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CFD ANALYSIS OF DELTA WING BODY CONFIGURATIONS AT LOWER

ANGLE OF ATTACK
Anand M Raikar1, Dr. N Chikkanna2, Dr. Basawaraj3, Sanjeev G Palekar4
1Design Engineer, Legend Technologies. Pvt. Ltd, Bengaluru, Karnataka, India
2Professor, Dept of Aerospace Propulsion Technology, Muddenahalli, Chikkabalapur, Karnataka, India
3Associate Professor, Dept of Aerospace Propulsion Technology, Muddenahalli, Chikkabalapur, Karnataka, India
4Assistant Professor, Dept of Aerospace Propulsion Technology, Muddenahalli, Chikkabalapur, Karnataka, India

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Abstract - The delta wing is a triangular wing in the shape  Tailed Delta: added normal tail (with horizontal tail)
of a plant. It is named because of its similarity in shape to the to improve handling (MiG-21).
Greek letter delta (Δ). The first practical applications of the  Cropped Delta: the tip is cut off. This helps prevent
delta wing occurred in the form of the so-called "tailless drag at high angles of attack (F-16).
triangle", that is, without horizontal tail. As the angle of attack  Compound delta: double delta or ulnar boom: the
increases, the leading edge of the wing creates a vortex that inner wing has a very high sweep while the outer wing
induces flow, giving the delta a very large stall angle. Pure has less sweep to create a high lift vortex in a more
delta-wings fell out of favor somewhat due to their undesirable controlled manner, reduce drag and thus allow the
characteristics, notably flow separation at high angles of delta to land at an acceptably low speed [4].
attack, high drag at low altitudes, low wing loading and poor  Ogee delta (ogival delta): with a smooth curve
maneuverability. The design of a modern light fighter, which "ogee" connecting two parts instead of an angle.
can traverse, transonally maneuver and stall, requires an
additional heavily swept area in front of the main wing, called The analysis of steady flow is done for a semi half span of
the leading edge extension (LEX), which results in some wing body configuration at sea level and at Reynolds number
changes in the wing, such as tail delta, cropped delta, double of 2x105. The analysis is done for five low angles of attack i.e.,
delta, cranked arrow and ogival delta. from 3° to 15° with a step increment of three at a subsonic
Mach number of 0.5. The solution obtained for both the wing
The present project work investigates the flow field over a body configurations are compared to find which is to be more
typical cropped delta and double delta wing body effective. Also the obtained results are compared with the
configuration at low angles of attack (α) from 0° to 15° with available experimental data.
an increment of step 3. Delta wing with sweep angle of 60° and The present work is based on the computational analysis
double delta wing with a sweep of 55°/60° having a beveled of flow over delta wing body configurations (cropped delta
leading edge are modeled and simulated at Mach number 0.4 and double delta) at lower angle of attack of a typical fighter
and at a Reynolds number (Re) of 2.7x104. The flow aircraft. Design and analysis of wing body configuration is
simulations are carried out by the unstructured hybrid meshes important for overall aerodynamic performance of an aircraft
comprising of tetrahedral and prism elements created by [3].
ICEMCFD. The meshes are refined adequately to resolve the 2. PROBLEM FORMULATION:
boundary layer flow. The flow simulations are carried out by
ANSYS FLUENT. The aerodynamic characteristics of both the As from the study on Delta wing and as seen in the
wing body configurations are compared to find which is to be literature survey the double delta wing body configuration
more effective. The computed data obtained is also compared not only increases the lifting area of the wing, but also
with the available experimental data. creates its own leading edge vortices which help to stabilize
the flow field over main wing [2]. Therefore double delta
Key Words: C: Wing chord, S: Wing reference, B: Wing span, wing body configuration produces more lift and is more
λ: Taper ratio, A: Aspect ratio stable than a cropped delta wing.

1. INTRODUCTION We have undertaken this study of flow characteristics

over a wing body configuration through CFD simulation and
The delta wing body configuration consists of a delta wing the objectives in this analysis are as follows:
along with the fuselage so called as body. Pure delta-wings
fell out of favour somewhat due to their undesirable  Study the aerodynamic parameters such as lift
coefficient and drag coefficient i.e., (CL and CD).
characteristics, notably flow separation at high angles of
attack and high drag at low altitudes [1]. In order to  Calculate the L/D ratio for both the wing body
overcome these undesirable characteristics there were some configurations.
variations in delta wing design and geometry. They are:
 Compare the two wing body configurations to find
which is to be more effective.
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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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In this present work we have made an effort to study the

flow characteristics over the double delta having sweep of
[2] 55°/60° where there is less difference between the
sweep and the strake angle and the cropped delta wing
having a sweep angle of 60° with a beveled leading edge are
modeled and simulated at Mach number 0.4 and at a
Reynolds number (Re) of 2x105. A detailed study has been
done at one subsonic Mach number 0.4 for 6° angles of
attack from 0° to 15° for both the wing body configurations.
The results obtained are compared with each other to find
which is to be more effective from the design point of view.
Fig 2: Cropped delta wing body (lower surface)
3. GEOMETRIC MODELLING

