Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-5, 2017
ISSN: 2454-1362, http://www.onlinejournal.in
Design Development and CFD Simulation
of a Variable Twist Wing
G.Sawan Kumar1, Shuvendra Mohan2, R.Surendra Rao 3
1
Space And Astronautical Engineering, University of Sapienza, Rome, Italy
2
Aeronautical Engineering, Institute of Aeronautical Engineering, Dundigal, Hyderabad,
India
3
Mechanical Engineering Department, Kasi reddy naryan reddy college of engineering and
research, Hyderabad, India
Abstract: Wing twist is an aerodynamic feature
added to aircraft wings to adjust lift distribution
along the wing. Often, the purpose of lift
redistribution is to ensure that load distribution is
uniform from wing tip to root, it ensures that the
effective angle of attack is always lower at the wing
tip than at the root, meaning the root will stall before
the tip. This is desirable because the aircraft's flight
control surfaces are often located at the wingtip, and
the variable stall characteristics of a twisted wing
alert the pilot to the advancing stall while still
allowing the control surfaces to remain effective,
meaning the pilot can usually prevent the aircraft
from stalling fully before control is completely lost.
Twist that decreases the local chord's incidence from
root to tip is sometimes referred to as washout. In
this project the design is done in GAMBIT software,
and CFD simulation of twisted wing is done in fluent
software, the designed model is tested in software at
different twist angles, and at different angles of
attack to find the aerodynamic properties like CD, CL,
and pressure.
Introduction
1.1 Introduction to wing:
A wing is appendage with a surface that produces
lift for flight or propulsion through the atmosphere,
or through another gaseous or liquid fluid. A wing is
an airfoil, which has a streamlined cross-sectional
shape producing a useful lift to drag ratio.
A wing's aerodynamic quality is expressed as
its lift-to-drag ratio. The lift a wing generates at a
given speed and angle of attack can be one to
two orders of magnitude greater than the total drag
on the wing. A high lift-to-drag ratio requires a
significantly smaller thrust to propel the wings
through the air at sufficient lift.
1.2 The aerodynamics of wing:
The design and analysis of the wings of aircraft is
one of the principal applications of the science
of aerodynamics, which is a branch of fluid
mechanics. However, except for simple geometries
Imperial Journal of Interdisciplinary Research (IJIR)
these equations are difficult to solve. For a wing to
produce "lift", it must be oriented at a suitable angle
of attack relative to the flow of air past the wing.
When this occurs the wing deflects the airflow
downwards, "turning" the air as it passes the wing.
Since the wing exerts a force on the air to change its
direction, the air must exert a force on the wing,
equal in size but opposite in direction. This force
manifests itself as differing air pressures at different
points on the surface of the wing.
A region of lower-than-normal air pressure is
generated over the top surface of the wing, with a
higher pressure existing on the bottom of the wing.
These air pressure differences can be either measured
directly using instrumentation or they can be
calculated from the airspeed distribution using
basic physical principles, including Bernoulli's
Principle which relates changes in air speed to
changes in air pressure.
The lower air pressure on the top of the wing
generates a smaller downward force on the top of the
wing than the upward force generated by the higher
air pressure on the bottom of the wing. Hence, a net
upward force acts on the wing. This force is called
the "lift" generated by the wing.
The different velocities of the air passing by the
wing, the air pressure differences, the change in
direction of the airflow, and the lift on the wing are
intrinsically one phenomenon. It is, therefore,
possible to calculate lift from any of the other three.
For example, the lift can be calculated from the
pressure differences, or from different velocities of
the air above and below the wing, or from the total
momentum change of the deflected air. There are
other approaches in fluid dynamics to solving these
problems. All of these approaches will result in the
same answers if done correctly. Given a particular
wing and its velocity through the air, debates over
which mathematical approach is the most
convenient to use can be misperceived by novices as
differences of opinion about the basic principles of
flight.
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Vol-3, Issue-5, 2017
