ANALYSIS OF ICE FORMATION OVER AN AIRCRAT

WING

A MINI PROJECT REPORT

Submitted by
DILIPAN J (1801012)
DINESH J (1801013)
. VIKNESH P (1801044)

in partial fulfillment for the award of the

degree
of

BACHELOR OF ENGINEERING

IN
AERONAUTICAL ENGINEERING

PSN COLLEGE OF ENGINEERING & TECHNOLOGY

Melathediyoor, Tirunelveli - 627152

(An Autonomous Institution affiliated to Anna university, Chennai)
Approved by AICTE, Recognized by UGC under section 2(f)

An ISO 9001:2008 certified Institution

1
 DECEMBER - 2021

BONAFIDE CERTIFICATE

Certified that this mini project report “ANALYSIS OF ICE FORMATION OVER AN
AIRCRAT ADVANCED TECHNOLOGY WING” is the BonafIde work of
“DILIPAN J (1801012), DINESH J (1801013), VIKNESH P (1801044))” who carried
out the project work under my supervision.

SIGNATURE SIGNATURE

Dr.K. CHANDRASEKAR, PhD J.S.HERIC

HEAD OF THE DEPARTMENT Assistant professor,

Dept of Aeronautical Engineering, Dept of Aeronautical Engineering,

PSNCET, PSNCET,

Tirunelveli-627152 Tirunelveli.-627152

Submitted for the B.E Mini project (501301) work Viva –Voice at the PSN
College of Engineering and Technology, Tirunelveli- 627152, on …………………

2
 External Examiner Internal examiner

ACKNOWLEDGEMENT

We express our deep and sincere thanks to chairman of our college Dr.P.SUYAMBU,

for giving us the inspiration and for making all the facilities during the identification of

this project.

We indebted to Dr.MANIKANDAN,Ph.D., Principal, PSNCET, for granting us

permission to carry out our project work and for giving us an excellent opportunity to

learn more.

We much grateful to Prof. Dr. K. CHANDRASEKAR, Ph.d , Head of the

department of Aeronautical Engineering for this encourage discussion, valuable

comments and many innovation ideas. Without his timely help it would have been

impossible for us to complete this work.

We acknowledge in no less term the qualified excellent assistance rendered by

Mr. VINOTH, M.E., Assistant professor, Department of Engineering. We owe a

dept of her valuable suggestion, kind inspiration and encouragement. We most

sincerely acknowledge the staff members of the Department of Aeronautical for

their constant inspiration and encouragement.

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 ABSTRACT

The Project is an ANALYSIS OF ICE FORMATION OVER AN

ADVANCE TECHNOLOGY WING , Nowadays the airplane in-flight icing is a

serious problem, still causing many accidents. Formation of a solid ice cover with

different structures and shapes of different speed rates and intensities on airplane

external surfaces causes an increase of roughness and alters the flow over the lifting

devices. Our goal is to analysis the Boeing 737 Max AT wing section and compute

the CFD simulation process for de-icing.

Taking this problem into account, a numerical simulation has been

carried out to model for de-icing simulation over the Boeing 737max AT wing

section in this project. The right wing of the Boeing 737 Max AT wing has been

considered for de-icing CFD simulation instead of considering the whole aircraft.

The wing section along with the winglets has been modelled used CAD modelling

software SOLIDWORKS. The major objective of the work is to predict the

aerodynamic drag coefficient of the wing with leading edge rime ice and

performing the CFD simulation of de-icing process to compute the total time taken

for melting the solid ice over the wing.

The results of the CFD simulation shows that, the rapid de-icing of the

ice of the wing are possible with high thermal heating of the leading edge part of

the wing with constrains in structural integrity because of high thermal loading.

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 Keywords: SOLIDWORKS, ANSYS, CFD, ICE FORMATION
TABLE OF CONTENTS

CHAPTER TITLE PAGE NO

ABSTRACT 4
LIST OF TABLES 7
LIST OF FIGURES 8
1 INTRODUCTION 9
1.1 ICING EFFECT 9
1.1.1 TYPE OF ICE 10
1.2 EFFECT OF ICING 10
1.3 EFFECT OF ICE ACCRETION 13
1.4 DRAG EFFECT 13
1.5 ICE PREVENTION TECHNIQUES 14
1.5.1 ANTI-ICING TECHNIQUES 14
1.5.2 DE-ICING TECHNIQUES 14
1.6 FIELD OF STUDY 15

2 LITERATURE SUREVEY 16

3 THEORY OF CFD 17
3.1 INTRODUCTION 17
3.2 HISTORY OF CFD 17
3.3 GOVERING EQUATION OF CFD 18
3.4 STEPS FOLLOWED IN CFD 18
3.4.1 BUILDING A MESH 19
3.4.2 VOLUMETRIC MESHING 19

5
 3.5 SOLVING THE CFD PROBLEM 19
3.6 POST PROCESSING 20
3.7 REPORT GENERATING 21

4 METHODOLOGY
4.1 CFD SIMULATION OF Boeing 737 max WING 26

5 CFD PREPROCESSING 28
5.1 MESHING 29
5.1.1 SURFACE MESH 29
5.2 VOLUME MESHING 30
5.3 MESHING DETAILS 30
5.4 SOLVER SET UP AND METHODOLOGY 32
5.5 MELTING MODEL AND BOUNDARY
32
CONDITONS SETUP

