×
The submission system is temporarily under maintenance. Please send your manuscripts to
Go to Editorial ManagerFor shorter landing and take-off path in airports, the aircrafts should reduce their speed with keeping high lifting force. This paper is to identify solutions to increase the lift force of the wing significantly under several flight scenarios (such as takeoff and landing) using leading-edge slats and their relationship with the dynamic parameters of the aerodynamic wing. The study is performed by the use of ABAQUS 2016 software. The problem is solved for turbulent flow and 2-dimensional composite wing at constant Reynolds’s number of (6.49 × 10 5 ) and constant boundary conditions. Various depths have been used for the auxiliary airfoil at constant width and gap. All stresses at the wing base were obtained. The pressure distribution on the airfoil surface was determined, air velocity distribution was tracked over the surface, lift and drag forces and their coefficients were computed. The results show that the highest value of the lift coefficient is 0.489 at the depth (-3 %) of the wing chord, it decreases when the depth of the slat becomes zero %, and the rise returns with increasing depth to (4 %), but it does not reach the maximum value, while the highest drag coefficient was (1.89) at depth (4 %) of the wing chord. The maximum value of Von Mises stress was found at depth of 4 % with value of 1.605 × 10 5 Pa.
This study investigated the performance of symmetric airfoils of type NACA0012 numerically under different operating conditions. It has been assumed that the study involves steady state, non-compressive, and turbulent flows. The operating fluid was air. The effect of Reynolds number and angle of attack on lift and drag coefficients, pressure distribution, and velocity distribution was investigated. ANSYS FLUENT has been used to solve the numerical model by using continuity equations, Navier-Stokes equations, and the appropriate K-ω SST perturbation model. This study shows a clear difference between the pressure coefficient of the lower and upper surfaces of the airfoil at high Reynolds numbers, indicating higher lift at high Reynolds numbers. As the maximum stall angle of the airfoil NACA0012 is 14° after which it decreases significantly, a direct relationship was observed between lift and drag coefficients and angle of attack.
The flow control around the airfoil is widely investigated and utilized in the aircraft industry. The benefit of reducing the separation effect and its impact on the aerodynamic performance made the effort on this area is more desirable as this will impact to enhance the flight control as well as to reduce the fuel consumption during the flight. In this paper, the flow control using leading-edge blowing technique has been conducted for NACA0018 airfoil at Reynolds number 6.85 and 13.7 × 10 5 . A CFD analysis has been conducted to examine several flight parameters and blowing speed to explore the benefit of using the blowing in this wing section. The results indicate that the lift coefficient can be enhanced to be increased by 4-6% as compared with no blowing case. However, this increase ratio is affected by the operational Reynolds number and blowing ratio. Higher speed means less benefit from blowing within the limit of blowing ratio of 1. The benefit of using the blowing could come with an increase in the drag at some angle of attack. It is noticed that the blowing technique can generate positive pitching moment at lower angle of attack and can reduce the negative moment when the separation is happening at higher angle of attack. Also, the lesson learned in this paper is that the blowing benefit is more pronounced when the flight is under low Reynolds number environment.