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World Academy of Science, Engineering and Technology
International Journal of Mechanical, Aerospace, Industrial, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014
Diagnostic Investigation of Aircraft Performance atDifferent Winglet Cant Angles
Dinesh M., Kenny Mark V., Dharni Vasudhevan Venkatesan, Santhosh Kumar B., Sree Radesh R., V. R. Sanal Kumar
The induced drag is a different type of drag. It is caused by the
AbstractÐComprehensive numerical studies have been carriedpressure imbalance at the tip of a finite wing between its upper
out to examine the best aerodynamic performance of subsonic aircraft(pressure side) and lower (suction side) surfaces. That
at different winglet cant angles using a validated 3D k-w SST model.imbalance is necessary in order to produce a positive lift force.
In the parametric analytical studies NACA series of airfoils are Ho
ever, near the tip the high pressure air from the lo
er sideselected. Basic design of the inglet is selected from the lite
rature4 and flo features of the entire ing including the inglet tip effects
tends to move up ards, here the pressure is lo er, causing60 have been examined ith different cant angles varying from 150 to the streamlines to curl (see Fig. 1). This three-dimensional00 0 00 60 at different angles of attack up to 14 . We have observed, among
motion leads to the formation of a vortex, hich alters the
01 0/ the cases considered in this study that a case, ith 15 cant angle the
flo
field and induces a velocity component in the do
n
ardnoi aerodynamics performance of the subsonic aircraft during takeofft
direction at the ing, called do n ash [2]-[4]. The induceda 0c as found better up to an angle of attack of 2.8 and further itsi
lflo pattern causes the relative velocity to cant do n ards at
b performance got diminished at higher angles of attack. AnalysesuP 00 each airfoil section of the ing, thus reducing the apparent/ further revealed that increasing the
inglet cant angle from 15 to 60gr
angle of attack. The lift vector is tilted back ards and a force
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o. at higher angles of attack could negate the performance deteriorationtes and additionally it could enhance the peak C /C on the orderof component in the direction of the drag appears, called induceda L D 3.5%. The investigated concept of variable-cant-angle inglets drag. Reducing the size of this tip vortex and minimizing the41 appears to be a promising alternative for improving the aerodynamic0
induced drag is of great importance for the modern aircraft2, efficiency of aircraft.2
designers. For this purpose designers developed the
inglet1:o
concept. Winglets are specially designed extensions adjustedN, Key
ordsÐAerodynamic efficiency, Cant-angle, Drag8
to the
ingtip that alter the velocity and pressure field and
: reduction, Flexible Winglets.lo
reduce the induced drag term, thus increasing aerodynamicV
gefficiency.
ni I. INTRODUCTIONree
n HE main purpose of any inglet is to improve the aircraftign Tperformance by reducing its drag [1]-[25]. The termE
la inglet as previously used to describe an additional liftingcina surface on an aircraft. Wingtip devices are usually intended to
hce improve the efficiency of fixed-
ing aircraft [1]. There areM
d several types of ingtip devices, and although they function innae different manners, the intended effect is al ays to reduce thec
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a aircraft's drag by partial recovery of the tip vortex energy.psor Wingtip devices can also improve aircraft handling
eA, characteristics and enhance safety. Such devices increase thexed effective aspect ratio of a
ing
ithout materially increasing
nIe the ingspan. Note that an extension of span ould reduce the
Fig. 1 Demonstrating the tip vortex of a fixed
ing aircraftcne lift-induced drag, but ould increase parasitic drag and ould
ic
S require boosting the strength and
eight of the
ing.Bourdin et al. [5] reported that the investigated concept oflan It is ell kno n that any sort of body exposed in a viscous
variable-cant-angle inglets appears to be a promisingoita flo experiences profile drag, hether it produces lift or not.
alternative to conventional control surfaces such as ailerons,nr
etelevators, and rudders as far as basic maneuvers are
nI
Dinesh as an undergraduate student of Aeronautical Engineering, concerned. The concept consists of a pair of
inglets
ithKumaraguru College of Technology, Coimbatore ± 641 049, Tamil Nadu,
adjustable cant angle, independently actuated and mounted atIndia; (e-mail: [email protected]).
