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FEM/CFD analysis of wings at different angle of attack

Article in Materials Today Proceedings · March 2020

DOI: 10.1016/j.matpr.2020.02.342

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FEM/CFD analysis of wings at different angle of attack

Arnav Kulshreshtha, Sanjeev Kumar Gupta ⇑, Piyush Singhal
Department of Mechanical Engineering, Institute of Engineering & Technology, GLA University, Mathura, UP 281406, India

a r t i c l e i n f o a b s t r a c t

Article history: As we are moving towards future, our natural energy resources are exploited day by day so we have to
Received 13 December 2019 limit our usage for future generation but simultaneously our need is also increasing drastically so we can-
Accepted 13 February 2020 not limit our self by using them, but we can modify/alter the design of object so that we can increase the
Available online xxxx
fuel efficiency. As wings are made of Airfoil section, so we can increase the lift force corresponding to drag
force generated by the flow of air over airfoil section.
Keywords: The main motive of this study is to compare coefficient of lift and coefficient of drag at different angle of
FEM
attack for constant air velocity at different airfoil sections provided by The National Advisory Committee
CFD
Wings
for Aeronautics (NACA). We selected NACA 2412, NACA 2414 and NACA 2415 using Computational Fluid
Lift and drag Dynamics.
Angle of attack To obtain the solution we have to solve steady state governing equations, momentum equations with
standard k-epsilon viscous model. The geometry is first imported in design modular of ANSYS, and then
import the file into Ansys15 software using Fluent as a solver and CFD – Post as post processor.
Ó 2020 Elsevier Ltd. All rights reserved.
Selection and of the scientific committee of the 10th International Conference of Materials Processing and
Characterization.

1. Introduction direction of motion resulting the more consumption of energy to

overcome the drag force [2].
The development of airfoil type sections started in 1800s. Lud- The basic principle used is the Bernoulli’s principle because the
wig Prandtl stated his theory on the Boundary Layer Approxima- during flow of air over the airfoil generates a low pressure zone on
tion in that he stated that the fluid is divided into two regions: the upper surface and high pressure zone on the lower surface so
(i) Outer flow region, which is inviscid, and (ii) Boundary layer in due to the pressure difference the force which is generated is
which the fluid that is near the solid surface causes the flow to known as Lift Force [3].
be stuck or move very slowly due to skin friction. Therefore, this Vinayak Chumber, carried out study on coefficient of lift and
causes the flow of medium (air) to travel through different veloci- coefficient of drag on various airfoil sections and concluded at
ties on different locations of an airfoil [1]. the end that greater the angle of attack greater the lift force but
An Airfoil is a surface having curved design so that it provide simultaneously gives greater drag force [2]. Chandrakant Sagat,
most important lift and drag forces required by airplane wings, performed both practical and CFD analysis at low value of Reynolds
propeller blades, etc. The schematic diagram of airfoil section is number he stated that on increasing the angle of lift the coefficient
shown in Fig. 1. The Airfoil is also very useful because they suspend of lift also increased but after 12° angle, the coefficient of lift starts
whole bulky weight of airplane in air. The design of airfoil is when decreasing but coefficient of drag will keep on increasing with
moved with required speed produces a very useful aerodynamic small increment [4]. CFD Analysis carried out by Jon Leary on
force (lift and drag) due to the relative motion between airfoil blades of a wind turbine to find out the lift and drag generated
and the air as a medium. The force generated by the help of pres- by the blades of turbine [5]. Shivananda Sarkar, carried out the
sure difference (perpendicular) is the lift force acting on the airfoil experiment and observes the effect over high Reynolds number
and due to shear force (parallel) is drag force acting opposite to the and at different angle of attack so the variation is to be observed
in lift and drag forces [6]. Himashu Parashar, performed the simu-
lation on different profiles of NACA airfoils and also validates the
⇑ Corresponding author. available theory [7]. Ankan Dash, he carried out the CFD analysis
E-mail addresses: arnav.kulshreshtha_me16@gla.ac.in (A. Kulshreshtha),
sanjeev.gupta@gla.ac.in (S.K. Gupta).

https://doi.org/10.1016/j.matpr.2020.02.342
2214-7853/Ó 2020 Elsevier Ltd. All rights reserved.
Selection and of the scientific committee of the 10th International Conference of Materials Processing and Characterization.

