TABILE OF CONTENT

Certificate --

List of figures 2

Abstract 3

Chapter-I INTRODUCTION 4

Chapter-II METHODOLOGY 8

Chapter-III ANALYSIS 10

Chapter-IV RESULTS AND DISCUSSION 12

Conclusions 17

References 18

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
List of figures:

1.1. Force vectors on an airfoil…………………………………………………………………………………………………………4

1.2. Lift and drag curves for typical airfoil…………………………………………………………………………………..……4
1.3. Supersonic airfoil with oblique shock waves and expansion waves…………………………………………..5
2.1. Model of double wedge airfoil……………………………………………………………………….…………………………8
2.2. Input parameters……………………………………………………………………………………………………………………..8
2.3. Meshed domain of double wedge airfoil ……………………………………………………………………….…………8
3.1. Geometry……………………………………………………………………………………………………………………………….10
3.2. Setup for mach 2…………………………………………………………………………………………………………………….11
3.3. Setup for mach 5…………………………………………………………………………………………………………………….11
4.1. Scaled Residual plot………………………………………………………………………………………………………………..13
4.2. Lift plot……………………………………………………………………………………………………………………………………13
4.3. Drag plot…………………………………………………………………………………………………………………………………14
4.4. Temperature contour………………………………………………………………………………………………………..……15
4.5. Pressure contour…………………………………………………………………………………………………………………….15
4.6. Velocity contour …………………………………………………………………………………………………………………….15
4.7. Lift plot for mach 5……………………………………………………………………………………………………………….…16
4.8. Drag plot for mach 5……………………………………………………………………………………………………………….16
4.9. Pressure contour for mach 5……………………………..……………………………………………………………………16
4.10. Temperature contour for mach 5……………………………………………………..…………………………………….16

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
Abstract—
Aeronautical studies are being focused more towards supersonic flights and methods to attain a better
and safer flight with highest possible performance. Aerodynamic analysis is part of the whole
procedure, which includes focusing on airfoil shapes which will permit sustained flight of aircraft at
these speeds. Airfoil shapes differ based on the applications, hence the airfoil shapes considered for
supersonic speeds are different from the ones considered for Subsonic. The present work is based on
the effects of change in physical parameter for the Double wedge airfoil. Mach number range taken is
for both 2 and 5 (supersonic). Physical parameters considered for the Double wedge case with wedge
angle. This is a aerodynamic design study and flow dynamics of a Double wedge supersonic airfoil.
An aerodynamic design methodology was refined by understanding the design which has been
developed and flow simulation performed in ANSYS fluent. A complete aerodynamic study was
performed with Computational Fluid Dynamic analysis which gives the performance characteristics
like velocity contours, pressure contours, temperature contours, density contours and it also evaluates
the aerodynamic plots. The velocity contours of the supersonic airfoil are found and the selection of
appropriate airfoils from analysis made are also discussed. Finally, the results of the aerodynamic
design procedure are presented and appropriate conclusions are drawn.

Keywords— Ansys, Fluent, Airfoils, design and analysis, performance characteristics.

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
Chapter 1.
Introduction-
Customarily, airfoil geometries are with the end goal that they have an adjusted driving edge and a
sharp trailing edge. It would be helpful at times, to utilise airfoil geometries which are thicker, so as to
accomplish better auxiliary execution. When traveling through any sorts of liquid the airfoil makes
streamlined powers. The essential wellsprings of streamlined powers and moments are share stress
distribution and pressure circulation over the body surfaces. Various kinds of the airfoil are conjoined
together to make wings for increasing ideal execution for an ideal sort of airplane. As per the
Bernoulli, the speed of the liquid increments because of the lessening in the liquid weight or potential
and the other way around. So, the lower surface pressure is higher than the upper surface pressure.
This pressure difference creates a resultant force which has two components. The vertical component
is known as lift and the horizontal component is known as drag. Fig 1 shows the forces acting on an

airfoil.

1.1.Force vectors on an airfoil

1.2.Lift and drag curves for typical airfoil

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
The drag (FD) and lift (FL) are represented in terms of two dimensionless coefficients: the drag
coefficient and Lift coefficient, defined as

The lift created by an airfoil relies upon such factors as Angle of attack, Speed of the wind stream, air
density, area of the airfoil. Fig 2 elaborates a lift and drag bend acquired in wind passage testing for
the various angle of attack.

