Computational Fluid Dynamics – AERO

Assignment 3

CFD Simulation of Aerodynamics of wing onera M6

Date: 11/12/2023

Group: B

Team members:

CHETOUI Marouane BENCHEKROUN Rana

BOUHASSE EL Batoule EL HANFAOUI Nawal
ELORCHE Rabab BAKHSSAS Imad
 A-Introduction

This report documents a comprehensive investigation into the aerodynamic performance of a

wing model, both with and without the implementation of passive flow control devices. First, a
baseline analysis of the bare wing model was conducted using computational fluid dynamics
(CFD) simulations to assess its flow patterns, velocity profiles, pressure distribution, and key
aerodynamic coefficients like lift, drag, and lift-to-drag ratio. Based on these findings, suitable
passive control devices, such as winglets or vortex generators, were chosen and
incorporated into the wing model. Subsequently, a second set of CFD simulations were
performed on the modified wing model to evaluate the effectiveness of the implemented
control devices. By comparing the flow characteristics and aerodynamic performance metrics
of both configurations, this study provides valuable insights into the potential of passive flow
control techniques for enhancing the efficiency and performance of wing designs.

This assignment will involve using ANSYS Fluent to simulate the aerodynamics of the
ONERA M6 wing. The ONERA M6 wing is a commonly used benchmark case for
computational fluid dynamics (CFD) studies due to its well-defined geometry and readily
available experimental data.

B-Problem Statement and Learning Objectives

Problem Statement:

Develop and compare computational fluid dynamics (CFD) models in ANSYS Fluent
to analyze the aerodynamic performance of the ONERA M6 wing under transonic
flow conditions, with and without the inclusion of control devices designed to improve
lift. The models should be able to predict and compare the flow patterns, velocity
profile at different location pressure distribution, lift coefficient, drag coefficient and
lift-to-drag ratio for each configuration.

Learning Objectives:

 Gain comprehensive understanding of the impact of control devices on the

aerodynamic performance of a wing at transonic speeds.
 Explore the effectiveness of different control devices in improving lift through
CFD analysis.
 Develop advanced skills in setting up, running, and analysing complex CFD
simulations involving control surfaces.
 Gain insights into the flow physics and design considerations for control
devices in transonic flow regimes.

C-Software Manipulations
 I. Case Data:

The ONERA M6 wing, pictured below, is a widely used benchmark case in CFD due to its
well-defined geometry and readily available experimental data. This makes it an ideal case
for validating CFD codes and developing new turbulence models.

Figure 1. The ONERA M6 wing

The ONERA M6 wing is a supercritical airfoil designed to achieve transonic flow

without shock waves. This makes it ideal for studying transonic flow phenomena and
validating CFD codes. The wing has a moderate sweep angle of 30 degrees and
thickness-to-chord ratio of 7.5%.
Figure 2. Geometric layout of the ONERA M6 wing

II. Preliminary Assessment and Boundary Conditions

The ONERA M6 wing is a well-documented and widely used test case for
computational fluid dynamics (CFD) simulations. It is a simple, untwisted wing with a
NACA 65A004 airfoil section and a 25° sweep angle. This makes it a good candidate
for testing and validating CFD codes.

Some of the key considerations for the simulation of the ONERA M6 wing include:

 Reynolds number: The Reynolds number is a dimensionless number that

represents the ratio of inertial forces to viscous forces. It is an important
parameter in CFD simulations, as it affects the flow characteristics around the
wing. For the ONERA M6 wing, the Reynolds number is typically based on a
chord length of 1 meter and a freestream velocity of 100 m/s. This results in a
Reynolds number of approximately 3.1 million.
 Mach number: The Mach number is another dimensionless number that
represents the ratio of the flow velocity to the speed of sound. It is important
for compressible flow simulations, as it affects the shock formation and wave
propagation. For the ONERA M6 wing, the Mach number is typically 0.84.
 Turbulence model: The choice of turbulence model is important for accurately
capturing the turbulent flow around the wing. A variety of turbulence models
are available in ANSYS Fluent, each with its own strengths and weaknesses.
For the ONERA M6 wing, the k-ω SST turbulence model is often used.

