1.

Introduction

Large passenger aircrafts are likely to have wings that are highly flexible structures, carrying an
amount of fuel comparable in weight to that of their structural components, which can deform
significantly when atmospheric turbulence or gust is encountered. There are dynamic loads that act
on the structure due to the oscillatory motion of the heavy liquid mass may represent a critical issue
seriously influencing aircraft performances or even its safety. Sloshing refers to any motion of the
free liquid surface caused by any disturbance to partially be filled liquid containers. [1] The basic
problem of sloshing involves the estimation of pressure distribution, forces, and moments applied by
the liquid to the tank. Although sloshing can assume nonlinear behaviors experiencing possible
instabilities due to tank high acceleration values.

Sloshing occurs in all vehicles that undergo accelerated motion [1]. The study of this phenomenon of
fluid- structure interaction is of great practical significance for the automotive as well as aerospace
industry [2]. Slosh refers to the movement of liquid inside another object. Violent Sloshing occurs in
partially filled tanks of rockets, satellites, submarines, trucks, etc. Some fuel containers are so huge
and contain fuel in so large amount that the large liquid movement generates acute hydrodynamic
stresses that causes instabilities and breakdown of the structure and may even affect the stability of
the vehicle carrying the liquid resulting in unwanted hazards. Based on the shape of the container
and type of disturbance, the liquid experiences different types of motions such as planar, non-planar,
symmetric, asymmetric, rotational, quasi-periodic, chaotic etc [3] So, it is very important with regard
to safety and environment to study the behavior of fluids in partially filled containers. Improper
designs of fuel tanks often account for large scale sloshing. Designs of fuel tank are often improved
by addition of anti- slosh baffles that prevent pick-up pipe intake from the abrupt fuel starvation
when fuel is not in proximity of the intake due to sloshing [4].

The phenomenon of Sloshing waves has been studied for past several decades. Many of these
studies have focused on the linear and theoretical solutions of Sloshing. However, these theoretical
studies have been lacking in explaining the topics such as breaking in the case of violent liquids and
wave overturning wherein the liquid viscosity and flow turbulence could not be ignored. In such
cases, numerical simulations and analysis has helped in addressing the problems. In recent times, the
Computational Fluid Dynamics (CFD) analysis is playing a vital role in analysing the different design
models and helps in saving time and cost by eradicating the need for construction of several
prototypes in the design and testing phase. The CFD modelling approaches are also able to overcome
flow limitations experienced in theoretical studies. Also, the complicated boundary problems often
encountered can be handled through CFD analysis [5]. A more general modelling technique is the
solution of the Navier–Stokes equations using CFD [6]. Several numerical techniques exist for analysis
of liquid storage tanks, of which the famous ones are explicit finite element, implicit Lagrangian̢
Eulerian, hybrid finite element and volume of fluid (VOF) [7]. The VOF method is a very robust and
flexible method than other methods for simulating complicated free surface. It can capture complex
 surface geometries having overturning waves and splashing. It is a challenging task to study sloshing
due to the presence of complex flow interactions with the container.

In this report I will be investigating the passenger aircraft the Airbus A380 wing which is filled fuel
and this fuel is subject to external force. In addition, during sloshing the movement of the fuel in the
Aircrafts tank has significant impact on flight stability, and mission accuracy. Fuel sloshing is
complicated phenomenon that is hard to determine using analytical models. To understand the fuel
motion and depletion regime during sloshing, simulations are required. This paper presents sloshing
analysis of fuel in a subsonic aircraft's fuel tank. Sloshing can be defined as the movement of a fluid
inside a moving tank. Sloshing phenomenon is of great significance since it is involved in various
fields such as propellant slosh in rockets, aircraft, cargo ships and the trucks that carry different type
of fluids. Sloshing occurs when a fluid containing body suddenly accelerates or decelerates that in
turn leads to unnecessary vibrations, flammability, noise, and structural failure. To reduce the
sloshing effects, anti-slosh baffles are employed in the fuel tanks or any other fluid containing body.
Baffles are the obstructions installed inside the fuel tank that absorb the kinetic energy of the waves
and reduce the sloshing impact by lowering down the momentum of generated waves. The primary
focus of this paper is to observe the behavior of the fuel and investigate the sloshing effects using
ANSYS Workbench 2021.

1.1. Aims and Objectives

The primary aim of this paper is to design a tank from the A380 in ANSYS and run simulations to
investigate the effects of sloshing on the wing structure, behavior, and stability of the aircraft.