6 RESULT & DISCUSSION 44

DE-ICING USING ELECTROMAGNETIC

7 45
INDUCTION

8 CONCLUSION 46

9 REFERRENCES 47

6
 LIST OF TABLES

TABLE NO TITLE PAGE NO

Boeing 737 max wing specification and operating

4.1 27
condition
Meshing details of the Boeing 737 max wing with
5.1 31
wind tunnel domain

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 LIST OF FIGURES

FIGURE PAGE
TITLE
NO. NO

1.1 Type of ice accretion 11

1.2 Schematic breakdown of ice accretion modeling 12

procedure

5.1 Geometry cleaned 28

5.2 Surface mesh of the Boeing 737 max wing (Base 29

case)

5.3 Surface mesh of the Boeing 737 max wing (with 29

leading edge ice)

5.4 Volume mesh of static region of the domain 34

5.5 Ice accretion over on wing (FENSAP ICE) 37

5.6 Pressure gradient along the wing 38

5.7 Thermal analyses along the wing 43

7.1 Electromagnet’s induction coiling 45

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 CHAPTER 1

INTRODUCTION

ICE ACCRETION
The formation of ice on aircraft external surface during its operation in
cold weather is known as Ice Accretion.

1.1 ICING EFFECT:

Icing is a natural phenomenon where a surface is incident on Liquid Water
Content (LWC) that are present in clouds and ice forms over the surface at certain
atmospheric conditions. Icing can also happen during snowstorm and snowfall.
We see the roofs of the houses, the roads surfaced with layers of snow. Airfoils
that are in use at such snowy places will experience such icing.

Clouds are made of water droplets. This water droplets freeze on the
surface it falls on, given the surface temperature is below the freezing point. As
time goes on, layer after layer of ice gets accreted on the surface. This is a major
problem will being faced by Aerospace Industries worldwide.

When aircrafts fly through clouds, leading edges of the wing, inlet leading
edge of the engine are affected by ice formation. This happens to any surface in
high-altitude regions, where the temperature is below 0°C. Aircrafts experience
icing when they fly through clouds. The water droplets that are present in the
clouds hit the aircraft’s surface and the water droplets froze on impact that results
in ice formation over that surface. The typical areas where the ice forms on
aircraft are the leading edges of the wing, nose, inlet leading edge of the engine
cowling, propellers of a turboprop or piston prop aircrafts and leading edges of
vertical and horizontal stabilizers.

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1.1.1 Types of Ice
There are super cooled droplets at higher altitudes. These droplets
form into ice on coming in contact with the aircraft surface. Based on the
formation, there are two types of ice

 Rime ice (Dry ice)

 Glaze ice (Wet ice)

The Rime ice, is seen at lower temperatures (-40 0C to -100C) where the
super cooled droplets freeze almost immediately onto the surface. In doing so, air
is entrapped between the frozen droplets, which give rime ice its characteristic
white appearance. Rime ice is normally attached to the leading edge with a
streamlined shape where the aerodynamic drag is increased because of surface
roughness and early boundary layer transition. Rime ice is less dense with a
density of 880 kg/m3 because of the entrapped air.

Glaze ice occurs at higher temperatures (-180C to 00C) where liquid

droplets freeze. Therefore, is it clear, with a density of 917 kg/m 3. The droplets
impinge on the surface do not freeze instantaneously but form a film of liquid
water that runs back over the surface, freezing gradually at various rates. Rime
and Glaze ice tend to respectively form round and near the leading edge.

Mixed ices are the types of ice that are partly rime and glaze. This mainly
depends on the temperature. If the temperature is from the -6°C to -9°C, there is
high probability that the ice formed is mixed – the appearance of the ice will be
translucent.

1.2 EFFECTS OF ICING:

It is due to the Lift acting on the airfoil that keeps the aircraft float and
hence the lift produced plays a pivotal role in the stability of the aircraft. So, the
Lift force and hence the Coefficient of Lift of that airfoil plays a very important
role in this

10
 whole scenario. It also increase drag and adversely affects the aerodynamic
efficiency. The reader is referred to references [9-14] for related study on icing.

Shape, amount and type of ice are determined by:

 Velocity

 Temperature

 Liquid Water Concentration (LWC)

 Droplet Size (MVD)

 Ice Accretion Time (t)

Figure 1.1 Types of ice accretion

ACCRETION PARAMETER CONSIDERATION

Aircraft ice accretion depends on parameters such as liquid water content,
droplet diameter, ambient temperature, airspeed, angle of attack, size and shape of
the object (airfoil) and time spent in the icing conditions.

Iced surfaces develop roughness during an ice accretion process. Surface

roughness elements modify efficiency over the elements themselves and affect
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local convective heat transfer rates, which in turn affects the overall ice shape.

Methods of Ice Accretion Prediction

Normally ice accretion study consists of three major parts namely,

 Study of flow field (Panel Code, Euler Code or N-S Code)

 Study of droplets trajectories and its impaction on

aircraft surface (Lagrangian Approach)

 Thermodynamic analysis of freezing process and calculation

of mass of ice accreted at the icing surface.

