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Aerodynamic Study of Airbus 320 Airplane Model for Hands-on Learning

Conference Paper · July 2019

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 Aerodynamic Study of Airbus 320 Airplane Model
for Hands-on Learning
Mohamed Amed Saber, Mohamed Saad Helal, and Abdulrahman Mohsen
Mechanical Power Engineering Dept., Faculty of Engineering, Zagazig University, Zagazig, Egypt
[email protected], [email protected], [email protected]
Supervisors: Prof. Dr. Ahmed Farouk AbdelGawad1, Prof. Dr. Mofreh Melad Nassief2
1,2
Professor, Mechanical Power Engineering Dept., Faculty of Eng., Zagazig University, Zagazig, Egypt
1
[email protected], [email protected]

Abstract– As it is more than a century since the first actual

flight, the number and types of airplanes has increased enormously. B. Lift
There are a huge number of airplanes that serve daily in both the To overcome the weight force, airplanes generate an
commercial and military sectors. The designs of theses airplanes
opposing force called lift. Lift is generated by the motion of
differ significantly based on various factors such as carrying
capacity, speed, range, altitude, etc. Consequently, the aerodynamic the airplane through the air. Lift is directed perpendicular to
performance of these airplanes changes dramatically. The deep the flight direction. The magnitude of the lift depends on
understanding of the aerodynamics of airplanes helps in better several factors including the shape, size, and velocity of the
operation of the airplanes and motivates for further optimum aircraft. As with weight, each part of the aircraft contributes to
design. The present work presents an aerodynamic study of the aircraft lift force. Most of the lift is generated by the wings.
airbus 320 airplane model for hands-on learning. Aircraft lift acts through a single point called the center of
Keywords-- Aerodynamics, Computational simulation, Hands- pressure. The center of pressure is defined just like the center
on learning, lift, Drag
of gravity, but using the pressure distribution around the body
I. INTRODUCTION instead of the weight distribution.
The stresses resulting from wind can exceed the limit
C. Drag
value and may cause large-scale structural deformation or even
As the airplane moves through the air, there is another
failure. All certified airplanes should therefore withstand the
aerodynamic force presents. The air resists the motion of the
increased loads from wind of considerable intensity. A large
aircraft and the resistance force is called drag. Drag is directed
factor of safety will make the structure heavy and less
along and opposed to the flight direction. Like lift, there are
economical. Thus, the need for accurate prediction of
many factors that affect the magnitude of the drag force
aerodynamic responses is motivated by both safety and
including the shape of the aircraft, the "stickiness" of the air,
economic concerns.
and the velocity of the aircraft. Like lift, all of the individual
This study presents some effort to simulate the
components of drag are collected and combined into a single
aerodynamic response of the present model of Airbus A320.
aircraft drag magnitude. And like lift, drag acts through the
This is a hands-on learning work for better understanding of
aircraft center of pressure.
airplane shape and performance. Hopefully, the present
developed computational method and experimental technique
D. Thrust
will play an important role in such learning techniques.
To overcome drag, airplanes use a propulsion system to
ANSYS-Fluent software was used as the flow solver to
generate a force called thrust. The direction of the thrust force
simulate aerodynamic performance.
depends on how the engines are attached to the aircraft. On
Now, it is beneficiary to demonstrate the forces that affect
some aircraft, such as the Harrier, the thrust direction can be
any airplane. Actually, there are four forces as follows [1]:
varied to help the airplane take off in a very short distance.
The magnitude of the thrust depends on many factors
A. Weight
associated with the propulsion system including the type of
The force that is always directed towards the center of the
engine, the number of engines, and the throttle setting.
earth. The magnitude of the weight depends on the mass of all
Generally, the motion of the airplane through the air
the airplane parts, plus the amount of fuel, plus any payload on
depends on the relative strength and direction of the forces
board (people, baggage, freight, etc.). The weight is distributed
illustrated above. If the forces are balanced, the aircraft cruises
throughout the airplane. But we can often think of it as
at constant velocity. If the forces are unbalanced, the aircraft
collected and acting through a single point called the center of
gravity.

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.
accelerates in the direction of the largest force. For more IV. COMPUTATIONAL STUDY
information concerning this issue, refer to [2-7].
A. Computational Aspects
The computations were carried out by ANSYS-Fluent
II. OBJECTIVE OF THE PRESENT STUDY Release 18.1.0. The model drawings were obtained from Ref.
[10]. The solution was characterized by being three-
In the present study, the airplane model airbus A320 was
dimensional, double precision, and pressure-based. The flow
investigated computationally. An experimental model was also
was considered turbulent. The realizable k- model was used
prepared. Computational study was carried out using ANSYS-
as the turbulence model of the present study. Table I shows the
Fluent software. Concentration of simulation was on drag force
main settings of the computational simulation. The air was the
and coefficient, and lift force and coefficient. Concerning the
working fluid with all corresponding properties (density,
experimental study, a small-scale model was fabricated. This
viscosity, etc.) were correctly set.
model will be tested in a suitable wind tunnel for lift and drag
measurements. This is a hands-on learning technique for better TABLE I
understanding of the effect of airplane shape on its MAIN SETTINGS OF THE COMPUTATIONAL SIMULATION
aerodynamic performance. Parameter Setting
Eventually, it is intended to suggest appropriate Time Steady
modifications to the airplane model to enhance aerodynamic Flow Viscous
performance if possible. Then, another modified model may be Turbulence model Realizable k-epsilon
fabricated based on the present computational and Wall Treatment Standard Wall Functions
Heat Transfer Disabled
experimental work. Species Disabled
III. PRESENT MODEL Pollutants Disabled