• Create main fuel tank from A380 dimensions in 2D.

• Carry out a mesh independent study
• Varying the amount of fuel in the tank (90,600 liters to 30,000 liters) and see the effects of sloshing
at constant speed.
• Varying the velocity 1,185 km/h and 1,050 km/h of the aircraft to see the effect of fuel sloshing
• Varying the fuel mixture and observe the effects of sloshing at a constant speed of 1,050Km/h

• Velocity parameters:
1185kmh: 0.32916km/s (u1)

1050kmh: 0.2916km/s (u2)

• Volume parameters:
v1: 0.8 (90,600 litres ) v2:

0.4 (60,300 liters) v3: 0.2

(30,000 liters) material

case 1: kerosene material

case 2: fuel oil

Analysis 1: Mesh independence for 3 different sizing u1 v1

Analysis 2: u1v1 - u1v2 - u1v3 - u2v1 - u2v2 - u2v3

Analysis 3: u2v2 kerosene – u2v2 fuel oil

The parameters above indicate the simulations that are to be carried out in this report, further
illustrating the tank volume and velocity of the aircraft in each time.

2. Literature review

This section of the paper refers to the studies that were previously done on the effects of sloshing
and how it impacts the tanks when a force is applied is a particular direction.

2.1. Simulation of Fuel Sloshing

This research paper investigates methods for simulating fluid-structure interaction with the LS-DYNA
software system. Different formulations such as the Lagrange, Euler, ALE and SPH for fluid simulation
and are applied to a real fluid sloshing problem with available experimental data. Four approaches to
fluid modelling are LS-DYNA have been presented in the paper. Different formulations have been
used to analyse a fluid motion in deformable box, with the purpose to validate the results in
comparison with existing experimental observations. Computational simulations have shown that
the fluid motion and fluid structure interaction can be accurately described by applying different
alternatives formulations in the LS-DYNA. The applied models provide a basis for economical
computational models that can used for analysing more complex problems such as for aerospace or
Automotive fuel tanks.

2.2.Sloshing effects in tanks containing liquid

The intention of this contribution was to perform a seismic analysis of the liquid storage tank
focusing on the sloshing response to a given earthquake loading. Generating of sloshing waves
 during ground motions represents unfavourable conditions which impacts the top and the walls
within closed tanks or can result in the liquid spilling when open tanks are considered. A minimum
freeboard is desired to prevent these negative effects. Insufficient freeboard leads to increase of
impulsive mass due to the constraining action of the roof and upward load due to impacts
generating the forces, which can break the connections between the tank and head. It may lead to
buckling of the tank at the base if the loading from the additional impulsive mass was not considered
in the design. The convective response was determined analytical with respect to international
standards, subsequently the response was calculated by FE software in ANSYS Multiphysics in which
response spectrum and time-history analysis were performed. The results obtained between each
solution of the dynamic analyses represented good conformity.

[https://www.researchgate.net/publication/317102019_Sloshing_Effects_in_Tanks_Containing_Liqu
id]

2. 3.Water Sloshing in Rectangular Tanks – An Experimental Investigation & Numerical

Simulation

The problem of water sloshing in closed containers has been the subject of many studies over the
past few decades. This phenomenon can be described as a free surface movement of the contained
fluid due to sudden loads. Olsen [1] classified the free surface fluid motion in three different slosh
modes consisting of I) lateral sloshing, ii) vertical sloshing, and iii) rotational sloshing (Swirling).
Sloshing is a phenomenon that can be found in a wide variety of industrial. The design of this
equipment requires detailed understanding of liquid motion during sloshing. Sloshing can be the
result of external forces due to acceleration/deceleration of the containment body. Of particular
concern is the pressure distribution on the wall of the container reservoir and its local temporal
peaks that can reach as in road tankers twice the rigid load value. In road tankers, the free liquid
surface may experience large excursions for even very small motions of the container leading to
stability problems.

The water sloshing phenomenon in a rectangular tank under sudden impact was investigated
experimentally and numerically. Design of the testing rig and selection of proper sensors as well as
data acquisition system was performed. Flow visualization of simulation and experimental results
showed a good agreement. The water level for both simulated and experimental results compared
well during motion and showed a minor discrepancy after impact which may be due to tank
bouncing. Contrary to previous studies, both experimental and numerical results indicated the
presence of a single traveling wave before the impact. Future study related to pressure
measurements at the tank wall will be conducted for structural analysis purposes.