Boundary Conditions:
 The following boundary conditions are typically used for the simulation of the
ONERA M6 wing:

 Inlet: The inlet boundary condition defines the freestream velocity and
pressure. For the ONERA M6 wing, the freestream velocity is typically 100 m/s
and the pressure is typically set to the freestream static pressure.
 Outlet: The outlet boundary condition allows the flow to exit the computational
domain without reflecting back into the domain. A pressure outlet boundary
condition is typically used for the ONERA M6 wing.
 Symmetry: The symmetry boundary condition is used for symmetry planes in
the computational domain. This reduces the computational cost by only
simulating half of the wing.
 Wall: The wall boundary condition is used for the surface of the wing. A no-slip
boundary condition is typically used, which means that the flow velocity at the
wall is zero.
Flow Description

Currently, the CFD simulations use the flow field conditions of Test 2308 of
Reference 1. Table 1 lists these flow conditions. These correspond to a Reynolds
number of 11.72 million based on the mean aerodynamic chord of 0.64607 meters.

Table 1. Flow conditions for Test 2308 of Ref. 1

Mach Reynolds Number Angle-of-Attack Angle-of-Sideslip (deg)
(deg)
0.8395 11.72E+06 3.06 0.0

Table 2. ONERA M6 wing geometry

Note:
 I. Temperature measurement
in today’s industrial
environment encompasses a
wide variety
II. of needs and applications.
To meet this wide array of
needs the process controls
industry
III. has developed a large
number of sensors and
devices to handle this
demand. In this
IV. experiment you will have an
opportunity to understand
the concepts and uses of
many of
 V.
the common transducers, and
actually run an experiment
using a selection of these
VI. devices. Temperature is a
very critical and widely
measured variable for most
VII. mechanical engineers.
Many processes must have
either a monitored or
controlled
VIII. temperature. This can range
from the simple monitoring
of the water temperature of
an
IX.
engine or load device, or as
complex as the temperature
of a weld in a laser welding
X. application. More difficult
measurements such as the
temperature of smoke stack
gas
XI. from a power generating
station or blast furnace or
the exhaust gas of a rocket
may be
XII. need to be monitored. Much
more common are the
temperatures of fluids in
processes or
 XIII. process support
applications, or the
temperature of solid objects
such as metal plates,
XIV. bearings and shafts in a
piece of machinery.
XV. Temperature measurement
in today’s industrial
environment encompasses a
wide variety
XVI. of needs and applications.
To meet this wide array of
needs the process controls
industry
XVII. has developed a large
number of sensors and
 devices to handle this
demand. In this
XVIII. experiment you will have an
opportunity to understand
the concepts and uses of
many of
XIX. the common transducers,
and actually run an
experiment using a selection
of these
XX. devices. Temperature is a
very critical and widely
measured variable for most
XXI. mechanical engineers.
Many processes must have
 either a monitored or
controlled
XXII. temperature. This can range
from the simple monitoring
of the water temperature of
an
XXIII. engine or load device, or as
complex as the temperature
of a weld in a laser welding
XXIV. application. More difficult
measurements such as the
temperature of smoke stack
gas
XXV. from a power generating
station or blast furnace or
 the exhaust gas of a
rocket may be
XXVI. need to be monitored. Much
more common are the
temperatures of fluids in
processes or
XXVII. process support applications,
or the temperature of solid
objects such as metal plates,
XVIII. bearings and shafts in a
piece of machinery.
XXIX. Temperature measurement
in today’s industrial
environment encompasses a
wide variety
 XXX. of needs and applications.
To meet this wide array of
needs the process controls
industry
XXXI. has developed a large
number of sensors and
devices to handle this
demand. In this
XXXII. experiment you will have an
opportunity to understand
the concepts and uses of
many of
XXIII. the common transducers,
and actually run an
experiment using a selection
of these
 XXIV. devices. Temperature is a
very critical and widely
measured variable for most
XXXV. mechanical engineers.
Many processes must have
either a monitored or
controlled
XXVI. temperature. This can range
from the simple monitoring
of the water temperature of
an
XXVII. engine or load device, or as
complex as the temperature
of a weld in a laser welding
XVIII. application. More difficult
measurements such as the
 temperature of smoke
stack gas
XXIX. from a power generating
station or blast furnace or
the exhaust gas of a rocket
may be
XL. need to be monitored. Much
more common are the
temperatures of fluids in
processes or
XLI. process support applications,
or the temperature of solid
objects such as metal plates,
XLII. bearings and shafts in a
piece of machinery.
XLIII. Temperature measurement
in today’s industrial
environment encompasses a
wide variety
XLIV. of needs and applications.
To meet this wide array of
needs the process controls
industry
XLV. has developed a large
number of sensors and
devices to handle this
demand. In this
XLVI. experiment you will have an
opportunity to understand
the concepts and uses of
many of
XLVII. the common transducers,
and actually run an
experiment using a selection
of these
LVIII. devices. Temperature is a
very critical and widely
measured variable for most
XLIX. mechanical engineers.
Many processes must have
either a monitored or
controlled
L. temperature. This can range
from the simple monitoring
of the water temperature of
an
 LI.
engine or load device, or as
complex as the temperature
of a weld in a laser welding
LII. application. More difficult
measurements such as the
temperature of smoke stack
gas
LIII. from a power generating
station or blast furnace or
the exhaust gas of a rocket
may be
LIV. need to be monitored. Much
more common are the
temperatures of fluids in
processes or
 LV.
process support applications, or
the temperature of solid
objects such as metal plates,
LVI. bearings and shafts in a
piece of machinery. Note:
In the first section, we will simulate the wing model without any control devices.
In The second section, we will simulate the wing model with a control device which is cuffs .
Advantages of cuffs:
Wing cuffs are the aerodynamic modification of the front of the wing (leading edge). The
change in the shape of the leading edge applies to the profile nose at 50% to 70% of the outer
wing
length. This solution makes the part of the wing
with the wing cuffs have a smaller angle of attack
and maintain the lifting force even when a part of
the wing without a cuff loses it (excessive angle of
attack). The wing section with the wing cuff has a
reduced angle of attack, as shown in Figure 7.
Another advantage of using wing cuffs involves reducing the stall speed and improving the
effectiveness of the ailerons/flaps at large angles
of attack.
Case1: Onera wing M6

