COLLEGE OF ENGINEERING AND

AERONAUTICAL TECHNOLOGY
461 William Shaw st., Grace Park, Caloocan City

B.S. AERONAUTICAL ENGINEERING 3RD YEAR SECTION A

AEE 660 - AERONAUTICAL LABORATORY 2

“Aircraft CFD Design Study”

Prepared by: BANZON, Rudolf Kyle I.

ROSACEÑA, Earl M.

Requested by: Engr. LACEDA, Marco Angelo E.

Date Submitted: April 12, 2024
 I. AIM OF THE DESIGN STUDY

- The Aim of the Study is to understand the Airflow over the wings of the assigned aircraft in
AEE 666 subject CADD II, the use of Autodesk CFD is to analyze the possible airflow and to
determine the lift,drag, and pressure over the airfoil using assigned boundary conditions and
number of iterations for the freestream velocities of the airfoil.

II. THEORIES OF LIFT, AND INDUCED DRAG

Theories of lift

Aerodynamics generally revolves around Bernoulli's principle, circulation theory, and Newton's third law.
Bernoulli's principle states that an increase in the speed of a fluid occurs simultaneously with a decrease in
pressure or a decrease in the fluid's potential energy. This principle is often cited as the primary explanation
for lift generation on an airfoil.

Circulation theory, on the other hand, describes lift generation in terms of the circulation of air around an
airfoil. According to this theory, the lift is generated due to the pressure difference between the upper and
lower surfaces of the airfoil, caused by the circulation of air around it.

Newton's third law, which states that for every action, there is an equal and opposite reaction, is also applied
in explaining lift. When air is deflected downward by an airfoil, the airfoil experiences an upward force (lift)
as a reaction to this downward deflection.

Induced drag

is a type of drag that is generated as a consequence of the lift produced by an airfoil. It occurs because when
an airfoil generates lift, it also creates vortices at the wingtips. These vortices result in a downward flow of
air around the wing, which in turn creates a rearward component of aerodynamic force, known as induced
drag.

Kutta

In aerodynamics, the Kutta condition refers to a fundamental principle regarding the behavior of fluid flow
around an airfoil. It states that at the trailing edge of an airfoil, the flow must smoothly detach without any
sudden jumps or discontinuities.

This condition is crucial because it ensures that the circulation around the airfoil remains finite, which is
necessary for lift generation. It also helps to determine the pressure distribution around the airfoil and plays
a significant role in aerodynamic analysis and design.

The Kutta condition is named after the German engineer and physicist Martin Kutta, who proposed it in the
late 19th century along with his colleague Nikolai Zhukovsky.
Circulation

In aerodynamics, circulation refers to the flow of air around an airfoil or any object moving through a fluid.
It is a fundamental concept used to understand lift generation and the behavior of aerodynamic systems.

Circulation is closely related to the creation of lift on an airfoil. When an airfoil generates lift, it creates a
circulation of air around it. This circulation results from the pressure difference between the upper and lower
surfaces of the airfoil. The circulation is often visualized as the motion of air particles around the airfoil,
forming a vortex-like pattern.

Lifting-line theory

is a fundamental concept in aerodynamics that provides a simplified method for predicting the lift
distribution along a finite wing. It assumes that the wing can be represented by a series of bound vortex lines
distributed along its span. This theory is particularly useful for analyzing and designing wings with elliptical
lift distributions, such as those found in many practical aircraft configurations.
 III. EXPERIMENTATION

Stall Speed

Materials Assigned Boundary Conditions Number of iterations Mesh Sizing

Air Velocity - 50m/s 100 size adjustment: 0.3092

Pressure Gauge - 0 Pa = 3.6M
Slip Symmetry - 50m/s

Max Operating Speed

Materials Assigned Boundary Conditions Number of iterations Mesh Sizing

Air Velocity - 120m/s 100 size adjustment: 0.3092

Pressure Gauge - 0 Pa = 3.6M
Slip Symmetry - 120m/s

IV. RESULTS

Stall Speed

Total lift Total Drag Max Static Minimum Static Flow Velocities
Pressure pressure

207476 Newtons 18620.6 162603 Pa -28090.3 Pa 87.0414 m/s

Newtons

Max Operating Speed

Total lift Total Drag Max Static Minimum Static Flow Velocities
Pressure pressure

207264 Newtons 18544.5 421862 Pa -21604.8 Pa 163.954 m/s

Newtons
 A. Planes

(Stall Speed)

(Max Operating Speed)

 B. Traces

(Stall Speed)

(Max Operating Speed)

V. CONCLUSION

- This paper shows the results of the experiment done on an airfoil for an Embraer A-29 Super
Tucano, the airflow in the max operating speed shows a streamline flow over the airfoil rather than
the airflow in the stall speed. In Conclusion we are unsure of the results of the experimentation, there
are inconsistencies on the variable for the lift and drag that are due to the fact of wrong input of
boundary conditions or wrong mesh sizings, but the efforts done are honest and truthful with all the
capability of the researchers.

VI. REFERENCES

- https://www.grc.nasa.gov/www/k-12/airplane/lift1.html
- https://www.grc.nasa.gov/www/k-12/airplane/induced.html
- https://www.grc.nasa.gov/WWW/K-12/airplane/kutta.html
- https://www.grc.nasa.gov/WWW/K-12/airplane/circ.html