DEPARTMENT OF

AERONAUTICAL ENGINEERING

SEMESTER IV

AE 19411
AERODYNAMICS LABORATORY I
REGULATION 2019

Laboratory Manual

RAJALAKSHMI ENGINEERING COLLEGE, THANDALAM

 DEPARTMENT OF AERONAUTICAL ENGINEERING

A. Vision and Mission Statement of College

VISION
To be an institution of excellence in Engineering, Technology and Management Education & Research.
To provide competent and ethical professionals with a concern for society

MISSION
To impart quality technical education imbibed with proficiency and humane values. To provide right
ambience and opportunities for the students to develop into creative, talented and globally competent
professionals. To promote research and development in technology and management for the benefit of the
society

B. The Aeronautical Department Vision and Mission

VISION
To provide excellent graduate education in Aeronautical Engineering and continuously support the
community of aerospace professionals that will spearhead and strengthen the design and development of
Aerospace related industries and institutions in India.

MISSION
1. To impart quality exposure in theory and practical with proficiency, skill and humane values with
the best of teaching and industrial expertise.
2. To continuously strengthen the laboratory learning of students in tune with the best industry
processes and practices.
3. To ensure the updated knowledge and skill sets of students in emerging technologies.
4. To provide the students the right ambience and opportunities to develop into creative, talented
and globally competent aero professionals.
5. To promote research and development activities in the sphere of aeronautics for the benefit of the
society.
C. Program Educational Objectives (PEOs):

PEO#I
Our graduates have the ability to apply knowledge across the disciplines and in emerging areas of
Aerospace Engineering for higher studies, research, employability and product development.

PEO#II
Our graduates have the communication skills, sense of responsibility to protect the environment and
ethical conduct towards their profession and commitment to serve the society.

PEO#III
Our graduates possess academic excellence, managerial skills and leadership qualities and understand the
need for lifelong learning for a successful professional career.

D. Programme Outcomes (POs):

Engineering Graduates will be able to:

1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering

fundamentals, and an engineering specialization to the solution of complex engineering
problems.
2. Problem analysis: Identify, formulate, review research literature, and analyze complex
engineering problems reaching substantiated conclusions using first principles of mathematics,
natural sciences, and engineering sciences.
3. Design/development of solutions: Design solutions for complex engineering problems and
design system components or processes that meet the specified needs with appropriate
consideration for the public health and safety, and the cultural, societal, and environmental
considerations.
4. Conduct investigations of complex problems: Use research-based knowledge and research
methods including design of experiments, analysis and interpretation of data, and synthesis of
the information to provide valid conclusions.
5. Modern tool usage: Create, select, and apply appropriate techniques, resources, and modern
engineering and IT tools including prediction and modeling to complex engineering activities
with an understanding of the limitations.
6. The engineer and society: Apply reasoning in formed by the contextual knowledge to assess
societal, health, safety, legal and cultural issues and the consequent responsibilities relevant to
the professional engineering practice.
7. Environment and sustainability: Understand the impact of the professional engineering
solutions in societal and environmental contexts, and demonstrate the knowledge of, and need
 for sustainable development.
8. Ethics: Apply ethical principles and commit to professional ethics and responsibilities and
norms of the engineering practice.
9. Individual and team work: Function effectively as an individual, and as a member or leader
in diverse teams, and in multidisciplinary settings.
10. Communication: Communicate effectively on complex engineering activities with the
engineering community and with society at large, such as, being able to comprehend and write
effective reports and design documentation, make effective presentations, and give and receive
clear instructions.
11. Project management and finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a member and
leader in a team, to manage projects and in multidisciplinary environments.
12. Life-long learning: Recognize the need for, and have the preparation and ability to engage in
independent and life-long learning in the broadest context of technological change.

E. Program Specific Outcome (PSOs)

The students will

1. Develop deep working knowledge to solve complex problems in aerodynamics, propulsion,

structures and flight mechanics
2. Demonstrate the problem-solving ability and hands-on skills to enter careers in the design,
manufacturing, testing, or maintenance of aeronautical systems.
3. Be equipped to use CAE packages and simulation language skills to solve practical, design
and analysis problems.
 AE19411: AERODYNAMICS LABORATORY

Program: B.E. Aeronautical Engineering Semester: IV

Subject: Aerodynamics Laboratory Code: AE19411
Teaching Scheme Evaluation Scheme
Practical Continuous Assessment Minimum
Lecture Practical Tutorials Credits (3 Hrs, 100 Qualifying
Marks) As per Institution norms Marks

0 4 0 2 50 50 50
Pre-requisite: Fluid Mechanics and Machinery (AE19341), Fundamentals of Aerospace Engineering(AE19301)

Course Objectives:
I. To visualize and understand the low speed flows
II. To practice techniques which predict/measure aerodynamics forces
III. To understand the interactions of flow fields

Course Outcomes:
On completion of the course students will be able to
AE19411.1 - make use of the aerodynamic testing equipment effectively for low speed aerodynamic experiments
AE19411.2 - classify the flows and distinguish flow features of streamlined and bluff bodies
AE19411.3 - examine the flow separation effects through pressure and force measurements
AE19411.4 - inspect flow fields through smoke and tuft flow visualizations
AE19411.5 - Infer the experimental results to suggest potential improvements in design of aerodynamic shapes

Detailed Syllabus:
Unit Description Duration
1 Calibration of subsonic wind tunnel
2 Smoke flow visualization at low speeds.
3 Tuft flow visualization on airfoil model at low speeds.
Surface pressure distribution on a symmetrical airfoil at an angle of incidence and calculation
4 of lift and pressure drag.

5 Surface pressure distribution on a cambered airfoil at an angle of incidence and calculation of

lift and pressure drag.
6 Estimation of drag using pitot-static probe wake survey.
7 Measurement of aerodynamic loads using wind tunnel force balance.
8 Surface pressure distribution on an airfoil (infinite wing) with flap.
9 Pressure distribution over smooth and rough circular cylinders.
10 Surface pressure distribution around cylinder models in multiple model arrangement.

Total 45
 Planed
Actual
S. No. Duration in Topic(s)
Period/Hrs
Period/Hrs

1 4 Calibration of subsonic wind tunnel

2 4 Smoke flow visualization at low speeds.

3 4 Tuft flow visualization on airfoil model at low speeds.

Surface pressure distribution on a symmetrical airfoil at an angle of incidence and

4 5
calculation of lift and pressure drag.
Surface pressure distribution on a cambered airfoil at an angle of incidence and
5 5
calculation oflift and pressure drag.