III. Geometry:

A reliable CFD simulation starts with a precise representation of the physical domain.
This study focuses on the ONERA M6 wing, a widely used benchmark case for analyzing
aerodynamic performance. We have downloaded the wing geometry from a reputable
online repository to ensure fidelity and adherence to established standards.
To create the quarter sphere geometry for our simulation, we utilized the revolve tool.

The extrude feature was employed to generate the required shape.

Sketch 3

Sketch 4
We employed Boolean operations to manipulate the geometry.

Extrude was applied to Sketch 3.

Lines from sketches for sketch 4.

We use projection on both the upper and lower surface to divide each one.
We Suppress both line bodies.
IV. Meshing

Case1

Mesh1

 Generate the initial mesh.

 Add a sizing with a rectangular body of influence for finer meshing around the
wing.
 Hide the solid body to avoid it being transferred to Fluent.

Mesh2

 Select the airfoil edges (holding Ctrl for multiple edges).

 Select the back face of the airfoil (wireframe view for easier selection).
 Add edge sizing with a size of 5mm and behavior set to "hard".
Mesh3

 Zoom in and select the edges through the airfoil thickness (holding Ctrl for
both sides).
 Add sizing with a size 1.e-002 m and behavior set to "hard".

Named selections

 Create a name selection for the airfoil surface (all faces).

 Select the fluid domain body and airfoil surface as the boundary.
 Click "Update" on the mesh instead of "Generate" to transfer the mesh to
Fluent.

Case 2
Mesh1

 Generate the initial mesh.

 Add a sizing with a rectangular body of influence for finer meshing around the
wing.
 Hide the solid body to avoid it being transferred to Fluent.
Named selections

 Create a name selection for the airfoil surface (all faces).

 Select the fluid domain body and airfoil surface as the boundary.
 Click "Update" on the mesh instead of "Generate" to transfer the mesh to
Fluent.

The final mesh

 V. Physics Setup
Case 1:

Fluent Launcher:

1. Click Setup in "Unsteady Flow," the duplicate project.

2. Select Double Precision, and Display Mesh After Reading.
3. Select parallel and set the number of cores to be used.

General:

1. Keep [Pressure-Based] as the Solver [Type], [Absolute] for the [Velocity

Formulation] .
2. Select [Steady] for [Time].

Models:
 1. Click [Model]>[k-epsilon].
2. Select [Realizable] under [k-epsilon Model].
3. Select [Non-Equilibrium Wall Functions] under [Near-wall Treatment].

