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Boeing 737-700NG Air Plane Flow Simulation.

Mohamed AboZeed Mohamed Atiah, Ahmed Wael Mansour Abd-Elkader, Mohamed Essam Ali Ashour

Faculty Of Engineering, Zagazig University, 4th Year Power Mechanical Department.

(mohamed.basha2036@gmail.com, ahmedwael0431@gmail.com, leith3022@gmail.com)

Supervisor: Prof. Dr. Ahmed Farouk AbdelGawad


Mechanical Power Engineering Dept.
Faculty of Engineering.
Zagazig University, Egypt.

afaroukgb@gmail.com

Abstract: A body in motion through a fluid experience a


resultant force which, in most cases is mainly a
In 1991 Boeing began development on a new resistance to the motion of the body however, in
generation of aircraft. The Boeing 737 NG (Next some cases the component of the resultant force
Generation) group of aircraft includes the Boeing normal to the direction of the motion is greater than
737 600, Boeing 737 700, Boeing 737 800 and Boeing the component resisting the motion and
737 900. This was the most significant update to the possibility of the flight of an airplane depends on
the Boeing 737 so far, resulting in an all-new aircraft
the use ofthe body of this class for wing structure [1].
performance wise, but still retaining important
Airfoil is an aerodynamic shape which responsible of
commonality with previous versions. The wing was
airfoil sections. generating a controllable net aerodynamic force by its
The Boeing 737-700 is a twin-engined short-to- motion through the air .to achieve the purpose of
medium-range narrow body airliner with a capacity using the airfoil, this aerodynamic force must have a
of maximum 149 passengers produced by the lifting component that is much greater than the
American manufacturer Boeing Commercial resistance (drag) component as shown in “Fig 1”
Airplanes.
1.Introduction Depending on the design , various airfoils serve
functions like asymmetric airfoils can generate lift at
The Boeing 737-700 is a twin-engined short to zero angel of attack a symmetric airfoils need
medium range narrowbody airliner produced by the inverted flight as in an aerobatic airplane to generate
American manufacture Boeing commercial Airplanes required lift
. launched in 1996, the 737-700 NG came out with a
new airfoil section, greater chord ,increased wing
span by 4.9 m and area by 25% and consequently
increases the lift generated by the wing the fuel
capacity increased by 30% as a result of the increased
area so more fuel-efficient CFM56-7B were used.
The wing, engine, and fuel capacity improvements
combined increase the 737's range by 900 nautical
miles to over 3,000 nautical miles (5,600 km).
Post-processing by using FLUENT solver in ANSYS
work

Velocity Inlet

The inlet boundary conditions involve velocity


components for varying angle of attack ,turbulence
intensity and turbulent viscosity ratio.
Figure 1 Forces acting on airfoil
Pressure Outlet
First: The Airfoil Pressure at 11 km height is imposed at outlet

1.1 OBJECTIVES Operating conditions:


Modeling of asymmetric airfoil of 737-700 NG (
b737b-il ) which has a chord length of 6.55 m Velocity- 280 m/s
2. Modeling and Simulation Nodes- 376846

Airfoil used in the study [ Fig 2 ] created by Elements- 375408


soildworks
Pressure based

.Model viscous spalart-Allmaras.

3.RESULTS AND DISCUSSION

Angle of attack is ZERO degree and velocity

Figure 2 airfoil geometry 280 m/s

Mesh Generation- the IGS file of the airfoil is then


imported to ANSYS .then Then the mesh is generated
[ Fig 3 ]

Figure 4 pressure contour

Figure 3 Mesh generation

ANALYSIS- CFD Analysis and study of results are


carried out in 3 steps: Pre-processing, Solving and
After creating the geometry we import it to ansys
design modeler.
Figure 5 velocity contours

Figure 6 Graph of coefficient of drag at zero


degree AOA.

First step was to import geometry, then create an


external enclosure which has a length of 250m.
Create an internal domain to minimize the size of
the mesh around the plane which has a length of
36m.

The plane was set to be symmetric as shown.

Figure 7 Graph of coefficient of Lift at zero degree


of AOA

Second: The 737-700

A. Modeling the Boeing 737-700:


The geometry in this paper was made in SolidWorks
2017.
2. Meshing:

Size Function set to be Proximity and Curvature.

Relevance Center set to be Coarse.

Smoothing set to be High.

Span Angle Center set to be Fine

Curvature Normal Angle set to be 12 Degree.

Number Of Cells Across Gap set to be 5

*The next step:

In this step we have different sizes of mesh:

First, face meshing which is the mesh of the plane


only. Its element size 5cm.

Second, body sizing which is the mesh of internal


domain around the plane.

Its max element size .6m.

Finally the enclosure which we kept as default.


3.Setup: In the cell zone conditions the operating conditions
should be modified because the pressure above
11km is 22699 Pa.

I used pressure based solver and time to be steady.

In Models enable Energy Eqn. and use viscous,


Realizable, K epsilon, Non Eq. Wall Fun.

In the boundary conditions the velocity inlet set to


be -280 m/s in the z component.

Under solution methods there are scheme that I


chose to be coupled, gradient set to be least squares
cell based and other fields such (pressure, density,
momentum, turbulent kinetic energy, turbulent
dissipation rate and energy) to be second order
upwind.

In Materials under fluid the air properties set the


density to be ideal gas and viscosity to be
Sutherland.
Results:

The expected graphical results are set to residuals, lift


coefficient, drag coefficient and momentum coefficient.
The contour results are for
the pressure and turbulent kinetic energy. The vector plots
are plotted to view the distribution of velocity throughout
the continuum.

1. residual curve:

In solution controls we modify (momentum and


pressure) relaxation factors to be .25

In monitors we add Cd, Cl and Cm.

It can be seen that the residual results have


converged at 400 iterations.

2. Cd curve:

3. Cl curve:
Then we initialize the solution as hybrid and run
calculation.
4. Cm curve:

Velocity Distribution

Pressure Distribution
Turbulence Kinetic Energy Distribution

Conclusion:

In this paper we presented the CFD simulation


of Boeing 737-700NG. The main goals were to
control the aerodynamic characteristics of the
aircraft. In this paper we describe the complete
process of modeling and simulation of
computational fluid dynamics (CFD) problems
Density Distribution that occur in engineering practice. We focus
mainly on the simulation of the airflow around
the aircraft.
REFERENCES

(1) https://www.boeing.com

(2) 737-600/-700/-800/-900 Operations Manual The


Boeing Company. Document Number D6-27370-
TBC
November 20, 1997

(3) BOEING 737 MEASUREMENTS for HOME FLIGHT


SIMULATOR FLIGHT DECK BUILDING