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1.3 Design parameters of wing:
Fig. 1. Full length wing with design parameters.
 S =span
 AR =aspect ratio (b2/s)
 sweep
 thickness
 Λ =tapper ratio (Ctip/Croot)
 Θ= wing twist angle.
1. Figure Full length wing with design
parameters.
1.4 Twist:
The wing twist distribution is perhaps the least
controversial design parameter to be selected. The
twist must be chosen so that the cruise drag is not
excessive. Extra washout helps the stalling
characteristics and improves the induced drag at
higher CL's for wings with additional load
distributions too highly weighted at the tips. Twist
also changes the structural weight by modifying the
moment distribution over the wing. Twist on swept-
back wings also produces a positive pitching moment
which has a small effect on trimmed drag. The
selection of wing twist is therefore accomplished by
examining the trades between cruise drag, drag in
second segment climb, and the wing structural
weight. The selected washout is then just a bit higher
to improve stall.
1.5 Introduction to twist wing
A technical definition of geometric twist
would go something like this: "an actual change in
the airfoil angle of incidence, usually measured with
respect to the root airfoil." In other words, if you
were to look at a wing from the side, the airfoil
(cross section) of the wing would rotate as you
moved away from the aircraft fuselage. In most
aircraft, the airfoil twists down as we move along the
wing further from the fuselage. This is referred to as
"washout.
Imperial Journal of Interdisciplinary Research (IJIR)
2. Figure Wing Section(washout)
In wing twist there are two kinds, geometric twist
and aerodynamic twist. Aerodynamic twist is defined
as "the angle between the zero-lift angle of an airfoil
and the zero-lift angle of the root airfoil." In essence,
this means that the airfoil of the wing would actually
change shape as it moved farther away from the
fuselage. Typically the zero-lift line is rotated
downward toward the wing tips, similar to geometric
twist. Twist is applied to wings so that the outboard
section of the wing does not stall first. When an
aircraft is pitching nose up and increasing its angle of
attack, the airflow over the wing eventually reaches a
point where it becomes turbulent, causing a loss in
lift. By twisting the outboard portion of the wing
down, the stall is delayed in that area, simply
because the angle of attack is lower in that region.
Wing twist is an aerodynamic feature added to
aircraft wings to adjust lift distribution along the
wing.
Often, the purpose of lift redistribution is to ensure
that the wing tip is the last part of the wing surface to
stall, for example when executing a roll or steep
climb, it involves twisting the wingtip a small
amount downwards in relation to the rest of the wing.
This ensures that the effective angle of attack is
always lower at the wingtip than at the root, meaning
the root will stall before the tip. This is desirable
because the aircraft's flight control surfaces are often
located at the wingtip, and the variable stall
characteristics of a twisted wing alert the pilot to the
advancing stall while still allowing the control
surfaces to remain effective, meaning the pilot can
usually prevent the aircraft from stalling fully before
control is completely lost.
Twist that decreases the local chord's incidence from
root to tip is sometimes referred to as washout. Twist
that increases the local incidence from root to tip is
less common and is called wash-in. The X-29 had
strong wash-in to compensate for the additional root-
first stalling promoted by the forward sweep.
Wing twist can also rarely refer to the deflection
of the wing when it is made of insufficiently stiff
materials, actuation of the flaps can, instead of
deflecting air as intended, cause the wing itself to be
deflected and is related to compressibility effects,
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ISSN: 2454-1362, http://www.onlinejournal.in
this problem has mostly been eradicated however,
with modern high-strength alloys and composites.
Literature Survey
2.1 Wing design:
The wing may be considered as the most
important component of an aircraft, since a fixed-
wing aircraft is not able to fly without it, the wing
geometry and its features are influencing all other
aircraft components, we begin the detail design
process by wing design. The primary function of the
wing is to generate sufficient lift force or simply lift
(L). However, the wing has two other productions,
namely drag force or drag (D) and nose-down
pitching moment (M). While a wing designer is