The modelling of geometry of both the wing body

configurations is done using CATIA V5 R20 as follows:

Table 1: Geometrical Specifications

Cropped Delta Double Delta

Planform
Wing Wing
Aspect ratio 4 3.8
Leading edge
60⁰ 60⁰
sweep
Trailing edge
0⁰ 55⁰ Fig 3: Double delta wing body (lower surface)
sweep
Taper ratio 0.18 0.203 4. MESH GENERATION
Twist 0⁰ 0⁰
The model made in CATIA is imported to ANSYS ICEM CFD
Root chord 153mm 39mm in “.stp” format. A tetrahedral mesh is generated in the
Semi span of following sequence. A hemispherical domain is created using
75.256mm 75.26mm
model ‘Sphere’ option and its cap is created using ‘Simple surface’.
The domain is segmented into regions and is named
appropriately as INLET, OUTLET and WALL. The model is
segmented into body, wing upper, wing lower, side lower
and faces using ‘Segment surface’ in order to obtain a clean
and quality mesh. The curves are extracted from the surface
and extra curves are deleted.

1.1 Boundary Conditions:

There are a number of common boundary types.

INLET:
Inflow: carried variables specified in the boundary, or by
a predefined profile, which performs the initial fully
Fig 1: Cropped delta wing body (upper surface) developed calculation of the one-dimensional flow.
Stagnation (or reservoir): Total pressure and total
temperature (in a compressible flow) or total pressure (in an
incompressible flow) are fixed. Normal inflow condition for
compressible flow.

OUTLET:
Outflow: Zero normal gradient for all variables.
Pressure: As for the flow, except for the fixed pressure
value; normal output state in compressible flow if output is
subsonic.

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Radiation (or convection): Prevents reflection of wave

motions at output stream boundaries by solving a simplified
first-order wave equation with output wave velocity.

WALL:
Non-slip wall: default case for solid edges (zero velocity
with respect to the wall stress calculated using the viscous
stress expressions or the wall function).
Slip wall: only the speed component normal to the wall
disappears. Used when it is not necessary to convert a thin
boundary layer to an insignificant wall boundary.
Fig 6: Meshed model of double delta wing body with
domain

Fig 4: Segmented model with domain without cap

Fig 7: Meshed model of Double delta wing body without

domain

5. RESULTS AND DISCUSSION

The model was analysed using ANSYS FLUENT package

and the lift and drag coefficients for both the wing body
configurations over a range of low angles of attack that is
from 0° to 15° are calculated.

Fig 5: Segmented domain with cap The results are tabulated are as follows:

Under the part mesh setup the element size is set to 30

which yields 15,00,000 elements and the type of element
is chosen to result in a tetrahedral mesh.

Thus the tetrahedral mesh is generated as shown below

Table 2: Lift and drag coefficients for cropped and Double delta wing body

Angle of attack (AOA) In Cropped Delta Wing Double Delta Wing

degrees (°) Lift coefficient Drag coefficient Lift coefficient Drag coefficient
(Cl) (Cd) (Cl) (Cd)
0 0 0.05 0 0.04
3 0.125 0.05 0.150 0.03
6 0.260 0.06 0.280 0.03
9 0.390 0.08 0.430 0.05
12 0.520 0.12 0.560 0.08
15 0.650 0.18 0.70 0.12

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5.1 CROPPED DELTA WING BODY C. Drag polar curve

A. Lift curve

Fig 10: Drag polar Curve for Cropped Delta Wing

Fig 8: Lift Curve for Cropped Delta Wing
From the above Figure 10 you can observe the
From the above Figure 8 of the cropped delta wing we Comparison of Lift and Drag Coefficient as the C L increases
can observe that the CL Increases with the increase of Angle the CD increases slights until 9° AOA and then it is witnessed
of attack. The Lift Coefficient at 0° AOA is 0 and it gradually that the CD rapidly increases as the CL Increases.
increase as we increase the AOA at 15° AOA the CL is 0.65
5.2 DOUBLE DELTA WING BODY
B. Drag curve
A. Lift curve