 All the above process has to be repeated in small time

steps with modified airfoil shape.

Figure 1.2 Schematic breakdown

of ice accretion modelling
procedure.

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1.3 EFFECTS OF ICE ACCRETION
The in-flight icing has much hazardous effect as given below:
 The ice accreting on the external surfaces changes the aircraft’s shape and
hence affects the performance and handling qualities of the aircraft.
 The ice may block the sensor like pitot tube, antennae, etc.

 The ice on breaking away from the surface may impact and damage the
other surfaces.
 The ice formed between the gaps at the control surfaces may lock the
control surfaces and make them inoperable.
 The ingested ice can flame out the aircraft engine.
To counter the in-flight icing, the aircraft flying in icing zone has to be fitted with
the anti/de-icing system. To facilitate the operation of aircraft in icing environment
and to understand the aircraft icing, ice shape has to be predicted.

So, this project’s objective is to take existing airfoils, generate new airfoils
by interpolation and suggest the airfoils that produce minimum reduction of loss
(maximum Coefficient of Lift clmax and maximum Aerodynamic Efficiency
Emax) in efficiency due to icing, so that the suggested airfoils can be used during
icing conditions and can have better efficiency after ice formation when compared
to other airfoils.

1.4 DRAG EFFECT:

Drag tends to increase steadily as ice accretes. An airfoil drag increase of
100 percent is not unusual, and for large horn ice accretions, the increase can be
200 percent or even high.

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1.5 ICE PREVENTION TECHNIQUES
The accretion of ice has been a significant factor in limiting the safe flight
of various aircraft due to performance degradation. Icing and anti- icing
techniques are in constant change.

Three main methods of icing and anti-icing techniques in use:

 Freezing point

 Thermal melting

 Surface deformation.
1.5.1 Anti-Icing Technique
Anti-icing refers to the prevention of any build-up of ice on a surface
during flight.

 Heated wings-Hot compressor bleed air is directed into sections

of the wing increasing its surface temperature

 Weeping wings-Fluid (a water and glycol mix) is pumped through

a mesh panel on the wings leading edge

 Clean wings can also be sprayed with glycol-based fluids to

protect against freezing for a limited time

1.5.2 De-Icing Technique

De-icing denotes the cases where ice already formed on a surface, which is
subsequently removed.

 Pneumatic boots-attached to wings and are inflated with air in order

to break off any ice that has accumulated on them

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  If wings have accumulated ice, a heated glycol and water mix is
sprayed on the wings to remove it.

Most commonly, to combat icing problems, aircrafts are sprayed with anti-
icing fluid while on the ground to prevent ice forming on critical surfaces.
During flight in icing conditions, one option is to heat vulnerable surfaces.
This may require a considerable amount of energy. To observe safety aspect,
there are compelling financial reasons for investigation.

1.6 FIELD OF STUDY

Mainly there are three types of de-icing techniques employed in for
melting the ice over the aircraft wing and further avoid the accretion of ice
formation of the wing surface taken into consideration for the formation of ice

 Freezing point

 Thermal melting

 Surface deformation

In this investigation of ice accretion and de-icing technique employed

is thermal melting of rime ice which is deposited over the leading edge of on
Boeing 737 Max wing with 6mm thickness. Ice accretion is modeled using
prism elements for predicting the drag coefficient value because of 6mm ice

thickness above the leading edge of wing. Then using thermal melting of
about 390k is applied on the leading edge of the wing for rapid melting of
ice. The ice melting time is to be computed in this work. In the present work,
computational fluid dynamics tools are used to solve and simulate the ice
melting process on the wing. Currently, numerical methods are widely used
as powerful assistant tool in icing and de-icing research.

15
 CHAPTER 2

LITERATURE SURVEY

Broeren, A., Bragg, M. Effect of Airfoil Geometry on Performance with

Simulated Intercycle Ice Accretions. American Institute of Aeronautics and
Astronautics. AIAA-2003-0728. (2003).

Bottyán, Z. In-Flight Icing Characteristics of Unmanned Aerial Vehicles

during Special Atmospheric Condition over the Carpathian-Basin. Landscape &
Environment. (2013).

William A. Cooper, Marcia K. Politovich, Wayne R. Sand and Donald

L. Veal., “Effects of icing on performance of a research airplane,” Journal of
Aircraft, vol. 21(9), pp.708-715, September 1984

Yihua Cao, Wenyuan Tan and Zhenlong Wu, “Aircraft icing: An

ongoing threat to aviation safety,” Aerospace Science and Technology, vol. 75,
April 2018.

Woutjn J Bars, Ronald O Sstearman and Charles E Tinney, “A

review on the impact of icing on aircraft stability and control” ASD Journal, vol2
No1, pp 35-52, 2010.

Tao HU, Haixia L V. Bin TIAN, Duo SU, “Choosing critical ice shapes
on airfoil surface for the icing certification of aircraft” Airworthiness Technology
and Management Centre, China Aero Poly-Technology Establishment, AVIC
Jiangshan Road 7, Chaoyang District, Beijing 100028, China

Perkins, C. and Hage, R. (1949) Airplane Performance, Stability and

Control, Wiley, New York.

