Aerodynamic Simulation

Highly specialised requests are first checked for feasibility from this information. Please do not send confidential data through the public form; describe it first and agree secure transfer afterwards.

1. 01Enquiry and requirement assessment
2. 02Technical scoping and proposal
3. 03Execution
4. 04Quality review and delivery, with an agreed round of revisions

Read the full project workflow.

In depth: how the work is done

1. Flow regime, scale and compressibility

   We begin with the Reynolds and Mach numbers, which determine whether the boundary layer is laminar or turbulent, whether transition matters and whether compressibility effects such as shock waves appear. Low-speed flows can usually be treated as incompressible; transonic and supersonic flows need compressible solvers and attention to shock capturing. Scale matters: wind-tunnel data at a different Reynolds number may not transfer directly, and the simulation can bridge the gap if the model is validated carefully.

2. Turbulence and transition modelling

   Reynolds-averaged turbulence models are common for aerodynamic design, with differing performance for attached flow, separation and vortices. Transition from laminar to turbulent flow affects drag and separation on aerofoils at moderate Reynolds numbers, so transition models may be needed. Scale-resolving simulations capture unsteady separation and wake dynamics more faithfully at higher cost. The choice is justified by the flow features that govern the quantities of interest.

3. Meshing for boundary layers and wakes

   Aerodynamic forces depend strongly on the near-wall flow, so meshes have fine prismatic layers with controlled growth, sized according to the wall treatment. Wakes, tip vortices and shock regions need adequate resolution downstream of the body. The domain must be large enough that far-field boundaries do not affect the solution. Mesh refinement studies for lift, drag and moment coefficients, and for pressure distributions, quantify the numerical uncertainty.

4. Force and moment extraction

   Aerodynamic coefficients are computed by integrating pressure and shear stress over the body surface, with a consistent reference area, length and coordinate system. We check that coefficients are converged in time or iteration, separate pressure and friction contributions and examine how results change with angle of attack, yaw or speed. Comparison between configurations focuses on differences, which are often better predicted than absolute values.

5. Comparison with experiments and benchmarks

   Wind-tunnel and flight data, or published benchmark cases, provide validation. We account for tunnel effects such as blockage and wall interference, model support structures and measurement uncertainty. Agreement is judged on pressure distributions and integrated forces, and discrepancies at particular conditions, such as near stall, are discussed openly. The report indicates the range of conditions in which the model is credible.

Common pitfalls this service helps avoid

• Comparing with data at different Reynolds number. Boundary-layer behaviour changes with Reynolds number, so mismatched conditions can explain discrepancies.
• Near-stall prediction by default models. Separation onset is difficult for many turbulence models and needs careful validation.
• Too small a computational domain. Boundaries close to the body can distort the flow and bias coefficients.
• Ignoring wind-tunnel corrections. Blockage and wall effects influence measured data and should be considered when validating.

What good reporting looks like

An aerodynamic report describes the geometry, reference quantities, flow conditions with Reynolds and Mach numbers, turbulence and transition models, mesh and domain with refinement results, solver settings and convergence, coefficient and pressure results with units, validation against experimental or published data with uncertainty and limitations such as separation prediction. It presents trends across angles of attack or speeds and states the range over which the results are considered reliable.

An illustrative scenario

Hypothetical example written for explanation. It is not a client case, a result or a testimonial.

Suppose a student simulates a low-Reynolds-number aerofoil and compares it with published data. A fully turbulent model overpredicts drag at small angles of attack because it ignores the laminar region. Adding a transition model brings the drag much closer to the data, while lift is predicted well in both. Near stall, both models differ from the measurements. The report presents the results with this distinction and recommends that design conclusions be restricted to the moderate range of angles of attack.

Questions to settle before you begin

• What Reynolds and Mach numbers apply?
• Which coefficients and range of angles or speeds do I need?
• Do I have wind-tunnel or published data for validation?
• Is transition or separation important for my configuration?
• How large should the computational domain be?

Key terms

Lift coefficient

A dimensionless measure of lift force relative to dynamic pressure and reference area.

Drag coefficient

A dimensionless measure of drag force.

Boundary-layer transition

The change from laminar to turbulent flow near a surface.

Stall

Loss of lift due to extensive flow separation at high angle of attack.

Mach number

The ratio of flow speed to the speed of sound.

Working together on Computational Fluid Dynamics (CFD) projects

CFD engagements start with a flow-physics review: expected regime, quantities of interest, available geometry and the measurements that could validate results. A coarse pilot simulation can check set-up and cost before the full study. We ask for geometry in a standard exchange format or dimensioned drawings, fluid properties, boundary conditions and any test data. Reports include mesh and model sensitivity so that you can see how much the answer depends on numerical choices. Results are presented as engineering quantities with units, and limits of validity are stated explicitly.

Few projects need a single service in isolation. These are the services most often combined with this one.

• CFD Simulation Services

  Computational fluid dynamics studies of internal and external flows, thermal effects and mixing, built on an explicit statement of physics, boundary conditions, turbulence treatment and validation basis.

• Turbulence & Flow Optimisation

  Studies of turbulent flow behaviour and shape or parameter optimisation to reduce losses, drag or unwanted mixing, using simulations coupled with systematic optimisation.

• Aerospace & Aeronautical Engineering

  Research support spanning aerodynamics, aerospace structures, flight mechanics and propulsion-related studies, with computational and statistical methods and honest treatment of validation limits.

• Automotive & Electric Vehicle Engineering

  Research support for conventional and electric vehicles: vehicle dynamics, structures, thermal management, energy consumption and battery or powertrain analysis.