2.4. LIQUID SLOSHING IN CYLINDRICAL FUEL TANKS

The bounds of existence of the deferent sloshing regimes are clearly established, namely, planar,
swirling, and breaking waves. In the chaotic regime, wave breaking occurs quasi-periodically with
growth of planar wave amplitude, collapse followed by irregular swirl, and again growth of planar
wave amplitude. Surface tension effects on the tank scale are assumed to be negligible (large Bond
number Bo = ρgR2/σ). However, surface tension effects are important in the stages of wave breaking
(drop and bubble formation). The results of the dam-break experiments show that when a relatively
small step change in surface height is suddenly subjected to an axial acceleration, a high velocity
geyser emerges, followed by violent sloshing with gas entrainment. This situation is encountered on
engine restart after a microgravity phase.

[https://www.eucass-proceedings.eu/articles/eucass/pdf/2009/01/eucass1p279.pdf]

2.5. A Study of Liquid Sloshing in an Automotive Fuel Tank under Uniform Acceleration

This paper presents the free surface behaviour of liquid in a partially filled automotive fuel tank
under uniformly accelerated motion. The liquid in the fuel tank is subjected to violent sloshing during
sudden acceleration or stopping of the vehicle which will produce structural vibration and noise in
the passenger compartment. To reduce this sloshing, baffles are used inside the tank. The objective
of this work is to study the influence of vertical baffles and fill levels on free surface elevation of
liquid in a partially filled fuel tank. The simulation of liquid free surface behaviour under uniform
acceleration is done using ANSYS-FLUENT software.

The numerical simulation shows that as the fill level is increased, the amplitude of liquid free surface
displacement decreases somewhat. The increase in liquid mass absorbs the disturbance in the tank,
allowing the free surface to swiftly return to its original state. The baffles help to decrease noise. The
tank's characteristic length is restricted, which limits the mobility of free surface waves. The free
surface motion amplitude, the numerical model established in this study can be used to extending
the research to include different excitation circumstances, tank shape, and baffle layouts.

[file:///C:/Users/didag/Downloads/806-Article%20Text-6772-3-10-20160205.pdf]

2.6. Computational Simulation of Fuel Tank Sloshing for a FSAE car using CFD Techniques

The following research and experiments were performed for and on the 2018 prototype of Pravega
Racing named as PRV 18. The vehicle is a formula student prototype car built for the Formula SAE
competition series. Formula SAE is a student design competition organized by SAE International
annually in various locations globally. The team of Pravega Racing designed, manufactures, and
competed in Formula Student Germany 2019 in the combustion class. The result that was obtained
was a fuel tank that had achieved a superior stability of the fluid it carried inside it. This was
achieved by incorporating baffles which the smaller the holes of the baffles leading to higher
restriction of flow. Holes of the range 4-6mm allowed the fluid to flow as well as provide enough
restriction to sloshing. From the above study, it is observed that analysis of fuel tank and the type of
geometry used to make the tank have a positive effect on the vehicle’s performance. Symmetricity of
the tank provided the best solution to tackle sloshing.

[https://www.ijrte.org/wp-content/uploads/papers/v8i3/C6891098319.pdf]

2.7. Sloshing effect, design, and optimisation of water ballast tank

The ship motion of tankers in sea waves might cause sloshing in partly filled tank, which will lead to
instability of tankers. Severe sloshing motion may produce heavy impact force to tank walls and
structure and damage them. After, the leakage of oil is a big problem of personal safety and
environment. The sloshing motion will become advantageous such as the roll-reduction tank that
use the force and moment provided by sloshing motion in the tank to reduce the ship motion in
wave. Since a pitching motion of v = 3m/s corresponding to a speed of 5,825 knots was imposed on
the ship, it will make the water contained in the ballast tanks remain inertial resulting in an
imbalance in the fluid mass and will form an internal wave which itself is the effect of sloshing.

The ship does not travel at high speed and the ballast tank models presented in this article and the
amount of water contained therein, make the total pressures exerted by the fluid to be small. It can
be noticed, however, that there is a difference between the pressure values in the simple tank and
those in the tank that is optimized with internal baffles. These fluid pressure values can be further
imported into a structural Transient structural calculation module to determine the stresses and
deformations in the structure of the material from which the ballast tanks are made. All these
stresses and deformations will be determined and will be the subjects of a future article

[https://iopscience.iop.org/article/10.1088/1742-
6596/1297/1/012003/pdf#:~:text=The%20sloshing%20effect%20refers%20to,the%20movement%20
of%20its%20container.]