1.3. Supersonic airfoil with oblique shock waves and expansion waves

At zero approach, the bend speaks to an airfoil with a positive camber so some lift is created. With an
expanded approach, lift increments in a generally straight connection. At around 18 degrees this
airfoil slows down, and lift tumbles off rapidly past that. The drop in lift can be clarified by the activity
of the upper-surface limit layer, which isolates and enormously thickens over the upper surface at
and past the slow down edge. The thickened limit layer's dislodging thickness changes the airfoil's
compelling shape, specifically, it decreases its viable camber, which adjusts the general stream field
to lessen the dissemination and the lift. Along these lines, stream partition happens over the airfoil
top surface when the approach (AOA) surpasses a specific worth.
Twofold wedge airfoil (DWA) has infrequently been utilised in physical applications because of the
mind-boggling nature emerged by its physical parameters. DWA shows calm standard impacts at
subsonic paces, however, at higher rates, DWA results in various types of stuns and sharp changes
with a little change in physical parameters which makes this streamlined investigation fascinating. Fig
3 demonstrates that qualities to pursue the pattern. Stuns and unsettling influences raise incredible
arrangements of significance in supersonic velocities, it is basic to think about on various types of
airfoil form to get an airfoil with higher and productive execution and with less unfriendly impacts
like shocks.
A supersonic airfoil is a cross-section geometry designed to generate lift efficiently at
supersonic speeds. The need for such a design arises when an aircraft is required to operate
consistently in the supersonic flight regime.
Supersonic airfoils generally have a thin section formed of either angled planes or opposed
arcs (called "double wedge airfoils" and "biconvex airfoils" respectively), with very sharp
leading and trailing edges. The sharp edges prevent the formation of a detached bow shock
in front of the airfoil as it moves through the air This shape is in contrast to subsonic airfoils,
which often have rounded leading edges to reduce flow separation over a wide range of angle
of attack A rounded edge would behave as a blunt body in supersonic flight and thus would
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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
form a bow shock, which greatly increases wave drag. The airfoils' thickness, camber, and
angle of attack are varied to achieve a design that will cause a slight deviation in the direction
of the surrounding airflow.
However, since a round leading edge decreases an airfoil's susceptibility to flow separation, a
sharp leading edge implies that the airfoil will be more sensitive to changes in angle of attack.
Therefore, to increase lift at lower speeds, aircraft that employ supersonic airfoils also
use high-lift devices such as leading edge and trailing edge flaps.
At supersonic conditions, aircraft drag-is originated due to:
 Skin-friction drag due to shearing.

 The wave drag due to the thickness (or volume) or zero-lift wave drag
 Drag due to lift

Therefore, the Drag coefficient on a supersonic airfoil is described by the following expression:

CD= CD,friction+ CD,thickness+ CD,lift

Experimental data allow us to reduce this expression to:

CD= CD,O + KCL Where CDO is the sum of C(D,friction) and C D,thickness,
2

and k for supersonic flow is a function of the Mach number. The skin-friction component is derived
from the presence of a viscous boundary layer which is infinitely close to the surface of
the aircraft body. At the boundary wall, the normal component of velocity is zero; therefore
an infinitesimal area exists where there is no slip. The zero-lift wave drag component can be obtained
based on the supersonic area rule which tells us that the wave-drag of an aircraft in a steady supersonic
flow is identical to the average of a series of equivalent bodies of revolution. The bodies of revolution
are defined by the cuts through the aircraft made by the tangent to the fore Mach cone from a distant
point of the aircraft at an azimuthal angle. This average is over all azimuthal angles The drag due-to
lift component is calculated using lift-analysis programs. The wing design and the lift-analysis
programs are separate lifting-surfaces methods that solve the direct or inverse problem of design and
lift analysis.

