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www.tjprc.org SCOPUS Indexed Journal
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EXPERIMENTAL AERODYNAMIC ANALYSIS OF DELTA WING
USING SIX COMPONENT BALANCE
R. SURESH KUMAR
1
, SHIVA PRASAD. U
2
, C. H. SATYASANDEEP
3
& M. GANESH
4
1,2,3
Institute of Aeronautical Engineering, Hyderabad, Telangana, India
4
MLR Institute of Technology, Hyderabad, Telangana, India
ABSTRACT
The principal idea behind the work is to determine the aerodynamic forces over a delta wing using six
component strain gauge. The purpose of this experimental analysis is to collect data at various pitching moments.
The information includes the Lift coefficient, drag Coefficient and pitching moment be carried out experimentally to
find the forces over a delta wing model. The experiments revealed the physics behind the model with respect to the angle
of the sweep angle of the current design. The results would be informative for micro air vehicles adaptability with the
current design.
KEYWORDS: Lift Coefficient, Micro Air Vehicles & Sweep Angle
Received: May 07, 2018; Accepted: May 28, 2018; Published: Jul 11, 2018; Paper Id.: IJMPERDAUG201848
1. INTRODUCTION
Delta wings are used in many aircraft which fly at supersonic speeds. Airplanes and space planes with the
delta wing oftenfly at high angles of attack, especially at takeoff or landing phases, where their aerodynamic
performance at low speed is weak. Moreover, flying at high angles of attack even at tran- sonic and supersonic
regimes can be expected for future space planes at the re entry phase. As the maneuverability of such aircraft is
enhanced, the comprehension of the nature of unsteady flows around delta wings and the associated phenomena
such as vortex breakdown and vortex-shock patterns becomes more important. It is well known that in the steady
flight of a delta wing a shear layer is separated from the leading edge which produces two counter-rotating vortices
on the leeside of the wing. This results in the production of large suction peaks and thereby the generation of lift.
Two much smaller vortices with opposite sense of rotation relative to primary vortices, the secondary vortices, are
also formed under certain flow conditions. A Delta wings are used in many aircraft which fly at supersonic speeds.
Airplanes and space planes with the delta wing often fly at high angles of attack, especially at takeoff or landing
phases, where their aerodynamic performance at low speed is weak. Moreover, flying at high angles of attack even
at tran-sonic and supersonic regimes can be expected for future space planes at the reentry phase. As the
maneuverability of such air-craft is enhanced, the comprehension of the nature of unsteady flows around delta
wings and the associated phenomena such as vortex breakdown and vortex-shock patterns becomes more
important. It is well known that in the steady flight of a delta wing a shear layer is separated from the leading edge
which produces two counter-rotating vortices on the leeside of the wing. This results in the production of large
suction peaks and thereby the generation of lift. Two much smaller vortices with opposite sense of rotation relative
to primary vortices, the secondary vortices, are also formed under certain flow conditions. A Delta Wings are in
use for higher speed requirements. Delta wings often fly at high angle of attack, especially during take-off and
Original Article
International Journal of Mechanical and Production
Engineering Research and Development (IJMPERD)
ISSN (P): 2249-6890; ISSN (E): 2249-8001
Vol. 8, Issue 4, Aug 2018, 467-474
© TJPRC Pvt. Ltd.
468
Impact Factor (JCC): 7.6197
landing mis
sion profile it is considered that their performance is weak at low velocity. From the physics of delta wing
configuration it is known fact that in steady
of the wing
which results in two counter rotating vortices
two counter-rotating vortices on the
aft
Delta wing plan form is a triangular shape
unstable usually at low speeds but some hand crafts are stable to certain extents moreover absence of horizontal stabilizer
make it unstable. [3][4][10][11]
Delta wing design with tip cut off
reduce the tip drag at high angle of attacks. Cropped delta
(stalling) at high angles of attack. Most deltas are cropped to at least some degree.
Figure 1: Cropped Delta
2. GEOMETRIC DETAILS OF THE WING
The cropped delta wing
is modelled as sketched in fig
sweep angle of 53
o
, with the dimensions as specified in the table 1. The model has a permanent mount integrated with
L plate
for model mount and variable pitch control. The model is arranged in a way to reduce the interference effects. In
the course of the test, angle of attack was
of the apparatus
. Model is aligned with free stream
required for deflections of the model.
3.