Kenny Mark, Dharni Vasudhevan, Santhosh Kumar, and Sree Radesh arethe tips of a baseline flying ing. A potential application for
Undergraduate Students of Mechanical Engineering, Kumaraguru College ofthe adjustable inglets ould be for surveillance aircraft, forTechnology, Coimbatore ± 641 049, India (Phone: +91-9894467086, e-
hich enhanced lo -speed maneuverability is required. Notemail:[email protected],[email protected],[email protected], [email protected]).
that deflecting a
inglet
hen the
ing is flying near its stallSanal Kumar is Professor and Aerospace Scientist and currently ith th
e angle is unlikely to cause the ing to stall (in contrast to thedepartment of Aeronautical Engineering, Kumaraguru College of Technology,
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effect of an aileron). Hence, variable cant-angle inglets canCoimbatore ± 641 049, Tamil Nadu, India; (Corresponding Author, ph
one: be used for effective lo -speed roll control (instead of spoilers+91 ± 938 867 9565; + 91 ± 875 420 0501, e-mail:[email protected]).
International Scholarly and Scientific Research & Innovation 8(12) 20142052 scholar. aset.org/1999.8/10000064
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World Academy of Science, Engineering and Technology
International Journal of Mechanical, Aerospace, Industrial, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014
hich are traditionally preferred to ailerons in that flightbe close to its optimal efficiency. Fig. 3 found in literature isregime).
reproduced here
ith for a critical revie
. It sho
s that lo
est
total drag is at a particular airspeed. Note that Pilots ill use
this speed to maximize the gliding range in case of an engine
failure. Ho ever, to maximize gliding endurance, aircraft's
speed should be at the point of minimum power, which occurs
at lower speeds than minimum drag.
Fig. 2 Front view of a fixed wing aircraft with fixed winglet460 Fig. 2 shows the front view of a typical aircraft with winglet000 at fixed cant angle. Numerical and experimental studies01/n conducted by the earlier investigators on a flying wing
oit configuration showed that adjustable winglets enable controlacil moments about multiple axes, forming a highly coupled flightbuP
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Md patented the first functional winglets in 1910. Somerville
vortex to an apparent thrust. This small contribution can benae installed the devices on his early biplane and monoplane
worthwhile over the aircraft s lifetime, provided the benefitcap designs. Wingtip devices increase the lift generated at the
offsets the cost of installing and maintaining the winglets.so wingtip (by smoothing the airflow across the upper wing nearr
Another potential benefit of winglets is that they reduce theeA, the tip) and reduce the lift-induced drag caused by wingtip
strength of wingtip vortices, which trail behind the plane andxe vortices, improving lift-to-drag ratio. This increases fuel
pose a hazard to other aircraft. Minimum spacing requirementsdn
Ie efficiency in powered aircraft and increases cross-countrybetween aircraft operations at airports is largely dictated by
cn speed in gliders, in both cases increasing range [1].
