----------------------- Page 1----------------------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 at

Different 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
AbstractComprehensive numerical studies have been carried
pressure 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- 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 side
selected. Basic design of the inglet is selected from the lite
rature
4
and flo features of the entire ing including the inglet tip effects
tends to move up ards, here the pressure is lo er, causing
6
0
have been examined ith different cant angles varying from 150 t
o
the streamlines to curl (see Fig. 1). This three-dimensional
0
0
0
0
0
60 at different angles of attack up to 14 . We have observed, among
motion leads to the formation of a vortex,
hich alters the
0
1
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 ard
n
o
i
aerodynamics performance of the subsonic aircraft during takeoff
t
direction at the ing, called do n ash [2]-[4]. The induced
a
0
c
as found better up to an angle of attack of 2.8 and further i
ts
i
l
flo pattern causes the relative velocity to cant do n ards at
b
performance got diminished at higher angles of attack. Analyses
u
P
0
0
each airfoil section of the
ing, thus reducing the apparent
/
further revealed that increasing the inglet cant angle from 15 to 60
g
r
angle of attack. The lift vector is tilted back ards and a force

o.

at higher angles of attack could negate the performance deterioration

t
e
s
of
a
s
4
1
0

and additionally it could enhance the peak C /C

on the order
component in the direction of the drag appears, called induced
L D
3.5%. The investigated concept of variable-cant-angle
inglet
drag. Reducing the size of this tip vortex and minimizing the
appears to be a promising alternative for improving the aerodynamic
induced drag is of great importance for the modern aircraft

2
,
2

efficiency of aircraft.
designers. For this purpose designers developed the

inglet

1
:
o
concept. Winglets are specially designed extensions adjusted
N
,
8
:

Key ordsAerodynamic

efficiency,

Cant-angle,

to the
ingtip that alter the velocity and pressure field and
reduction, Flexible Winglets.

l
o
reduce the induced drag term, thus increasing aerodynamic
V
g
efficiency.
n
i

I. INTRODUCTION
r
e
e

n
i
g
n
E

HE main purpose of any

Tperformance

by

reducing

inglet is to improve the aircraft

its

drag

[1]-[25].

The

term

l
a
c

inglet

as previously used to describe an additional lifting

i
n
a

surface on an aircraft. Wingtip devices are usually intended to

h
c
e
M
d
n
a
e
c

Drag

improve the efficiency of fixed- ing aircraft [1]. There are

several types of ingtip devices, and although they function in
different manners, the intended effect is al ays to reduce the

a
p
s
o
r

aircraft's drag by partial recovery of the tip vortex energy.

Wingtip

devices

can

also

improve

aircraft

handling

e
A
,
x
e
d

characteristics and enhance safety. Such devices increase the

effective aspect ratio of a

ing

ithout materially increasing

n
I
e
c
n
e

the ingspan. Note that an extension of span ould reduce the

Fig. 1 Demonstrating the tip vortex of a fixed ing aircraft
lift-induced drag, but ould increase parasitic drag and

ould

i
c
S

require boosting the strength and eight of the ing.

Bourdin et al. [5] reported that the investigated concept of

l
a
n

It is ell kno n that any sort of body exposed in a viscous

variable-cant-angle
inglets
appears
to be
a promising

o
i
t
a

flo experiences profile drag, hether it produces lift or not.