TESTING USING SIX COMPONENT BALANCEIN WIND TUNNEL
Wind tunnel tests are performed
tunnel is shown in figure 3wit
h a test section size of 60x60x
shown in figure 4
. Laminar flow is maintained across the test section with minimum turbulence levels of flow. Inclined
manometer is used to measure the tunnel speed with respect to variation in the datum head. Light density
liquid is used low speeds to predict t
he variation very accurat
moments, data is collected
for an average interval
methodology is adapted in the current case to extract the
speeds. The model was tested at AoA of 0, 5, 10 and 15 deg with the speed range from 2m/s to 34m/s the aerodynamic
parameters are evaluated in the current work.
R. Suresh Kumar, Shiva Prasad.
U, C. H
Impact Factor (JCC): 7.6197
SCOPUS Indexed Journal
sion profile it is considered that their performance is weak at low velocity. From the physics of delta wing
configuration it is known fact that in steady
phase delta wing will produce a shear layer separated from the leading portion
which results in two counter rotating vortices
shear layer is separated from the leading edge which produces
aft
of the wing. [6]
This effect leads to the production of lift.
Delta wing plan form is a triangular shape
with tips cropped. It is high sweep configuration. Delta wing is
unstable usually at low speeds but some hand crafts are stable to certain extents moreover absence of horizontal stabilizer
Delta wing design with tip cut off
is known
as cropped wing as shown in figure
reduce the tip drag at high angle of attacks. Cropped delta
uphold lift outboard and reduce wingtip flow separation
(stalling) at high angles of attack. Most deltas are cropped to at least some degree.
Figure 2: Fabricated Model of Cropped Delta
2. GEOMETRIC DETAILS OF THE WING
is modelled as sketched in fig
ure 1. The fabric
ated delta wing is shown in fig
, with the dimensions as specified in the table 1. The model has a permanent mount integrated with
for model mount and variable pitch control. The model is arranged in a way to reduce the interference effects. In
the course of the test, angle of attack was
varied with strain gauge component with an
adjusting screw
. Model is aligned with free stream
and was corrected for tunnel flow angularity, No angle corrections were
TESTING USING SIX COMPONENT BALANCEIN WIND TUNNEL
Wind tunnel tests are performed
at Institute of Aeronautical Engineering test facility
h a test section size of 60x60x
2000cm
3
model mounted on a six component strain gauge as
. Laminar flow is maintained across the test section with minimum turbulence levels of flow. Inclined
manometer is used to measure the tunnel speed with respect to variation in the datum head. Light density
he variation very accurat
ely even at
very low speeds.
for an average interval
of ten for the measured values of forces and moments
methodology is adapted in the current case to extract the
wing parameters at different angles of attack (AoA) and at various
speeds. The model was tested at AoA of 0, 5, 10 and 15 deg with the speed range from 2m/s to 34m/s the aerodynamic
parameters are evaluated in the current work.
U, C. H
. Satyasandeep & M. Ganesh
NAAS Rating: 3.11
sion profile it is considered that their performance is weak at low velocity. From the physics of delta wing
phase delta wing will produce a shear layer separated from the leading portion
shear layer is separated from the leading edge which produces
This effect leads to the production of lift.
with tips cropped. It is high sweep configuration. Delta wing is
unstable usually at low speeds but some hand crafts are stable to certain extents moreover absence of horizontal stabilizer
as cropped wing as shown in figure
1 which
uphold lift outboard and reduce wingtip flow separation
Figure 2: Fabricated Model of Cropped Delta
ated delta wing is shown in fig
ure 2, with a
, with the dimensions as specified in the table 1. The model has a permanent mount integrated with
type
for model mount and variable pitch control. The model is arranged in a way to reduce the interference effects. In
adjusting screw
located at the bottom
and was corrected for tunnel flow angularity, No angle corrections were
at Institute of Aeronautical Engineering test facility
at subsonic suction type
model mounted on a six component strain gauge as
. Laminar flow is maintained across the test section with minimum turbulence levels of flow. Inclined
manometer is used to measure the tunnel speed with respect to variation in the datum head. Light density
manometric
very low speeds.
To measure the forces and
of ten for the measured values of forces and moments
. Experimental
wing parameters at different angles of attack (AoA) and at various
speeds. The model was tested at AoA of 0, 5, 10 and 15 deg with the speed range from 2m/s to 34m/s the aerodynamic
Experimental Aerodynamic Analysis of Delta Wing
Using Six Component Balance
www.tjprc.org
Figure 3: Subsonic
Wind Tunnel Facility at
Institute of Aeronautical Engineering
4. DISCUSSIONS OF EXPERIMENTAL RESULTS
The work is to analyse expe
rimentally cropped delta wing using wind tunnel and six component strain gauge,
present work do not reflect the design philosophy, but it is adapted from the previous study
wing are predicted at different angles and speeds
4,33,167
, with an angle of attack from zero deg to 15 deg.
pitching up with velocity except the case of 10 deg angle o
lift has droped slightly due to separation encountered at the leading edge of the wing.
