
Prabha. 2017. “Structural Analysis on Wing Box Spliced Joint for an Aircraft Using Finite
Element Method”, International Journal of Civil Engineering and Technology 8: 302– 313.

Nikhil A. Khadse and S. R. Zawari. 2015. “Modal Analysis of Aircraft Wing utilizing Ansys”,
International Journal of Engineering Research and Technology 4: 225-230.

Pritish Chitte, P. K. Jadhav and S. S. Bansode. 2013. “Statistic and Dynamic Analysis of Typical
Wing Structure of Aircraft utilizing Nastran”, International Journal of Application or Innovation
in Engineering and Management 2: 321-326.

Robert L. Pastel, John E. Caruthers and Walter Frost. 1981. “Airplane Wing Vibrations Due to
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Senthilkumar S, A. Velayudham and P. Maniarasan. 2013. “Dynamic Structural Response of an

Aircraft Wing Using Ansys”, International Journal of Engineering Research and Technology 2:
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Flow Simulation in Three Dimensional Axial Compressor Stage utilized as a part of Aircraft
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On one Manned Aircraft”, International Journal of Mechanical Engineering and Technology 8:
264– 268.
 Table 1. Variation of stress

Variation of stress

S.No Aircraft wing Stress (MPa)

1 Without winglet 54.498

2 With winglet of 18o 94.291

3 With winglet of 45o 92.173

Table 2. Variation of deformation

Variation of deformation

S.No Aircraft wing Deformation (mm)

1 Without winglet 6.1191

2 With winglet of 18o 19.35

3 With winglet of 45o 21.606

Figure 1. Aero foil diagram of an aircraft wing structure

Figure 2. Wing structure

 Figure 3. Catia-v5 interface

Figure 4. Aero foil under static condition

Figure 5. Total deformation (Static structural) without winglet.

Figure 6. Stress distribution without winglet.

Figure 7. Total deformation (Frequency 104.5 Hz)

Figure 8. Total deformation (Frequency 256.24 Hz)

Figure 9. Total deformation (Frequency 483.2 Hz)

Figure 10. Total deformation (Frequency 580.7 Hz)

 Figure 11. Total deformation (Frequency 682.19 Hz)

Figure 12. Total deformation with winglet of cant angle 18o (Static structural)
.

Figure 13. Stress distribution with winglet of cant angle 18o.

Figure 14. Total deformation (Frequency 56.268 Hz)

Figure 15. Total deformation (Frequency 83.615 Hz)

Figure 16. Total deformation (Frequency 142.52 Hz)

Figure 17. Total deformation (Frequency 149.01 Hz)

Figure 18. Total deformation (Frequency 247.11 Hz)

 Figure19. Total deformation (Frequency 359.29 Hz)

Figure 20. Total deformation with winglet of cant angle 45o. (Static structural)
Figure 21 Stress distribution with winglet of cant angle 45o.

Figure 22. Total deformation (Frequency 51.653 Hz)

Figure 23. Total deformation (Frequency 68.708 Hz)

Figure 24. Total deformation (Frequency 128.57 Hz)

Figure 25. Total deformation (Frequency 138.96 Hz)

Figure 26. Total deformation (Frequency 233.43 Hz)

 Figure 27. Total deformation (Frequency 359.1 Hz)

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