A Numerical Evaluation of Icing Effects on a Natural Laminar Flow Airfoil

TITLE AND SUBTITLE:
A Numerical Evaluation of Icing Effects on a Natural Laminar Flow Airfoil

AUTHOR(S):
James J. Chung and Harold E. Addy, Jr.

REPORT DATE:
December 2000

FUNDING NUMBERS:
WU-548-20-23-00

PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES):
National Aeronautics and Space Administration
John H. Glenn Research Center at Lewis Field
Cleveland, Ohio 44135-3191

PERFORMING ORGANIZATION REPORT NUMBER:
E-12055

SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES):
National Aeronautics and Space Administration
Washington, DC 20546-0001

REPORT TYPE AND DATES COVERED:
Technical Memorandum

SPONSORING/MONITORING AGENCY REPORT NUMBER:
NASA TM-2000-209775
AIAA-2000-0096

SUPPLEMENTARY NOTES:
Prepared for the 38th Aerospace Sciences Meeting and Exhibit sponsored by the American Institute of Aeronautics and Astronautics, Reno, Nevada, January 10-13, 2000. James J. Chung, Institute for Computational Mechanics in Propulsion, Cleveland, Ohio 44135; and Harold E. Addy, Jr., Glenn Research Center. Responsible person, Harold E. Addy, Jr., organization code 5840, (216) 977-7467.

ABSTRACT:
As a part of CFD code validation efforts within the Icing Branch of NASA Glenn Research Center, computations were performed for natural laminar flow (NLF) airfoil, NLF-0414, with 6 and 22.5 minute ice accretions. Both 3-D ice castings and 2-D machine-generated ice shapes were used in wind tunnel tests to study the effects of natural ice as well as simulated ice. They were mounted in the test section of the Low Turbulence Pressure Tunnel (LTPT) at NASA Langley that the 2-dimensionality of the flow can be maintained. Aerodynamic properties predicted by computations were compared to data obtained through the experiment by the authors at the LTPT. Computations were performed only in 2-D and in the case of 3-D ice, the digitized ice shape obtained at one spanwise location was used. The comparisons were mainly concentrated on the lift characteristics over Reynolds numbers ranging from 3 to 10 million and Mach numbers ranging from 0.12 to 0.29. WIND code computations indicated that the predicted stall angles were in agreement with experiment within one or two degrees. The maximum lift values obtained by computations were in good agreement with those of the experiment for the 6 minute ice shapes and the 22.5 minute 3-D ice, but were somewhat lower in the case of the 22.5 minute 2-D ice. In general, the Reynolds number variation did not cause much change in the lift values while the variation of Mach number showed more change in the lift. The Spalart-Allmaras (S-A) turbulence model was the best performing model for the airfoil with the 22.5 minute ice and the Shear Stress Turbulence (SST) turbulence model was the best for the airfoil with the 6 minute ice and also for the clean airfoil. The pressure distribution on the surface of the iced airfoil showed good agreement for the 6 minute ice. However, relatively poor agreement of the pressure distribution on the upper surface aft of the leading edge horn for the 22.5 minute ice suggests that improvements are needed in the grid or turbulence models.

SUBJECT TERMS:
Aircraft icing; Computational fluid dynamics; Aerodynamic characteristics

NUMBER OF PAGES:
19

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