6 4 Estimation of drag using pitot-static probe wake survey.

7 5 Measurement of aerodynamic loads using wind tunnel force balance.

8 5 Surface pressure distribution on an airfoil (infinite wing) with flap.

9 5 Pressure distribution over smooth and rough circular cylinders.

10 4 Surface pressure distribution around cylinder models in multiple model arrangement.

AE 19411 - AERODYNAMICS LABORATORY

COURSE OBJECTIVES
To visualize and understand the low speed flows
To practice techniques which predict/measure aerodynamics forces
To understand the interactions of flow fields
List of Experiments

1. Calibration of velocity profile in the test section of a subsonic wind tunnel

2. Smoke flow visualization on an airfoil model at different angles of incidence at low speeds
3. Tuft flow visualization on airfoil model at low speeds
4. Surface pressure distribution on a symmetrical airfoil at an angle of incidence and calculation of lift
and pressure drag.
5. Surface pressure distribution on a cambered airfoil at an angle of incidence and calculation of lift and
pressure drag.
6. Estimation of drag using pitot-static probe wake survey
7. Measurement of aerodynamic loads using wind tunnel force balance.
8. Study of lift force on an airfoil (infinite wing) with flap
9. Pressure distribution over smooth and rough circular cylinders.
10. Surface pressure distribution around cylinder models in multiple model arrangement
 COURSE OUTCOMES (COs)
After successful completion of this laboratory course students will be able to

AE19411.1 make use of the aerodynamic testing equipment effectively for low speed aerodynamic
experiments

AE19411.2 classify the flows and distinguish flow features of streamlined and bluff bodies

AE19411.3 examine the flow separation effects through pressure and force measurements

AE19411.4 inspect flow fields through smoke and tuft flow visualizations

AE19411.5 Infer the experimental results to suggest potential improvements in design of

aerodynamic shapes

CO – PO MATRICES OF COURSES

CO PO1 PO2 PO3 PO4 PO5 PO6 PO7 PO8 PO9 PO10 PO11 PO12 PSO1 PSO2 PSO3

AE19411.1 1 2 2 3 2 2 1 1 2 1 1 1 3 2 -

AE19411.2 1 2 2 3 2 1 1 2 1 1 1 1 3 2 -

AE19411.3 1 2 2 3 2 1 1 2 1 1 1 1 3 3 -

AE19411.4 1 1 3 3 1 - - 2 1 1 1 1 3 3 -

AE19411.5 1 1 3 2 2 - 1 2 1 1 1 1 3 3 1

Average 1 1.6 2.4 2.8 1.8 1.3 1 1.8 1.2 1 1 1 3 2.6 1

Note:
1: Slight (Low) 2: Moderate (Medium) 3: Substantial (High)

.
 INDEX
S. No. Exp. No Date Title Marks Signature
Calibration of velocity profile in the test section
1 1 of a subsonic wind tunnel

Smoke flow visualization on an airfoil model at

2 2 different angles of incidence at low speeds

Tuft flow visualization on airfoil models at

3 3 different angles of incidences at low speeds.

Surface pressure distribution on a symmetrical

5 4 airfoil at an angle of incidence and calculation
of lift and pressure drag.

Surface pressure distribution on a cambered

6 5 airfoil at an angle of incidence and calculation
of lift and pressure drag

Estimation of pressure drag using pitot-static

7 6 tube survey.

Measurement of aerodynamic loads using wind

8 7 tunnel force balance

Study of lift force on an airfoil (infinite wing)

10 8 with flap.

Pressure distribution over smooth and rough

11 9 circular cylinders.

Surface pressure distribution around cylinder

12 10 models in multiple model arrangement

14 Lab record submission

Completion date: Signature of Incharge

 INTRODUCTION TO WIND TUNNELS

Aerodynamicists use wind tunnels to test models of proposed aircraft. In the tunnel, the
engineer can carefully control the flow which affects forces on the aircraft. By making careful
measurements of the forces on the model, the engineer can predict the forces on the full-scale
aircraft. And by using special diagnostic techniques, the engineer can better understand and
improve the performance of the aircraft.

Wind tunnels are designed for a specific purpose and speed range. Therefore, there are
many different types of wind tunnels and several different ways to classify wind tunnels. In this
section we shall study various types of wind tunnels and discuss some of the unique features of
each type of tunnel. On the figure, we show several examples of wind tunnels and their
designation.

DESCRIPTION:
Let us consider the various ways that we classify wind tunnels.

Tunnel Geometry
Wind tunnels are also designated by the geometry of the tunnel. A wind tunnel that is
open on both ends and draws air from the room into the test section is called an open
return tunnel. The tunnel at the lower right of the figure is an open return tunnel. A wind tunnel
that is closed and re-circulates the air through the test section is called a closed return tunnel.
A blow down wind tunnel has a high pressure vessel upstream of the test section and a low
pressure reservoir downstream of the test section. Blow down tunnels are used for supersonic
testing. For hypersonic testing, a variation of the blow down tunnel called a shock tube is often
used. Test times in a blow down tunnel or shock tube are much less than in a continuous flow
tunnel.

Working Fluid

Wind tunnels can be designated by the type of fluid that is used in the tunnel. For most
low speed aircraft wind tunnel testing, air is moved through the tunnel. To visualize shock waves
for high speed aircraft, or to study the flow around submarines or boats, water is used as the
working fluid. A water tunnel is shown at the upper right of the first figure. In some hypersonic
facilities, nitrogen or helium has been used as the working fluid. Similarly, cryogenic nitrogen
has been used for high Reynold's number testing of transonic flows.

There are several wind tunnels around the world that are used to study ice build-up on
aircraft parts. These icing tunnels include refrigeration devices to cool the air in the tunnel and
water spray devices to provide liquid droplets in the test section.

Special Purpose

Wind tunnels are often designated by the special purpose for which they were designed
and built. Propulsion wind tunnels have special requirements for handling the high temperature
exhaust from turbine or rocket engines. Flow Visualization or "smoke" tunnels must also handle
the exhaust contaminants that are used in the tunnel. Wind tunnels that are used to study
the stability of aircraft must allow the model to move freely within the test section. Certain high
temperature facilities have been designed to more accurately simulate the high temperature
effects of hypersonic flows.

