This slide describes the design process of High Lift Devices and it's results.

1. Guided By
D. LOKESHARUN
Presented By
ANJUGASELVI D (13AE008)
BALAVIJAY V (13AE019)
KESAVAN K (13AE048)

2. Abstract
High lift devices are necessary for large commercial transport aircrafts and
military aircrafts. High lift devices are not only used to increase the lift, which reduces
the stall speed also. Now a days, Passenger safety is vital one in the air transport. High
lift devices has a major influence on the sizing, economics, and safety of most transport
airplane configurations. Even a small increase in high-lift system performance can
make a big difference in the profitability of the aircraft. The present work deals with
the aerodynamic analysis on NASA (SC) 2-0610 airfoil with single slotted fowler flap
at trailing edge and leading edge slat. The 2D CFD analysis is performed in ANSYS
FLUENT 16.0 for various flap and slat positions with respect to various angle of
attacks. Effect of flap and slat on lift and drag coefficients are quantified. Variations in
the stall speed with respect to various configurations also calculated.

3. Introduction
What is High Lift Device ?
• It is a component or mechanism on an aircraft’s wing that increases
the amount of lift produced by the wing.
How it works ?
• An increase in camber.
• An increase in effective chord.
• The mutual interaction effect.
-0.25
-0.3
C'
𝜽
max
𝝓
max
Gap
Offset
Overlap

4. Types of High Lift Devices
• Leading edge High Lift
Devices
• Trailing edge High Lift
Devices
• Leading edge flap
• Leading edge slat
• Kruger flap
• Plain flap
• Split flap
• Single-slotted flap
• Double-slotted flap
• Triple-slotted flap
• Fowler flap
Various types of High Lift Devices

5. • Lift coefficient (Cl) is increased.
• Maximum lift coefficient (Clmax) is increased.
• Zero-lift angle of attack (αo) is changed.
• Stall angle (αs) is changed.
• Pitching moment coefficient is changed.
• Drag coefficient is increased.
• Lift curve slope is increased.
• Stall speed is decreased.
Need of High Lift Devices

6. Software Requirements
• MODELING SOFTWARE
• MESHING
• ANALYSIS SOTWARE
• CATIA V5
• GAMBIT
• ANSYS 16
• ANSYS Fluent 16.0

7. DESIGN CONCEPT
• Plain airfoil ( Without slat and flap)
• With flap without slat ( 𝜃 = 16 degree)
• With slat without flap (ϕ = 0 and 16 degree )
• With slat and flap
• ϕ= 16 degree and 𝜃 = 16 degree
• ϕ= 16 degree and 𝜃 = 32 degree

8. EXTRACTION OF HLD PORTIONS
Configuration 𝒙 𝒐𝒇𝒇 𝒚 𝒐𝒇𝒇
Slat with 𝜙 = 0 degree - 7.57 % 𝑐 0
Slat with 𝜙 = 16 degree - 7.57 % 𝑐 - 6.13 % 𝑐
Flap with 𝜃 = 16 degree 11.75 % 𝑐 0
Flap with 𝜃 = 32 degree 11.75 % 𝑐 0
Offset distance for Flap and Slat portions

9. DESIGN CONCEPT
-0.2
-0.1
0
0.1
0.2
-0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
Y/C
X/C
Main FlapSlat
-0.2
-0.1
0
0.1
0.2
-0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
Y/C
X/C
Slat Main
-0.2
-0.1
0
0.1
0.2
-0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
Y/C
X/C
Main Flap
-0.2
-0.1
0
0.1
0.2
-0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
Y/C
X/C
Main FlapSlat
Airfoil with Slat
Airfoil with Slat and FlapAirfoil with Flap
Clean Airfoil

