ABSTRACT

Wrap around fins (WAF) have been used on tube launched missiles and dispenser launched projectiles. Modern
advances in stealth technology have made the use of missiles equipped with WAFs desirable because they can be
stowed to reduce the radar cross section of the aircraft. Recent studies have identified several roll –and pitch–
moment instabilities. The rolling moment of the WASF is positive at subsonic velocities (defined here to means
that the missile rolls towards the concave side of fin). A roll reversal occurring at M=1.0 indicates that the
magnitude of the rolling moment decreases with increasing Mach number and that a second rolling moment
reversal may occur at high supersonic speed. Tillman et al and Bower sox examined experimentally and
numerically the flow structure in the vicinity of a single fin mounted onto blended cylindrical body at Mach 3.00
and 5.00 Those studies indicated that the flow field was highly asymmetric about WAF, with a stronger bow–
shock structure on the concave side of the fin. This resulted in creating a very high-pressure region between the fin
and its center of curvature, which resulted in relatively high surface pressures near the mid span of the fin. In
contrast, on the convex side of the fin, surface pressure was relatively independent of location along the span.
This resulted in asymmetric pressure loading on the fin, which caused generation of out-of-plane moment at angle
of attack; it is suspected that this side moment is symptomatic of WAF configurations. When testing such
configurations, the test engineer should ensure that this side moment is obtained and stability boundaries are
computed. This side moment can have a dramatic effect on trajectory computation based on the conventional
aerodynamic coefficients and derivatives.
Experiments have been conducted to study the effect of fin shapes on generation induced rolling moment and out
of-plane moment coefficients. Four sets of WAF configuration were tested. The results were then compared with
the flat fin configuration. It was observed that addition of back sweep helps in reducing rolling moment as well as
out of plane moment substantially at supersonic Mach numbers.
 It is suspected that this side moment is this side
1. INTRODUCTION moment is symptomatic of WAF configurations,
when testing such configurations, the test engineer
Wrap around fins (WAF) have been used on tube
should ensure that this side moment is obtained and
launched missiles and dispenser-launched
stability boundaries are computed. Designers of such
projectiles. Modern Advances in stealth technology
configurations should also consider the possibility of
have made the use of missiles equipped with WAF's
this side moment because it can have a dramatic
desirable because they can be stowed to reduce the
effect on trajectory computation based on the
radar cross section of he aircraft1. Recent studies
conventional aerodynamic coefficients and
have identified several roll – and – pitch – moment
derivatives [5].
instabilities#2. The roll reversal at transonic
conditions is the most recognized instability. The
2. RESULT AND DISCUSSION
rolling moment of the WAF is positive at subsonic
Experiments have been conducted to study the effect
velocities (defined here to means that the missile
of fin shapes on generation induced rolling moment
rolls towards the concave side of fin) [1].
and outof-plane moment coefficients. Four sets of
A roll reversal occurs at M =1.0 has indicated that
WAF configurations were tested. The results were
the magnitude of the rolling moment decreases with
then compared with the flat fin configuration.
increasing Mach number and that a second rolling
Configurations of the fin tested are shown in Fig. 1.
moment reversal may occur at high supersonic
speed. Tilman et al3 and Tilman and Bowersax [4]
examined experimentally and numerically the flow
structure in the vicinity of a single fin mounted onto
a blended cylindrical body at Mach 3.0 and 5.0.
Those studies indicated that the flow field was
highly asymmetric about WAF, with a stronger bow
– shock structure on the concave side of the fin. This
Configuration - I
resulted in creating a very high-pressure region
between the fin and its center of curvature, which
resulted in relatively high surface pressures near the
mid span of the fin. In contrast, on the convex side
of the fin, surface pressure is relatively independent
of location along the span. This resulted in
asymmetric pressure loading on the fin. This
asymmetric pressure loading caused generation of Configuration –II
out-of-plane moment at angle of attack, Fig. 1 : Fin shapes tested for lateral characteristics
It is observed that addition of trailing edge sweep
helps in reducing induced rolling moment as well as
out of plane moment substantially at supersonic
Mach numbers. Figure 1 and 2 present comparison
of induced rolling moment and out of plane moment
coefficient for these configurations. It is clearly seen
that the fin with a larger back sweep resulted in
lesser C1 and Cy at C(na) supersonic Mach number.
These values of C(na) play important role in
establishing dynamic stability. A preliminary study
shows that the design of fin must ensure lower value

of C(na) (<6)

Fig. 2 : The comparative variation of C1, Cy and C(na) as

function of Mach Number

3. RESTRICTED VALIDATION BY FLIGHT TEST

Three sets of rockets having 20 degrees trailing edge
sweep were fired. The trajectory coordinates (x, y, z,
V) of these rockets in flight were acquired by
Doppler radar. The trajectory variables were used to
estimate drag coefficients using method proposed in
Ref [5]. The trajectory variables used for estimation
of C is presented in Fig 3.
Fig. 3 : Trajectory variables used for estimation of C(d)
 Estimated values of C are graphically presented in Fig. 4

Fig. 4 : Estimated value of CD as function of Mach Fig. 4 : Estimated value of CD as function of Mach

Fig. 4 : Estimated value of CD as function of Mach Number

It could be appreciated that the estimated CD is almost 8 – 12% higher tan the wind tunnel estimation. This
information may help in tuning the trajectory model for field Application.
4. CONCLUSION
The introduction of trailing edge sweep helps in reducing induce roll and out-of-plane moment coefficient.
Such an approach may help in avoiding any possibilities of dynamic instability associated with WAF
rocket at supersonic speeds. The estimation procedure presented in Ref [6] may be used to estimate overall
drag coefficient of the rocket using measured flight.
REFERENCES
1. Mc Intyre. , Bowersax, R.D., & Larry, P.G., “Effects of Mach number in Supersonic Wrap Around Fin
Aerodynamics” Journal of Space crafts & Rockets, 1998.
2. Abate, G.L. & Winch enbach, G.L., “Aerodynamic of Missiles with Slotted in Configuration” 1991.
3. Tilmann, C.P., Huffman, R.E., Jr. Buter, T.A. & Bowersox, R.D.W., “Experimental Investigation of the flow
Structure Near a Single Wrap Around Fin” Journal of Spacecraft and Rocket 1997.
4. Tilman, C.P. & Bowersax, R., “Characterisation of the flow field near a wrap around fin at Mach number 4.9”
1998.
5. Winchenbach, G.L. & Randy, S.B., Whyte, T.A. and Hathway, W.H., “Subsonic and Transonic Aerodynamics
of a Wrap around Fin configuration,” Journal of Guidance. 1986.
6. G.G. Dutta, Ankur Singhal & A.K. Ghosh, "Estimation of Drag Coefficient using Real Radar Tracked Data of
an Artillery Shell" Aug, 2006.

EFFECT OF MACH NUMBER ON SUPERSONIC WRAP AROUND FIN AERODYNAMICS by Farid Keyhani ( master of
Engineering manufacturing ), April 2009 E.mail : 7my@7my.com