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Faculty of Engineering & Technology
Session Objectives
At the end of this session the students will be able to :
Choose Wing loading (W/S) based on different performance requirements
Choose the lowest point in the feasible solution space to get lowest Thrust requirement
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Faculty of Engineering & Technology
Overview
The configuration of the wing is fundamental to the
design of the aircraft.
Interaction of the many parameters involved in wing
design can be described under:
Aerofoil section, including the use of high lift devices,
Planform shape and geometry : determined by the operating
Mach number of the aircraft and aerofoil shape..
Overall size, that is the wing area : decided by the planform and
aerofoil section.
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Overview
Wing design starts with Wing loading parameter W/S
Based on historical data (to be refined later)
Constraint Diagram
Selection of Planform
Aspect ratio, root and tip chord
Sweep (LE, quarter chord and TE)
Taper ratio and twist
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Shape parameters
Aerofoil characteristics are determined by several
shape parameters of which the most significant are:
maximum thickness to chord ratio (t/c) and its
chordwise location.
Civil subsonic 8-10 % , supersonic 3-5%
Shape Parameters
Some degree of camber is normal for a wing
section as it gives better lift characteristics.
Normal flight is the criteria used for camber
choice
inverted flight would be possible of course
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Aerofoil Nomenclature
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Cruise
High altitude: induced drag significant, greater span
preferred
Low Altitude: parasite drag dominates, span less
important
Weight
Increasing span and aspect ratio makes the wing heavier.
Optimum is a compromise between wing weight and
induced drag
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Stall Speed
Most light airplanes wings are sized by stall speed requirements
FAR part 23, Part 103
Survivability
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Thickness taper
Wing weight most strongly affected by root depth
Tapering t/c from root to tip can provide lighter wing for
given parasite drag.
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Wing Sweep
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CL Max estimation
Most 2 D airfoils have a CL max rage between 1.6 to
1.7 (in a few cases could be higher)
Aero foil at the root is usually thicker than tip, so take
average between quoted CL max for root that
C L max swept wing = cos(sweep)*[ Cl max (aero foil+
(LE and TE) edge devices
Typical values for LED = 0.65
TE devices vary based on span , chord and type of
device
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Parameter estimation
CL max for landing = 0.6 *( 1.5+ LED + TED) *
cos(sweep)
CL max for take off = 0.8 *( 1.5+ LED + TED )*
cos(sweep)
Trailing edge devices are common and simpler
Chord length vary from 20 to max 40 %
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TE Devices
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TE Devices 2
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Faculty of Engineering & Technology
Wing : 3D effects
A 3D finite wing produces vortex flow as a result
of tip effects (shown in next slide)
The high pressure from the lower surface rolls up
at the free end of the finite wing, creating the tip
vortex.
This vortex flow generates a downwash,
which is distributed spanwise at varying strengths.
Lift is a reaction force to this downwash
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Wing : 3D effects
Effect of 3D effects
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
Wing Planform
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
Wing Definition
Sweep Angle
Effect of 3D
Two-dimensional lift values are not obtained on a
practical wing of finite span especially when it is
swept.
The combination of finite aspect ratio, sweep and
taper of the planform causes spanwise flow
interactions
which increase the effective angle of attack of local chordwise
sections.
this gives rise to a tendency to higher lift coefficients outboard
resulting in the possibility of tip stall
Nose-up pitch when sweep is present.
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Effect of 3D
Reduction of the local angles of attack outboard
relative to the root can overcome this problem.
This may be done by a leading edge device, such as a
droop nose, or by built-in geometric properties.
Wash out" is typically equivalent to about 2 o nose
down twist at the tip.
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Effect of 3D : Part-span
Leading and trailing edge high lift devices cannot
occupy all of the actual wing span.
further reductions of lift relative to the 2D case.
Thickness taper
Wing weight most strongly affected by root depth
Tapering t/c from root to tip can provide lighter wing for
given parasite drag.
Faculty of Engineering & Technology
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CL
CD
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CL
CD
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Sweep angle
Improves the wing aerodynamic features (lift, drag, pitching
moment) at transonic, supersonic and hypersonic speeds
by delaying the compressibility effects.
Adjusting the aircraft C.G
Improves static lateral stability, but destroys elliptic loading
Impacting longitudinal and directional stability.
Increasing pilot view (especially for fighter pilots).
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
Note : Transport planes fly at M = 0.85 and normally use 10-11% t/c Sweep in
the range 30-35 deg
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
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Cons :
Structural Complexity
High local Cl (additional) outboard
Reduced Reynolds number outboard
Poor Stall Characteristics Possible
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C L a0 a a i const
Integrate
C L a0 a L const
peAR
a a const
CL 0
a
1 0
peAR
a0
dC L
a
a
da
1 0
peAR
Substitute definition of ai
Solve for CL
Differentiate CL with respect to a to find lift
slope for finite wing
Note: Equation is in radians
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
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CL CD various A/c
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Faculty
Engineering
& Technology
M. S. of
Ramaiah
University
of Applied Sciences
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Session Summary
In this session the following topics were dealt with :
Wing loading (W/S) and its choice based on
different performance requirements
Planform design and its dependence on various
design elements
Wing cross-section (airfoil) selection
High lift devices and their use.
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Thank you !
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WING LOADING (W/S), SPAN LOADING (W/b) AND ASPECT RATIO (b2/S)
W W b
b S AR
D0 q SC D , 0
1 W
Di
peq b
2
Di 1 W
1
D0 peq b q SC D , 0
S
W
W
S
b2
b2S
S
Di
1
D0 peq2 C D , 0
Faculty of Engineering & Technology
AR
S
W
AR
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