In the preset work, the airbus A320 airplane was Table II shows the values of the relaxation factor for
considered. The Airbus A320 family consists of short- to different variables/quantities of the computations.
medium-range, narrow-body, commercial passenger twin-
engine jet airliners manufactured by Airbus. The family TABLE II
includes A318, A319, A320 and A321. The A320s are also VALUES OF THE RELAXATION FACTOR
named A320ceo (current engine option) following the Variable/Quantity Value
introduction of the A320neo (new engine option). The aircraft Pressure 0.3
Density 1
family can accommodate up to 236 passengers and has
Body Forces 1
a range of 3,100 to 12,000 km, depending on model [8]. Momentum 0.7
Figure 1 shows the A320neo, which was considered in the Turbulent Kinetic Energy (k) 0.8
present work. The airplane has an overall length of 37.57 m. Turbulent Dissipation Rate () 0.8
Turbulent Viscosity 1

Table III shows a summary of the boundary conditions of

the computational domain.
TABLE III
SUMMARY OF THE BOUNDARY CONDITIONS
Boundary Setting
Inlet velocity-inlet (260 m/s)
Outlet pressure-outlet
Airplane Solid wall
Others Symmetry

Figure 2 shows the computational domain with the

airplane model. The dimensions of the computational domain
are shown in table IV. These dimensions were chosen as a
compromise between the capacity of available hardware
facility and computational needs.
TABLE IV
DIMENSIONS OF THE COMPUTATIONAL DOMAIN
Dimension Value
Length Twice the airplane length
Width Slightly more than twice the airplane length
Fig. 1. Airbus A320neo [9]. height Slightly more than twice the airplane length

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.
 It is clear from Fig. 2 that the computational mesh was
unstructured with tetrahedral elements. Very fine elements (not B. Computational Results
shown in Fig. 2 for clarity) were generated around the airplane The computational results of the present study are
model to grantee accurate solution of the flow boundary layer. illustrated in Figs. 3-5. The values of lift and drag forces are
Careful consideration of the mesh-independency solution was shown in Fig. 3. The three-dimensional velocity streamlines
concerned. The number of mesh elements was increased are shown in Fig. 4. The pressure contours around the airplane
gradually until there was no more change of the value of the body are shown in Fig. 5.
two key parameters; lift and drag. Referring to Figs 3-5, it is clear that the results of the
computations are generally acceptable when considering the
flow streamlines and pressure contours.

Fig. 2. Computational domain and mesh with the airplane model.

The convergence of the computational solution for lift and Fig. 4. Three-dimensional velocity streamlines.
drag is shown in Figs. 32a and 3b, respectively. The negative
sign that appears in Figs. 3a and 3b is due to the used axes
system. It is clear from Fig. 3 that 200 iterations were
sufficient for convergence, which gives a very good indication
about the present computational scheme.

Fig. 5. Pressure contours around the airplane body.

V. EXPERIMENTAL WORK
To carry out the experimental study of measuring lift and
drag, a small-scale airplane model was fabricated. It is a good
application of hands-on learning technique. The overall length
Fig. 3a. Lift of the model is about 0.7 m with a scale of 1:54. The overall
length of the actual A320 airplane is about 38 m. The model
was fabricated from wood as it is a suitable material for easy
fabrication of complex shapes. Moreover, the cost of wooden
materials and their fabrication is reasonable. Table V shows
the types of wood that were used for different parts of the
airplane model.

TABLE V
TYPES OF WOOD FOR DIFFERENT PARTS OF THE AIRPLANE MODEL.
Part Wood type
Fuselage Camphor wood
Wing White wood
Tail white wood
Fig. 3b. Drag
Engine beech wood
Fig. 3. Convergence of the computational solution for lift and drag.

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.
 At first detail drawings of the airplane model were
considered. Theses drawings are illustrated in Figs. 6-9 for
fuselage, wings, tail assembly, and jet engines, respectively.
The dimensions that appear in Figs. 6-9 are the actual
dimensions of the airplane.

Fig. 6. Drawings of the model fuselage. (Dimensions in m)

Fig. 7c
Fig. 7. Drawings of the model wing. (Dimensions in m)
Fig. 7a

Fig. 8a. Tailplane, Top view.

Fig. 7b

Fig. 8b. Tailplane, Isometric view.

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.
 Fig. 10b. Wings.

Fig. 8c. Tailfin, Side view.

Fig. 8. Drawings of the model tail assembly. (Dimensions in m)

Fig. 10c. Tail assembly.

Fig. 9a. Jet engine, Top view.

Fig. 10d. Jet engines.

Fig. 9b. Jet engine, Isometric view.

Fig. 9. Drawings of the model jet engine. (Dimensions in m)

Then, the different parts of the airplane model were

fabricated according to the required scale (1:54). The
fabricated parts are shown in Fig. 10.

Fig. 10a. Fuselage.

Fig. 10e. Assembly of airplane model.

Fig. 10. Fabrication of parts of the airplane model.

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.
 Thus, the airplane wooden model is ready for the next
ACKNOWLEDGMENT
phase of experimental measurements. It is intended to carry
out the experiments in a delivery wind tunnel to measure lift The authors are grateful to Prof. Dr. Ahmed Farouk
and drag. AbdelGawad, Prof. Dr. Mofreh Melad Nassif, Dr. Reda Gad,
and Eng. Shahid Ameen for their valuable help and
VI. CONCLUSIONS
cooperation throughout this study.
This work presents a study of the airplane airbus A320.
REFERENCES
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investigations such as measuring lift and drag. Consequently, [7] Y. A. Cengel, and J. M. Cimbala, “Fluid Mechanics: Fundamentals and
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[10] https://grabcad.com

4th IUGRC International Undergraduate Research Conference,

Military Technical College, Cairo, Egypt, July 29-August 1, 2019.

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