Open Return Wind Tunnel

Figure shows a schematic drawing of an open return wind tunnel. This type of tunnel is
also called an Eiffel tunnel, after the French engineer, or an NPL tunnel, after the National
Physical Laboratory in England, where the tunnel was first used. The Eiffel tunnel has an open
test section, while the NPL tunnel has a closed test section as shown in the figure. The
original Wright Brother's wind tunnel was an open return design. In the open return tunnel, the
air that passes through the test section is gathered from the room in which the tunnel is located.
The arrows on the figure denote the flow of air through the wind tunnel and around the room.
The open return tunnel has some advantages and some disadvantages relative to the closed return
tunnel.

Advantages of the Open Return Tunnel

• Low construction cost.

• Superior design for propulsion and smoke visualization. There is no accumulation of

exhaust products in an open tunnel.

Disadvantages of the Open Return Tunnel

• Poor flow quality possible in the test section. Flow turning the corner into the bell mouth
may require extensive screens or flow straighteners. The tunnel should also be kept away
from objects in the room (walls, desks, people ...) that produce asymmetries to the bell
mouth. Tunnels open to the atmosphere are also affected by winds and weather.

• High operating costs. The fan must continually accelerate flow through the tunnel.

• Noisy operation. Loud noise from the fan may limit times of operation.
Closed Return Wind Tunnel

A closed return wind tunnel is also called a Prandtl tunnel, after the German engineer, or
a Gottingen tunnel, after the research laboratory in Germany where the tunnel was first used.
Many of the large research wind tunnels of NASA are closed return tunnels. In the closed return
tunnel, air is conducted from the exit of the test section back to the fan by a series of turning
vanes. Exiting the fan, the air is returned to the contraction section and back through the test
section. Air is continuously circulated through the duct work of the closed return tunnel. The
arrows on the figure denote the flow of air through the wind tunnel. In the other major tunnel
design, the open return tunnel, air that passes through the test section is gathered from the room
in which the tunnel is located.

Closed return tunnels may operate subsonically, as shown in the figure, or supersonically,
as described on a separate page. Supersonic closed return tunnels are more complex than
subsonic tunnels. To prevent condensation in the test section because of low pressure, the air
entering the tunnel is often passed over a dryer bed. There is usually an additional throat placed
in the tunnel downstream of the test section to shock down the supersonic flow to subsonic. The
major disadvantage is the increased size and operating costs.

Advantages of the Closed Return Tunnel

• Superior flow quality in the test section. Flow turning vanes in the corner and flow
straighteners near the test section insure relatively uniform flow in the test section.
 • Low operating costs. Once the air is circulating in the tunnel, the fan and motor only
needs to overcome losses along the wall and through the turning vanes. The fan does not
have to constantly accelerate the air.

• Quiet operation relative to an open return tunnel.

Disadvantages of the Closed Return Tunnel

• Higher construction cost because of the added vanes and ducting.

• Inferior design for propulsion and smoke visualization. The tunnel must be designed to
purge exhaust products that accumulate in the tunnel.

• Hotter running conditions than an open return tunnel. Tunnel may have to employ heat
exchangers or active cooling.

Wind Tunnel Design

Wind tunnels are designed for a specific purpose and speed range and there is a wide
variety of wind tunnel types and model instrumentation. The model to be tested in the wind
tunnel is placed in the test section of the tunnel. The speed in the test section is determined by the
design of the tunnel. The choice of speed range affects the design of the wind tunnel due
to compressibility effects.
 For subsonic flows, the air density remains nearly constant and decreasing the cross-
sectional area causes the flow to increase. Similarly, increasing the area causes the velocity to
decrease and the pressure to increase. We want the highest possible velocity in the test section.
For a subsonic wind tunnel, the test section is placed at the end of the contraction section and
upstream of the diffuser. From knowledge of the conservation of mass for subsonic flows, we
can design the test section to produce a desired velocity or Mach number since the velocity is a
function. On the figure, we note the changes in Mach number, velocity and pressure through a
subsonic wind tunnel design. The plenum is the settling chamber on a closed return tunnel, or the
open room of an open return design.

For supersonic flows, the air density changes in the tunnel because of compressibility. In
fact, the density faster than the velocity by a factor of the square of the Mach number. In a
supersonic flow, decreasing the cross-sectional area causes the flow to decrease in velocity and
increase pressure. Similarly, increasing the area causes the velocity to increase and the pressure
to decrease. This change in properties is exactly the opposite of the change that occurs
subsonically. In addition, compressible flows experience mass flow choking. As a subsonic flow
is contracted, the velocity and Mach number increase. When the velocity reaches the speed of
sound (M = 1), the flow chokes and the Mach number cannot be increased beyond M = 1. We
want the highest possible velocity in the test section of the wind tunnel. For a supersonic wind
tunnel, we contract the flow until it chokes in the throat of a nozzle. We then diffuse the flow
which increases the speed supersonically. The test section of the supersonic tunnel is placed at
the end of the diffuser. From a consideration of conservation of mass for a compressible flow, we
can design the test section to produce a desired velocity or Mach based on the area in the test
section. On the figure we note the changes in Mach number, velocity and pressure through a
supersonic wind tunnel design.

The information useful for solving aerodynamic problems of aeronautical, space,

automobile, and civil engineering structures are best obtained rapidly, economically and
accurately by testing the scale models and sometimes actual structures in wind tunnel. The size,
speed and other environmental conditions of the tunnel are determined by the actual under
problems. Leaving the size and environmental conditions to the actual users, the speed
determines the type of the tunnel namely subsonic (low speed), near sonic, transonic, supersonic
and hypersonic. While the speed of these tunnels is obviously named with the reference to the
sonic (sound) velocity, the low speed tunnel which is our concern is below 300mph. an
alternative definition to the low speed tunnel would be the tunnel where the compressibility of
air is negligible.

SPECIFICATIONS:
Type of tunnel : Subsonic Suction Type
Test section : 300mm X 300mm X 500mm (B X H X L)
Air speed : Up to 50m/s
Contraction ratio : 9:1
Overall size : 1.2m X 2.2m X 7.0m
Power required : AC 3 phase, 440 volts, 14A
Drive : Axial flow fan driven variable speed DC Motor
with Thyristor Controller
MAIN PARTS:
Honey comb inlet mesh screen, effuser, diffuser, blower unit with DC motor, lift/drag
balance, multitube manometer, smoke generator, pitot tube and transverse mechanism, digital
lift/drag indicators.