these factors. Aircraft are generally classified by weighteic The literature review reveals that the United States AirS
because the vortex strength grows with the aircraft lift
l
a Force studies could come up with the improvement in fuelncoefficient, and thus, the associated turbulence is greatest at
oit efficiency, which correlates directly with the causal increase ina
low speed and high weight.nre the aircraft s lift-to-drag ratio. In flight, induced drag resultst
The drag reduction permitted by winglets can also reduce
nI from the need to maintain lift. It is greater at lower speeds
the required takeoff distance [8]. Winglets and wing fences
where a high angle of attack is required. As speed increases,also increase efficiency by reducing vortex interference withthe induced drag decreases, but parasitic drag increases
laminar airflow near the tips of the wing [7], by moving thebecause the fluid is striking the object with greater force, and
confluence of low-pressure (over wing) and high-pressure
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is moving across the object s surfaces at higher speed. As(under wing) air away from the surface of the wing. Wingtip
speed continues to increase into the transonic and supersonicvortices create turbulence, originating at the leading edge ofregimes, wave drag enters the picture. Each of these drag
the wingtip and propagating backwards and inboard. Thiscomponents changes in proportion to the others based on the
turbulence delaminates the airflow over a small triangularspeed. The combined overall drag curve therefore shows a
section of the outboard wing, which destroys lift in that area.minimum at some airspeed; an aircraft flying at this speed will
The fence/winglet drives the area where the vortex forms
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International Journal of Mechanical, Aerospace, Industria
l, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014
uppward away ffrom the wingg surface, sinnce the centerr of the benefits for corrporate travell. In addition to factory-innstalled
reesulting vortexx is now at tthe tip of thee winglet. Thheseare wiinglets on neew aircraft, aftermarket vendors devveloped
suuccinctly reported in the opeen literature [ 1]-[25].rettrofit kits, forr popular jets and turboprops, to improvve both
aerrodynamics annd appearancee. Winglets beecame so popuular on
TTABLE ISPECIFICAATIONS OF WINGthiis class of airrcraft that thee Dassault Grroup, whose FFrenc
h
designers resistted applying them on theeir Falcon linee untilSl. No. Description Dimension
reccently, were fforced to run aa contrarian mmarketing cammpaign.1 Airfoil Type NACA 0012
Off late Cessna disclosed to ttest a new wingtip device called
2 Wing Type Swept Back0
Ellliptical Wingllets, which arre designed too increase rannge and3 Sweep Angle 32.434 Wing Span 22 cm
inccrease payloaad on hot annd high depaartures. It hass been5 Taper Ratio 0.292553
revvealed througgh this literatture review thhat winglet ddesigns
6 Aspect Ratio 3.62139
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muust be optimizzed to be ablee to get maximmum benefits during
27 Wing Area 133.65 cm
cruuise and non-ccruise flight cconditions; and for that 3D design8. Maximum Chordd 9.4 cm
opptimization is inevitable. TTherefore, 3DD numerical studies9. Minimum Chordd 2.75 cm
4haave been carrried out for examining the possibilitties
of600 TABLE II
inccreasing the aaerodynamics efficiency off a typical winng with000 SPECIFICATTIONS OF WINGLEET
vaariable-cant-anngle winglets.1/no Sl. No. Descripption Dimenssion
ita 1 Winglet Type Blended WWingletcilb 2 Winglet Span 3 cmmuP/ 3 Winglet HHeight 3 cmmgr
o 2
t. 4 Winglet Area 9.255 cmce
0 s 0
Fig. 4 Physical model of a wwing with wingllet Cant-Angle 15a 5 Winglet Sweeep Angle 47.299w
4 6 Winglet Tapper Ratio 0.109
10 7 Maximumm Chord 2.75 ccm2
, 8 Minimumm Chord 0.3 cmm21:o
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N
, Aircraft suchh as the Airbuus A340 and the Boeing 7747-4008:l usse winglets. OOther designs such as soome versions of theoVg Boeing 777 andd the Boeing 7747-8 omit thhem in favor oof rakednir wwingtips. Largee winglets suuch as those seen on Boeiing 737eeni aiircraft equippeed with blendeed winglets arre most usefull duringgnE shhort-distance flights, wherre increased climb perfoormance
lac offfsets increaseed drag. Notte that the raaked wingtipss are a
ina feeature on somee Boeing airlinners, where thhe tip of the wwing hashce a higher degreee of sweep thaan the rest of the wing. Thee statedM