alternative to conventional control surfaces such as ailerons,

n
r
e
t
elevators,

and

rudders

as

far

as

basic

maneuvers

are

n
I
Dinesh
as an undergraduate student of Aeronautical Engin
eering, concerned. The concept consists of a pair of
inglets
ith
Kumaraguru College of Technology, Coimbatore 641 049, Tamil Nadu,
adjustable cant angle, independently actuated and mounted at
India; (e-mail: dineshaero555@gmail.com).
Kenny Mark, Dharni Vasudhevan, Santhosh Kumar, and Sree Radesh are
the tips of a baseline flying ing. A potential application for
Undergraduate Students of Mechanical Engineering, Kumaraguru College of
the adjustable inglets ould be for surveillance aircraft, for
Technology, Coimbatore 641 049, India (Phone: +91-9894467086, ehich enhanced lo -speed maneuverability is required. Note
mail:kennymarkv@gmail.com,vasudhevan.d@outlook.com,santhosh.dice07@
gmail.com, radesh94@gmail.com).
that deflecting a inglet hen the ing is flying near its stall
Sanal Kumar is Professor and Aerospace Scientist and currently ith th
e
angle is unlikely to cause the ing to stall (in contrast to the
department of Aeronautical Engineering, Kumaraguru College of Technology,

effect of an aileron). Hence, variable cant-angle inglets can

Coimbatore 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:
vr_sanalkumar@yahoo.co.in).

International Scholarly and Scientific Research & Innovation 8(12) 2014

scholar. aset.org/1999.8/10000064

2052

----------------------- Page 2----------------------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 flight

be close to its optimal efficiency. Fig. 3 found in literature is
regime).
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, aircrafts
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 winglet

4
6
0
0
0
0
0
1

Fig. 2 shows the front view of a typical aircraft with winglet

at

fixed

cant

angle.

Numerical

and

experimental

studies

/
n
o
i
t

conducted

by

the

earlier

investigators

on

flying

configuration showed that adjustable winglets enable control

a
c

i
l
b

moments about multiple axes, forming a highly coupled flight

u

wing

control system, which is in contrast to conventional control

g
r
o.

surfaces, which form a decoupled control system. Although

t
e
s
a
w
4
1
0
2
,
2
1
:
o

many studies have been carried out for winglets design a

Fig. 3 The typical drag curves at different airspeed
generalized geometry is still not proposed by any aircraft
designer under variable flying conditions [1]-[25]. In this
Richard Whitcomb
s research in the 1970s at NASA first
paper diagnostic investigation of aircraft performance

at

used winglet with its modern meaning referring to neardifferent winglet cant angles has been carried out to examine

N
,
8
:

vertical extension of the wing tips [7]. It has already been

the best cant angle for the winglets at variable lucrative flying

l
reported that the upward angle (or cant) of the winglet, its
o
V

conditions.
g
inward or outward angle (or toe), as well as its size and shape
n

i
r
are critical for correct performance and are unique in each
e
e
n

II. LITERATURE REVIEW

application. The wingtip vortex, which rotates around from

i
g
n

The initial concept of winglet dates back to 1897, when

below the wing, strikes the cambered surface of the winglet,

E
l
a

English engineer Frederick W. Lanchester patented wing endgenerating a force that angles inward and slightly forward,

c
i
n
a

plates as a method for controlling wingtip vortices [6]. In the

analogous

to

a sailboat sailing close

hauled.

The

winglet

h
c
e

United States, Scottish-born engineer William E. Somerville

converts some of the otherwise-wasted energy in the wingtip

M
d

patented the first functional winglets in 1910. Somerville

vortex to an apparent thrust. This small contribution can be
n
a
e

c
a
p
s
o
r

installed the devices on his early biplane and monoplane

worthwhile over the aircraft
s lifetime, provided the benefit
designs. Wingtip devices increase the lift generated at the
offsets the cost of installing and maintaining the winglets.
wingtip (by smoothing the airflow across the upper wing near
Another potential benefit of winglets is that they reduce the

e
A
,
x
e

the tip) and reduce the lift-induced drag caused by wingtip

strength of wingtip vortices, which trail behind the plane and
vortices,
improving lift-to-drag
ratio. This
increases fuel
pose a hazard to other aircraft. Minimum spacing requirements

d
n
I
e
c
n

efficiency in powered aircraft and increases cross-country

between aircraft operations at airports is largely dictated by
speed in gliders, in both cases increasing range [1].
these factors. Aircraft are generally classified

by

weight

e
i
c

The literature review reveals that the United States Air

S
because

the

vortex

strength

grows

with

the aircraft lift

l
a
n

Force studies could come up with the improvement in fuel

coefficient, and thus, the associated turbulence is greatest at

o
i
t

efficiency, which correlates directly with the causal increase in

a
low speed and high weight.