PREPARATION:
Tunnel balance is a two-component type designed using electrical strain gauge to indicate
lift and drag forces on digital lift and drag indicator in kg and Newton. Balance is intended to
indicate lift and drag in case of aerofoil and drag force in case of bluff bodies. Example:
spherical, hemispherical, round disc and automobile models. These models are put on the string.
Before the model is put on the string air is blown and it is necessary to calibrate balance
along with digital meters. For the purpose, a calibration jig is provided with a set of weights.
Fix calibration jigs and to the top of the test section with the help of wing nuts. Fix
dummy rod to string and see that the top dummy rod is at the center of test section. Now pass the
wire around the dummy rod and hang it to the weights.
Switch on the strain indicator and observe the reading on it be zero. If readings are not
same after weights are added use CAL knob to obtain the correct reading. Remove the
calibration jig dummy rod and fix the model and run the tunnel for studying various types of
experiments.
OPERATING INSTRUCTIONS:
All the components mentioned are integrated for conducting various experiments. Follow
the instructions given below.
• Connect the power card to the 400v, 30A, 3PH AC power supply with neutral and earth
connections.
• Keep the speed controller knob at 0
• Check all the switches of the controller are in OFF position before starting
• Put on the mains and observe the main indicator. Lights are ON at the bottom of the
control panel
• Now switch on the control and observe the console light is ON
• Select particular experiment and fix the requirement model in the test section
• Follow the instruction for “preparation and operation” of different attachments
accessories explained in earlier pages.
• Observe that no tools or loose parts are left in the test section and then close the
transparent window.
• Now increase the speed control knobs slowly in the clockwise direction and observe the
DC motor picking up the speed gradually.
• Observe the movement of manometer liquid in inclined manometer (velocity indicator).
Set the requirement valve of air velocity by adjusting the knob on DC drive.
• Take readings in the respective experiments detailed.
• While stopping, gradually decrease the speed and then switch of the DC motor
controller.

NOTE:
• Do not clean the transparent test section windows with petrol, kerosene or other
chemical detergents. Use only the light soap water.
• Check the electrical installation property before switching it ON.
• Do not bring any fire near the smoke generator during the flow visualization
experiment.
EXPERIMENT: 01 Date:

CALIBRATION OF SUBSONIC WIND TUNNEL

AIM: To calibrate the subsonic wind tunnel.

APPARATUS REQUIRED:

 Low speed subsonic wind tunnel

 Pitot – Static tube
 Digital rpm indicator
 Differential manometer

FORMULAE:

P0 - Pressure from the pitot port (or) Total pressure (or) Stagnation pressure
Ps - Pressure from the static port (or) Static pressure (or) reference pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
h - Height of the liquid in the multi-tube manometer
q - Dynamic pressure
V∞ - Velocity of air (or) Free stream velocity

PROCEDURE:

• Switch on the wind tunnel.

• Set the RPM and measure the corresponding velocity

• Similarly, for different RPMs note the corresponding velocities.

• The readings are tabulated.

• Move the Pitot-static tube from top to bottom of test section.

• Note down the vertical movement of Pitot-static tube and measure the corresponding
velocities.

• Plot a graph between RPM Vs test section velocity and movement of Pitot - static tube
inside the test section in vertical direction Vs test section velocity.

• Compare it with the given test section velocities for a given RPM in the Wind tunnel
manual.

TABULATION:

TABLE 1
Test section
S.NO RPM
velocity (m/s)
1 800

2 700

3 600

4 500

5 400

TABLE 2

Pitot-static Probe Test section

S.NO Vertical Traverse velocity
Distance (mm) (m/s)

1 160

2 120

3 80

4 40

5 0

INFERENCES:
RESULT:

Thus, the graphs are plotted for velocity profiles against multiple RPM settings of
tunnel’s suction motor and the vertical transverse intervals in T/S in a subsonic wind tunnel. The
graphs are compared with the actual test section velocities given in the manual.

EXPERIMENT: 02 Date:
 SMOKE FLOW VISUALIZATION AT LOW SPEEDS

AIM:
To study flow over an aerodynamic model at low speed by smoke generation technique.

APPARATUS REQUIRED:

 Subsonic wind tunnel

 Smoke generator
 Liquid paraffin
 Any Aerodynamic model

PROCEDURE FOR SMOKE VIZUALIZATION:

• Cover the back side of test section with dark cloth.

• Switch ON the light.

• Keep the needle valve closed.

• Fill the overhead bottle with diesel and check the level.

• Fix the smoke distributor at the inlet of the test section.

• Connect the base pipe of the distributor to the outlet of the smoke generator.

• Connect the electrical supply of cartridge heater to the control panel.

• Fix the require model is test section (or) orientation.

• Initially open the needle value and allow the diesel to flow in the pipe.

• Now switch ON the heater control unit.

• After the initial heating, the smoke starts coming out of smoke distributor.

• Switch ON the wind tunnel and make sure that the smoke flow is uniform and visible.

• Observe the flow pattern at different orientation of models.

• After the experiment is over close the needle valve.

 • Allow the wind tunnel to operate for some time to drive the smoke out of the test section.

INFERENCE:

CONCLUSION:

Thus, the flow fields around the given model of different orientation were analyzed using
smoke flow visualization. The flow fields are sketched manually and, in some occasions,
photographed for future analyses.

EXPERIMENT: 03 Date:
 TUFT FLOW VISUALIZATION ON AIRFOIL MODEL AT LOW SPEEDS.

AIM:

To study the tuft flow visualization of airfoil models at different angles of incidences at
low speeds.

APPARATUS REQUIRED:

 Subsonic wind tunnel

 Smoke generator
 Liquid paraffin
 Any tuft model
PROCEDURE:

• Cover the back side of test section with dark cloth.

• Switch ON the light.

• Fix the require model is test section (or) orientation.

• Switch ON the wind tunnel.

• Observe the flow pattern through tuft thread movement at different orientation of models.

• Repeat the same procedure for different models.

