Draf Jurnal Internasional

THE EFFECT OF CHANGES IN THE ANGLE OF

ATTACK AND THE ANGLE OF THE FLAP ON
THE CHARACTERISTICS OF AIR FLOW THROUGH
THE AIRFOIL OF THE SELF-WING MODEL

Nasaruddin Salam1, Rustan Tarakka2, Jalaluddin3, Dandhy Iriansyah4

1,2,3,4
Department of Mechanical Engineering, Faculty of Engineering, University Hasanuddin,
Axis Road Malino, KM.6, Gowa, South Sulawesi, 92172
Email: nassalam.unhas@yahoo.co.id1, rustan_tarakka@yahoo.com2, jalaluddin_had@yahoo.com3,

ABSTRACT

Self-propelled aircraft are experimental aircraft, of which at least 51% of the aircraft parts are self-supporting
and not factory-made. For this reason, the theme of this research is to determine the wing model of an
independent aircraft. The formulation of the problem in this study, is how the characteristics of the wing
model of an independent aircraft, what is the magnitude of the coefficient of lift (C l) and coefficient of drag
(Cd), and what is the optimal model of the wing of an independent aircraft. The purpose of this research is to
answer the problems mentioned above. This research method uses a Computational Fluid Dynamics (CFD)
and experimental program approach. The experimental approach was carried out in a wind tunnel at the Fluid
Mechanics Laboratory, Faculty of Engineering, University Hasanuddin Gowa. The wing model of the
independent aircraft uses the NACA 23012 airfoil model, with a thickness to chord ratio (t/c) of 12%.
Furthermore, the freestream velocity (U) was 40 m/s, with variations in the angle of attack (α) at (-15˚, -10˚, -
5˚, 0˚, 5˚, 10˚, 15˚) and flap angle at (-45, -30, -15, 0, 15, 30, 45). The results showed that changing
the flap angle increased the maximum C l value. Coefficient of lift or lift (C l) and coefficient of drag or drag
(Cd), at freestream speed U = 40 m/s and angle of attack = 150, ceiling angle 450 Cl = 2.1318 and
Cd = 6.4024. Meanwhile, based on the ratio of the maximum C l/Cd obtained 1.0430 at = 50 and the plaf angle
is 00. The optimal self-propelled wing model for use is the NACA 23012 airfoil model at an angle of attack
of 150 and a flap angle of 450.

Keywords: Airfoil, flap angle, CFD, Cl, Cd.

I. INTRODUCTION
Self-supporting aircraft are experimental aircraft in which at least 51% of the aircraft parts
are self-supporting and not factory-made. Aircraft owners can purchase a self-contained
aircraft in kit form and assemble it themselves. This aircraft must obtain airworthiness
certification as well as registration from the Airworthiness Certification Service before being
flown.
The development of self-driving aircraft in Indonesia is growing rapidly. Seeing the
increasing public interest in this sport, the Indonesian Aero Sport Federation (FASI) felt the
need to accommodate and foster it. On January 31, 1987, the sport of independent aircraft was
officially under the guidance of FASI. Self-employed aircraft are considered a development of
microlight sports or light aircraft. Light aircraft do not require a flight permit because they are
manufactured by a certified factory, however, they are only allowed to fly in the territory of
one country. In order for an airplane to fly, it needs a force that can overcome the gravity due
to the gravitational pull of the earth. This upward force (lift) must be able to fight the pull of
the earth's gravity so that the aircraft can be lifted and maintain its position in the sky. Based
on this, one of the main components of the aircraft can fly depending on the design of the
wings.

M. Mirsal Lubis, (2012) revealed that, in recent years there have been many studies that
refer to the development of airfoil technology as an important part in the world of
aerodynamics. The results of various experiments have been widely used to design airfoils in
various wing configurations that are suitable for their use. Airfoil characteristics depend on
many things, so it can be said that each airfoil has a specific use.
Salam N., et al (2020), conducted an applied research at University Hasanuddin on the
development of the Haerul ultralight aircraft. The output of this research is a prototype of an
ultralight aircraft that can carry 2 passengers and 75 kg of baggage. The airplane wing model
was tested at the Fluid Mechanics Laboratory, while the prototype was made at the
Mechanical Technology Laboratory of the Department of Mechanical Engineering, Faculty of
Engineering, University Hasanuddin.
Krishnamurthy, et al. (2014) investigated the computational fluid dynamics (CFD)
analysis of an aircraft. The results of this study, demonstrate the qualitative and quantitative
characterization of the wings, which provide useful information to verify wing selection and
design prior to the time-consuming manufacture of the aircraft. Wing geometry designed,
analyzed and modified; further analyzes were carried out on the modified wings for
comparative studies. For this purpose, a virtual wind tunnel model was created and CFD
analysis was carried out at different angles of attack for each wing separately. The variables
lift, drag, stall angle and the ratio of lift to drag for each wing are determined, and
comparative studies show how small changes to the wings improve their overall flow
characteristics.