d puurpose of this additional feaature is to impprove fuel effficiencyna
e annd climb perfoformance, andd to shorten taakeoff field length. It
ca
p dooes this in much the saame way thaat winglets do,byso
Fig. 5 3-D grid system iin the computattional domainr inncreasing thee effective aspect ratio of the winng andeA
, innterrupting haarmful wingttip vortices. This decreasses the xe
IIII. NUMERICAL METHODOOLOGYd ammount of lift--induced dragg experiencedd by the aircraft. InnIe testing by Boeeing and NAASA, raked wwingtips havve been
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Numerical simmulations havve been carrieed out with thhe helpcne shhown to reduuce drag by aas much as 55.5%, as oppoosed to
of f a steady 3DD, double precision, pressuure-based, SSST k-wicS immprovements of 3.5% to 44.5% from coonventional
ingletsturrbulence moddel. This moddel uses a coontrol-volume based
lan [99]. While an eequivalent incrrease in
inggspan
ould bbe moretecchnique to coonvert the gooverning equuations to alggebraic
oita efffective than aa inglet of thhe same lengtth, the bendinng force
eqquations. The viscosity is determined ffrom the Suthherlandnret beecomes a greaater factor. AA three-foot
inglet has thhe same forrmula. The iing geometricc variables andd material proopertiesn
I beending force as a one-foot increase in span, yet givves thearee kno n a priori . Initiial all temmperature andd
inletsaame performannce gain as a t o-foot ingg span increasse [10].temmperature aree specified. AAt the exit, far field bouundary
Foor this reason,, the short-rannge Boeing 7887-3 design caalled forcondition is preescribed. At tthe solid allls no-slip bouundary
inglets insteaad of the rakeed ingtips ffeatured on alll othe
r condition is impposed. The Coourant-Friedricchs-Le y nummber is7887 variants.chhosen as 1.0 inn all of the computations. TThe turbulent kinetic
Winglets aree also appliedd to several oother business jets to ennergy and the specific dissippation rate aree taken as 0.88. Idealreeduce take-offff distance, ennabling operaation out of smallergaas
as selectedd as the
orkiing fluid. Inlett velocity is taaken asseecondary airports, and alloo ing higher cruise altituudes for55.55 m/s, ithh turbulence iintensity of 5 %. Tables I and I
Iovverflying bad
eather, bothh of
hich are valuable operrationalshoo the geommetric detailss of the inng and the inglet
considered in thhis study. Fig. 4 sho s the pphysical modeel of an
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l, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014
0aircraft
ing
ith 15
inglet cant angle. Fig. 5 sho
s the 3Dgrid system in the computational domain. Grid are selectedafter a detailed grid refinement history (Cells: 140144, Faces:929653, Nodes: 780461). The grids are clustered near the solid
alls using suitable stretching functions. Orthogonal Qualityranges from 0 to 1, here values close to 0 correspond to lo quality. Minimum orthogonal quality
as 7.28711 E-01 andmaximum aspect ratio as 2.60710 E+01.
IV. RESULTS AND DISCUSSION
It is
ell kno
n that
inglets application is one of the mostFig. 8 Comparison of aerodynamic performance (C /C ) at different
L D
noticeable fuel economic technologies on aircraft. The angles of attack
ithout and
ith
inglet at different cant anglesdiagnostic investigation reveals that the inglet designs must
Fig. 6 sho s the comparison of lift coefficient (C ) atbe optimized to be able to get maximum benefits during cruise
L4
different angles of attack ithout and ith inglet orienting at6 and non-cruise flight conditions. In this paper comprehensive0
0 0 0 0
0 four different cant angles viz., 15 , 30 , 45 and 60 . It is0 numerical studies have been carried out to examine the best0
00
evident from Fig. 6 that a case
ith cant angle 60 is giving the1 aerodynamic performance of subsonic aircraft at different/n
highest coefficient of lift at various angles of attack (0-14).
o
inglet cant angles using a validated 3D k-w SST model. Inita
Nevertheless, as evident in Fig. 7, this trend is not seen hileci the parametric analytical studies NACA series of airfoils arelb
comparing the drag coefficient (C ) at different angles of
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u selected. Basic design of the inglet is selected from theD
P0
/g literature and flo
features of the entire
ing including the tipattack. One can discern from Fig. 7 that a case ith 60 c
antro.