INFERENCE:

CONCLUSION:

Thus the flow fields around the given model of different orientation were analyzed using

smoke flow visualization. The flow fields are sketched manually and in some occasions

photographed for future analyses

EXPERIMENT: 04 Date:

SURFACE PRESSURE DISTRIBUTION ON A SYMMETRICAL AIRFOIL AT AN

ANGLE OF INCIDENCE AND CALCULATION OF LIFT AND PRESSURE DRAG

AIM:
To determine the surface pressure distribution over a symmetric airfoil and to calculate
the lift and drag of the airfoil

APPARATUS REQUIRED:

 Symmetric Airfoil model with pressure tapping

 Subsonic wind tunnel
 Multi-tube manometer

FORMULA:
Δ Px
Coefficient of pressure, Cp =
q∞

Where, ∆Px = px - p∞ = ρwg∆Hx

∆Hx = hx – h0
1
Coefficient of normal force, Cn = ∑ ( C p ,l−C p , u ) ∆ xi
c i

1
Coefficient of normal force, Ca = ∑ ( C p ,u ) ∆ y u - (C ¿ ¿ p ,l ∆ y l )¿
c i

The Lift coefficient, CL = Cn cos α – Ca sin α

The Drag coefficient, CD = Cn sin α – Ca cos α

1 2
Lift, L = L= ρ ∞ V ∞ S C L
2

1 2
Drag, D = D= ρ∞ V ∞ S C D
2
Where,
Δ Px - Difference in Static Pressure
px - Local static Pressure (or) Pressure from the pressure tapping
p∞ - Free stream static pressure (or) Tunnel Static pressure
q -Free stream dynamic pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
hx - Height of the liquid in the multi-tube manometer during experiment
h0 -Initial height of the liquid in the multi-tube manometer before experiment starts.
∆Hx - Pressure head difference in cm of water.
V∞ - Velocity of air or free stream velocity
S - Surface area of the airfoil.
x - 1, 2, 3…12
∆xi - consecutive distance between ports
∆yu & ∆yl – Vertical distance of ports from chord length
C p ,u & C p ,l – Coefficient of pressure at upper and lower surface ports

PROCEDURE

• Mount the symmetric Airfoil with the required angle of attack.

• Connect the pressure tapping tube bundle of the airfoil to the tube bundle of the multi
tube manometer as per the numbering.

• Switch on the wind tunnel and set the required RPM.

• Note the heights of the multi tube manometer.

• The readings are tabulated and the corresponding value of co-efficient of pressure (Cp) is
noted.

• A graph is plotted between Cp and x/c (location of pressure tapping with respect to the
chord)

• Values of Cp can be used to calculate the lift and drag of the airfoil
OBSERVATIONS AND TABULATIONS:

Span (b) = 29.5*10-2 m, Chord (c) =10*10-2m

Surface area of the airfoil (S) = bxc = = 0.0295 m2

Initial head h0 = (cm of water) α = ____ V∞ = 16 m/s

TABLE 1:

Water
head at
x (distance of
free Pressure head Coefficient of
Port pressure tapping
No. from leading edge)
xn/c stream ∆H = h2 – h1 Pressure Cp
velocity V (m) (N/m2) (no unit)
in m
h2
(m)
−2
1 1.5 ×10 0.15

−2
2 3 ×10 0.3

−2
3 UPPER 4.5 × 10 0.45
SURFAC
E −2
4 6 ×10 0.6

−2
5 7.5 ×10 0.75

−2
6 9 ×10 0.9

7 −2 0.9
9 ×10
8 −2 0.75
7.5 ×10
9 LOWER −2 0.6
6 ×10
SURFAC
10 E −2 0.45
4.5 × 10
11 −2 0.3
3 ×10
12 −2 0.15
1.5 ×10
TABLE 2:

Vertical
distance of
Consecutive
Port ports from
distance, C p ,l∨C p ,u ( C p ,l−C p , u ) ∆ xi (C ¿¿ p ,u) ∆ y u−(C ¿ ¿ p , l ∆ y l)¿
No. chord
∆xi
length, ∆yu
or ∆yl

1 1.5
12 1.5
2 1.5
11 1.5
3 1.5
10 1.5
4 1.5
9 1.5
5 1.5
8 1.5
6 1.5
7 1.5
∑= ∑=

Graph: Coefficient of Pressure Vs Length to chord ratio (x/c)

Inviscid approximation of pressure distribution around airfoil in separated flow at increasing

angles of attack compared with experimental observation. Taken from (Thwaites 1960).
INFERENCE:

RESULT

Thus the pressure distribution over a symmetrical airfoil is calculated and the graph has
been plotted between Cp and x/c by plotting Cp in the ordinate and x/c as abscissa and lift &
drag forces are calculated.
EXPERIMENT: 05 Date:

SURFACE PRESSURE DISTRIBUTION ON A CAMBERED AIRFOIL AT AN ANGLE

OF INCIDENCE AND CALCULATION OF LIFT AND PRESSURE DRAG

AIM:
To determine the surface pressure distribution over a cambered airfoil and to calculate
the lift and drag of the airfoil.

APPARATUS REQUIRED:
 Cambered Airfoil model with pressure tapping
 Subsonic wind tunnel
 Multi-tube manometer

FORMULA:
Δ Px
Coefficient of pressure, Cp =
q∞

Where, Px = px - p∞ = ρwg∆Hx

∆Hx = hx – h0

1
Coefficient of normal force, Cn = ∑ ( C p ,l +C p ,u ) ∆ x i
c i

1
Coefficient of normal force, Ca = ∑ ( C p ,u ) ∆ y u - (C ¿ ¿ p ,l ∆ y l )¿
c i

The Lift coefficient, CL = Cn cos α – Ca sin α

The Drag coefficient, CD = Cn sin α – Ca cos α

1 2
Lift, L= ρ ∞ V ∞ S C L
2

1 2
Drag, D= ρ∞ V ∞ S C D
2

Where,
Δ Px - Difference in Static Pressure
px - Local static Pressure (or) Pressure from the pressure tapping
p∞ - Free stream static pressure (or) Tunnel Static pressure
q -Free stream dynamic pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
hx - Height of the liquid in the multi-tube manometer during experiment
h0 -Initial height of the liquid in the multi-tube manometer before experiment starts.
∆Hx - Pressure head difference in cm of water.
V∞ - Velocity of air or free stream velocity
S - Surface area of the airfoil.
x - 1, 2, 3…12
∆xi - consecutive distance between ports
∆yu & ∆yl – Vertical distance of ports from chord length
C p ,u & C p ,l – Coefficient of pressure at upper and lower surface ports

PROCEDURE

• Mount the cambered airfoil with the required angle of attack.

• Connect the pressure tapping tube bundle of the airfoil to the tube bundle of the multi
tube manometer as per the numbering.

• Switch on the wind tunnel and set the required RPM.

• Note the heights of the multi tube manometer.

• The readings are tabulated and the corresponding value of co-efficient of pressure (Cp) is
noted.