n
r
e
t

the aircraft
s lift-to-drag ratio. In flight, induced drag results

The drag reduction permitted by winglets can also reduce

n
I

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 with
the induced drag decreases, but parasitic drag increases
laminar airflow near the tips of the wing [7], by moving the
because the fluid is striking the object with greater force, and
confluence of low-pressure (over wing) and high-pressure

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 supersonic
vortices create turbulence, originating at the leading edge of
regimes, wave drag enters the picture. Each of these drag
the wingtip and propagating backwards and inboard. This
components changes in proportion to the others based on the
turbulence delaminates the airflow over a small triangular
speed. 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

International Scholarly and Scientific Research & Innovation 8(12) 2014

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----------------------- Page 3----------------------World Academy of Scienc

e, Engineering and Technology
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-innstalle
d
are

reesulting vortexx is now at tthe tip of thee winglet. Thhese

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 I
SPECIFICAATIONS OF WING
thiis class of airrcraft that thee Dassault Grroup, whose FFrenc

h
designers resistted applying them on theeir Falcon linee until
Sl. 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 Back
0
Ellliptical Wingllets, which arre designed too increase rannge and
3
Sweep Angle
32.43
4
Wing Span
22 cm
inccrease payloaad on hot annd high depaartures. It hass been
5
Taper Ratio
0.292553
revvealed througgh this literatture review thhat winglet ddesigns
6

Aspect Ratio

3.62139

muust be optimizzed to be ablee to get maximmum benefits during

2
7
Wing Area
133.65 cm
cruuise and non-ccruise flight cconditions; and for that 3D design
8.
Maximum Chordd
9.4 cm
opptimization is inevitable. TTherefore, 3DD numerical studies
9.
Minimum Chordd
2.75 cm
4
haave
of
6
0
0
0
0
0

been

carrried

out

for

examining the

possibilitties

TABLE II
inccreasing the aaerodynamics efficiency off a typical winng with
SPECIFICATTIONS OF WINGLEET
vaariable-cant-anngle winglets.

1
/
n
o

Sl. No.

Descripption

Dimenssion

i
t
a

Winglet Type

Blended WWingle

Winglet Span

3 cmm

Winglet HHeight

3 cmm

t
c
i
l
b
u
P
/
g
r
o
t.
e

2
4

Winglet Area

9.255 cmc
0

s
a
w

0
Fig. 4 Physical model of a wwing with wingllet Cant-Angle 15
5
Winglet Sweeep Angle
47.299

1
0
2

Maximumm Chord

2.75 ccm

Minimumm Chord

0.3 cmm

,
2
1
:
o

Winglet Tapper Ratio

0.109

N
,
8
:
l

Aircraft suchh as the Airbuus A340 and the Boeing 7747-400

usse winglets. OOther designs such as soome versions of the

o
V
g
n

Boeing 777 andd the Boeing 7747-8 omit thhem in favor oof raked

i
r
e
e
n
i

wwingtips. Largee winglets suuch as those seen on Boeiing 737

aiircraft equippeed with blendeed winglets arre most usefull during

g
n

shhort-distance

flights,

wherre

increased

climb

perfoormance

l
a
c

offfsets increaseed drag. Notte that the raaked wingtipss are a

i
n
a

feeature on somee Boeing airlinners, where thhe tip of the wwing has

h
c
e

a higher degreee of sweep thaan the rest of the wing. Thee stated

M
d

puurpose of this additional feaature is to impprove fuel effficiency

n
a
e
c
a

annd climb perfoformance, andd to shorten taakeoff field length. It

p
by
s
o

dooes

r
nd
e
A
,

this

in

much

the

saame

way

thaat

winglets

do,

Fig. 5 3-D grid system iin the computattional domain

thee effective
aspect
ratio of
the winng

inncreasing

innterrupting

haarmful

wingttip

vortices.