looking to maximize the lift, the other two (drag and
pitching moment) must be minimized. In fact, wing
is assumed ad a lifting surface that lift is produced
due to the pressure difference between lower and
upper surfaces. Aerodynamics textbooks may be
studied to refresh your memory about mathematical
techniques to calculate the pressure distribution over
the wing and how to determine the flow variables.
2.2 Non-planar wing concepts for increased
aircraft efficiency:
Non-planar wings offer the possibility of reduced
drag compared with planar wings of the same span
and lift. However, aircraft are not compared on the
basis of drag with fixed span and lift, making the
integration and assessment of non-planar wing
concepts complex. This paper deals with some of
these issues. A brief review of several concepts from
winglets to ring wings is followed by a more detailed
look at recent ideas and their application to future
transport aircraft. Results suggest that potential
efficiency gains may be significant, although non-
aerodynamic and off-design characteristics are
critical in determining the utility of these concepts
for transport aircraft.
2.3 Design-Oriented Aerodynamic Analysis
for Supersonic Laminar Flow Wings:
The computation of boundary layer properties and
laminar-to-turbulent transition location is a very
complex problem, generally not undertaken in the
context of aircraft design. Yet if an aircraft is to
exploit the advantages of laminar flow and proper
trade-offs between inviscid drag, structural weight,
and skin friction are to be made, this is just what
must be done. This paper summarizes a design
oriented method for the aerodynamic analysis of
supersonic wings including approximate means for
estimating transition and total drag. The boundary
layer analyses employed here are meant to be
Imperial Journal of Interdisciplinary Research (IJIR)
inexpensive but sufficiently accurate to provide some
guidance for advanced design studies or to be
incorporated in a multidisciplinary optimization. The
boundary layer analysis consists of a quasi-3D finite
difference method, based on inputs from a 3D Euler
analysis. A parametric fit of integral boundary layer
properties to the amplification rate predicted by
linear stability analysis, leads to a simplified method
for predicting TS transition and the onset of
instability of stationary cross flow modes. This
simplified boundary layer analysis and inviscid CFD
were combined to evaluate the drag of a simple wing
plan form, defined by approximately ten geometric
parameters. These parameters were used as design
variables in a numerical optimization procedure to
minimize total wing drag, illustrating the trade-offs
between skin friction and inviscid drag.
2.4 Drag Analysis of an Aircraft Wing Model
with and without Bird Feather like Winglet:
This work describes the aerodynamic characteristic
for aircraft wing model with and without bird feather
like winglet. The aerofoil used to construct the whole
structure is NACA 643-218. Rectangular wing and
this aerofoil has been used to compare the result with
previous research using winglet. The model of the
rectangular wing with bird feather like winglet has
been fabricated using polystyrene before design
using CATIA P3 V4R13 software and finally
fabricated in wood. The experimental analysis for the
aerodynamic characteristic for rectangular wing
without winglet, wing with horizontal winglet and
wing with 60 degree inclination winglet for Reynolds
number 1.66×104, 2.08×104 and 2.40×104 have
been carried out in open loop low speed wind tunnel
at the Aerodynamics laboratory in University Putra
Malaysia. The experimental result shows 24-30 %
reduction in drag coefficient and 10-20 % increase in
lift coefficient by using bird feather like winglet for
angle of attack of 8 degree.
2.5 Boundary value problem:
In mathematics, in the field of differential equations,
a boundary value problem is a differential
equation together with a set of additional restraints,
called the boundary conditions. A solution to a
boundary value problem is a solution to the
differential equation which also satisfies the
boundary conditions.
Boundary value problems arise in several
branches of physics as any physical differential
equation will have them. Problems involving
the wave equation, such as the determination
of normal modes, are often stated as boundary value
problems. Large classes of important boundary value
problems are the Sturm–Liouville problems. The
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Vol-3, Issue-5, 2017
ISSN: 2454-1362, http://www.onlinejournal.in