• A graph is plotted between Cp and x/c (location of pressure tapping with respect to the
chord)

• Values of Cp can be used to calculate the lift and drag of the airfoil
OBSERVATIONS AND TABULATIONS:

Span (b) = 29.5×10−2 m, Chord (c) =10×10−2m

Surface area of the airfoil (S) = bxc = = 0.0295 m2

Initial head h0 = (cm of water) α = ____ V∞ = 16 m/s

TABLE 1:
Water
head at
x (distance of
free Pressure head Coefficient of
Port pressure tapping
No. from leading edge) in
xn/c stream ∆H = h2 – h1 Pressure Cp
velocity V (m) (N/m2) (no unit)
m
h2
(m)
1 1.5 ×10
−2 0.15
2 3 ×10
−2 0.3
3 UPPER −2 0.45
4.5 × 10
SURFAC
4 6 ×10
−2 0.6
E
5 7.5 ×10
−2 0.75
6 9 ×10
−2 0.9
0.9
7 −2
9 ×10
0.75
8 −2
7.5 ×10
0.6
9 LOWER −2
6 ×10
SURFAC
0.45
10 E −2
4.5 × 10
0.3
11 −2
3 ×10
0.15
12 −2
1 .5× 10
TABLE 2:

Vertical
Consecutiv distance of
Port e distance, ports from C p ,l∨C p ,u ( C p ,l−C p , u ) ∆ xi (C ¿¿ p ,u)∆ y u−(C ¿ ¿ p , l ∆ y l)¿
No. ∆xi chord
×10
−2
length, ∆yu
or ∆yl

1 1.8
12 1.9
2 1.4
11 1.5
3 1.5
10 1.4
4 1.4
9 1.5
5 1.5
8 1.5
6 1.7
7 1.4
∑= ∑=

Graph: Coefficient of Pressure Vs Length to chord ratio (x/c)

Inviscid approximation of pressure distribution around airfoil in separated flow at increasing
angles of attack compared with experimental observation. Taken from (Thwaites 1960).

INFERENCE:

RESULT

Thus the pressure distribution over a cambered airfoil is calculated and the graph has
been plotted between Cp and x/c by plotting Cp in the ordinate and x/c as abscissa.
EXPERIMENT: 06 Date:

ESTIMATION OF DRAG USING PITOT STATIC PROBE WAKE SURVEY

AIM:
To determine the pressure drag of cambered airfoil at low angle of incidence by using
pitot static probe wake survey.

APPARATUS REQUIRED:
 Low speed subsonic wind tunnel
 Pitot – Static tube
 Cambered airfoil

THEORY
The profile drag of a two-dimensional airfoil is the sum of the form drag due to boundary layer
separation (pressure drag), and the skin friction drag. Usually the profile drag is determined from
force measurements made using a mechanical balance attached to the model. In the two-
dimensional case (where the airfoil spans the tunnel - wall to wall), the profile drag may also be
determined from momentum considerations by comparing the velocity ahead of the model with
that in its wake; this method is used here and presupposes the flow is incompressible.

Consider the two-dimensional wing in a steady, non-turbulent, incompressible flow with an

incident velocity V∞, Fig. 1. The velocities at section CD can be measured experimentally using
pitot rake or by moving the Pitot - static tube vertically.
FORMULAE:

1 2
Po – Ps = q = ρwgh = ρ ∞V ∞
2
2
2 ∑
C d= V i (V ∞−V i )∆ l i
cV∞ i
Where ,

Po - Pressure from the pitot port (or) Total pressure (or) Stagnation pressure
Ps - Pressure from the static port (or) Static pressure (or) reference pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
h - Height of the liquid in the multi-tube manometer
q - Dynamic pressure
V∞ - Velocity of air (or) free stream velocity
c - airfoil chord length
Vi - Velocity at various vertical distances behind the airfoil.
∆li - consecutive vertical distance where velocities are measured

PROCEDURE:

• Fix the model on the vertical string and lock it.

• Close the test section and ensure that no items are left inside the test section before
closing.
• Blank all the points.
• Switch ON the wind tunnel.
• Fix the required air velocity using the velocity indicator.
• Fix the required angle of attack for the airfoil.
• Move the Pitot-static tube from top to bottom of test section.
• Note down the vertical movement of Pitot-static tube and measure the corresponding
velocities.
 • The same is repeated for different angle of attacks.

OBSERVATIONS AND TABULATIONS:

−2
Span (b) = 29.5 ×10 m, Chord (c) =10 ×10−2m

Surface area of the airfoil (S) Perimeter× Span = bxc = = 0.0584 m2

V∞ = 16 m/s

Consecutive distance
traversed by pitot tube, ∆li Velocity, Vi (m/s) Cd
S.No. (m)

α =0 0 α =4 0 α =0 0 α =4 0 α =0 0 α =4 0
−3
1 5 ×10
−3 5 ×10
−3
2 5 ×10
−3 5 ×10
−3
3 5 ×10
−3 5 ×10
−3
4 5 ×10
−3 5 ×10
−3
5 5 ×10
−3 5 ×10
−3
6 5 ×10
−3 5 ×10
−3 −3
7 5 ×10 5 ×10
−3 −3
8 5 ×10 5 ×10
−3 −3
9 5 ×10 5 ×10
−3 −3
10 5 ×10 5 ×10
−3 −3
11 5 ×10 5 ×10
−3 −3
12 5 ×10 5 ×10
−3 −3
13 5 ×10 5 ×10
−3 −3
14 5 ×10 5 ×10
 −3 −3
15 5 ×10 5 ×10

∑= ∑=

INFERENCE:

RESULT:

Thus the C d on cambered airfoil at different angle of attack is determined using the wake
survey.
EXPERIMENT: 07 Date:
MEASUREMENT OF AERODYNAMIC LOADS USING WIND TUNNEL BALANCE

AIM:
To measure the aerodynamic forces on airfoil models at different angle of attack using
wind tunnel balance.

APPARATUS REQUIRED:

 Subsonic wind tunnels

 Airfoil Models

FORMULAE:
L
C L=
1
ρ V2S
2 ∞ ∞
D
C D=
1
ρ V2 S
2 ∞ ∞
Where,

CL - Co-efficient of lift
CD - Co-efficient of drag
L - Lift force
D - Drag force
ρ∞ - Density of air
V∞ - Free stream velocity
S - Surface area of the airfoil

PROCEDURE:
 • Fix the model on the vertical string and lock it.
• Close the test section and ensure that no items are left inside the test section before
closing.
• Blank all the points.
• Switch ON the wind tunnel
• Set the force indicators to zero.
• Fix the required air velocity using the velocity indicator.
• Now by changing the angle of attack the corresponding lift force and drag force are
noted down.
• The same is repeated for different angle of attacks

OBSERVATIONS AND TABULATIONS

Span (b) = 29.5 ×10−2 m Chord (c) = 10 ×10−2 m V∞ = 12 m/s

Surface area of the airfoil (S) = bxc = = 0.0295 m2

TABLE 1

S.N Lift force Drag force

Angle of Attack
o (kg) (kg)

1 16

2 14

3 12

4 10

5 8

6 5

7 0

8 -2

9 -4

10 -6
TABLE 2

S. No Angle of Attack Lift force (N) Drag force (N)

1 16
2 14
3 12
4 10
5 8
6 5
7 0
8 -2
9 -4
10 -6

TABLE 3

Co-efficient of Co-efficient of
S. No Angle of Attack
Lift Drag
1 16
2 14
3 12
4 10
5 8
6 5
7 0
8 -2
9 -4
10 -6
INFERENCE:

RESULT:

Thus the CL, CD on airfoil model at different angle of attack is determined.