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
2 A. Kulshreshtha et al. / Materials Today: Proceedings xxx (xxxx) xxx

Fig. 1. Aerofoil.

Table 1
and observed that lift increases drastically with respect to drag in Nomenclature.

the airfoil sections but upto a certain value of angle of attack [8]. q Density of fluid flowing (kg/m3)
In this study is to compare coefficient of lift and coefficient of u Density of fluid flowing (kg/m3)
drag at different angle of attack for constant air velocity at different v Density of fluid flowing (kg/m3)
p Pressure in the direction of flow (N/m2)
airfoil sections provided by The National Advisory Committee for X Body force in x-direction (N)
Aeronautics (NACA). We selected NACA 2412, NACA 2414 and Y Body force in y-direction (N)
NACA 2415 using Computational Fluid Dynamics. T Temperature of Fluid (K)
To obtain the solution we have to solve steady state governing mt Eddy Viscosity
j Turbulent Kinetic Energy
equations, momentum equations with standard k-epsilon viscous
e Turbulent Dissipation Rate
model. The geometry is first imported in ANSYS design modular, G Turbulent Generation Rate
and then import the file into ANSYS 15 software using Fluent as rj Constant
a solver and CFD – Post as post processor. re Constant
C1e Constant
C2e Constant
2. Governing equations h Heat Transfer Coefficient (W/m2-K)
T1 Ambient air temperature (K)

2.1. Continuity equation

strategy consist of three basic and most important steps to solve

any type of problem those steps are
@ q @ ðquÞ @ ðqv Þ
þ þ ¼0 ð1Þ
@t @x @y  Pre - Processing
 Solver
 Post – Processing (Result)
2.2. Momentum equation
" #
Du 1 @p l @ 2 u @ 2 u @ 2 u 3.1. Pre – processing
¼X þ þ þ ð2Þ
Dt q @x p @x2 @y2 @z2
This stage deals with the geometry of the problem and to export
" # to some other formats do that it is accessible to any platform to use
Dv 1 @p l @ 2 v @ 2 v @ 2 v and then we will perform meshing as meshing is known as to break
¼Y þ þ þ ð3Þ
Dt q @y p @x2 @y2 @z2 our profile into n number of small parts so that to acquire most
accurate results.
The National Advisory Committee for Aeronautics (NACA) per-
2.3. K-e equation form various test every year in the wind tunnel and provide the
   coordinates of tested airfoils shape online through their website.
@ qj qlt
þ div ðqujÞ ¼ div lt þ gradj þ qlt G  qe ð4Þ Now as the coordinates are ready we can import those points in
@t rj ANSYS Design Modeler using Point function and join them using
line command then we choose the nearby area and select the
   e
@ qe qlt e2 domain for fluid flow in the design modeler environment.
þ div ðqueÞ ¼ div lt þ grade þ C 1e qlt  C 2e q
@t re j j As the profile generation is over, we have to make mess and
provide refinement to the profile for fine mess near the edge of
ð5Þ
profile and named all the sides of profile. The meshing of airfoil
The nomenclature used in this paper is given in Table 1. is shown in Fig. 2.

3. Methodology 3.2. Solver

The methodology is the strategy while solving and getting In this step, all the boundary conditions and input parameters
required results in the computational domain. The CFD solving are defined in the ANSYS – Fluent Software that work as a base

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
 A. Kulshreshtha et al. / Materials Today: Proceedings xxx (xxxx) xxx 3

Fig. 2. Meshing of Aerofoil.

Table 2
Input Boundary Condition.

Model Standard K- e Equation

Inlet Velocity – Inlet
Velocity Of Flow 30 m/s
Density of Fluid 1.2 kg/m3
Fluid Air
Outlet Pressure – Outlet

to solve the problem and to tell what to record during analysis (like
Cl and Cd). We select a second order scheme discretization to con-
verge results very accurately and faster. The solution method Pres-
sure – Velocity coupling we used in this analysis is SIMPLE (Semi –
Implicit Method for Pressure Linked Equation). Adding monitors
like coefficient of drag and coefficient of lift to plot the graphs
between number of iteration and Cl and Cd. the input boundary
condition in given in Table 2

4. Result

As we marked 1000 iteration for each problem to be converged, Fig. 3. Coefficient of lift vs. AOA for NACA 2412.
we have selected a wide range of angle of attack from 5° to 20°

Table 3
Coefficient of Lift and Drag of NACA 2412, NACA 2414 and NACA 2415.