Materials:

1. Click on [Materials] -› [Create/Edit] to open the [Create/ Edit

Materials] panel.
2. Ensure that the [fluid] is the [Material Type] and the [Name] is
selected for [Order Materials by].
3. Insert new Name.
4. Enter 1006.43 for [Density (kg/m3], and 1.6e-05 for [Viscosity (kg/m-s)], and make sure
that they are constant.

Boundary Conditions:
 1. Click on [Boundaries] under [Zones] to open the [Boundary Conditions].

2. Click the boundary (inlet) and ensure that the [Type] is [pressure-far-field].

3. Click [Edit] to open the [pressure-far-field] panel.

4. Enter the Values of gauge Pressure, Mach Number for the three zones selection.

Case 2:
 General:

1.Keep [Pressure-Based] as the Solver [Type], [Absolute] for the [Velocity Formulation] .
Select [Steady] for [Time].

2. Select [Transient] for [Time].

Models

1. Click [Model]>[Spalart-Allmaras].
2. Select [Vorticity-Based] under [Spalart-Allmaras Production].
Materials:

1. Click on [Materials] -› [Create/Edit] to open the [Create/ Edit

Materials] panel.
2. Ensure that the [fluid] is the [Material Type] and the [Name] is
selected for [Order Materials by].
3. Insert new Name.
 4. Enter 1 for [Density (kg/m3], and 0.02 for [Viscosity (kg/m-s)], and make sure that
they are constant.

Boundary Conditions:

1. Click on [Boundaries] under [Zones] to open the [Boundary Conditions].

2. Click the boundary (inlet) and ensure that the [Type] is [pressure-far-field].

3. Click [Edit] to open the [pressure-far-field] panel.

4. Enter the Values of gauge Pressure, Mach Number for the three zones selection.
 Reference Values:

1. Go to [Reference Value].
2. Enter 0.077 for [Area (m2)], 3.65 for [Density (kg/m3], 43759.6 for [Velocity (m/s9]

Results:

Case 1:
The preceding graph is a graph of coefficient of drag versus the number of
iterations. The value of Cd gets consistent after around 37 iterations which is the
number of iterations the software takes to stabilise the solution of the partial
differential equation. Also, the value of Cd is around 0.0008.

The graph is the relation of coefficient of lift versus the number of iterations. This
graph gives us a stable value of coefficient of lift of around 0.0148 after 30 iterations.
Convergence plot for residuals.

This graph of iteration that illustrating the solution convergence clarifies that the
residuals of the iteration process stay in change after 80 iterations. Hence, we
understand that 100 iterations is not sufficient number of iterations to obtained
relative good convergence of the numerical solution into the simulations realized with
developed aerodynamic model.
 Case 2: Adding Cuffs to the wing onera M6

Geometry:

Sketching arc by center.

To create the quarter sphere geometry for our simulation, we utilized the revolve tool.

Scaling.
We employed Boolean operations to manipulate the geometry.
Sketch 2 on (zx) plane

Sketch 3 on (zx) plane

The extrude feature was employed on sketch 2 to generate the required shape

The extrude feature was employed to sketch 2.

Lines from sketches for sketch3

We use projection on both the upper and lower surfaces and suppress lines bodies.

Results:

Case 2:
The coefficient of drag vs the number of iterations is plotted in the previous graph. After
around 4 iterations the value of Cd starts to decrease from its peak but the small number of
iterations which limited in 14 iterations is not enough to get a stable value. However, the
value of Cd at 14 iterations is around 0.018.

The graph shows the relationship between the number of iterations and the coefficient of lift.
At 14 iterations we can see that the curve still in inscreasing trend at around Cl=0.22 and
what more iterations in order to stabilize
 convergence of residuals:

It is made clear by this iteration graph that shows convergence of the solution that the
iteration process's residuals start to stabilize after 10 iterations. However, we 14 iterations is
insufficient to get a reasonably acceptable convergence of the numerical solution

Conclusion:

The addition of cuffs to the Onera M6 wing significantly improved its aerodynamic
performance, notably increasing lift generation.Lift coefficient of first case is cl=0.14,and after
adding the cuffs the lift coefficient is increased to cl=0.22. Additionally, cuffs have the
potential to reduce drag, enhance stability, and provide additional control surfaces. Further
analysis and optimization could lead to even greater performance improvements, particularly
when exploring the effectiveness of cuffs across various flight conditions and the impact of
different cuff design parameters. By continuing to research and refine cuff designs, engineers
can optimize wing performance and contribute to the development of more efficient and
capable aircraft.
.