EXPERIMENT: 08 Date:

STUDY OF FORCES ON AN AIRFOIL (INFINITE WING) WITH FLAP

AIM:
To measure the surface pressure distribution on an infinite wing with flap at different flap
angle.

APPARATUS REQUIRED:

 Subsonic wind tunnels

 Airfoil model with flap

FORMULAE:
L
C L=
1
ρ V2S
2 ∞ ∞
D
C D=
1
ρ V2 S
2 ∞ ∞
Where,

CL - Co-efficient of lift
CD - Co-efficient of drag
L - Lift force
D - Drag force
ρ∞ - Density of air
V∞ - Free stream velocity
S - Surface area of the airfoil
PROCEDURE:

• Fix the model on the vertical string and lock it.

• Close the test section and ensure that no items are left inside the test section before
closing.
• Blank all the points.
• Switch ON the wind tunnel
• Set the force indicators to zero.
• Fix the required air velocity using the velocity indicator.
• Now by changing the angle of attack the corresponding lift force and drag force are
noted down.
• The same is repeated for different angle of attacks of flap.

OBSERVATIONS AND TABULATIONS

−2
Span (b) = 27.8 ×10 m Chord (c) =23.5 ×10−2m V∞ = 16 m/s

Surface area of the airfoil (S) = bxc = (27.8 ×23.5 ¿ 10−2 = 0.065 m2

TABLE 1
S.N Lift force Drag force
Angle of flap
o (kg) (kg)
1 0

2 5

3 10

4 15

5 20

6 25

7 30

8 35
 9 40

10 45

TABLE 2
S.N Lift force Drag force
Angle of flap
o (N) (N)
1 0
2 5
3 10
4 15
5 20
6 25
7 30
8 35
9 40
10 45

TABLE 3

Co-efficient of Co-efficient of
S. No Angle of flap
Lift Drag
1 0

2 5

3 10

4 15

5 20

6 25

7 30

8 35
 9 40

10 45

INFERENCE:

RESULT:

Thus the CL, CD on an airfoil with flap at different angle of flap is determined.
EXPERIMENT: 09 (a) Date:
PRESSURE DISTRIBUTION OVER SMOOTH CIRCULAR CYLINDERS

AIM:
To determine the pressure distribution over a smooth circular cylinder

APPARATUS REQUIRED:

 Smooth Cylindrical model with pressure tapping

 Subsonic wind tunnel
 Multi-tube manometer

FORMULA:
Δ Px
Coefficient of pressure, Coefficient of pressure, Cp =
q∞

∆Px = px - p∞ = ρwg∆Hx

∆Hx = hx – h0
1 2
q ∞= ρ ∞ V ∞
2

Where,
∆Px - Difference in Static Pressure
px - Local static Pressure (or) Pressure from the pressure tapping
po - Free stream static pressure (or) Tunnel Static pressure
q∞ -Free stream dynamic pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
hx - Height of the liquid in the multi-tube manometer during experiment
h0 -Initial height of the liquid in the multi-tube manometer before experiment starts.
∆Hx - Pressure head difference in cm of water.
V∞ - Velocity of air or free stream velocity
x - 1, 2, 3…12
PROCEDURE

• The cylinder is mounted in the test section with one of the pressure tapping’s facing the
flow.

• The tube bundle from the pressure tapping is connected to the tubes of the multi-tube
manometer according to the numbering.

• Switch on the tunnel and set the required rpm.

• Note down the height of the liquid in the multi-tube manometer.

• The readings are tabulated and the corresponding value of co-efficient of pressure (Cp) is
noted.

• A graph is plotted between Cp and the angular location of the pressure tapping (θ).

OBSERVATIONS AND TABULATIONS:

Initial head h0 = (cm of water)

TABLE 1

Free Manometric pressure reading (cm of water)

stream
S. No RPM velocit
y h1 h2 h3 h4 h5 h6 h7 h8 h9 h10 h11 h12
V∞

1 450

2 850

TABLE 2
 Free Manometric pressure reading (N/m2)
RP
S. No stream
M
velocity
V∞
1 450
2 850

TABLE 3

Δ Px
Experimental result, Cp=
q∞
p x− p ∞ Theoretical result,
¿ Cp=1-4sin2θ
Pressure 1
S. No ρ V2
tapping 2 ∞ ∞
RPM= 450 RPM=850
θ (Degree) Cp
V∞= V∞=
1 1 0

2 2 30

3 3 60

4 4 90

5 5 120

6 6 150

7 7 180

8 8 -150

9 9 -120

10 10 -90

11 11 -60

12 12 -30

Graph: Coefficient of Pressure Vs Position of port (deg)

INFERENCE:

RESULT:

Thus the pressure distribution over a rough circular cylinder is calculated and the graph has been
plotted between Cp and the angular location of the pressure tapping (θ).
EXPERIMENT: 09 (b) Date:

PRESSURE DISTRIBUTION OVER ROUGH CIRCULAR CYLINDERS

AIM:

To determine the pressure distribution over a rough circular cylinder

APPARATUS REQUIRED:

 Rough Cylindrical model with pressure tapping

 Subsonic wind tunnel
 Multi-tube manometer

FORMULA:
Δ Px
Coefficient of pressure, Coefficient of pressure, Cp =
q∞

Where, ∆Px = px - p∞ = ρwg∆Hx

∆Hx = hx – h0
1 2
q ∞= ρ ∞ V ∞
2

Where,
∆Px - Difference in Static Pressure
px - Local static Pressure (or) Pressure from the pressure tapping
po - Free stream static pressure (or) Tunnel Static pressure
q∞ -Free stream dynamic pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
hx - Height of the liquid in the multi-tube manometer during experiment
h0 -Initial height of the liquid in the multi-tube manometer before experiment starts.
∆Hx - Pressure head difference in cm of water.
V∞ - Velocity of air or free stream velocity
x - 1, 2, 3…12
PROCEDURE

• The cylinder is mounted in the test section with one of the pressure tapping’s facing the
flow.