NACA 2412 NACA 2414 NACA 2415

Angle Of Attack Lift Drag Lift Drag Lift Drag
5 0.562860 0.047170 0.575260 0.051926 0.687940 0.044757
4 0.369460 0.038402 0.388480 0.037912 0.483220 0.037638
3 0.181220 0.026928 0.195610 0.034637 0.287600 0.030820
2 0.075955 0.022454 0.082528 0.026197 0.092863 0.029642
1 0.106610 0.021603 0.122870 0.122870 0.108950 0.030779
0 0.314530 0.016699 0.307770 0.026042 0.336340 0.024184
1 0.530350 0.023958 0.488760 0.026470 0.483110 0.029406
2 0.710750 0.027240 0.679040 0.031713 0.844500 0.040400
3 0.904880 0.033468 0.831130 0.037651 0.898640 0.036923
4 1.185400 0.042456 1.055400 0.044782 1.128400 0.046597
5 1.189700 0.059325 1.210700 0.053126 1.340200 0.050902
6 1.419100 0.063399 1.409100 0.068158 1.618700 0.071772
7 1.648400 0.079788 1.624000 0.083594 1.830800 0.092207
8 1.874700 0.095916 1.847100 0.099440 1.862300 0.102080
9 2.081100 0.125000 2.132300 0.121030 2.117800 0.123180
10 2.337300 0.146220 2.327400 0.152670 2.530700 0.159780
11 2.559500 0.202570 2.585000 0.184950 2.566700 0.185950
12 2.821000 0.216430 2.873800 0.229730 2.819400 0.233040
13 3.148700 0.289740 3.124400 0.300700 3.177900 0.281790
14 3.173800 0.442400 3.441000 0.386370 3.485400 0.383640
15 3.549500 0.558560 3.667600 0.506550 3.959600 0.447240
16 3.615200 0.599910 4.217400 0.590510 4.103200 0.603530
17 4.138900 0.725610 4.157400 0.846850 4.098100 0.728260
18 4.485900 0.996400 4.585100 0.947200 4.617000 0.954680
19 6.061400 1.674800 5.082300 1.176600 4.427100 0.937850
20 4.933900 1.690000 6.168100 1.650900 4.906000 1.178100

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
4 A. Kulshreshtha et al. / Materials Today: Proceedings xxx (xxxx) xxx

Fig. 4. Coefficient of lift vs. AOA for NACA 2414. Fig. 6. Coefficient of drag vs. AOA for NACA 2412.

Fig. 5. Coefficient of lift vs. AOA for NACA 2415.

Fig. 7. Coefficient of drag vs. AOA for NACA 2414.

for NACA 2412, NACA 2414 and NACA 2415 keeping boundary con- the lift to be varies continuously but at 18° we find the value is lar-
dition constant for every problem. The results we obtain as aerody- gest throughout the range of angle.
namic characteristics are coefficient of lift and coefficient of drag is Now as we finished the discussion on coefficient of lift vs AOA
shown in Table 3. Along with the pressure contours and velocity now we focused the discussion on variation in coefficient of drag
contours but the focus of this study is to compare the lift and drag vs angle of attack as from the graphs of all the airfoils NACA
over the wide range of angle of attack. 2412, NACA 2414 and NACA 2415 showing in Fig. 6, Fig. 7 and
While observing the variation in Coefficient of Lift with differ- Fig. 8 respectively, we found that the drag will also keep on
ent angle of attack (5° to 20°) for NACA 2412 showing in Fig. 3, increasing gradually but after reaching the critical angle of attack
the variation between both is seems to be directly proportional we found out that value of coefficient of drag will increased
until critical angle of attack (i.e. 19°) but after that the coefficient abruptly. The lift get affected due to this change and our resultant
of lift start decreasing abruptly. For NACA 2414 showing in Fig. 4 force is bends towards the drag. Therefore, the aeroplane needs
the coefficient of lift is quite similar to NACA 2412 but the variation more energy to raise the coefficient of lift or to decrease the angle
is slight bump in the middle value but we cannot predetermine the of attack to get perfect combination of lift and drag at a optimum
critical value of angle of attack in the NACA 2414 Airfoil. For NACA level of energy consumption.
2415 showing in Fig. 5 as the positive camber increases the varia- As we compare the coefficient of lift and drag at different angle
tion in coefficient of lift with the change in angle of attack causes of attack of NACA 2412, NACA 2414 and NACA 2415. Now as the

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
 A. Kulshreshtha et al. / Materials Today: Proceedings xxx (xxxx) xxx 5

Fig. 8. Coefficient of drag vs. AOA for NACA 2415.

