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' . IC <br /> Geminus Boeing Project Contract No.EVE-16-2929 <br /> Technology Development CEI Project No. 160731 <br /> %1N <br /> ii61\iNN, <br /> ._ . o.000 - •moo <br /> iii. <br /> W i 011'' �O <br /> i1 , , , <br /> Figure 15: Overall view of the CFD 3D model components (777-300ER aircraft, wing <br /> stands, tail stands, empennage stands and 45-04 building volume) used to <br /> develop the computational flow volume for Case 1/Scenario 1. Open <br /> gratings are depicted as being mostly transparent. <br /> 3.2.2 Airflow Only (Case 1/Scenario 1) Results <br /> The STAR/CCM+ CFD computational model (version 10.04 or 11.04) was solved for using a <br /> steady-state, incompressible, multi-gas (ideal gas), isothermal (constant gas temperature, set to <br /> 294K/70F) solver with gravity (9.806 m/s2) activated. Figure 16 shows which air supplies and <br /> exhausts are active by plotting velocity vectors on each air supply and exhaust surface. The <br /> solution was iterated until the engineering variables of interested (velocities, pressures, mass <br /> flows, etc.) were sufficiently steady to determine that the solution had converged. The resulting <br /> overall airflow velocity magnitude contours are shown in Figure 17 to Figure 19. The computed <br /> airflow patterns and detailed velocity measurements taken from the CFD model were then <br /> qualitatively compared to TAB measurements and were determined by Boeing to be consistent <br /> with what Boeing had expected and experienced during operation of the hangar during non- <br /> painting operations and the measurements described in the following sections. <br /> 27 <br />