II. RESEARCH METHODS

The wing model of a self-sufficient aircraft is using the NACA 23012 airfoil model with
a thickness to chord ratio (t/c) of 12%. The length of the airfoil chord is 1600 mm, while the
span is 290 mm. This research was conducted using a computational and experimental
approach. The computational approach uses the Computational Fluid Dynamics (CFD)
program with Autodesk Fusion 360, Gambit 2.4.6, and Fluent 6.3.26 software which is in
accordance with the NACA 23012 airfoil wing model. While in the experimental approach,
laboratory tests on the independent wing model (test object) will be carried out at the sub-
sonic wind tunnel facility available at the Fluid Mechanics Laboratory, Department of
Mechanical Engineering, Faculty of Engineering, University Hasanuddin Gowa.
At the computational and experimental stages, the test model is treated with the same
freestream air flow velocity (U) of 40 m/s, and 7 (seven) levels of angle of attack (α) -15˚, -
10˚, -5˚, 0˚, 5˚, 10˚, 15˚, and 7 (seven) degrees of flap angle change (-45, -30, -15, 0, 15,
30, 45). Figure 1 below, shows a test model with a computational approach and an
experimental approach.
 (a) Creating a mesh on the model

Installation Description: 1. Silencer; 2. Double butterfly valve; 3. Fan; 4. Guide vane assembly;
5. Diffuser; 6. Manometer tube; 7. Pitot tube; 8. Effuser; 9. Protection screen;
10. Model holder; 11. Stand level on assembly; 12. Starte
(b) Installation of Research Tools
Figure 1. (a) A test model with a computational approach and (b) An experimental approach.

III. RESULTS AND DISCUSSION

The results obtained using a computational and experimental approach at freestream

speed (U) 40 m/s, angle of attack (α) 15 0, 100, 50, 00, -50, -100, and -150, thickness to chord
ratio (t/c) 12%. And flap angle (-45, -30, -15, 0, 15, 30, 45). The measurement data are
presented in the form of tables and graphs. To support the results obtained from the
computational process in the form of Cl, Cd, first, the characteristics of the flow pattern
formed around the model in the form of velocity pathlien will be displayed. Each variation of
the angle of attack was carried out several times to find the best results.
For example, for flow characteristics the computational approach is taken at angles of
attack -50 and 150. Figure 2 shows the flow characteristics passing through the NACA 23012
airfoil with a t/c ratio of 12%, at an angle of attack of -5˚ and an air velocity of 40 m/s, shows
the velocity pathline at each flap angle change with a certain pattern. The flow characteristics
at the angle of attack -5˚, there is a significant difference between the velocities that pass
through the midspan airfoil at variations in the angle of the flap.

a. Flap Angle 0

b. Flap Angle 15 c. Flap Angle -15

d. Flap Angle 30 e. Flap Angle -30

f. Flap Angle 45 g. Flap Angle -45

Figure 2. Flow characteristics on airfoil with angle of attack -5˚ and flap angle variation
with freestream velocity of 40 m/s

In Figure 3 the characteristics of the flow at an angle of attack of 15˚, provide

information on the presence of flow on the trailing edge moving from the lower surface to the
upper surface, this flow then forms a vortex. This is caused by the pressure on the upper
surface is lower than the lower surface so that the fluid moves through the tip of the airfoil.
Vortex which is initially small in size develops as the freestream speed increases. This
phenomenon results in an increase in the drag force on the airfoil, and shows a large vortex
change with every change in flap angle.

a. Flap Angle 0

b. Flap Angle 15 c. Flap Angle -15

d. Flap Angle 30 e. Flap Angle -30

f. Flap Angle 45 g. Flap Angle -45

Figure 3. Flow characteristics of the airfoil with an angle of attack of 15˚ and variations in the
angle of the flap with a freestream velocity of 40 m/s.
 Table 1 below, shows the computational results of the lift coefficient (C l) of the test
model at a freestream speed of 40 m/s and an angle of attack (α) from -150 to 150 for each
level of flap angle change. From table 1, it is found that the positive angle of attack, the lift
coefficient value increases in the positive angle of attack and the positive flap angle, whereas
in the opposite condition or when the angle of attack is negative and the flap angle is negative,
the lift coefficient value increases smaller. The maximum lift coefficient occurs at an angle of
attack of 150 and a flap angle of 45 0, while the smallest coefficient value occurs in the
opposite condition, namely an angle of attack -150 and a flap angle of 450.