2.8. Experimental and Numerical Analyses of Sloshing Flows

There are two primary concerns related to sloshing flows in ship hydrodynamics: the prediction of
sloshing-induced impact loads on ship structures, and the dynamics of ship motion coupled with
sloshing-induced excitation. The former is an important task in the design of internal cargo structure.
This is an essential element in the design of membrane-type liquefied natural gas (LNG) carriers or
LNG platforms. The latter has been of interest for the prediction of dynamic behaviour of ship
motion. In the present study, the physical and technical issues of sloshing flows in ship cargo are
described. The physical phenomena in violent sloshing flows have been carefully observed in
experiments, and proper numerical models are proposed. Two numerical methods, FDM and SPH
methods, are applied to solve violent sloshing flows in the Daewoo, SNU, and MARIN models. Based
on the present study, the following conclusions are made. The SPH method provides less stable
solution than FDM. The weakest point is in the computation of pressure, but it is applicable to
predict the global sloshing-induced force and moment. To this end, a careful and systematic
observation on computational parameters is essential.

[http://web.mit.edu/flowlab/NewmanBook/Kim.pdf.1]

2.9. A reduced order model for liquid sloshing in tanks with flexible baffles using boundary

element method

A numerical model was developed for determination of sloshing and structural dynamics
frequencies in elastic baffled tanks having arbitrary geometries with arbitrary baffle
arrangements. The BEM with zoning technique has been used for modelling of liquid behaviour
and free surface motion in the baffled tank. The finite element method has been used for
describing the dynamics of a general structure, and using the modal analysis, a reduced order
 model for coupled dynamics of slosh and structure was developed. Reduction in the size of
computational matrices because of using the reduced order model, results in the reduction of
the computational costs. The results of the present model were compared with the literature,
and good agreement was achieved and then for some tanks with different geometries and
configurations, the effect of baffle flexibility on the sloshing and structural dynamics frequencies
was investigated. The obtained results confirm that the variation of sloshing and structural
dynamics frequencies versus baffle flexibility is a function of the direction of both sloshing and
structural vibration mode shapes. It is also concluded that using high flexible baffles can change
the dynamics of coupled system severely

2.10. CFD Analysis of a Kerosene Fuel Tank to Reduce Liquid Sloshing

The CFD analysis was done with ANSYS FLUENT 12.0, a commercial finite volume programmed. The
tank was started by applying a 9.81 m/s2 acceleration in the +X direction for 1.5 seconds. Gravity
was also acting on the fuel in the –Z direction. The introduction of baffles in the fuel tank greatly
reduced sloshing in the fuel tank, according to CFD transient simulations of the Kerosene liquid
interface. The baffles' dampening effect was clearly obvious in the acquired results. The Kerosene
liquid interface for the tank configurations with and without baffles was examined. It was evident
from the CFD transient simulations of liquid interface carried out at various time steps for both
configurations of tank that scale of sloshing reduces significantly using baffles.

The damping effect of baffles is clearly visible in the second case of analysis. The introduction of
baffles in the fuel tank would therefore help in maintain the continuous supply of fuel from the
engine to the fuel tank. In the further research, different other configurations of baffles can be
analyses to optimize the design of the tank to further reduce the sloshing phenomenon. The
dimensions of the baffles can also be optimized for further reduction in the sloshing. The CFD
simulations so undertaken can therefore help in the designing of the future fuel tanks for the
automotive and aerospace industries.

2.11. Study of the Sloshing of Water Reservoirs and Tanks due to Long Period and Long
Duration Seismic Motions

Attempts for accurate numerical analysis of fluid-structure interaction by computer aided simulation
have reached beyond the possibility. And now, researchers are trying to optimize the needed time
and digital memory for such analyses by using alternative modelling approaches. However, a
comprehensive approach with entire support of experimental tests or verified by comparison with
previous real events has not issued yet and in future works more attention can be paid on it
especially by considering the relation between the sloshing amplitude and the extent of damage, the
responsibility of the higher-mode sloshing to the damage, the factor determining predominant
periods of long-period strong ground motions, the extension of spatial variation of long-period
strong ground motions, and the factor of underground structure controlling amplification of
longperiod strong ground motions. The extensive parametric study of sloshing phenomena especially
by considering long period and long duration ground motions leads to a simple and efficient
methodology for predicting the dynamic response of liquid tanks.