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 CHAPTER 3

THEORY OF CFD

3.1 INTRODUCTION:
Fluid dynamics is a field of science which studies the physical laws
governing the flow of fluids under various conditions. Great effort has gone into
understanding the governing loss and the nature of fluids themselves, the
complex sets of partial differential equation of solved on in geometrical domain
divided into small volumes, commonly known as a mesh (or grid).

COMPUTATIONAL FLUID DYNAMICS:

Computational fluid dynamics (CFD) is the science of predicting fluid

flow, heat transfer, mass transfer, chemical reactions, and related phenomena by
solving the mathematical equations which govern these processes using a
numerical process.

3.2 HISTORY OF CFD

Computers have been used to solve fluid flow problems for many years.
Numerous programs have been written to solve either specific problems, or
specific classes of problems. From the mid-1970's, the complex mathematics
required to generalize the algorithms began to be understood, and general purpose
CFD solvers were developed. The mesh in finite difference methods consists of
a set of points, which are called nodes Values of the dependent variables, such as
velocity, pressure, temperature, etc These began to appear in the early 1980's
and

17
 required what were then very powerful computers, as well as an in-depth
knowledge of fluid dynamics, and large amounts of time to set up simulations.
Consequently, CFD was a tool used almost exclusively in research.

3.3 GOVERNING EQUATIONS OF CFD

Applying the fundamental laws of mechanics to a fluid gives the governing
equations for a fluid.
The conservation of mass equation is

And the conservation of momentum equation is

These equations along with the conservation of energy equation form a set
of coupled, nonlinear partial differential equations. It is not possible to solve these
equations analytically for most engineering problems.
This is the subject matter of Computational Fluid Dynamics (CFD).

3.4 STEPS FOLLOWED IN CFD

 Fluid domain extraction

 Surface meshing

 Volume mesh

 solving the CFD problem

 Post processing

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  Report generating
3.4.1 BUILDING A MESH
One of the most cumbersome and time consuming part of the CFD is the
mesh generation. Although for very simple flows, mesh generation is easy, it
becomes very complex when the problem has many cavities and passages, Mesh
generation is basically the discretization of the computational domain. The mesh
in finite difference methods consists of a set of points, which are called nodes
values of the dependent variables, such as velocity, pressure, temperature, etc.
will be described for each element. Most finite element CFD codes will allow
these elements to use together with a small range of other element types.

3.4.2 VOLUMETRIC MESHES

Volumetric meshes are a polygonal representation of the interior volume of
an object. Unlike polygon meshes, which represent only the surface as polygons.

The procedure also includes a method for improving the quality of mesh
faces on internal and external boundaries while preserving surface characteristics
as described in the articles on polygon surface mesh quality improvement. The
procedure has proved to be very effective in improving mesh quality of multi-
material tetrahedral and hexahedral meshes while minimizing changes to the mesh
characteristics and to the discrete boundary surfaces.

3.5 SOLVING THE CFD PROBLEM

1. Reading the file.

The reading the file should clear as case file or data file or
case and data file. In this we have to read case and data
file.

2. Scaling the grid.

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 3. Checking the grid.

4. Defining the models.

Model should define whether it is steady or unsteady and

whether it is viscous. The model is defined here is steady
and viscous.
5. Defining the materials.

6. Defining the boundary condition

7. Controls

8. Initialize

9. Monitor

10. Iterate

The component that solves the CFD problem is called the Solver. It
produces the required results in a non-interactive/batch process. A CFD problem
is solved as follows:
The algebraic equations are solved iteratively. An iterative approach is
required because of the non-linear nature of the equations, and as the solution
approaches the exact solution, it is said to converge. For each iteration an error, or
residual, is reported as a measure of the overall conservation of the flow
properties.

The solution process requires no user interaction and is, therefore, usually
carried out as a batch process. The solver produces a results file which is then
passed to the post-processor.

3.6 POST PROCESSING

The post-processor is the component used to analyze, visualize and present
20
the results interactively. Post-processing includes anything from obtaining point
values to complex animated sequences.

Examples of some important features of post-processors are:

1. Visualization of the geometry and control volumes.

2. Vector plots showing the direction and magnitude of the flow.

3. Visualization of the variation of scalar variables (variables which

have only magnitude, not direction, such as temperature, pressure
and speed) through the domain.
4. Quantitative numerical calculations.

5. Animation.
6. Charts showing graphical plots of variables.

7. Hardcopy and online output.

3.7 REPORT GENERATING
All charts, tables, figures, and comments automatically become report
content. The report component order can be adjusted and figures can be 3D
Viewer files or bitmaps. Different output formats are available, including HTML.

APPLICATIONS OF CFD

1. Flow and heat transfer in industrial processes (boilers,

heat exchangers, combustion equipment, pumps, blower,
piping, etc).
2. Aerodynamics of ground vehicles, aircraft, missiles.

3. Film coating, thermo forming in material processing applications.

4. Flow and heat transfer in propulsion and power

generation systems.
21
 5. Verification, heating, and cooling flows in buildings.