0 0t effects have been examined
ith different cant angles varyingangle CD is relatively high up to 2.8 than a case ith 15 c
antes
0a 0 0 0
angle and further it diminishes up to 12 angle of attack and
from 15 to 60 at different angles of attack up to 14 .4
again it increases due to change in flo
features. These10
2
variations are corroborated ith C /C curves, hich are,
L D21
sho n in Fig. 8. It is evident from Fig. 8 that aerodynamic:oN
0
, performance of an aircraft ith inglet at a cant angle of 158
0
:l
is giving better performance up to an angle of attack 2.8andoV
0g
further a case
ith
inglet cant angle of 60 is giving betterni
performance due to the change in overall flo features and thereen
corresponding drag coefficient variation as discussed in the
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ign
previous session. Fig. 9 sho s the reference plane taken forE
la
generating numerical results for comparison. Figs. 10-17 sho cin
the pressure and velocity contours corresponding to theahce
reference plane sho
n in Fig. 9 at t
o different cant anglesMd
and various angles of attack.nae Fig. 6 Comparison of lift coefficient (CL) at different angles of attack
In the parametric analytical studies NACA series of airfoilsca ithout and ith inglet at four different cant angles
are selected. Basic design of the inglet is selected from thepsor
literature and flo features of the entire ing including the tipeA,
effects have been examined ith different cant angles varying
x 0 0 0e
from 15 to 60 at different angles of attack up to 14 . We havednIe
observed, among the cases considered in this study that a casec
0n
ith 15 cant angle the aerodynamics performance of the
eic
0S
subsonic aircraft during takeoff
as found better up to 2.8lan
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angles of attack and further its performance got diminished atoita
higher angles of attack. Analyses further revealed thatnr
0 0e
increasing the
inglet cant angle from 15 to 60 at highertnI
angles of attack could negate the performance deterioration
and additionally it could enhance the peak value of C /C on
L D
the order of 3.5 %. A
inglet's main purpose is to improve
performance by reducing drag. To understand how this is
done, it is first necessary to understand the distinction betweenFig. 7 Comparison of drag coefficient (CD) at different angles of
attack without and with winglet at four different cant anglesprofile drag and induced drag. Profile drags is a consequence
of the viscosity, or stickiness, of the air moving along the
surface of the airfoil, as well as due to pressure drag (pressure
forces acting over the front of a body not being balanced by
those acting over its rear). As a wing moves through viscous
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aiir, it pulls somme of the air along with it,, and leaves ssome ofthhis air in motioon. Clearly, it takes energy to set air in mmotion.
0
(d) Anglee of attack = 6
Fig. 9 The selected refereence plane for reesults generatioon
46000001
/noitacilbuP/
gro.tesaw
4
102
,21
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:o
0N
(e) Anglee of attack = 8, 0
8 (a) Anglee of attack = 0:
00l
Fig. 10 (a)-(ee) Pressure conttours (Pascal) aat cant angle 15 atoVg
symmmetry plane withh different anglees of attacknir
een
ignE
lacinahc
eM
dna
ecapso
re
A
,x
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ed
n
I00
e (b) Anglee of attack = 20
c(a) Anglee of attack = 0
neic
S
lanoi
tanretnI
0(c) Anglee of attack = 4
0
(b) Anglee of attack = 2
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00
(c) Anglee of attack = 4(b) Anglee of attack = 2
4600
0001/noitacil
buP/gro.tesaw
410
2
,
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21 00: (d) Anglee of attack = 6
oN
0
,(c) Anglee of attack = 4
8:lo
V
gniree
nignE
lacinah
ceM
dna
ecaps
ore
Ax, (e) Anglee of attack = 80
0e
(d) Anglee of attack = 6d