analysis of these problems involves the Eigen

functions of a differential operator. To be useful in
applications, a boundary value problem should
be well posed. This means that given the input to the
problem there exists a unique solution, which
depends continuously on the input. Much theoretical
work in the field of partial differential equations is
devoted to proving that boundary value problems
arising from scientific and engineering applications 4. Figure Browsing window.
are in fact well-posed. Among the earliest boundary
value problems to be studied is the Dirichlet
problem, of finding the harmonic
functions (solutions to Laplace's equation) the
solution was given by the Dirichlet's principle.

WING DESIGN
The purpose of this tutorial is to instruct the reader
on the methods involved in creating, meshing,
solving, and analyzing a complex wing geometry
using CATIA, Gambit, and Fluent Computational 5. Figure Selecting the IGES file.
Fluid Dynamics (CFD) software. This tutorial is The file is browsed which is located or saved on
directed at an intermediate to advanced audience desktop.
with knowledge of CFD theory and software.
Although there are several resources available to
the CFD student for the creation and meshing of
airfoils and finite (quasi-2D) wings, this tutorial
provides the CFD student with an approach to
creating and analyzing complex wing geometry. In
this tutorial a finite wing with dihedral, taper, and
sweep will be analyzed. Additionally, most true-scale
3D wing meshes require an enormous amount of
computational power and memory in order to run the
CFD solution. This tutorial allows the CFD student 6. Figure Creating volume of wing.
to run the solution on a single computer.
3.2 Creation of flow domain
3.1 Wing Pre-Processing Using Gambit
Flow domain is created with the dimensions given
File import and setup: below:
The file which is saved in IGES format is opened in X Y Z
gambit. -30 20 0
-30 -20 0
102.44 -20 0
102.44 20 0
24 10 44.4
24 -10 44.4
80 -10 44.4
80 10 44.4
3. Figure Gambit window.

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Vol-3, Issue-5, 2017
ISSN: 2454-1362, http://www.onlinejournal.in

7. Figure Generating of vertices to create 11. Figure Subtracting volume 1 from volume
flow domain. 2.

The edges are created from the vertices by selecting 3.3 Wing meshing using gambit
them. Meshing: For meshing of the complete volume,
volume mesh is selected and the interval count here
given as 30.

8. Figure Create the edges of flow domain.

The end points of two areas i.e. of root airfoil and tip
airfoil is joined by straight lines. Facing is done by 12. Figure Meshing the complete volume.
selecting the edges.
3.4 Creation of flow domain conditions
Flow domain conditions are given as follow.
 Face4-inlet-pressure inlet
 Face6-outlet –pressure far filed
 Faces1,2&4-wing –wall
 Faces 7,8,9 &10 –symmetry –far filed –
apply
Go solver –select fluent 4/6-ok

9. Figure Creating faces for flow domain.

Volume is created by selecting faces from face list

box.

13. Figure Creating the flow domain

conditions.

10. Figure Complete two volumes i.e. volume

1 is inside the volume 2.

14. Figure Save and export the file.

File is saved and exported to fluent as in Fig.

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ISSN: 2454-1362, http://www.onlinejournal.in

15. Figure Save the file as .mesh form

3.5 Wing Processing Using Fluent
The 3D mesh file is exported from gambit to fluent.
When Fluent is finished reading the case, the word
‘done’ will be displayed.
17. Figure Defining material model.
Next, the viscous is selected in that Spalart-Allmaras
viscous model is selected. All other settings are their
default values.

Next, it is important to check the mesh to be sure that it

is free of errors.

Next, the geometry needs to be scaled because it was

created in feet, and the default unit of measure in
Fluent is meters. In the ‘Scale grid’ window that
appears, ‘mm’ is selected from the drop down list next
to ‘Grid was created in’.
Solver Setup:

The wing mesh must be setup for processing. First, the

solver needs to be selected. Depending on the version
of Fluent, the screen that appears should be similar to
that shown in Fig. .
It is density based, steady flow, 3D and implicit.
18. Figure Defining viscous model.
The operating conditions are set. Operating pressure
given here is zero.
Note: Because the fluid (air) is being modeled as an
ideal gas and the solution will involve compressible
flow, Fluent recommends setting the ‘Operating
Pressure’ value to zero.