[https://www.iitk.ac.in/nicee/wcee/article/WCEE2012_4672.pdf]
2.12. Effects of baffles on damping lateral fluid sloshing oscillations in tanker truck
Heavy-duty tanker trucks carrying liquid cargo have poor overturning and skidding stability because
of the high centre of gravity and sloshing of the liquid. The problem of instability is further
exacerbated when the trailer is subjected to various dynamic manoeuvres, such as lane change,
Uturns and braking in a turn or cornering. Roll over instability is particularly sensitive to the dynamic
sloshing effects in partially filled tanks. Lack of lateral force feedback from the trailer further reduces
the overall safety. Thus, these two conditions namely, high centre of gravity and the dynamic
sloshing of the liquid cargo have placed heavy-duty tanker trucks in a very high-risk category on the
roadways.

In this study, attempts were made to determine the effect of kinematic viscosity of the fluid on
damping of fluid sloshing while the tanker truck was undergoing different manoeuvres Attempts
were also made to find out the effects of various baffles on damping the lateral sloshing in tankers
manoeuvring a constant radius turn and TOP lane change and determine if the rollover threshold
velocity would increase. Computational fluid dynamics, models were developed using FLUENT with
different baffles, fill levels and tank shapes.

[https://researchrepository.wvu.edu/cgi/viewcontent.cgi?article=2214&context=etd]
2.13. Sloshing effect, Fluid Structure Interaction analysis
In this paper we presented a study based on the influence of the air-water ballast pressure on the
metallic structure of the ballast tanks. The ballast tank models presented here are identical in size,
the first tank has a large free surface, while the second tank has been optimized to reduce the
sloshing effect. The sloshing effect is produced by moving of ballast tanks with a velocity v = 3
meters/second on the Ox direction, which corresponds to the pitching motion of the ship. This
motion corresponding to a velocity of 5.825 knots will make the water contained in the ballast tanks
remain inertial resulting in an imbalance in the fluid mass and will form an internal wave which itself
is the effect of sloshing. In conclusion, the effect of sloshing has a great influence when the ship is in
the underway because the cargo tanks are empty, and the ballast tanks are fully loaded. For various
reasons some ballast tanks may be partially filled (ex. the sides tanks that provide ship’ trim), and the
sloshing effect that will occur may influence the stability of the ship. In this situation it is very
important how these tanks were built. In this tank, the mechanical stresses induced are cyclic (may
have maximum and minimum values, repeated) and can produce the fatigue stresses that is in the
welded joints of the ship' hull. In this situation the quality of the welded joints plays a decisive role.

[https://iopscience.iop.org/article/10.1088/1757-899X/916/1/012030/pdf]

2.14. The Numerical Simulation of 2D Sloshing Tank

The volume of fluid method can compute the impact sloshing pressure in the sloshing tank, and the
result is similar with the experimental data. Analysis the pressure time history and the free surface
fluctuation pictures of the model tank liquid sloshing under different load levels, and compared its
result with experimental data, which verifies the method used in this paper is reliable and available.
The future work will focus on the 3D numerical sloshing tank simulation and the control technology
the sloshing impact on tank on the moving vehicle.