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n 0I Fig. 11 (a)-(e) Pressure conntours (Pascal) aat cant angle 155 at
ec refereence plane withh different anglees of attackneicS
lanoitanretnI
0
(e) Anglee of attack = 8
00
Fig. 12 (a)-(ee) Pressure conttours (Pascal) aat cant angle 60at
(a) Anglee of attack = 00symmmetry plane withh different anglees of attack
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(a) Anglee of attack = 000
(e) Anglee of attack = 8
004
Fig. 13 (a)-(ee) Pressure conttours (Pascal) aat cant angle 60 at60
refereence plane with different anglees of attack
000
01/noitac
ilbuP/gro.tes
aw
4102
,2
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1
:oN, (b) Anglee of attack = 2008:loV
g0
n(a) Anglee of attack = 0
ire
enig
nE
lacinahceM
dna
ecapsore
A
,
x
ed (c) Anglee of attack = 40
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nI
e
cn
0e
(b) Anglee of attack = 2icS
lanoitan
retnI
(d) Anglee of attack = 600
0
(c) Anglee of attack = 4
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(d) Angle of attack = 600
(c) Angle of attack = 4
460000
01/noitacilbu
P/gro.tesaw
4
1
0
2
, 021 (e) Angle of attack = 8
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nI
eFig. 15 (a)-(e) Velocity contours (meters per second) at cant angl
ec (a) Angle of attack = 00
0n
15 at reference plane with different angles of attackeicS
lanoitan
retnI
0(b) Angle of attack = 20
(a) Angle of attack = 0
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00(b) Anglee of attack = 2
0
(a) Anglee of attack = 0
460000
01/noitacilbu
P/gro.tesaw
4
102
,2 01 (c) Anglee of attack = 4
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:oN
0,
(b) Anglee of attack = 28:lo
V
gnireenig
nE
lacinahceM
dna
ecap
so
re
A
, 00x (d) Anglee of attack = 6
0e
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(c) Anglee of attack = 4dnI
ecneicS
lanoitanre
tnI
0(e) Anglee of attack = 8
0Fig. 16 (a)-(e) VVelocity contouurs (meters per second) at cantt angle
(d) Anglee of attack = 6
060 at syymmetry plane wwith different aangles of attack
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REFEERENCES
[1] Faye, R.; Lapprete, R. Winter,, M. "Blended WWinglets" Aero , No. 17,
Boeing, Januaary 2002.
[2] J.D. Andersonn, Fundamentalss of Aerodynammics, McGraw-Hiill, New
York, 2011.
[3] D. McLean, Understanding Aerodynamics AArguingfrom thhe Real
Physics, Wileyy-Blackwell, Chicchester, 2013.
[4] P. Panagiotoou, P. Kaparos, K. Yakinthos, Winglet desiggn and
optimization ffor a MALE UAAV using CFD, Aerospace Scieence and
Technology, VVol.39, Decemberr 2014, pp. 190±2205.
[5] P. Bourdin, A. Gatto, and M. II. Friswell. "Airccraft Control via Variable
Cant-Angle WWinglets", Journal of Aircraft, VVol. 45, No. 2, 20008, pp.
414-423.
[6] Langevin, G. S. and Overbeey, P., ªTo Reaality: Winglets,ºº NASA
Langley Reseaarch Center, Octoober 17, 2003.
[7] Bargsten, Claayton J.; Gibsoon, Malcolm T.., NASA Innovaation in
0Aeronautics: SSelect Technologgies That Have SShaped
Modern AAviation,(e) Anglee of attack = 8
NASA/TM-20 111-216987. Natioonal Aeronauuticsand Space
4Administrationn. August 2011, ppp. 15±21.
6 Fig. 17 (a)-(e) VVelocity contouurs (meters per second) at cantt angle 00 0
[8] M. Young, The Technical Writers Handboook.
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Mill Valleey, CA:0 60 at reeference plane wwith different anngles of attack0
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The authors would like tto thank the JJoint Correspondent,April 2005.
Shhankar Vanavvarayar of Kummaraguru Colllege of Technnology,[255] Phil Croucherr, Jar Professioonal Pilot Studiees.
Electrocutionn. 2005,Coimbatore, Inndia for his eextensive suppport of this rresearch
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International Scholarly and Scientific Research & Innovation 8(12) 20142061 scholar.waset.org/1999.8/10000064