This

decreasses

the

x
e
IIII. NUMERICAL METHODOOLOGY
ammount of lift--induced dragg experiencedd by the aircraft. In

d
n
I
e

testing by Boeeing and NAASA, raked wwingtips havve been

Numerical simmulations havve been carrieed out with thhe help

c
n
e

shhown to reduuce drag by aas much as 55.5%, as oppoosed to

of f a steady 3DD, double precision, pressuure-based, SSST k-

i
c
S

immprovements of 3.5% to 44.5% from coonventional

inglets
turrbulence moddel. This moddel uses a coontrol-volume based

l
a
n

[99]. While an eequivalent incrrease in inggspan ould bbe more

tecchnique to coonvert the gooverning equuations to alggebraic

o
i
t
a

efffective than aa inglet of thhe same lengtth, the bendinng force

eqquations. The viscosity is determined ffrom the Suthherland

n
r
e
t

beecomes a greaater factor. AA three-foot

inglet has thhe same
forrmula. The iing geometricc variables andd material prooperties

n
I
beending force as a one-foot increase in span, yet givves the
aree kno n
a priori . Initiial all temmperature
andd
inlet
saame 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 for
condition is preescribed. At tthe solid allls no-slip bouundary
r

inglets insteaad of the rakeed ingtips ffeatured on alll othe

condition is impposed. The Coourant-Friedricchs-Le y nummber is
7887 variants.
chhosen as 1.0 inn all of the computations. TThe turbulent kinetic
Winglets aree also appliedd to several oother business jets t
ennergy and the specific dissippation rate aree taken as 0.88. Ideal
reeduce take-offff distance, ennabling operaation out of smaller
gaas as selectedd as the orkiing fluid. Inlett velocity is taaken as
seecondary airports, and alloo ing higher cruise altituudes for
55.55 m/s,
ithh turbulence iintensity of 5 %. Tables I and I

I
ovverflying bad eather, bothh of hich are valuable operrational
shoo the geommetric detailss of the inng and the
inglet
considered in thhis study. Fig. 4 sho s the pphysical modeel of an

International Scholarly and Scientific Research & Innovation 8(12) 2014

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----------------------- Page 4----------------------World Academy of Science
, Engineering and Technology
International Journal of Mechanical, Aerospace, Industria

l, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014

0
aircraft ing ith 15 inglet cant angle. Fig. 5 sho s the 3D
grid system in the computational domain. Grid are selected
after a detailed grid refinement history (Cells: 140144, Faces:
929653, Nodes: 780461). The grids are clustered near the solid
alls using suitable stretching functions. Orthogonal Quality
ranges from 0 to 1, here values close to 0 correspond to lo
quality. Minimum orthogonal quality
as 7.28711 E-01 and
maximum aspect ratio as 2.60710 E+01.
IV.

RESULTS AND DISCUSSION

It is ell kno n that inglets application is one of the most

Fig. 8 Comparison of aerodynamic performance (C /C ) at different
L

noticeable
fuel economic
technologies
on aircraft.
angles of attack ithout and ith inglet at different cant angles
diagnostic investigation reveals that the inglet designs must

Th

Fig. 6 sho s the comparison of lift coefficient (C ) at

be optimized to be able to get maximum benefits during cruise
L
4
6
0

different angles of attack ithout and ith inglet orienting at

and non-cruise flight conditions. In this paper comprehensive
0

0
four different cant angles viz., 15 , 30 , 45

and 60 . It i

s
0
0

numerical studies have been carried out to examine the best

0

0
1

evident from Fig. 6 that a case ith cant angle 60 is giving the
aerodynamic performance of subsonic aircraft at different