2.15. Prediction of Tank Fuel Sloshing during Jettison

For identical flight conditions, tank jettison trajectories for straight level flight, climb and dive are
presented. In the present examples, the tank compartments are equally filled at 1/3 fuel level. The
trajectories have been computed either with the fuel modelled as a solid or as sloshing fuel. The
difference between the trajectories with / without fuel sloshing is obvious: The dynamical modelling
of the fuel leads to a stronger nose down pitch compared to the solid model due to the sloshing fuel
mass. With the initial nose down pitch momentum due to the Ejection Release Unit, the fuel in the
three compartments is sloshing towards the tank nose. By this, the overall centre of gravity also
shifts towards the tank nose. With the reference point for the momentum computation and for the
moments of inertia identical with the centre of gravity, the tank becomes more stable compared to a
fixed centre of gravity. This nose down effect is clearly visible especially for the climb trajectory
where the tank quickly reaches an upright position. The distance between the aircraft and the tank is
growing faster compared to the prediction with solid fuel, providing a safer jettison attitude. In all
three flight cases, the lateral movement of the tank with sloshing fuel is nearly reduced to zero
compared to the solid approach. Bearing in mind the poor aerodynamic properties of an external
fuel tank, the fuel sloshing reduces the aerodynamic instability to a certain degree, strongly
dependent on the fill level
2.16. ANALYSIS OF SLOSHING IMPACT ON OVERHEAD LIQUID STORAGE STRUCTURES
This paper presents analysis to study the effects of sloshing in overhead liquid storage tank. In such
structure a large mass concentrated at the top of slender supporting structure makes the structure
vulnerable to horizontal forces e.g., due to earthquakes. This study focuses mainly on the response
of the elevated Intze type water tank to dynamic forces by both equivalents’ static method and finite
element analysis using commercial software. The check for critical members also reveals that the
tank is stable for hydrostatic case of analysis but not when sloshing is included in the analysis for
which the critical elements values are exceeding the limiting values, all critical quantities are
increasing while considering sloshing effect in our design procedure. To avoid the failure which was
mentioned earlier it is mandatory to consider. The Sloshing effect in the design and necessary
precautions should be taken in earthquake prone region rather than considering the sloshing as the
criteria only for fixing the free board. Since this sloshing of water considerably differs the parametric
values used in design and economy of construction.
2.17. Effect of Sloshing in Elevated water tank on levelled and sloping ground
The study investigates the seismic behaviour of circular elevated water tank on levelled and sloping
ground and effect of sloshing on tank numerically. A circular elevated water tank of radius 5.6m with
6 column staging has been considered for this study, for understanding the seismic behaviour of tank
on levelled and sloping ground. The relevant dimensions taken for design of water tank are as
follows.
• Capacity - 500m3 Diameter of tank

• 11.2m Height of tank – 5m + 0.5m(free board)

• Height of Staging – 10m and 15m

The behaviour of tank has been analysed for two staging heights of 10m and 15m with levelled and
sloped ground condition. The analysis is carried out for medium soil condition with seismic zone of
0.36.

In this study mainly two staging heights of 10m and 15m for water tanks with same capacity are
considered. The study is carried out for tank empty and tank full condition with tank located on
levelled ground and 50 and 100 sloping grounds.
2.18. Simulation of liquid sloshing in 2D containers using the volume of fluid method
In this paper, a two-dimensional numerical model is developed to study liquid sloshing in containers
considering liquid free surface deformation, liquid viscosity, and surface tension. The model is
validated by a comparison between the computational and theoretical/experimental results for
various sloshing scenarios with different time-dependent linear/angular accelerations. The
deformation of the liquid–gas interface is modelled using the volume-of-fluid (VOF) technique. In this
study, first, the stability of the liquid/solid coupling method was examined by studying the free fall
motion of a partially filled container. The developed model was then validated by a comparison of
simulation results with those of the analytics for a sloshing tank with constant linear accelerations. In
order to test the performance of the virtual-body-force method for rotational motions, a rotating
tank with and without Coriolis acceleration were considered. To show the capability of the model in
accurate simulation of the tank motion affected by the internal sloshing, a TLD device and a Ferro
fluid container under a uniform magnetic field were simulated and the results were compared with
those of the SPH model and the analytics.

The model was then used to simulate the movement of a liquid container under both linear and
rotational accelerations in a general case where a complete interaction between the liquid and solid
body of the container exists. Finally, the complex Ferris wheel motion of a partially filled container
was simulated where the accuracy of the dynamic method used in the numerical model was also
studied. The various sloshing scenarios examined during this study reveals that the developed model
can simulate complex fluid-structure interactions.
2.19. Sloshing effects in tanks containing liquid
focusing on the sloshing response to a given earthquake loading. Generating of sloshing waves
during ground motions represents unfavourable conditions which impacts the top and the walls
within closed tanks or can result in the liquid spilling when open tanks are considered. A minimum
freeboard is desired to prevent these negative effects. Insufficient freeboard leads to increase of
impulsive mass due to the constraining action of the roof and upward load due to impacts
generating the forces, which can break the connections between the tank and head. It may lead to
buckling of the tank at the base if the loading from the additional impulsive mass was not considered
in the design.

The convective response was determined analytical with respect to international standards,
subsequently the response was calculated by FE software in ANSYS Multiphysics in which response
spectrum and time-history analysis were performed. The results obtained between each solution of
the dynamic analyses represented good conformity.