As it is generally stated that lift depends on the leading edge radius for a given Reynolds number
graphs are presented in figure
5, 6, 7 and 8 are at AoA of zero, 5, 10 and 15 Deg. It is
8b the pitching moment varies with respect to which reduced with angle of attack
current case of pitch up it is considered as negative by sign
raised, as proved with many theoretical
5c, 6c, 7c, and 8c and angle of attack clearly shown in fig
10m/s
and the trend is very linear from the results except for 10 deg
beyond which it reduced the performance.
magnitude of the pitching moment is very linear.
Figure 5: Delta Wing Model at Zero AoA
Experimental Aerodynamic Analysis of Delta Wing
SCOPUS Indexed Journal
Wind Tunnel Facility at
Figure 4: Six Component Strain
Institute of Aeronautical Engineering
Mounted With a
4. DISCUSSIONS OF EXPERIMENTAL RESULTS
rimentally cropped delta wing using wind tunnel and six component strain gauge,
present work do not reflect the design philosophy, but it is adapted from the previous study
wing are predicted at different angles and speeds
the wing surface area of 0.6m
2
.
Reynolds number range from 31,850 to
, with an angle of attack from zero deg to 15 deg.
From the figure
5a, 6a, 7a and 8a it is clearly evident that lift is
pitching up with velocity except the case of 10 deg angle o
f attack and increment was linear upto 30m/s beyond which the
lift has droped slightly due to separation encountered at the leading edge of the wing.
As it is generally stated that lift depends on the leading edge radius for a given Reynolds number
5, 6, 7 and 8 are at AoA of zero, 5, 10 and 15 Deg. It is
indicated that in fig
8b the pitching moment varies with respect to which reduced with angle of attack
the trend is similar in all the cases in the
current case of pitch up it is considered as negative by sign
. But the resultant total drag is dependent on the lift which is
raised, as proved with many theoretical
relations [2] [9][12]. The drag coefficient
and drag exhibited with velocity in fig
5c, 6c, 7c, and 8c and angle of attack clearly shown in fig
ure
10 the minimum drag coefficient value at the speed range of
and the trend is very linear from the results except for 10 deg
AoA which limited th
beyond which it reduced the performance.
Pitch recovery happens at a Reynolds number of 433166. Below which the
magnitude of the pitching moment is very linear.
Figure 5: Delta Wing Model at Zero AoA
Figure 5(a)
: Lift Variation with Speed
469
editor@tjprc.org
Figure 4: Six Component Strain
Gauge
Delta Wing Model
rimentally cropped delta wing using wind tunnel and six component strain gauge,
present work do not reflect the design philosophy, but it is adapted from the previous study
[1][6][8][13]. Results of delta
Reynolds number range from 31,850 to
5a, 6a, 7a and 8a it is clearly evident that lift is
f attack and increment was linear upto 30m/s beyond which the
As it is generally stated that lift depends on the leading edge radius for a given Reynolds number
[1][7][5]. Result
indicated that in fig
ure 5b, 6b, 7b and
the trend is similar in all the cases in the
. But the resultant total drag is dependent on the lift which is
and drag exhibited with velocity in fig
ure
10 the minimum drag coefficient value at the speed range of
AoA which limited th
e maximum values at 10 deg
Pitch recovery happens at a Reynolds number of 433166. Below which the
: Lift Variation with Speed
470
Impact Factor (JCC): 7.6197
Figure 5(b)
: Pitching Moment Variation
with Speed
Figure
6: Delta Wing Model at 5 Deg
Figure 6(b)
