Numerical Investigation of M21 Aerofoil and Effect of Plain Flapper at Various Angle of Attack

The aerofoil plays an important role in any structure moving in a fluid-like in a passenger plane, jet plane, or helicopter. The aerofoils decide whether the lift force is appropriate to balance the weight of the plane or not and the amount of drag force is required on the vehicle. The purpose of this project is to simulate the M21 Aerofoil with the help of FLUENT and validate it with theory. This Project also includes the study of various Flapper designs and their simulation. Flappers are useful when the Airplane is about to take-off or landing. The Important parameters to be study are Lift Force, Drag Force, lift coefficient, and Drag coefficient. Simulation has been done for the different Angle of Attack which is useful for finding maximum Lift force and Stall Angle. The Work includes simulation of Plain Flapper for the Angle of Attack where CL/CD is maximum. Similar work can be done for different types of Flapper used in Airplane. The stall angle achieved for M21 was 24° and maximum value of CL/CD measured at 7° A.O.A. Investigation also shows that for the 10° plain flap angle highest drag and lift force was possible. It contains the study of the Adverse Yaw effect which rolls the Airplane while taking a turn. since the validity of any theoretical prediction can only be assessed in practice.

The impact of upstream turbulence on a plane jet

The influence of upstream turbulence on the flow produced by a plane jet is investigated experimentally with hot-wire anemometry and smoke flow visualisation. An innovative active grid, where each wing can be independently controlled, is used to change the upstream turbulence conditions. Three cases are investigated: a canonical reference case, a case with the same integral scale as the reference case but an order of magnitude increase in turbulence intensity, and a case with both an order of magnitude increase in turbulence intensity and an order of magnitude increase in integral scale compared to the reference case. It is demonstrated that the wake width increases with turbulence intensity, but decreases with integral scale for constant turbulence intensity. In addition, the positional variability of the wake width is highest with high turbulence intensity and a short integral scale. Along the jet centreline, the potential core region is shorter with elevated upstream turbulence intensity; this is reflected in both the mean velocity and the variance. The decay of the centreline mean velocity is also retarded by incoming turbulence. In all, increased incoming turbulence results in increased jet spreading, and a shorter integral scale further increases the spreading. Graphic abstract