16. Figure solver setup.

Next, the material model is defined. For this the fluid

being modeled is air, which is the default setting. The
properties changed as ideal gas, Sutherland.

19. Figure Defining operating conditions.

Now the initial boundary conditions are at as below.
Gauge pressure 8270 pa at altitude of 40000 feet’s at
mach =1, Temperature =216k.

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The wing display is set up in the post-processing of

the CFD solution.
The wing is mirrored about the origin to create a full
span wing. X=0, Y=0, Z=44.4
To display the wing in full span the z axis is given as
44.40.

20. Figure Defining boundary conditions.

Outlet boundary conditions are given as follow.

Gauge Pressure: 8270
Mach number: 1
Temperature: 216
X-component of Flow Direction: 1
Y-component of Flow Direction: 0
Z-component of Flow Direction: 0
In order to monitor the convergence of the solution,
one more parameter must be set.
The residual option is selected to get plot the 23. Figure Grid display.
convergence.
The solver is selected to initialize the solution, for
that computer from is selected.

24. Figure Creating the mirror plane.

21. Figure Solution window.
To begin the iteration process input given is 100 for the
number of iterations and select iterate. The solution has
begun iterating and converged after 80 iterations. Fig.
below, shows the convergence history of the solution.
The last step is to analyze the results of the solution.

27. Figure Wing with full span and lightning.

22. Figure Convergence history.
3.6 Wing Post-processing Using Fluent
Displaying the wing
Displaying contours
First, the contours of pressure on the surface of the
wing will be displayed. The wing is selected and the
100 levels are given then a contour plot static pressure
on the surfaces of the wing is displayed.
Next, display the contours of Mach number on the
wing surface in a manner similar to that outlined in
step1. In the ‘Contours of’ drop-down list select
Velocity…Mach number. ‘Display’ is selected a
contour plot of the Mach number on the surface of the

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ISSN: 2454-1362, http://www.onlinejournal.in

wing.

28. Figure Contours

31. Figure Static pressure contours windows.
windows.
The above Fig. shows the Static pressure on wing at
different positions, maximum static pressure is at
leading and trailing edges of wing and less at middle
part of the wing. The red color indicates the
maximum pressure acting on the wing and the blue
color indicates the less pressure acting on the wing.
Maximum static pressure is 7.42*10e3 pa and
minimum static pressure is 3.4*10e3 pa.

Displaying vorticity vectors:

To display the vortices at the wingtips, planes must be
created. To do this, select Surface → Plane. In the
‘Plane Surface’ window that appears, check the
29. Figure Mach number ‘Bounded’ and the ‘Plane tool’ boxes.
contour window.

Mach number contours:

32. Figure Velocity vectors window.

30. Figure Mach number contours windows.

The above Fig. shows the mach numbers on wing at

different positions, maximum Mach number is at
middle part of the wing and less at trailing and
leading edge areas .By this Fig. it is known that
more Mach number and less pressure is at middle
part of the wing. Because pressure and velocity are
inversely proportional to each other. Maximum 33. Figure Velocity vectors contours by
Mach number is 1.2 and minimum is 0.4 velocity magnitude.
Static pressure Contours:

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ISSN: 2454-1362, http://www.onlinejournal.in

34. Figure Velocity vectors contour by mach

number.

35. Figure Wing tip vorticity vectors

Solution-xy plot select velocity and pressure soultion

and plot the graps.

37. Figure Variation of Static pressure.

The above Fig. shows the Static Pressure on
wing at upper, lower surfaces pressure values at
trailing and leading edges of the wing and less at
middle part of the wing. That means the
maximum lift generation at trailing and leading
edges of the wing. Maximum static pressure
obtained at leading and trailing edge
36. Figure Solution x-y plot window. 2.62&2.07pa.
4.2 Commercial aircraft with 1⁰ twist &
Results zero AOA:
4.1 Commercial aircraft with zero twist &
angle of attack:

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The above Fig. shows the Static Pressure on wing at

upper, lower surfaces pressure values at trailing and
leading edges of the wing and less at middle part of
the wing. That means the maximum lift generation at
trailing and leading edges of the wing. Maximum
static pressure obtained at leading and trailing edge
1.48 & 1.04pa.