/
n
highest coefficient of lift at various angles of attack (0-14).
o
i
t
a

inglet cant angles using a validated 3D k- SST model. In

Nevertheless, as evident in Fig. 7, this trend is not seen hile

c
i
l
b

the parametric analytical studies NACA series of airfoils are

comparing the drag coefficient (C ) at different angles of

selected. Basic design of the

inglet is selected from the

D

P
0
/
g

literature and flo features of the entire ing including the tip
attack. One can discern from Fig. 7 that a case ith 60

ant
r
o.
0
effects have been examined ith different cant angles varying
angle CD is relatively high up to 2.8 than a case ith 15

0
c

ant
e
s
0
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 .

a
4

again it increases due to change in flo

features. These

1
0
2
variations

are corroborated

ith

C /C

curves,

hich

are

,
L D
2
1
sho n in Fig. 8. It is evident from Fig. 8 that aerodynamic
:
o
N
0
,
performance of an aircraft ith inglet at a cant angle of 15
8
0
:
l
is giving better performance up to an angle of attack 2.8
and
o
V
0
g
further a case

ith

inglet cant angle of 60

is giving bet

ter
n
i
performance due to the change in overall flo

features and the

r
e
e
n
corresponding drag coefficient variation as discussed in the

i
g
n
previous session. Fig. 9 sho s the reference plane taken for
E
l
a
generating numerical results for comparison. Figs. 10-17 sho
c
i
n
the

pressure

and

velocity

contours

corresponding

to

the

a
h
c
e
reference plane sho n in Fig. 9 at t o different cant angles
M
d
and various angles of attack.
n
a
e

Fig. 6 Comparison of lift coefficient (CL) at different angles of attack

In the parametric analytical studies NACA series of airfoils

c
a

ithout and ith inglet at four different cant angles

are selected. Basic design of the inglet is selected from the

p
s
o
r
literature and flo features of the entire ing including the tip
e
A
,
effects have been examined

ith different cant angles varying

x
0

e
from 15 to 60 at different angles of attack up to 14 . We have
d
n
I
e
observed, among the cases considered in this study that a case
c
0
n
ith 15

cant angle the aerodynamics performance of the

e
i
c
0
S
subsonic aircraft during takeoff
l
a
n

as found better up to 2.8

angles of attack and further its performance got diminished at

o
i
t
a
higher

angles

of

attack.

Analyses

further

revealed

hat
n
r
0

e
increasing the

inglet cant angle from 15

to 60

at hig

her
t
n
I
angles of attack could negate the performance deterioration
and additionally it could enhance the peak value of C /C

on
L

the order of 3.5 %. A

inglets main purpose is to improve

performance by reducing drag. To understand how this is

done, it is first necessary to understand the distinction between

Fig. 7 Comparison of drag coefficient (CD) at different angles of
attack without and with winglet at four different cant angles
profile 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

International Scholarly and Scientific Research & Innovation 8(12) 2014

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International Journal of Mechanical, Aerospace, Industri
al, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014

aiir, it pulls somme of the air along with it,, and leaves ssome of
thhis 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
4
6
0
0
0
0
0
1
/
n
o
i
t
a
c
i
l
b
u
P
/
g
r
o
.
t
e
s
a
w
4
1
0
2
,
2
1

:
o
0
N
(e) Anglee of attack = 8
0
(a) Anglee of attack = 0

,
8
:
00
l

Fig. 10 (a)-(ee) Pressure conttours (Pascal) aat cant angle 1

5 at
o
V
g
symmmetry plane withh different anglees of attack
n
i
r
e
e
n
i
g
n
E
l
a
c
i
n
a
h
c
e
M
d
n
a
e
c
a
p
s
o
r
e

A
,
x

e
d
n
I
00
e

(b) Anglee of attack = 2

0

c
(a) Anglee of attack = 0
n
e
i
c
S
l
a
n
o
i
t
a
n
r
e
t
n
I

0
(c) Anglee of attack = 4
0
(b) Anglee of attack = 2

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International Journal of Mechanical, Aerospace, Industri
al, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014

