International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

“DESIGN AND ANALYSIS OF SLAT OPERATED BRAKING SYSTEM”

C Ganesh1, Dr. Chikanna N2, Sanjeev G Palekar3 Prashanth Radhakrishnan4

1PG Student,2Associate Professor & Chairman,3Assistant Professor,4Director-Aerospace R&D,

1-3Department of Aerospace Propulsion Technology, Visvesvaraya Technological University -Centre for Post
Graduate Studies, Bengaluru Region, VIAT, Muddenhalli, Chikkaballapura, Karnataka, India.
4Dautya Aerospace Pvt Ltd, Bengaluru, Karnataka, India.

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Abstract - Cross wind effect is one of the biggest challenges
faced by aviation industries this is due to poor braking Model design
efficiency as one of the biggest factors. Today in aircraft
operation of breaking especially during landing we are using
the support of spoiler, thrust reversal, flap to create lift After
having different braking systems still this problem is existing Meshing
where the aircraft encounters runway excursion, landing gear
failure and crush As a solution for this problem slat diploid
braking system can tremendously reduce the lift produce by
increasing the drag in order to improve the braking efficiency
Solver ansys-fluent
Key Words: Slat, crosswind effect, Drag.

1. INTRODUCTION
The main objective of the project is to reduce the crosswind
effect that impacts the aircraft at the time of landing and in Result
special cases during take-off also present days aircraft have
thrust reversal, spoiler, and flap to create drag in spite of all
the other controlling system we still facing the failure of safe
landing during the time of crosswind and also delaying the Conclusion
landing time which causes a lot of loses to the aviation
industries due to poor landing or braking efficiency the more
fuel it consumes. Fig -1: flowchart of the steps of the project
Another major drawback is that in the domestic plane the 3. PROBLEM SETUP
passenger feels less comfortable during the time of landing
due to poor landing or braking efficiency. Sometimes the In designing the airfoil we used the NACA2412 series slat
aircraft get damaged due to the failure of the braking placed before the airfoil As shown in fig.2 as its looks after
efficiency so we come up with a solution through the design designing the model in CATIA imported the model to Ansys
and analysis of a slat that can be used to increase the braking software to further process
efficiency in the aircraft during the landing.
CATIA is a well-known software for design it is more
Another problem was aircraft usually take a larger space to convenient to use this software first step is from the NACA
land there was no efficient system for short-distance landing. tool we have to download the coordinate of the airfoil import
our project will also be the solution to this problem. the to CATIA readable form then by the coordinate we have to
short-distance landing saves time and fuel consumption and design the airfoil through the same design as to use for both
the area of land that can be used for other purposes. slat fig 3 and without slat model after finishing the design
save the file in isg formate
2. METHODOLOGY
Ansys
The project carried out would undergo the following steps of
work all the simulation and the analysis. ansys is the most popular software for the analysis of fluent,
thermal, and also some other conditions we are using Ansys
for our project to verify the modified model to check the
behaviour of the forces that act on the airfoil

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

Fig -2: NACA2412 series Airfoil without slat

Fig -4: Details of Mesh

In the meshing select the element size 2m to set select face

mesh then select all the planes of the model to uniform
meshing on the surface of the model then select the growth
rate as 1.1 in the mesh setup click the generate .below fig 5 is
Fig -3: NACA2412 series Airfoil with slat the meshing of the without slat model and fig 6 denotes the
with slat mode

Fig -4: NACA2412 series Airfoil with slat Fig -5: Meshing of Airfoil without slat

4. MESHING
Meshing is a very important part of CFD simulation. Without
a proper mesh, will not be possible to get a converged
solution in this project meshing has been done using ANSYS
meshing feature.

Initially, the mesh was checked for any mappable feasibility.

This initial overview gives us a rough idea of how our mesh
would be. According to this necessary mesh, control can be
done according to the surface or body type. A control to the
extent of managing the number of elements to be present at
the specific edge or face can also be managed through mesh
control.

Fig -6: Meshing of Airfoil with slat

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

5. FLUENT SETUP After the setup of the solution after selecting the report
definition in that select, the force of lift and drag coefficient
On starting the FLUENT setup, the FLUENT launcher appears then create the report definition. After the report, the setup
providing options with 2D/3D model based on the geometry computes the solution from the inlet of the model selects
model and options like double precision, display mesh, etc, initialization Then clicks on the standard initialization
Additionally, the launcher also enables the user to select a afterward clicks on compute from the inlet .referance frame
number of processors that are being dedicated for the as to be absolute.
FLUENT program. The user can also set up as shown in fig
7additional cores of the Dedicated core based on the model Click on initialization after the initialization clicks on the run
complexity. calculation in this module set the 500 iterations and then set
the interval 10 after clicking on run. after clicking the run
system take time to compute the graph of lift, drag, and
residual graph after that go to the result and select the plane
to create a plane on the XY plane, create a counter select the
plane, and the wing region select the static pressure as to
show click on save and plot as shown in fig

After the model set up move and select the material in the
material select air set the viscosity and density of the
material as te constant and density is 1.225 than click
change as shown in fig-8

Fig -7: FLUENT SETUP

The mesh will be automatically loaded into the setup and

creates automated partitions, zone, and necessary boundary
condition which will include our named selection that we
have created in the meshing stage. The first step to being
done upon loading the mesh into the FLUENT setup is to
check the mesh integrity loaded onto the setup. This is a
preliminary check that has to be done in order to avoid
errors (in case) in the late stage.