6. Chemical Vapour Deposition (CVD) for integrated circuit

manufacturing.
ADVANTAGES OF CFD
a. RELATIVELY LOW COST.

i) Using physical experiments and tests essential engineering data

for design can be expensive.
ii) CFD simulations are relatively inexpensive, and costs are likely to

decrease as computers become more powerful.

b. SPEED.

i) CFD simulations can be executed in a short period of time.

c. ABILITY TO SIMULATE REAL CONDITIONS.
i) Many flows and heat transfer processes cannot be (easily) tested.

e.g., hypersonic flow.

ii) CFD provides the ability to theoretically simulated any

physical condition.

d. ABILITY TO SIMULATE IDEAL CONDITIONS.

i) CFD allows great control over the physical process, and
provides the ability to isolate specific phenomena for study.
ii) Example: a heat transfer process can be idealized with
adiabatic, constant heat flux, or constant temperature
boundaries.

e. COMPREHENSIVE INFORMATION.
i) Experiments only permit data to be extracted at limited number
locations in the system (e.g. pressure and temperature probes, heat

22
 flux gauges, etc.)
ii) CFD allows the analyse to examine a large number of locations in
the region of interest, and yields a comprehensive set of flow
parameters for examination.
A. NUMERICAL ERRORS.

i) Solving equations on a computer invariably introduces numerical

errors.
ii) Round-off error; due to finite word size available on the computer,
Round-off errors will always exist (though they can be small in
most cases).

B. BOUNDARY CONDITIONS.
i) As with physical models, the accuracy of the CFD solution is only
as good as the initial/boundary conditions provided to the
numerical model.
ii) Example: Flow in a duct with sudden expansion. If flow is
supplied domain by a pipe, you should use a fully-developed
profile for velocity rather than assume uniform conditions.

BOUNDARY CONDITIONS

The governing equation of fluid motion may result in a solution when the
boundary conditions and the initial conditions of specified. Common boundary
conditions are classified either in terms of the numerical value that have to be set
or in terms of the physical type of boundary condition.

Generally, pressure condition cannot be used at boundary where velocities

are also specified, because velocities are influenced by pressure gradients. The
only exception is when pressures are necessary to specify the fluid properties.

23
E.g., density crossing a boundary condition, referred to as static or stagnation
pressure conditions.

24
The physical boundary conditions that are the commonly observed in the fluid
problems are as follows:

A) SOLID WALLS
Many boundaries within the fluid flow domain will be solid walls,
and these can be either stationary or moving walls. If the flow is
laminar then the velocity components can be set to be the velocity of
walls. When the flow is turbulent, however, the situation is more
complex.

B) INLETS
At an inlet, fluid enters the domain and therefore, its fluid velocity
or pressure or the mass flow rate may be known. Also, the fluid may
have certain characteristics, such as turbulence characterizes which
need to specified.

C) SYMMETRY BOUNDARIES
When the flow is symmetrical about some plane there is no flow
through the boundary and the derivatives of the variables normal to
the boundary are zero.

D) CYCLIC OR PERIODIC BOUNDARIES

These boundaries come in pairs and are used to specify the flow
has the same values of the variables at equivalent position and both
of the boundaries.
E) PRESSURE BOUNDARY CONDITIONS
The ability to specify a pressure condition at one or more

25
 boundaries of a computational region is an important and useful
computational tool. Pressure boundaries represent such things as
confined reservoirs of fluid, ambient laboratory conditions and
applied pressures arising from mechanical devices. E.g., density
crossing a boundary condition, referred to as static or stagnation
pressure conditions.

F) OUTFLOW BOUNDARY CONDITIONS

In many simulations there is need to have fluid flow out of one or
more boundaries of the computational region. In compressible flow,
when the flow speed at the outflow boundary is supersonic, it makes
little difference how the boundary conditions are specified since flow
disturbances cannot propagate upstream.

As a general rule, a physically meaningful boundary condition such

as a specified pressure condition should be used at out flow
boundaries, whenever possible.
G) OPENING BOUNDARY CONDITION
If the fluid flow crosses the boundary surface in either direction an
opening boundary conditions needs to be utilized. All of the fluid
might flow out of the domain, or into the domain, or a combination of
the two might happen.

26
 CHAPTER 4

METHODOLOGY

4.1 CFD SIMULATION OF Boeing 737 max WING:

Methodology for CFD simulation of de-icing the ice formation over the
leading edge of the aircraft wing for drag reduction involves

i. Modeling the aircraft wing using the CAD software SOLIDWORKS.

ii. Pre-processing the modeled wing – CAD cleanup, domain

creation and meshing.
iii. Applying boundary condition, solver setting and performing the
CFD simulation for the modeled wing using FLUENT CFD
solver.
iv. Monitoring the drag coefficient for the base case of the wing.

v. Modeling the ice solid 5mm over the leading edge of the wing.

vi. Again, unsteady CFD simulation will be carried out along with
flow and thermal in order to visualize the melting time of ice.
vii. Temperature on the leading edge increases gradually from 273k
to 393 k. For this purpose, a profile file has to be written in
order to avoid divergence.
viii. Liquid fraction of ice is monitored on the leading edge until it
reaches the value 1.
In this project, Boeing 737 max Wing - Airfoil NACA (b737b-il) on tip
NACA (b737-il) on root, the engine parameters are obtained from the engine
manufacturer then the CAD model is developed based on the data obtained.