Years of research and experience with the unusual conditions of supersonic flow have led to
some interesting conclusions about airfoil design. Considering a rectangular wing, the
pressure at a point P with coordinates (x,y) on the wing is defined only by the pressure-
disturbances originated at points within the upstream Mach cone emanating from point As
result, the wing tips modify the flow within their own rearward Mach cones. The remaining
area of the wing does not suffer any modification by the tips and can be analysed with two-
dimensional theory. For an arbitrary planform the supersonic leading and trailing are those
portions of the wing edge where the components of the free stream velocity normal to the
edge are supersonic. Similarly the subsonic leading and trailing are those portions of the wing
edge where the components of the free stream velocity normal to the edge are subsonic.
Delta wings have supersonic leading and trailing edges; in contrast arrow wings have a
subsonic leading edge and a supersonic trailing edge.
When designing a supersonic airfoil two factors that must be considered are shock and
expansion waves. Whether a shock or expansion wave is generated at different locations
along an airfoil depends on the local flow speed and direction along with the geometry of the
airfoil.

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Aerodynamic efficiency for supersonic aircraft increases with thin section airfoils with sharp
leading and trailing edges. Swept wings where the leading edge is subsonic have the
advantage of reducing the wave drag component at supersonic flight speeds; however
experiments show that the theoretical benefits are not always attained due to separation of
the flow over the surface of the wing; however this can be corrected with design factors.
Double-Wedge and Bi-convex airfoils are the most common designs used in supersonic
flights. Wave drag is the simplest and most important component of the drag in supersonic
flow flight regions. For the optimized aircraft nearly 60% of its drag is skin friction drag, little
over 20% is induced drag, and slightly under 20% is wave drag, hence less than 30% of the
drag is due to lift.

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Chapter 2.
METHODOLOGY

2.1METHOD
Modelling and analysis have been done using the ANSYS software. The half Wedge angle for the
airfoil is chosen as 100 .
The flow analysis over the airfoil is done for 0o Angle of attack (AOA). The supersonic analysis was
carried out for Mach number of 2.0. The objective is to study the flow variations, the position of the
shock waves and expansion waves and also to carry out shape modification on the double wedge
airfoil in order to study the airfoil performance in subsonic regime at a Mach number of 0.7 and to
determine the improvement in performance of the modified airfoil with blowing flow control.

2.1 Model of double wedge airfoil

Meshing was done using Ansys Mesh tool. CFD was

2.2 Input Parameters
chosen as the physics preference and the elements
were chosen to be quadrilateral. The mesh
quality was maintained by having a finer mesh around the surface of the airfoil. The boundaries were
named as Inlet, Outlet and Airfoil for the left-end of the domain, right-end of the domain and the
airfoil surface, respectively.

2.2 Meshing of the Domain

2.3 Meshed domain of double wedge airfoil

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For the meshing of the modified airfoil, unstructured mesh using triangular elements was done for
better body fitting around the curved surface of the modified airfoil. It was done making sure that the
mesh quality was well within the permissible limits.

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
Chapter 3

III. ANALYSIS
Analysis of the model was done using ANSYS Fluent. Solver type was set to Density-based and the
velocity formulation
was set to Absolute. The solutions were obtained using the Energy Equation provided in the software.
K-Epsilon Viscous model was used and the air properties were set based on density as Ideal Gas.
3.1 Analysis of Double Wedge Airfoil
The Mach number was set as 2.0 for the supersonic analysis of the Double Wedge Airfoil at 7o Angle
of Attack.
3.2 Analysis of Modified Double Wedge Airfoil
The Mach number was set as 5 for supersonic analysis of the Modified Double Wedge Airfoils at 7o
Angle of Attack.
Fluent analysis was performed for various combinations of fillet radii for leading edge and apex edges.
It was found that the flow characteristics improved with increasing radius of the fillet for the apex and
leading edges. However, leading edge fillet radius of 12mm was chosen as it gave optimum flow
characteristics.
For the apex edges, the co-efficient of lift did become positive at a fillet radius of 500mm, but the co-
efficient of lift became negative again for a radius of 750mm and 1000mm. On studying the various
pressure contours obtained, it was evident that the pressure distribution was similar over both the top
and bottom surfaces of the airfoil. This meant that the airfoil wasn’t generating sufficient amount of
lift. To rectify this issue, a new model with different fillet radii of 1000mm and 450mm on the upper
and lower apex edges, respectively was created.

