Computational fluid dynamics investigation of finding appropriate location of fluidic anti-icing protective panel on leading edge of wing

Abstract

In this article, determination of protective panel limits of fluidic anti-icing system on leading edge of the high aspect ratio wing of a piston powered aircraft is studied numerically. Define surfaces of wing to be protected against ice accretion is the most important part of fluidic anti-icing system design. The first step of numerical code is devoted to flow field computation using control volume method. The second step is calculation of droplet’s trajectory and impingement characteristics using the Euler approach and, finally, ice shape and ice accretion rate are obtained using the messenger model. The code was used to obtain ice shape and droplets impingement limit in different sections of the wing and, as a result, protection panel geometry limits were determined, on the wing’s upper and lower surfaces. Also, by the introduced method in this work, ice formation is predicted on NACA0012 airfoil, and a good agreement was shown between predicted ice shape and experimental data. Finally, environmental and airflow parameters effect on the limitation of protective panel are obtained. The results indicated that only two parameters, liquid water content and exposure time have no effect on the panel limits.

Numerical Investigation of the Aerofoil Aerodynamics with Surface Heating for Anti-Icing

“…Regarding the heating temperature, it can be set just higher than the icing temperature to achieve an anti-icing effect [8]. The highest temperature of icing is −10 ∼ 0 • C [15,16] above which no ice can be accreted. In this study, the lowest heating temperature ∆T = 50 K in the simulation is chosen (6.5 • C).…”

“…It can be seen from Table 2 that while the uniform heating scheme decreases the lift coefficient, the optimal heating scheme can maintain the aerodynamic performance compared to the uniform heating scheme in the same flight condition. Moreover, the heating area and the heating intensity on both surfaces need to be adjusted dynamically in different flight conditions: on one hand, the icing area gradually extends downstream along the chord on the lower surface and shrinks on the upper surface when α increases [16]. It changes in the opposite way when α decreases.…”

“…For example, the temperature change of the wing surface affects the stall angle [13] and boundary-layer transition [14]. While the region of 10% chord from the LE is most susceptible to droplet collision icing [15,16], the heating at the LE generates more significant adverse effects in aerodynamics [17]. Therefore, how to reduce the impact of the heating while maintaining the anti-icing effect still needs to be explored.…”

Effects of anisotropic composite skin on electrothermal anti-icing system

“…From the leading edge to the downstream, the anti-icing heat fluxes of the heating elements are 30 kW/m 2 , 15 kW/m 2 , 10 kW/m 2 , and 10 kW/m 2 , respectively. In addition, the air-droplet flow boundary conditions are as follows: the farfield velocity is 44.7 m/s, the ambient temperature is À7.6 C, the liquid water content is 0.78 g/m 3 , and the water droplet diameter is 20 mm.…”

“…2 To ensure flight safety, ice protection system should be equipped for important surfaces. Based on the differences in the type of energy used, typical ice protection systems mainly include mechanical deicing system, fluid ice protection system, 3 hot air anti-icing system, 4 and electrothermal anti-icing/deicing system. 5 The latter two systems are the most widely used in modern aircrafts.…”