27
 Wing Specification

Parameter Dimension

Airfoil at root of the wing NACA (b737b-il)

Airfoil at tip of the wing NACA (b737b-il)

Length of the Wing 38m

Wing Root chord length 17.7m

Wing tip chord length 4.6m

Operating condition at Cruise condition (at

35000 ft)

Free stream Mach no 0.8

Free stream velocity 272

Operating pressure (Absolute) 2.391E4 Pa

Ambient temperature 218.92K

Dynamic viscosity 1.434014985E-5

Pa.s

Table 4.1 Boeing 737 max wing specification and operating condition

28
 CHAPTER 5

CFD PREPROCESSING

CFD DOMAIN EXTRACTION OF THE MODELED BOEING 737 max

WING WITH WINGLETS:

The first and far-most step is CFD preprocessing of modeled Boeing 737
max wing is geometry clean up. This cleanup has been done using the ANSYS
meshing which is very robust clean up tool. Since Fluent solver uses finite volume
discretization scheme, the flow governing equations, turbulence equations and
other calculations are carried out in the each and every node at cell centroid of the
volume elements. Finer the mesh, accurate the results are Extracting the fluid
region is the next step in which all the surfaces which are in the contact of fluid
are taken alone and all other surfaces are removed completely. Extracted domain
of Boeing 737 max Aircraft wing with winglets and without engine was kept
alone shown in Figure 5.1.

Figure 5.1 Geometry Solid works

29
5.1 MESHING
5.1.1 SURFACE MESH
After cleaning up the geometry, the surface mesh is generated in ANSYS
tool itself. As the geometry has some complicated and skewed surfaces tri surface
elements are used to capture the geometry. The Figure 5.2 shows the surface
mesh of the wing with the tunnel.

Figure 5.2 Surface mesh of the Boeing 737 max wing (Base case)

Figure 5.3 Surface mesh of the Boeing 737 wing (with leading edge ice)
30
5.2 VOLUME MESHING:
In general CFD domain may contain both static region and dynamic
regions. The static regions are the zones where there won’t be any moving part,
thus meshing is much simple with tetrahedral elements. The dynamic regions in
the CFD domain are the zones that have motion which might have sliding motion
or linear motion The volume mesh for the static zone of the extracted domain of
the wing with wind tunnel has generated using ANSYS-TGRID which is a robust
volume mesh generator.
Prism elements are also used to capture the boundary layer and
recirculation in the static flow domain.
The Figure 5.4 shows the volume mesh of the static region i.e., surface of
the wing and wind tunnel domain. Since Fluent solver uses finite volume
discretization scheme, the flow governing equations, turbulence equations and
other calculations are carried out in the each and every node at cell centroid of the
volume elements. Finer the mesh, accurate the results are.

5.3 MESHING DETAILS

The grid independent tests has been carried out for the modeled wing along
with wind tunnel with increased mesh count in order to optimize the accuracy of
the solution of the differential form of Navier stokes equation. The mesh count
after the grid independence study for the wing along the wind tunnel domain are
shown in figure
The volume of the static zone of the extracted domain (Wing along with
wind tunnel domain) is discretized using tetrahedral elements for interior of the
tunnel and prism elements for the formation of ice.

31
 Surface mesh
details

Element Type Triangular

[TRI]

Maximum 0.6
Quality

Surface mesh 250760

count

Volume mesh
details

Tetrahedral [TET-for interior of

wind tunnel & Prism (for
Element Type creating the ice
formation in the leading edge)

Maximum 0.87
Quality

Volume mesh 1750570

count

Table 5.1 Meshing details of the Boeing 737 max wing with wind tunnel
domain

32
 The volume mesh contains both tetrahedron and prism or wedge elements.
Out of 1750570 elements there are 24800 wedge elements and remaining are
tetrahedron. These prism elements are used in simulation as solid ice.

5.4 SOLVER SET UP AND METHODOLOGY

ANSYS-FLUENT is used as the solver for this case.
 External flow over the Boeing 737 max wing is assumed to be
3-D, turbulent and compressible in nature.
 Steady simulation has been chosen to predict the drag for the
base case of the wing.
 Unsteady simulation has been chosen for predicting the time
taken to melt the leading-edge ice in de-icing operation.
 Energy equation is activated (Density method changed to ideal
gas from constant.
 Solidification and melting model in ANSYS-FLUENT has been
chosen to model the melting of the leading-edge ice over the
wing.
 Spallart Alamras (1 Equation) turbulence model has been chosen
to model turbulence of the free stream air flow over the wing.
 SIMPLE (Semi Implicit Pressure Linked Equations) algorithm
is used to solve the problem.
 Segregated solver is used for pressure-velocity coupling.

5.5 MELTING MODEL AND BOUNDARY CONDITIONS SETUP

 Solidification and melting model in ANSYS-FLUENT’13 has
been chosen to model the melting of ice (rapid de-icing of leading
edge ice).