10. Transformation Equation
1. Flap Transformation equations with translation by (𝑥 𝑜𝑓𝑓, 𝑦 𝑜𝑓𝑓) and
rotation
by 𝜃 :
𝑿 = 𝒄 [ (𝒙 – 𝒙 𝟏) 𝒄𝒐𝒔 𝜽 + 𝒚 𝒔𝒊𝒏 𝜽 + (𝒙 𝟏 + 𝒙 𝒐𝒇𝒇) ]
𝒀 = 𝒄 − 𝒙 – 𝒙 𝟏 𝒔𝒊𝒏 𝜽 + 𝒚 𝒄𝒐𝒔 𝜽 If 𝒚 𝒐𝒇𝒇 = 0
2. Slat Transformation equations with translation by (𝑥 𝑜𝑓𝑓, 𝑦 𝑜𝑓𝑓) and
rotation
by 𝜙 :
𝑿 = 𝒄 [ 𝒙 𝒄𝒐𝒔 𝝓 − 𝒚 𝒔𝒊𝒏 𝝓 + 𝒙 𝒐𝒇𝒇) ]
𝒀 = 𝒄 [ 𝒙 𝒔𝒊𝒏 𝝓 + 𝒚 𝒄𝒐𝒔 𝝓 + 𝒚 𝒐𝒇𝒇) ]

11. EXTRACTION OF SLAT AND FLAP
Intermediate spine curve in CATIA to
extract HLD portions
After the extraction with transformation
and rotation of HLD

12. MESHING
Mesh - Domain Mesh near the boundary

13. Clean Airfoil
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 130

14. WSWOF (∅ = 0 𝑜
)
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 200

15. WSWOF (∅ = 16 𝑜)
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 200

16. WFWOS (𝜽 = 16 𝑜)
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 110

17. WFWS (∅ = 𝟏𝟔 𝒐, 𝜽 = 𝟏𝟔 𝒐)
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 180

18. WFWS (∅ = 𝟏𝟔 𝒐, 𝜽 = 𝟑𝟐 𝒐)
Static pressure & Velocity
contour at α = 00
Static pressure & Velocity
contour at α = 180

19. Path Lines for Slat

20. Path Lines for Flap

21. 0
0.5
1
1.5
2
-20 0 20
Cl
α
Cl vs α
WFWOS FA=16
WFWS FA=16
WFWS FA=32
WSWOF SA=0
Clean Airfoil
WSWOF SA=16 -0.1
0.1
0.3
0.5
0.7
0.9
1.1
1.3
1.5
-10 0 10 20 30
Cd
α
Cd vs α
WFWOS FA=16
WFWS FA=16
WFWS FA=32
WSWOF SA=0
Clean Airfoil
WSWOF SA=16
RESULT PLOTS

22. REDUCTION IN STALL SPEED

23. • For slat with 𝝓 = 0 degree the stall angle has increased from 13 to 20 degree and
𝐶𝑙 𝑚𝑎𝑥 is increased about 0.082428 and the stall speed is decreased about 7.23 %
• When we are using the slat only with 𝝓 =16 degree, the stall angle has increased
from 13 to 21 degree and 𝐶𝑙 𝑚𝑎𝑥 is increased about 0.361519 and the stall speed is
decreased about 17.1%
• When we using flap only with 16 degree deflection, the stall angle reduced to 10
degree but the lift coefficient has increased about 0.742369 and the stall speed is
reduced about 27.35 %
CONCLUSION

24. • With flap and slat (θ =16 and 𝝓 =16 degree) results higher stall angle. Stall
angle increased to 18 degree and 𝐶𝑙 𝑚𝑎𝑥 increased about 1.166663. Which is
desirable for take-off and the stall speed is reduced about 37%
• When we increase the flap deflection angle to 32 degrees that increase the drag
coefficient as 0.407821 to 0.468968 which is desirable for landing. Where the
stall speed is reduced about 37 %.
CONCLUSION

25. FUTURE WORKS
• Here 2D analysis is only performed. In future we can perform the 3D analysis for
this same configurations with respect to various wing configurations.
• We are taken the leading edge slats and single slotted fowler flap at the trailing
edge. There are many types of high lift devices available. We can perform the
analysis with various kinds of High lift devices.
• To obtain higher lift coefficient, we can add more slots to the flap configurations
in future.
• Here the analysis is limited with 16 degree slat deflection angle and 32 degree flap
deflection angle. In future we can further increase the defection angle to the
maximum limit and also we can increase the offset distance. That will produce
different results.