Table 1. Computed Results of the lift coefficient at a freestream speed of 40 m/s to changes in
the angle of attack and angle of flap

𝛼 Flap -450 Flap -300 Flap -150 Flap 00 Flap 150 Flap 300
Flap 450
-15 -1,9417 -1,6423 -1,2688 -0,9052 -0,5378 -0,3737 -0,3777
-10 -1,5723 -1,3373 -1,0896 -0,7861 -0,2353 0,0946 0,1645
-5 -1,2623 -1,0662 -0,8830 -0,3700 0,2366 0,5065 0,6153
0 -0,8978 -0,7408 -0,4782 0,1104 0,6917 0,9215 1,0623
5 -0,4488 -0,3619 -0,0120 0,6080 1,1272 1,3284 1,4760
10 -0,0307 0,0853 0,4481 1,0729 1,4472 1,6630 1,8154
15 0,4320 0,4971 0,8701 1,3463 1,5620 1,9023 2,1318

2.5000

2.0000

1.5000

1.0000 Flap -45

0.5000 Flap -30
0.0000 Flap -15
CL

-0.5000 Flap 0

-1.0000 Flap 15
Flap 30
-1.5000
Flap 45
-2.0000

-2.5000
-20 -15 -10 -5 0 5 10 15 20
α

Figure 4. Graph of Computed Lift Coefficient relationship with Angle of Attack at

Freestream Speed of 40 m/s and Each Level of Change in Flap Angle
 Figure 4 shows a graph of the lift coefficient against the angle of attack at a freestream
velocity (U) of 40 m/s. In the graph, it can be seen that the value of C l increases with the
increase in the angle of attack and the angle of the flap.
In Figure 4 also obtained information that, at the same angle of attack can produce
different C l values, when the angle of attack changes. The greater the angle of attack, the
greater the C l value. This is in accordance with the flow characteristics shown in Figure 2 and
Figure 3.

Table 2. Computed Results of the drag coefficient at a freestream speed of 40 m/s to changes
in the angle of attack and the angle of flap

𝛼 Flap -450 Flap -300 Flap -150 Flap 00 Flap 150 Flap 300 Flap 450
-15 7,3020 5,3921 3,6241 2,4020 1,6488 1,6338 1,9112
-10 4,5233 3,2065 2,1302 1,2597 0,8452 1,0967 1,5451
-5 2,9335 1,9711 1,2081 0,5468 0,6067 1,0890 1,7293
0 2,0395 1,2677 0,6713 0,3510 0,7388 1,3772 2,1430
5 1,5890 1,0378 0,5520 0,5829 1,2402 1,9949 2,9341
10 1,5109 1,0390 0,7578 1,1860 2,0673 3,0480 4,2066
15 1,7103 1,3395 1,3410 2,2050 3,4063 4,8772 6,4024

Table 2 above, shows the computational results of the lift coefficient (C d) of the test
model at a freestream speed of 40 m/s and an angle of attack (α) from -150 to 150 for each
level of flap angle change. From table 2, it is obtained that the angle of attack is positive, the
value of the drag coefficient increases in the positive angle of attack and the positive flap
angle, while in the opposite condition or when the angle of attack is negative and the angle of
the flap is negative, the value of the drag coefficient decreases. The maximum drag
coefficient occurs at an angle of attack of 150 and a flap angle of 45 0, while the smallest drag
coefficient value occurs in the opposite condition, namely an angle of attack -150 and a flap
angle of 450.
Figure 5 shows a graph of the drag coefficient against the angle of attack at a freestream
velocity (U) of 40 m/s. In the graph, it can be seen that the value of Cd increases with the
increase in the angle of attack and flap angle.
In Figure 5 also obtained information that, at the same angle of attack can produce
different Cd values, when the angle of attack changes. The greater the angle of attack, the
greater the Cd value. This is in accordance with the flow characteristics shown in Figure 2 and
Figure 3.
 8.0000

7.0000

6.0000
Flap -45
5.0000 Flap -30
CD

4.0000 Flap -15

Flap 0
3.0000
Flap 15
2.0000
Flap 30
1.0000 Flap 45

0.0000
-20 -15 -10 -5 0 5 10 15 20
α

Figure 5. Graph of Computed Result of Drag Coefficient with Angle of Attack at

Freestream Speed of 40 m/s and Each Level of Change in Flap Angle.