33
 Default setting has been chosen (pull velocities of phase change).

34
  Solidification and melting model have been chosen instead
of multiphase model in-order to simplify the simulation.
 The melting model option is as shown in the figure

The Boundary conditions for this case are

 Wind tunnel Inlet is assumed to be velocity inlet with
velocity of 272 m/s (0.8 mach)
 Temperature at inlet is assumed to be 218.92 K.

 Flow is assumed to be compressible; density of air options

in material panel is changed to ideal gas.
 Dynamic viscosity is assumed as 1.434014985E-5 Pa.s

 Outlet is assumed to be pressure outlet with 0 Pascal

(static pressure).
Pressure and Velocity Gradient along the wing

35

Fig 5.4 Velocity gradient along the wing

MATHEMATICAL MODELLING FOR HERMITE CUBIC SPLINE
CURVE PROFILE

The kinematic energy K for an water mass M and wave velocity V

K=1/2 MV2

Water mass M can be expressed as

M= ƿAtV
Ƿ- Density of Air
A-Sectional area
t- Time
HENCE, KINETIC ENERGY

K=1/2 ǷAtV3

Now power is work done for unit mass and for one sec, hence power is
P=1/2 ǷV3

Now our derivation for pressure, Here the wave power density at temperature T
and at pressure P can be written as

Power = 0.61125* (P/101325) *(288.15/T) *V3

For ideal gas at a standard temp of 15degree and sea level pressure of 101325Pa
at a mass of

1.225 Kg per cubic meter

NOMENCLATURE
K – Kinematic energy

M - Water

36
 Power = P*V3

mass
V - Wave
velocity Ƿ -
Density of water
A -Sectional
area
t – Time
P – Pressure

Now for the temperature of 22 degree when we calculate final derivation, we

obtained is

60,000 x speed (m/s)

Speed (rmp) = ----------------------------------

π x diameter (mm)

Angular velocity (Rad/sec) =v /r

Torque (Nm) = 9.55 x Power (watts) / speed (Rpm)

Here Torque defines the force of action formed around the wing which indicates
the
Pressure gradient – 6.077e3
Velocity Gradient – 12.4 m/s
Pressure – 2.45 Pa
PRESSURE

ANGULAR
VELOCITY

VELOCITY

VELOCITY
OUTPUT

OUTPUT

TORQUE
POWER
SPEED

(Rad/s)
INPUT

(RPM)
MAX

MAX

(NM)
(m/s)

(m/s)

(Kw)
(Pa)

37

272 2.45 12.4 168 4.47 25 1421.13

This max value of torque is more than sufficient to break the ice formation in
wing. Hence the profile derived designed can be approved for wing design for
deicing. Here the model derived can be more sufficient for working condition
where the pressure gradient developed at the end of the wing curve produces a
reverse back pressure which induces more torque development in the wing, which
produces additional force development in the wing against ice formation.

VIBRATION ANALYSIS Free end Vibrational analysis

Fig 5.5 Ice accretion over on wing (FENSAP ICE)

over the wing at

38
Fig 5.6 Pressure gradient along the wing

39
Constrained Vibration

40
Hence it is seen that as ice builds up on an airplane wing in increase in drag and
decrease in lift. This is due to the weight of the ice formed which leads to the
airfoil and its cross section being altered and hence changing the airflow around
the wing.
• Normal airfoil
Lift =306.0714 N Drag =6549.1082 N
• 58% icing on airfoil
Lift = 62.224 N Drag= 6846.9921 N
41
 • 95% icing on airfoil
Lift= 33.318 N Drag= 6878.577 N
Free Vibration
Deformation Frequency
M Hz
5.47 0.0056045
6.939 0.0056136
1.035 0.0055916
5.1497 0.021122
0.48895 0.16222
0.56498 0.015247

8
7
6
5
4 Deformation
3 Frequency
2
1
0
02468

Constrained Vibration

Deformation Frequency
M Hz
9.9658 0.013836
26.296 0.017091
36.714 0.028257

42
50.04 0.020211
57.033 0.0287
80.535 0.060556

43
 90
80
70
60
50
Deformation
40
Frequency
30
20
10
0
02468

The forced vibration of a structure with an added constraint acting at a

point is discussed. A set of constrained vibration modes is obtained in terms
of the assumed known modes of the unconstrained structure. It is shown that
the unconstrained modes form a complete set for the constrained wing. The
method is analytically tested using a finite- element model of a fixed-fixed
beam wherein simulations are performed using one and two rotational
excitations, and then a prescribed excitation vector that is comprised of the
rotational degrees-of-freedom of one of the mode shapes of the healthy
structure. Here the model of the wing found to be under safe condition for
deicing effect.

Thermal Analysis

Thermal analysis is a general term defining a technique used to

analyze the time and temperature at which physical changes occur when a
substance is heated or cooled. Each technique is defined according to the types
of physical changes being analyzed. When evaluating material characteristics,
it is necessary to use different techniques or a combination of multiple
techniques depending on the purpose.