0
0
(c) Anglee of attack = 4
(b) Anglee of attack = 2

4
6
0
0
0
0
0
1
/
n
o
i
t
a
c
i
l
b
u
P
/
g
r
o
.
t
e
s
a
w
4
1
0
2
,

2
1
:

00
(d) Anglee of attack = 6

o
N
0
,
(c) Anglee of attack = 4
8
:
l
o
V
g
n
i
r
e
e
n
i
g
n
E
l
a
c
i
n
a
h
c
e
M
d
n
a
e
c
a
p
s
o
r
e
A
x,

(e) Anglee of attack = 80

0

e
(d) Anglee of attack = 6
d

Fig. 11 (a)-(e) Pressure conntours (Pascal) aat cant angle 155 at

e
c
n
e

refereence plane withh different anglees of attack

i
c
S
l
a
n
o
i
t
a
n
r
e
t
n
I

0
(e) Anglee of attack = 8

00
Fig. 12 (a)-(ee) Pressure conttours (Pascal) aat cant angle 60
at
(a) Anglee of attack = 00
symmmetry plane withh different anglees of attack

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(a) Anglee of attack = 00

0
(e) Anglee of attack = 8

00
4
Fig. 13 (a)-(ee) Pressure conttours (Pascal) aat cant angle 6
0 at
6
0
refereence plane with different anglees of attack
0
0
0
0
1
/
n
o
i
t
a
c
i
l
b
u
P
/
g
r
o
.
t
e
s
a
w
4
1
0
2
,
2

1
:
o
N,
8
:
l
o
V

(b) Anglee of attack = 200

g
0
n
(a) Anglee of attack = 0
i
r
e
e
n
i
g
n
E
l
a
c
i
n
a
h
c
e
M
d
n
a
e
c
a
p
s
o
r
e
A
,

x
e
d

(c) Anglee of attack = 40

n
I
e
c
n
0
e
(b) Anglee of attack = 2
i
c
S
l
a
n
o
i
t
a
n
r
e
t
n
I

(d) Anglee of attack = 600

0
(c) Anglee of attack = 4

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al, Mechatronic and Manufacturing Engineering Vol:8, No:12, 2014

(d) Angle of attack = 60

0
(c) Angle of attack = 4

4
6
0
0
0
0
0
1
/
n
o
i
t
a
c
i
l
b
u
P
/
g
r
o
.
t
e
s
a
w
4
1
0
2
,
2
1

0
(e) Angle of attack = 8

:
o
(d) Angle of attack = 60
Fig. 14 (a)-(e) Velocity contours (meters per second) at cant angle
0
15 at symmetry plane with different angles of attack

N,
8
:
l
o
V
g
n
i
r
e
e
n
i
g
n
E
l
a
c
i
n
a
h
c
e
M
d
n
a
e
c
a
p
s
o
r
e
A

,
0
x
(e) Angle of attack = 8
e
d

n
I
e
Fig. 15 (a)-(e) Velocity contours (meters per second) at cant angl
e
c

(a) Angle of attack = 00

0

n
15 at reference plane with different angles of attack
e
i
c
S
l
a
n
o
i
t
a
n
r
e
t
n
I

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

4
6
0
0
0
0
0
1
/
n
o
i
t
a
c
i
l
b
u
P
/
g
r
o
.
t
e
s
a
w
4
1
0
2
,
2
1

0
(c) Anglee of attack = 4

:
o
N
0
,
(b) Anglee of attack = 2
8
:
l
o
V
g
n
i
r
e
e
n
i
g
n
E
l
a
c
i
n
a
h
c
e
M
d
n
a
e
c
a
p
s
o
r
e
A
,
x

00
(d) Anglee of attack = 6
0

(c) Anglee of attack = 4

d
n
I
e
c
n
e
i
c
S
l
a
n
o
i
t
a
n
r
e
t
n
I

0
(e) Anglee of attack = 8

0
Fig. 16 (a)-(e) VVelocity contouurs (meters per second) at cantt angle
(d) Anglee of attack = 6
0
60 at syymmetry plane wwith different aangles of attack

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