2.20. The Experimental Evaluation on Fuel Sloshing Effects on Wing Dynamics

The fluid motion in the tank and the accelerations of the beam are analysed to understand the
dissipative effects of liquid sloshing. The setup is considered representative of an airliner with fuel in
its outer wing-tank, undergoing dynamic excitations. In fact, typical acceleration measurements at
the free end are of the order of 10g, which are comparable with those derived for limit gusts on civil
passenger airplanes. The experiment set up is presented in the figure below,
 Figure 1

Immediately after the quick release the fluid in the tank experiences” augmented gravity” due to the
tank being accelerated upwards by the oscillation of the beam. During the first quarter-cycle there is
minimal fluid motion, but three distinct effects are observed. First, the free-surface starts drifting
towards the free-end of the cantilever, because of the centripetal acceleration experienced by the
tank, in this respect the behaviour of both kerosene and water is similar. Second, due to adhesion
effects, the free surface of the liquid is elevated in small regions close to the tank walls; these evolve
into gravity waves, which are more pronounced in the case of kerosene, due to lower surface
tension compared to water and therefore greater initial elevation. Third, due to cohesion effects,
water tends to collect in the form of drops on the tank walls (and the roof in particular), which is not
the case for kerosene; these drops fall and impact the free surface creating the crater-like structure.
2.21. Simulation of sloshing in rigid rectangular tank and a typical aircraft drop tank
Sloshing describes the free surface oscillations of a fluid in a partially filled tank. For slosh, the liquid
must have a free surface, thus posing a dynamic fluid structure interaction problem. The rectangular
tank is filled with 60% of water and is subjected to 30 g peak acceleration at 40ms. The pressure
variation results obtained from simulation are compared with experimental results. Numerical
results are showing good agreement experimental data. It is noticed that the maximum pressure is
achieved after the application of acceleration input. From the kinematic profiles, the free surfaces of
water and kerosene have been clearly observed and from the pressure contours, increments in the
static pressure at different time intervals have been visualized.

This variation has been visualized from volume fractions. Drop tank with one baffle reduces the peak
pressure by 11.25% as compared with no baffle case, drop tank with two baffles reduces the peak
pressure by 2% as compared with one baffle case, and two baffle of one baffle reversed condition
the peak pressure is reduced by 2.1%. Hence drop tank with one baffle with three holes can be
implemented for the design of drop tank.
2.22. Investigation of Sloshing Effects on Flexible Aircraft Stability and Response
In this work, an investigation on the sloshing-tank effects on integrated aircraft modelling for
aeroelasticity and flight dynamics has been carried out. Equivalent-mechanical models (EMMs)
theory has been used to perform its integration into the aeroservoelastic model of the flexible
aircraft, aiming at representing the complete aircraft system that takes into consideration also the
sloshing dynamics. The reference case study consisted of the body-freedom flutter (BFF) research
aircraft, to which a parallelepiped tank, partially filled with water, was positioned underneath its
centre of mass. Neglecting the inertial coupling between rigid body and elastic body dynamics and
considering the levelled flight as reference manoeuvre, stability and response analyses were
performed to show the influence of the sloshing dynamics on the global system. The results obtained
were compared to the ones related to the case in which the tank fluid is considered as frozen, and
therefore a simple ballast.

The stability scenario and the control time response highlighted the coupling between the
lateraldirectional dynamics of the aircraft and the sloshing of the fluid inside the tank, causing a loss
of stability of the pitch roll mode. Taking advantage of the use of a IMU that the FE formulation
allows to place in any grid point of the structure FE model, it has been possible to implement a
proportional feedback control law able to shut down the instabilities due the presence of sloshing
fluid dynamics. The natural extension of this work is the possibility of exploiting data derived from
the implementation of high-fidelity numerical codes to describe more general sloshing phenomena,
considering any shape of tank, and possibly also tank deformations. Indeed, they may also provide a
consistent database to build a CFD-based reduced order model for sloshing, whose mathematical
structure may be identical to that used for EMMs. The final challenge will be to accurately model the
phenomenon of sloshing in all its aspects. For this aim, it will be necessary to perform fully coupled
simulation of different physics, as that concerning violent fluid sloshing. By exploiting different ROM
techniques, as for example the response surface methodology (RSM), a simplified descriptive model
of the nonlinear vertical sloshing can be obtained, allowing its subsequent inclusion in the current
integrated formulation.
2.23. Numerical Simulation of Sloshing in 2D Rectangular Tanks Based on the Prediction of
Free Surface

