AE 333
Aerodynamics I
Title: Term Project
Team D
Instructor Name: Dr. Salman Alfifi
Term: 232
Date of submission: May 15, 2024
1. Problem Definition
Take into consideration the initial wing configuration using an airfoil NACA 1408 with a chord
length of 2 meters and a span of 1 meter, respectively. There is also an alternate version of the
same wing that has two clockwise rotating cylinders at the trailing edge and is equipped with the
following details:
Working fluid is air.
Freestream velocity (V∞) = 20 m/s
Freestream density (ρ∞) = 1.23 kg/m3
Freestream viscosity (μ∞) = 1.85 x 10-5 kg/(m.s)
Angle of attack (α) = 0
Chord length (C) = 2 m
Wingspan (b) = 1 m; (the wing area (S) can be assumed to be equal to C*b)
Wing area (S) can be assumed to be equal to (S= C*b)
Cylinder diameter (dcy-1) = 0.25 m
Cylinder diameter (dcy-2) = 0.5 m
Cylinder diameter (dcy-3) = 0.5 m
Cylinder length (L) = 1 m
Angular velocity of rotating cylinder (Ω) = 400 RPM (clockwise)
The separation distance between the wing and the cylinder is 20 cm.
The separation distance between the cylinders (1 & 2) is 20 cm.
2. Theory (Related Equations)
An aircraft's performance during flight is principally determined by the relationship that exists
between lift (L), drag (D) and their ratio (L/D). Lift force is created due to the aerodynamic
shape of the wing, which counters the gravitational force and helps keep the aircraft aloft; while
drag force acts in opposition to the motion and hinders the aircraft's forward movement due to
various factors including frictional and form drag. The L/D ratio — obtained by dividing lift by
drag — serves as a measure of aerodynamic efficiency. A high L/D value implies lesser energy
consumption for overcoming drag which in turn results in longer glides for unpowered aircrafts
or better fuel economy for powered ones. Although both lift and drag can be approximated using
computational fluid dynamics or wind tunnel tests, it is essential to take into account their
respective coefficients (Cl and Cd). These coefficients are experimentally determined values that
are used in conjunction with other parameters such as airspeed and wing geometry within
mathematical models so as to accurately predict the magnitudes of lift and drag forces acting on
the aircraft.
The Equation of the Lift (L):
1 - L = 1/2 * ρ∞ * V∞^2 * S * Cl
The Equation of the Drag (D):
2 - D = 1/2 * ρ∞ * V∞^2 * S * Cd
The Equation of the Reynolds Number (Re):
3- Re = (ρ∞ * V∞ * C) / μ∞
The Kutta-Joukowski Theorem and The Generation of Lift:
4 - L'=ρ∞ V ∞ Γ
The circulation around a given circular streamline:
5-
3. Methodology and Comments
First configuration:
NACA 1408 WING:
Second configuration:
NACA 1408 WING with two rotating cylinders:
Part 1: (Numerical part)
Using the equations, do the following:
a) Calculate the lift (L), drag (D) and the lift to drag ratio (L/D) of the first configuration.
b) Calculate the lift (L), drag (D) and the lift to drag ratio (L/D) of the second configuration.
c) Compare the results in part a & b and discuss at length the differences and the reasons
behind that.
Part 2: (CFD part)
Using suitable and available CFD software, e.g., (ANSYS, FLUENT, SOLIDWORK,
FLIGHTSTREAM etc…), do the following:
a) Calculate the lift (L), drag (D) and the lift to drag ratio (L/D) of the first configuration.
Lift to drag ratio (L/D) = 44.402 / 4.259 = 10.425
b) Calculate the lift (L), drag (D) and the lift to drag ratio (L/D) of the second configuration.
(Note that simulating a rotating cylinder might be difficult at this level, therefore you can
consider the cylinder as a solid object). (We ran two simulations):
The first simulation was without rotation, and here are the results:
Lift to drag ratio (L/D) = 75.85 / 52.27 = 1.4511
The second simulation was with rotation, and here are the results:
Lift to drag ratio (L/D) = 1319.08 / 111.7079 = 11.808
c) Compare the results in part a & b and discuss at length the differences and the reasons
behind that.
d) Comment and come up with conclusions.
Part 3: (Conclusion)
Compare and discuss in details the results obtained in part 1 and part 2, providing your
recommendations of possible design parameters changes to have a better aerodynamic efficiency
(L/D).