44
 Fig 5.7 Thermal analysis along the wing

Here Found the temperature of the wing does not found to be under mixed
conditioning, where the maximum temperature found to be 4 degree all over
through the wing which indicates the ice formation is more difficult for such
designed model, when we place a thermo coil inside the wing layer.

45
 CHAPTER 6

RESULTS AND DISCUSSION

Here we found the model designed in such a way that the model
impinge the float design contour curve profile design such that the ice
formation is prevented in surface layer of the wing

This max value of torque is more than sufficient to break the ice
formation in wing. Hence the profile derived designed can be approved for
wing design for deicing. Here the model derived can be more sufficient for
working condition where the pressure gradient developed at the end of the
wing curve produces a reverse back pressure which induces more torque
development in the wing, which produces additional force development in the
wing against ice formation.

The forced vibration response can be described in terms of either set of

modes. The two descriptions are shown to be equivalent only if the damping
is independent of the mode number. The damping may, however, be an
arbitrary function of the forcing frequency. This simulation has been
carried out to predict the increased drag value because of ice formation.

Here we Found the temperature of the wing does not find to be under
mixed conditioning, where the maximum temperature found to be 4 degree all
over through the wing which indicates the ice formation is more difficult for
such designed model, when we place a thermo coil inside the wing layer.

46
 CHAPTER 7

DE-ICING USING ELECTROMAGNETIC INDUCTION

Until recently, there were two main types of ice protection systems:
those to prevent ice from forming (anti-icing), and those to remove it, once
formed (de-icing). Thermal approaches heat the surface via electrical
resistance or by redirecting a portion of the hot air from the motor’s
compressor. Mechanical systems used for de-icing separate the ice by
deformation of the surface on which it accumulates. more recently, some
systems have integrated more than one method to both protect against ice
formation and remove it, once formed. This contactless heating applied
directly in the external layer where the ice is created enhances efficiency
significantly relative to heat conduction through the various composite layers
or redirection of compressor heat.

Figure 7.1 Electromagnetic Induction Coiling

The electromagnetic force deicing system has the potential to be a power efficient
method of removing ice following some refinement in the modeling and design

47
the impulse is controllable by the amount of voltage to which the capacitor is
charged, meaning the system can be tailored to a variety of applications. For the
immediate application here, removing ice from a uav’s leading edge,

CHAPTER 8

CONCLUSION

Three-dimensional unsteady thermodynamic simulation model is

developed to describe the dynamic response of an aircraft wing anti-icing
system. This computational fluid dynamics-based model involves a complete
wing segment including thermal anti-icing bay inside the leading edge. The
unsteady, integrated external thermal flow simulation is presented with heat
conductivity through the solid skin in a structured mesh. The calculated skin
temperature results are satisfactory in their good match with flight test data.
The presented research work indicates a strong potential of using
computational fluid dynamics in dynamic wing anti-icing system model
development and validation. The heating process is simulated at the beginning
of this study by applying different basic functions presenting piccolo tube
heat flux, and the wing skin responses are discussed. The 3d model involves a
complete wing segment with the piccolo type thermal anti-icing bay. In the
unsteady integrated internal/external thermal flow simulation with heat
conductivity through the solid skin, time dependent boundary condition
specifications and proper time steps are investigated. The structured mesh
generated increases the unsteady simulations efficiency. The calculated 3d
skin temperature dynamic variation coincides with the flight measurements
very well. It indicates the possibility of applying CFD simulation data to the
anti- icing system development. It may be used in dynamic model tuning, to
complement or even be used in place of the fight test data that are expensive

48
 and often not complete enough to serve this purpose.

CHAPTER 9

REFERRENCES

[1] William A. Cooper, Marcia K. Politovich, Wayne R. Sand and Donald

L. Veal., “Effects of icing on performance of a research airplane,”
Journal of Aircraft, vol. 21(9), pp.708-715, September 1984
[2] Yihua Cao, Wenyuan Tan and Zhenlong Wu, “Aircraft icing: An
ongoing threat to aviation safety,” Aerospace Science and Technology,
vol. 75, April 2018.
[3] Woutjn J Bars, Ronald OS stearman and Charles E Tinney, “A review
on the impact of icing on aircraft stability and control” ASD Journal,
vol2 No1, pp 35-52, 2010.
[4] http://airfoiltools.com/airfoil/details?airfoil=naca2418-il/.
[5] Tao HU, Haixia L V. Bin TIAN, Duo SU, “Choosing critical ice shapes on
airfoil surface for the icing certification of aircraft” Airworthiness
Technology and Management centre, China Aero Poly-Technology
Establishment, AVIC Jiangshan Road 7, Chaoyang District, Beijing
100028, China
[6] Sohrab Gholamhosein Pouryoussefi, Masoud Mirzaei, Mohammad-
Mahdi Nazemi, Mojtaba Fouladi and Alireza Doostmalmoudi, “Experimental
study of ice accretion effects on aerodynamic performance of an NACA
23012 airfoils” Department of Aerospace Engineering, Toosi University of
Technology, P.O. Box 16765-3381, Tehran, Iran

49
[7] Perkins, C. and Hage, R. (1949) Airplane Performance, Stability and
Control, Wiley, New York

50