The beating phenomenon of sloshing in different aspect ratios under the same excitation has been
numerically simulated by this method. The results show that the effect of the aspect ratio on the
sloshing force is complicated. For the low frequency excitation acting on the high aspect ratio
models, the rise of aspect ratio makes the sloshing far from resonance and increases the liquid mass,
so the sloshing force decreases first and then increases. For the high-frequency excitation acting on
the low aspect ratio models, the reduction of aspect ratio makes the sloshing far from resonance and
decreases the liquid mass, so the sloshing force decreases all the way. Since the first natural
frequency of liquid sloshing in not a linear function of aspect ratio, the change of aspect ratio
produces much stronger effect in low aspect ratio sloshing systems. Moreover, nonlinearity of
sloshing always decreases sloshing force. The effect of nonlinear factor depends on the violence of
sloshing.

3. Theoretical Method

3.1. Fluid dynamics

method that could be implemented is the Navier Stroke Equations. The Navier–Stokes equations are
certain partial differential equations illustrates the motion of viscous fluid substances. It is a partial
differential equation that describes the flow of incompressible fluids. The fluid motion is described
by means of the conservation of mass: The equations below could be used to determine of motion
and behaviour of an incompressible, immiscible two-fluid system inside a rigid oblong oval tank are
governed by the continuity equation and the momentum conversation equations as follows

The governing equations are the unsteady, incompressible, continuity and Navier–Stokes equations.
The fluid motion is described by means of the conservation of mass:

𝑉∙𝑈=0

𝛿𝑣
+ 𝑣 ∙ 𝛻𝑣) = −𝛻𝑃 + 𝜌𝑔 + 𝜇𝛻2𝑣
𝜌(
𝛿𝑡

where v is the fluid velocity (m/s), P is the fluid pressure (N/m2), ρ is the fluid density
(kg/m3), is the viscosity of the fluid (Ns/m2) and g is the acceleration due to gravity (m/s2).

When the liquid container is subjected to constant acceleration, each element of the fluid in
the container experiences the same acceleration; thus, fluid velocity v is the function of time
but not position. Therefore, Eq (2). can be written as [3]

Dv 2
ρ = 𝑣
− 𝛻P + ρg + μ𝛻
Dt
𝐷𝑣
Hence, where is the substantial derivative for uniformly accelerated flow,
𝐷𝑡

𝐷𝑣
𝑝 = 𝑎, 𝑖𝑠 𝑎 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑣𝑒𝑐𝑡𝑜𝑟
𝐷𝑡

Therefore:

𝑉2𝑣 = 0

Reynolds number this equation helps us indicate flow patterns in different fluid flow situations.
For example, at the low Reynolds numbers, the flow tends to be dominated by laminar flow,
while at high Reynold number the flow is turbulent.

𝜌𝑢𝐿
𝑅𝑒 =
𝜇

Where p is density of the fluid, u is the flow speed, L is characteristic linear dimension, 𝜇 is the
dynamic viscosity of the fluid.
4. Methodology
4.1. Geometry creations

Figure 2

Figure 3

4.2. Mesh creation

 4.3. Ansys Set up method

4.3.1. Boundary Conditions

4.3.2. Material selection

 5. Results and Discussion

In this section of the paper, we will be discussing the findings of the simulations that were
conducted in ANSYS WORBENCH

5.1. Mesh independence study

5.2. Variation of volume in the fuel tank at constant speed

This section focusses on observing the effects of sloshing with different amount of fuel in the tank,
the tank is filled at (0.8) V1, (0.4) V2, and (0.2) V3. At this stage the velocity is kept constant at U1
(1185kmh). The graph below illustrates the pressure distributions in the tank at various volumes.
5.2.1. Pressure and friction contour at U1V1 high volume
5.2.2. Pressure and friction contour at U1V2 medium volume
5.2.3. Pressure and friction contour at U1V3 low volume
5.3.Variation of the velocity 1,185 km/h and 1,050 km/h of the aircraft
5.3.1. Pressure and friction contour at U2V1
5.3.2. Pressure and friction contour at U2V2

5.3.3. Pressure and friction contour at U2V3

5.4. Different mixtures of fuel (Kerosene and Fuel)

5.4.1. U2V2 kerosene pressure contour

5.4.2. U2V2 fuel oil pressure contour
6. Further discussion and model verification
 Project Overview
7.1. Project management
7.2. Risk management
7.3. Key skills development
 Conclusion
8.1. Summary
8.2. Evaluation
8.3. Project impact, creativity, and innovation 8.4. Future work

9. Reference

Lit review reference only

10. Appendix section

11.