Table 3 below, shows the computational results. Comparison of the lift coefficient with
the drag coefficient (Cl/Cd) of the test model at a freestream speed of 40 m/s and an angle of
attack (α) from -150 to 150 for each level of flap angle change. From table 3 it is found that at
a positive angle of attack, the value of C l/Cd decreases at a positive angle of attack and a
positive flap angle, while in the opposite condition or when the angle of attack is negative and
the angle of the flap is negative, the drag coefficient value increases. The minimum C l/Cd
occurs at an angle of attack of 150 and a flap angle of 450, while the maximum value of Cl/Cd
occurs in the opposite condition, namely an angle of attack of 5 0 and a flap angle of 00.

Table 3. Comparative Comparison of the lift coefficient with the drag coefficient (C l/Cd) at a
freestream speed of 40 m/s to changes in the angle of attack and the angle of flap

𝛼 Flap -450 Flap -300 Flap -150 Flap 00 Flap 150 Flap 300 Flap 450
-15 -0,2659 -0,3046 -0,3501 -0,3768 -0,3262 -0,2287 -0,1976
-10 -0,3476 -0,4171 -0,5115 -0,6241 -0,2784 0,0863 0,1064
-5 -0,4303 -0,5409 -0,7309 -0,6767 0,3899 0,4651 0,3558
0 -0,4402 -0,5844 -0,7124 0,3145 0,9363 0,6691 0,4957
5 -0,2824 -0,3487 -0,0216 1,0430 0,9089 0,6659 0,5031
10 -0,0203 0,0821 0,5912 0,9047 0,7000 0,5456 0,4316
15 0,2526 0,3711 0,6488 0,6106 0,4586 0,3900 0,3330
 1.5000

1.0000
Flap -45

0.5000 Flap -30

CL/Cd

Flap -15
0.0000 Flap 0
Flap 15
-0.5000 Flap 30
Flap 45
-1.0000
-20 -15 -10 -5 0 5 10 15 20
α

Figure 6. Graph of Computational Result of Comparison of Lift Coefficient with

Drag Coefficient with Angle Of Attack At Freestream Speed Of 40 m/s and Each Level
of Change in Flap Angle.

Figure 6 shows a graph of the ratio of the lift coefficient to the drag coefficient to the
angle of attack at a freestream velocity (U) of 40 m/s. In the graph, it can be seen that the
Cl/Cd value increases with the increase in angle of attack and positive flap angle, but a turning
point or stall occurs at an angle of attack of 50. In Figure 6 also obtained information that, at
the same angle of attack can produce different values of Cl/Cd , when the angle of attack
changes. The greater the angle of attack, the smaller the Cl/Cd value at the negative flap angle,
but a turning point occurs at the angle of attack 0 0.

IV. CONCLUSION
Analysis of fluid flow characteristics through a self-propelled aircraft wing model, using
the NACA 23012 airfoil model, with a thickness to chord ratio (t/c) of 12%, using a
Computational Fluid Dynamics (CFD) program approach and experimentally at 40 m/s
freestream velocity treatment (U) and the variation of the angle of attack (α) from -15˚ to 15˚
concluded:
1. Characteristics of the lift coefficient on the wing model of an independent aircraft, using
the NACA 23012 airfoil model, showing the same characteristic pattern at the same flap
angle, although the angle of attack is different.
2. Coefficient of lift or lift (Cl) and coefficient of drag or drag (Cd), at freestream speed
U = 40 m/s and angle of attack = 15 0, ceiling angle 450 Cl = 2.1318 and Cd = 6.4024.
Meanwhile, based on the ratio of the maximum C l/Cd obtained 1.0430 at = 5 0 and the plaf
angle is 00.
3. The optimal self-propelled wing model for use is the NACA 23012 airfoil model at an
angle of attack of 150 and a flap angle of 450.
ACKNOWLEDGMENTS

University Hasanuddin Research and Community Service Institute (LPPM), which funded this
research, through University Hasanuddin Applied Research (PTU) for Fiscal Year 2021 with research
contract number 915/UN4.22/PT.01.03/2021 April 12, 2021. Fluid Mechanics Laboratory Manager
Department of Mechanical Engineering, Faculty of Engineering, University Hasanuddin, which
allowed and facilitated the implementation of this research.

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