: Pitching Moment Variation
with Speed
Figure
7: Delta Wing Model at 10 Deg
R. Suresh Kumar, Shiva Prasad.
U, C. H
Impact Factor (JCC): 7.6197
SCOPUS Indexed Journal
: Pitching Moment Variation
Figure 5(c)
: Drag Variation with Speed
with Speed
6: Delta Wing Model at 5 Deg
AoA Figure 6(a)
: Lift Variation with Speed
: Pitching Moment Variation
Figure 6(c)
: Drag Variation with Speed
with Speed
7: Delta Wing Model at 10 Deg
AoA Figure 7(a): Lift
Variation
U, C. H
. Satyasandeep & M. Ganesh
NAAS Rating: 3.11
: Drag Variation with Speed
: Lift Variation with Speed
: Drag Variation with Speed
Variation
with Speed
Experimental Aerodynamic Analysis of Delta Wing
Using Six Component Balance
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Figure 7(b)
: Pitching Moment Variation
with Speed
Figure
8: Delta Wing Model at 15 Deg
Figure 8(b)
: Pitching Moment
with Speed
Figure 9: Coefficient of Lift with AoA
Experimental Aerodynamic Analysis of Delta Wing
SCOPUS Indexed Journal
: Pitching Moment Variation
Figure 7(c)
: Drag Variation with Speed
with Speed
8: Delta Wing Model at 15 Deg
AoA Figure 8(a)
: Lift Variation with Speed
: Pitching Moment
Variation Figure 8(c)
: Drag Variation with Speed
Figure 9: Coefficient of Lift with AoA
Figure 10: Drag Coefficient with AoA
471
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: Drag Variation with Speed
: Lift Variation with Speed
: Drag Variation with Speed
Figure 10: Drag Coefficient with AoA
472 R. Suresh Kumar, Shiva Prasad. U, C. H. Satyasandeep & M. Ganesh
Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal
NAAS Rating: 3.11
Figure 11: Coefficient of Lift with AoA Figure 12: C
L
, C
D
with AoA
Table 1: Geometrical Details of Wing
Description Dimensions
Wing root 250mm
Wing tip 112mm
Surface area 622.2mm^2
Aspect ratio 3
Sweep Angle 53 Deg
Table 2: Results at Zero Angle of Attack
Velocity (m/s) 2.6 6.37
10.07
14.01
17.45
20.97
24.13
27.53
30.56
33.9
Lift(N) 1.903
1.913
1.95
2.001
2.008
2.026
2.025
2.068
2.041
2.11
Pitching moment(N-m)
-15.08
-12.17
-12.99
-15.231
-17.207
-19.425
-22.015
-25.805
-29.221
-34.05
Drag(N) 0.161
0.123
0.135
0.189
0.253
0.306
0.365
0.451
0.602
0.673
Table 3: Results at 5 Deg Angle of Attack
Velocity (m/s) 2.6 6.37
10.07
14.01
17.45
20.97
24.13
27.53
30.56
33.9
Lift(N) 1.203
1.230
1.362
1.494
1.623
1.666
1.816
1.964
2.125
2.29
Pitching moment(N-m)
-3.381
-7.03
-9.682
-10.157
-13.690
-14.292
-17.032
-21.291
-23.412
-24.755
Drag(N) 0.038
0.056
0.138
0.233
0.294
0.293
0.372
0.415
0.41 0.495
Table 4: Results at 10 Deg Angle of Attack
Velocity (m/s) 2.6 6.37
10.07
14.01
17.45
20.97
24.13
27.53
30.56
33.9
Lift(N) 0.088
0.163
0.263
0.421
0.602
0.826
1.11 1.424
2.432
2.317
Pitching moment(N-m)
-2.218
-4.213
-6.61
-8.226
-11.502
-15.909
-21.932
-27.417
-41.932
-35.102
Drag(N) 0.059
0.108
0.14
0.163
0.226
0.325
0.428
0.529
0.769
0.621
Table 5: Results at 15 Deg Angle of Attack
Velocity (m/s) 2.6 6.37
10.07
14.01
17.45
20.97
24.13
27.53
30.56
33.9
Lift(N) 0.092
0.132
0.274
0.444
0.653
0.956
1.295
1.643
2.016
2.354
Pitching moment(N-m)
0.178
-1.782
-4.489
-8.721
-13.303
-17.512
-23.51
-28.961
-34.056
-39.64
Drag(N) 0.018
0.028
0.08
0.162
0.261
0.321
0.442
0.536
0.632
0.713
CONCLUSIONS
In conclusion of experimental results on cropped delta wing analysis at different Reynolds numbers and AoA, for
the current design and fabricated model. It is clearly evident of the following facts
Experimental Aerodynamic Analysis of Delta Wing 473
Using Six Component Balance
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• This results would be very helpful for the design and performance evaluation of the wing design.
• The magnitude of the results clearly indicates the better suitability of the model with higher Reynolds number
ranging from 3lakh where the regular models limits it’s performance, current model can be adopted for better
performance parameters and enhanced efficiency.
• The model at the higher Reynolds number exhibits sharper increment in the lift curve as compared to low Re flow
and low AoA. Which indicates the vortex breakdown intensity enhancing the performance.
• Although initially drag was lowered at lower Reynolds number the trend did not follow for higher range which
resulted in increment gives clear picture of vortex influence over the model.
• Cropped delta performance show diverse results from a regular model with geometric design parameters. The
current results would be very useful for the UAV and MAV designs with further investigations at higher Reynolds
number.
ACKNOWLEDGEMENT
Authors would like to thank Dr. L V Narasimha Prasad, Director, IARE, Dr. D Govardhan, HOD (Aero Engg.)
and Management for their continuous research encouragement and support given for the successful completion of this
work.
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Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal
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