38. Figure Variation of Pressure 5.4 Fighter aircraft with 4⁰ twist & zero
AOA:
When compared to wing at 0⁰ twist & AOA, we can
get more lift at 1⁰ twist &at same AOA.
Commercial aircraft with 3⁰ twist & zero AOA:

41. Figure Pressure Variations

For fighter aircrafts maximum twist angle is 4⁰ and if

it is twisted beyond it structural failure of wing
occurs besides it increases the lift.
39. Figure Variation of Pressure
The following are the lift and drag coefficients at
From the given conditions the twist is higher than the
various AOA & twist angle for commercial and
twist at 1⁰at zero AOA.
fighter aircraft:
For commercial aircrafts maximum twist angle is 3⁰
Commercial aircraft:
and if it is twisted beyond it structural failure of wing
occurs besides it increases the lift. Table 1. Values of CL, CD at different AOA & Twist
angle for commercial aircraft
5.3 Fighter aircraft with 1⁰ twist & zero
AOA: Twist angle Angle of Drag Lift
of a wing attack coefficient coefficient
(α) (CD) (CL)
0 0 0.0224 0.0317
1 0 0.0229 0.0406
2 0 0.0238 0.0413
4 0 0.0229 0.0800
10 0 0.0384 0.01223
0 2 0.0244 0.0323
0 3 0.0248 0.0338

40. Figure Pressure Variation

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Fighter aircraft: Mach number: 0.6

Temperature: 216K
Table 2. Values of CL, CD at different AOA & Twist angle Results shows the pressure distribution and flow
for fighter aircraft
velocities at different angle of attack on wing.
Twist angle Angle of Drag Lift
Maximum pressure was obtained at trailing and
of a wing attack coefficient coefficient
(α) (CD) (CL) leading edges of the wing. Minimum pressure was
observed at middle part of the wing. Maximum
0 1 0.00224 0.0120
velocity is seen at middle part of the wing. Minimum
velocity was obtained at leading and trailing edges.
Results are validated with the journal “DESIGN
1 2 0.00228 0.0140 AND ANALYSIS OF TWISTED 3D WING”. The
total report of this project gives us theoretical as well
as technical knowledge F-4 Seabird aircraft.
2 4 0.00233 0.0168

5. VALIDATION
The results plotted in the report are compared with
the results of experiment done with same mach
number 0.64. By this we can conclude that the
results obtained are correct.
42. Figure CL variations
43. Figure Graph between position of
wing and static pressure
The above graph is the result of the experiment
done with inlet mach number as 0.6
6. Conclusion
The report shows the design and analysis of twist
wing .The design of wing was done in GAMBIT
software, the flow analysis of wing was performed
using gambit for meshing the control volume and
fluent software’s is used for flow analysis with the
given boundary conditions as below:
Inlet pressure: 21728pa
Gauge Pressure: 101324pa
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[6]Miller, Jay. Lockheed Martin's Skunk Works: The
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[10]Spick, Mike. The Illustrated Directory of Fighters.
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[13]Nitin R. Kapania, Katherine Terraciano, Shannon
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[14]“Wing design” Wikipedia of wing of an aircraft. [1]
[15] “Aircraft basic construction” Wikipedia. [2]

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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-3, Issue-5, 2017
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[16] “Nonplanar wing concepts for increased aircraft

efficiency” by Kroo [3]
[17]“Design oriented aerodynamic analysis for supersonic
laminar flow wings” by Ilan Kroo. [4]
[18]“Drag analysis of an aircraft wing model without and
with bird feather like winglet” by Atlab Hossain. [4]
[19]“Tip extensions, winglets and c-wings: conceptual
design and optimizations” by S.Andrewnling. [6]
[20]“Computational fluid dynamics” Wikipedia. [7]
[21]“Boundary value problem” Wikipedia. [8]

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