Click the check button in the general settings of the task

plane and wait till it message appears on the console of the
client which states the mesh has no error and the setup is
carried forward.
Fig -9 Create material setup taskbar
Then we will configure the model that is to be considered for
the setups i.e., Energy, Viscous, and species model. viscous After the material setup go to the solution method in the
SST k omega then click the komega 2eq then click ok is sostepwiselect theshownhostepwisese is as shown in the
shown in fig8 figure select the gradient as least square node based and the
pressure as second-order momentum as second-order
upwind turbulent kinetic energy as second-order upwind
scheme as simple

Fig -8 Solution Setup Of Model

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

Run calcution taskbar we have to enter the number of

iteration as 500 and report interval as 10 as shown in fig9

6. RESULT AND DISCUSSION

After the computation by comparing our model airfoil with

slat against the model in which normal airfoil fig10 cl graph
is showing that the lift is increasing in without salt or normal
airfoil but in our model fig11 lift is going decreases as we
computed the graph. From this graph, we can say that our
model has achieved the objective of the project

In the below graph fig7.1 of the model without slat model

shows that the lift coefficient increases for the iteration of
500 readings x-axis is the lift coefficient and y is the number
of iterations.

Fig -8 Solution method set up taskbar

After the setup of the solution after select report definition in

that select, the force of lift and drag coefficient then create
the report definition. After the report, the setup computes
the solution from the inlet of the model selects initialization
Then clicks on the standard initialization afterward clicks on
compute from the inlet .referance frame as to be absolute.

Click on initialization after the initialization clicks on the run

calculation in this module set the 500 iterations and then set
the interval 10 after clicking on run. after clicking the run
system take time to compute the graph of lift, drag, and
residual graph after that go to the result and select the plane
to create a plane on the XY plane, create a counter select the
plane, and the wing region select the static pressure as to
show click on save and plot.
Fig -11 coefficient of lift without slat model
Between the solution and initializing the soultion, there is
another set is report pots we have to define the cl and cd to
be posted as a result .

Fig -10 Run calculation set up taskbar Fig -12 coefficient of lift with slat model

© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 503
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

From the above pressure distribution of both, our model

fig14 versus the normal airfoil model pressure distribution
around the normal airfoil fig 15 is more compared it with
our slat model due to the direct contact of air force pressure
is more at the normal airfoil but in our model

Pressure is cut off by the slat which increases the efficiency

in the braking system of the aircraft and also helps with the
safer landing and also short distance landing of aircraft.

8.CONCLUSION
This project’s main objective is to reduce the lift force of the
aircraft during the time of crosswind effect on the aircraft
landing movement. Reduce the crosswind effect and allows
the aircraft to smooth and safe landing as per our objective
the lift is considerably decreased. while the without slat
model has generated the lift by this result we can conclude
that the experiment has shown a positive result towards the
objective of the project this result can be not only applicable
Fig -13 Residuals graph of without slat model during the crosswind effect but also in the time of failure of
another control unit.

This slat model can also be used for the short-distance

landing of aircraft thereby reducing the time of landing and
also the fuel consumption of the aircraft. And the space
required during the landing. After the project outcome
further, we have test the model on WindTunnel for more
confirmation and also rectifies the problem what are faced
during the landing of the aircraft

The project as gives a positive result towards the objective .

satisified the condition has now

REFERENCES.
[1] ”Drag Assessment of a High Performance Aircraft using
System Identification Techniques” Khadeeja Nusrath,
Fig -14 Residuals graph of without slat model Jatinder Singh and Basappa National Aerospace
Laboratories, CSIR, Bangalore-560017, India

[2] Crosswind Landings in General Aviation: A Modified

Method of Reporting Wind Information to the Pilot Matt
Ebbatson, Don Harris, and Steve Jarvis Department of
Human Factors Cranfield University, Bedford, United
Kingdom

[3] The effect of flap-end additions on aircraft trailing

vortices W. R. Graham and T. Berteny Department of
Engineering, University of Cambridge, UK L. David
Laboratoire d’Etudes Aérodynamiques, Université de
Poitiers, France

[4] Effect of Leading-Edge Slats at Low Reynolds Numbers

Lance W. Traub and Mashaan P. Kaula †Aerospace
Fig -15 Residuals graph of without slat model Engineering Department, Embry Riddle Aeronautical
University, Prescott, AZ 86301, USA;

© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 504
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 10 | Oct 2022 www.irjet.net p-ISSN: 2395-0072

[5] Aircraft Braking System 1Shruti Nair, 2Shreya Nair

1,2Dept. of Mechanical and Automation Engineering,
Indira Gandhi Delhi Technical University for Women,
Delhi, India

[6] Wind-tunnel and CFD investigations of UAV landing

gears and turrets – Improvements in empirical drag
estimation Falk Götten a,b,∗, Marc Havermann a, Carsten
Braun a, Matthew Marino b, Cees Bil b a Department of
Aerospace Engineering, FH Aachen University of Applied
Sciences, Hohenstaufenallee 6, Aachen, 52064, Germany
b School of Engineering, RMIT University, 264 Plenty Rd,
Bundoora 3083, Australia

[7] Wind-tunnel and CFD investigations of UAV landing

gears and turrets – Improvements in empirical drag
estimation Falk Götten a,b,∗, Marc Havermann a, Carsten
Braun a, Matthew Marino b, Cees Bil b a Department of
Aerospace Engineering, FH Aachen University of Applied
Sciences, Hohenstaufenallee 6, Aachen, 52064, Germany
b School of Engineering, RMIT University, 264 Plenty Rd,
Bundoora 3083, Australia

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