Fig. 10. Ratio of lift &drag vs. AOA for NACA 2414.

Fig. 9. Ratio of lift &drag vs. AOA for NACA 2412. Fig. 11. Ratio of lift &drag vs. AOA for NACA 2415.

Fig. 9, the maximum ratio to be obtained is at 4° after that the thrust

shape of airfoil changes the property of air as a medium also
produced by aircraft requires more energy to overcome the ratio. For
changes hence changing the required lift and drag forces on the
NACA 2414 shown in Fig. 10, the maximum ratio obtain is also same
airfoil.
as NACA 2412 at 4° but for NACA 2415 shown in Fig. 11, the maxi-
The forces created during the motion of any aero plane. The lift
mum ratio obtain is slightly changes to 5° angle of attack as it is pos-
force and the weight does not in same line, hence introduced a
sibly due to the positive camber available in the airfoil.
couple in the aero plane so the aero plane is raises from the nose
and lowers from the back portion hence the angle of attack taken
is also positive for a required flight to achieve. The thrust force gen- 5. Conclusion
erated and the drag force lies in the same line but in opposite
direction producing a retarding force. The main motive of this is study to find out the coefficient of lift
The cost to obtain a particular lift is obtain by drag so the ratio and coefficient of drag at different angle of attack for different pro-
of coefficient of lift to coefficient of drag is indicate the efficiency of files of NACA Airfoil shapes but as we take the ratio of both coeffi-
airfoil. For any aircraft, the coefficient of lift is maximum and coef- cient of lift and coefficient of drag it will tell you that up to how
ficient of drag is minimum to obtain the required ratio higher. much angle the airfoil is increased so that it should be supported
The ratio of coefficient of lift to coefficient of drag with angle of by the flow of medium over the airfoil. For different operation
attack tells you that up to how much angle you can increase so that the different shape airfoil is also advantageous but for a common
to obtain the higher ratio without any losses due to coefficient of use we can say that the airfoil NACA 2412 is best option because
drag as it has to be lower for any aircraft. For NACA 2412 show in as the angle of attack increases but the ratio is decreasing but dur-

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
6 A. Kulshreshtha et al. / Materials Today: Proceedings xxx (xxxx) xxx

ing progression towards higher angle of attack we get ratio lower References
in NACA 2412 that ratio is in variation it sometimes increases
but in NACA 2414 and NACA 2415 it is constantly decreasing so [1] Yunus A. Cengel, John M. Cimbala, Textbook on Fluid Mechanics, Tata Mc Graw
Hill Publication, 2014.
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energy. airfoil section, IRJET 5 (18) (2018) 349–353.
[3] Rohit Jain, Mr. Sandeep Jain, Mr. Lokesh Bajpai, Investigation on 3-D Wing of
commercial aeroplane with Airfoil NACA 2415 using CFD fluent, IRJET 3 (6)
Declaration of Competing Interest (2016) 243–249.
[4] Chandrakant Sagat, Experimental and CFD analysis of Airfoil at low Reynolds
The authors declare that they have no known competing finan- number, Int. J. Mech. Eng. Robot. Res. 1 (3) (2012) 227–283.
[5] Jon Leary, Computational Fluid dynamics analysis of a low-cost wind turbine,
cial interests or personal relationships that could have appeared
EPSRC (2010).
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NACA 2412 Airfoil through the shear stress transport turbulence model, 5(7),
Acknowledgements Jul-2017, pp. 58–62.
[7] Himanshu Parashar, Calculation of aerodynamic characteristics of NACA 2415,
23012, 23015 airfoils using computational fluid dynamics (CFD), IJSETR 4 (3)
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Engineering, GLA University Mathura for providing us CFD lab to [8] Ankan Dash, CFD analysis of wind turbine airfoil at various angles of attack, J.
Mech. Civ. Eng. 13 (2016) 18–24.
do the computational work.

Please cite this article as: A. Kulshreshtha, S. K. Gupta and P. Singhal, FEM/CFD analysis of wings at different angle of attack, Materials Today: Proceedings,
https://doi.org/10.1016/j.matpr.2020.02.342
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