University:
Massachusetts Institute of Technology
Course:
16.01 | Unified Engineering I, II, III, & IV
Academic year:

2023
Views:

353

Pages:

1
Author:

Melina Dominguez

Wing Taper Considerations Tapering a wing planform gives a number of signiﬁcant aerodynamic and structural advantages, but it can also cause problems if overdone. Consider three AR = 10 wings of the same span and area, but diﬀerent taper ratios λ = ctip /croot . When operated at some overall lift coeﬃcient CL , these wings have the L′ (y) and cℓ (y) distributions shown in Figure 1. cl cl CL cl CL CL risk of tip stall L’ e = 0.952 L/b L’ e = 0.990 L/b L’ e = 0.971 L/b Mo = 0.113 L b Mo = 0.107 L b Mo = 0.100 L b λ = 1.0 λ = 0.5 λ = 0.2 Figure 1: Load distributions, root bending moment, and span eﬃciency for three taper ratios. All three cases have AR = 10, and no wing twist. Of the three wings, the most strongly tapered λ = 0.2 wing will have by far the smallest tip deﬂection ratio δ/b. This is mostly due to its larger root chord giving a greater local stiﬀness, although its smaller root bending moment factor of 0.100 also contributes. Such inherent stiﬀness allows the strongly tapered wing to have a larger span than the others, giving it a potentially lower induced drag. One drawback of strong taper is that it causes the local cℓ to have a maximum near the tip, giving the possibility of tip stall during ﬂight. When one wingtip stalls before the rest of the wing, the loss of lift at at that tip can give a sudden unexpected roll of the aircraft. This is potentially dangerous when it happens near the ground. In contrast, stall on the untapered wing occurs ﬁrst at the center, which will not cause a roll control upset. Another drawback of strong taper is that it gives small chord Reynolds numbers near the tips. This will reduce the maximum cℓ that the tips can achieve, and aggravate the tip stall problem even more. Tip stall problems on a strongly tapered wing can be partially alleviated through the use of washout. But if not done correctly, this can distort the L′ (y) load distribution and increase the induced drag (decrease e). Washout also causes problems at high speed where the overall α is decreased. The local α + αaero (y) at the tips can then become negative, giving a negative local cℓ (y) and large local cd (y). Picking a suitable wing taper clearly involves tradeoﬀs. The main tradeoﬀs are between structural merit and adequate resistance to tip stall. Washout twist is another variable which may or may not be useful to consider.