Fig 9: Drag Curve for Cropped Delta Wing

Fig 11: Lift Curve for Double Delta Wing
From the above Figure 9 of the cropped delta wing we
can observe that the CD Increases with the increase of Angle From the above Figure 11 of the cropped delta wing we
of attack. The Drag Coefficient at 0° AOA is 0.05 and it can observe that the CL Increases with the increase of Angle
slightly increasing up to 10° and sudden rise from there as of attack. The Lift Coefficient at 0° AOA is 0 and it gradually
we increase the AOA of the cropped wing body and at 15° increase as we increase the AOA at 15° AOA the CL is 0.70
AOA the CL is 0.18
B. Drag curve

From the Below Figure 12 of the cropped delta wing we

can observe that the CD Increases with the increase of Angle
of attack. The Drag Coefficient at 0° AOA is 0.04 and it
slightly increasing up to 6° and sudden rise from there as we
increase the AOA of the cropped wing body and at 15° AOA
the CL is 0.12

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As from the Figure 14 it can be observed that the double

delta wing body is more efficient in producing Lift Co-
efficient and is observed that it is achieving more CL
compared to Cropped Delta wing. The maximum CL at 15°
AOA for cropped delta wing is 0.65 which is less as the CL for
Double Delta wing is 0.70

5.4 Comparison of drag curve for both the wing body

configurations

Fig 12: Drag Curve for Double Delta Wing

C. Drag polar curve

Fig 15: Drag Curve for both Delta Wing bodies

From the above Figure 15 it is seen that the Drag

coefficient is less for Double delta wing compared to cropped
delta wing the CD for Cropped delta wing at 15° AOA is 0.18
which is high compared to double delta wing as at 15° AOA
the CD is 0.12
Fig 13: Drag polar Curve for Double Delta Wing
5.5 Comparison of drag polar for both the wing body
From the above Figure 13 you can observe the configurations
Comparison of Lift and Drag Coefficient as the C L increases
the CD increases slights until 9° AOA and then it is witnessed
that the CD rapidly increases as the CL Increases and
observed to be similar rise of CD as of cropped delta wing .

5.3 Comparison of lift curve of both the wing body

configurations

Fig 16: Drag Polar Curve for both Delta Wing Bodies

The above Figure 16 is the comparison of drag polar

curve for both wing bodies where CL v/s CD is compared and
plotted.

In the present study, we have compared the cropped

Fig 14: Lift Curve for both Delta Wing Bodies delta wing with the double delta wing. Computational
analysis is carried out on both the wing to check the

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 08 Issue: 10 | Oct 2021 www.irjet.net p-ISSN: 2395-0072

performance characteristics. The analysis is carried out on [7]. Hesamodin Ebnodin Hamidi, and Mojtaba Rahimi,
different angle of attacks from 0° to 15° with the same “Numerical Investigation of high attack angle flow on
boundary conditions as per validation. It is observed that the 76° /45° Double Delta wing in incompressible flow”,
double delta wing generates more lift compared to delta World Academy of Sciences, Engineering and
wing and hence decrease in drag. Technology, Vol:5 2011.
[8]. Mr. Hugo A. Gonzalez, Gary E. Erickson, Dr. Blair G.
6. CONCLUSION McLachlan. Dr. James H. Bell “Effects of Various fillet
Shapes on a 76/40 Double Delta from Mach 0.18 to
In the present study we have compared the cropped 0.7”,RTO AVT Symposium on Advanced flow
delta wing with sweep angle of 60° and double delta wing management, Norway, May 2001.
with a sweep of 55°/60° having a bevelled leading edge are [9]. Robert C. Nelson*, Alain Pelletier, “The Unsteady
modelled and simulated at Mach number 0.4 and at a aerodynamics of slender wings and aircraft undergoing
Reynolds number (Re) of 2.7x104. From the results obtained large amplitude maneuvers”, Progress in Aerospace
we can conclude that double delta wing body is more Sciences 39 (2003) 185–248,University of Notre Dame,
efficient in producing lift than a cropped one since the lift Notre Dame.
curve slope of double delta wing body is greater than a [10]. I.A.Gursul, M.R.Allan and K.J.Badcock, “Opportunities
cropped delta wing body. As well as lift to drag ratio of for the integrated use of measurements and
double delta is 9.3 which is more than a cropped delta which computations for the understanding of delta wing
has lift to drag ratio of 6.6.Therefore double delta wing body aerodynamics”, Paper for the conference on integration
configuration is more effective than a cropped delta wing. of CFD and experiments at University of Glasgow,
The Lift Coefficient for the DDW at 15° AOA is 0.70 which is September 2003.
high compared to DW which has 0.65 at the same. Even there
is a huge difference in Drag Coefficient between DW and
DDW which is 0.18 and 0.12 respectively. Which again
conclude that as the AOA increases the performance is more
for the DDW and it is a great challenge to simultaneously
measure the data. Therefore, a verification experiment is
favourable

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