3.1 Geometry

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
Setup-
For MACH 2

3.2 Setup for mach 2

For MACH 5

3.3 Setup for mach 5

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
Chapter 4

IV. RESULTS AND DISCUSSION

4.1 Double Wedge Airfoil

Here the analysis of a double wedge airfoil is being carried iut at two different mach numbers and the
following results are obtained, the number of iterations given to the following analysis is 2000 out of
which the solution converges at 626th iteration and gives the required values of lift and drag
coefficients with other parameters like energy momentum etc.
For MACH 2
The coefficient of lift is 4.5528 X 10^-2
The drag coefficient is 1.7885 X 10^-2
The lift force is 8806.3061 N
The drag force is 3300.4343 N

Similarly for MACH 5

The coefficient of lift is 13.001 X 10^-2
The drag coefficient is 5.45 X 10^-2
The lift force is 25147.334 N
The drag force is 10056.955 N

The graphs below show the plot of lift and drag against number of iterations and it can be observed
that the lift value increases rapidly for the first initial values and the stabalizes itself after 200 iterations
and for drag graph the value drastically increases and then stabilises at 200 th iteration as in fig 4.1, 4.2,
4.3.

Whereas for Mach 5 the trend follows the same and but the values of lift and drag increase and this
results that for a constant angle of attack and increase in MACH numbers the lift and drag increase and
this is very efficient result for supersonic analysis as in fig 4.7 and 4.8

Analysing the graphical results for the same we have taken out three contours namely Pressure
Temperature and Velocity for both the mach numbers and the difference can be noted

The Pressure contour for mach 2 is shown in fig 4.5 and for mach 5 is shown in fig 4.9 the pressures in
both the visuals can be seen and an evident difference can be noted that is the generation of shock
wave is quick for the higher mach and the size of wave goes on shrinking and the divergence can be
observes and for lower mach in supersonic regime the separation of shock wave is wide and more
displaced
When a closeup view of the Pressure contour is taken it can be observed that there a pressure variation
at the borders of the airfoil and there is a drastic pressure drop in the bottom surface for low mach of 2
and there is no much variation observed for mach 5

The temperature contour for the same are displayed in fig4.4 and fig4.10 and the temperature variation
is shown using the rainbow graph and at the borders the temperature is high and it surrounds the airfoil
in the boundary layer

The Velocity contour in fig4.6 exactly depicts the generation of boundary layer and this is because the
zero velocity at the airfoil boundary will go on increasing in the boundary layer and reaches the free
stream velocity at the end of the boundary layer

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 4.1 Scaled Residual plot

4.2 Lift plot

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 4.3 Drag plot

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 4.4 Temperature contour

4.5 Pressure contour

4.6 Velocity contour

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For MACH 5

4.7 Lift plot for mach 5

4.8 Drag plot for mach 5

4.9 Pressure contour for mach 5 4.10 Temperature contour for mach 5

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KLS GOGTE INSTITUTE OF TECHNOLOGY, DEPT OF AERONAUTICAL ENGINEERING
CONCLUSION-

The double Wedge Supersonic airfoil is hypothetically the most efficiently productive aerodynamic
design for an aircraft which has a fixed or movable wing configuration. The accompanying outcomes
portray about the supersonic airfoil that it is to have proficient optimal design to beat the drag and to
create reasonable lift. The distinction in shock strengths causes the stream on the lower surface to be
packed more than the stream on the upper surface.
Here the analysis of wedge is done for 7degree angle of attack at mach numbers 2 and 5 both of which
are supersonic flows and a dynamic pressure of 69000 and temperature of 254 Kelvin and results are
obtained and hence it can be concluded that the lift obtained from this analysis is the most efficient
forms of all airfoils and can run at supersonic regimes

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References:

[1]. John D Anderson Jr, 2010 Fundamentals of Aerodynamics, 5 Edition.

[2]. Ramesh Kolluru and Vijay Gopal 2012 Proc. Excerpt Comsol p 1.
[3]. Pritam Kumar Patel and M Premchand CD adapco, CFD basics, American Agency, Training
Document, P 38.
[4]. Colleen D. Scott-Pomerantz 2004 The k-epsilon model in the theory of turbulence. Tech. Rep.
Univ. of Pittsburgh. P 10.
[5]IJARSCT
ISSN (Online) 2581-9429
International Journal of Advanced Research in Science, Communication and Technology (IJARSCT)
Volume 2, Issue 3, May 2022

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