• The tube bundle from the pressure tapping is connected to the tubes of the multi-tube
manometer according to the numbering.

• Switch on the tunnel and set the required rpm.

• Note down the height of the liquid in the multi-tube manometer.

• The readings are tabulated and the corresponding value of co-efficient of pressure (Cp) is
noted.

• A graph is plotted between Cp and the angular location of the pressure tapping (θ).

OBSERVATIONS AND TABULATIONS:

Initial head h0 = (cm of water)

TABLE 1
Free Manometric pressure reading (cm of water)
stream
S. No RPM
velocity,
V∞ h1 h2 h3 h4 h5 h6 h7 h8 h9 h10 h11 h12

1 450
 2 850

TABLE 2
Free
stream Manometric pressure reading (N/m2)
S. No RPM velocity
,
V∞
1 450
2 850

TABLE 3
Δ Px
Experimental result, Cp=
q∞
p x− p ∞ Theoretical result,
¿ Cp=1-4sin2θ
Pressure 1
S. No ρ ∞ V 2∞
tapping 2
RPM= 450 RPM=850
θ (Degree) Cp
V∞= V∞=
1 1 0

2 2 30

3 3 60

4 4 90

5 5 120

6 6 150

7 7 180

8 8 -150

9 9 -120

10 10 -90

11 11 -60

12 12 -30

Graph: Coefficient of Pressure Vs Position of port (deg)

INFERENCE:

RESULT:

Thus the pressure distribution over a rough circular cylinder is calculated and the graph has been
plotted between Cp and the angular location of the pressure tapping (θ).
EXPERIMENT: 10 Date:

SURFACE PRESSURE DISTRIBUTION AROUND CYLINDER MODELS IN

MULTIPLE MODEL ARRANGEMENT

AIM:
To determine the pressure distribution over a vertical muti-cylinder arrangement.

APPARATUS REQUIRED:
• Multi-cylinder model with pressure tapping
• Subsonic wind tunnel
• Multi-tube manometer
FORMULAE:
Δ Px
Coefficient of pressure, Coefficient of pressure, Cp =
q∞

Where, ∆Px = px - p∞ = ρwg∆Hx

∆Hx = hx – h0
1 2
q ∞= ρ ∞ V ∞
2

Where,
∆Px - Difference in Static Pressure
px - Local static Pressure (or) Pressure from the pressure tapping
po - Free stream static pressure (or) Tunnel Static pressure
q∞ -Free stream dynamic pressure
ρw - Density of water
ρa - Density of air
g - Acceleration due to gravity
hx - Height of the liquid in the multi-tube manometer during experiment
-Initial height of the liquid in the multi-tube manometer before experiment starts.
- Pressure head difference in cm of water.
V∞ - Velocity of air or free stream velocity
x - 1, 2, 3…12

PROCEDURE
• The multi-cylinder model is mounted in the test section with one of the pressure tapping’s
facing the flow.

• The tube bundle from the pressure tapping is connected to the tubes of the multi-tube
manometer according to the numbering.

• Switch on the tunnel and set the required rpm.

• Note down the height of the liquid in the multi-tube manometer.

• The readings are tabulated and the corresponding value of co-efficient of pressure (Cp) is
noted.

• The Cp graph is plotted around the surface of the cylinder.

OBSERVATIONS AND TABULATIONS:

Initial head h0 = (cm of water)

TABLE 1
Free
stream
velocity Manometric pressure reading (cm of water)
S. No RPM
Obstruction V∞
(m/s)
h1 h2 h3 h4 h5
With
1 obstruction 820
 2 Without 760
obstruction

TABLE 2
Free
stream
2
SI.N velocity Manometric pressure reading (N/m )
RPM
o Obstruction V∞
(m/s)
h1 h2 h3 h4 h5
With
1 obstruction
820
2 Without
760
obstruction
TABLE 3

Δ Px p x− p ∞
=
Cp= q ∞ 1
Pressure ρ∞ V 2∞
S. No 2
tapping
RPM=820 RPM= 760
V∞ = with obstruction V∞ = without obstruction
1 1

2 2

3 3

4 4

5 5

INFERENCE:

RESULT:

Thus the pressure distribution over a rough circular cylinder is calculated and the graph has been
plotted between Cp and the angular location of the pressure tapping (θ).
 MODEL VIVA QUESTIONS

• What is the need of wind tunnel apparatus in experimental simulation of flows?

• Why open-type wind tunnels are favored for small scale experiments?
• Reason why closed-circuit wind tunnels are superior to open-type?
• Why the divergent section (diffuser) of a wind tunnel is longer than the convergent
section (effuser)?
• Why honeycomb structures are placed at the inlet of wind tunnels?
• What is the criterion for selection of honeycomb structures?
• What is the criterion for choosing test-section size in a wind tunnel design?
• What are various instruments used for conducting preliminary aerodynamic experiments?
• What are the types of airfoils?
• What is the criterion for selection of airfoils for wings and control surfaces?
• What is geometric similarity?
• What are the similarities and differences between the terms “model” and “prototype”?
• What is a boundary layer wind tunnel and how it differs from the wind tunnel available in
your laboratory?
• Name any three wind tunnels which are extensively used for aerodynamic research
experiments in India.
• What do you know about the wind tunnel facility at CSIR facility, Chennai?
• What do you know about the “Transonic Test Facility “at NAL, Bangalore?
• What do you know about the “National Wind Tunnel Test Facility” at IIT Kanpur?
• Which is the largest wind tunnel facility in the world? Mention its specifications.
• What is the criterion for sizing of an experimental model in wind tunnel testing?
• Define the term calibration in engineering perspective.
• Why calibration of an equipment or of an instrument is important?
• Define Pressure.
• Differentiate static pressure and stagnation pressure?
• Define dynamic pressure. Write down its mathematical expression.
• What are the various instruments used aerodynamics laboratory?
• Explain how a manometer works?
• Explain how a conventional Bourdon’s pressure gauge works?
• Explain how velocities are measured using pitot-static tube.
• Define Circulation.
• How streamlines are visualized in wind tunnel experiments?
• Mention any two techniques suitable for surface flow visualization.
• Mention any two techniques suitable for flow-field visualization.
• What ae the suitable test section velocities for smoke flow visualization.
• Distinguish between ideal and real fluids.
• Why is that liquid flows are incompressible?
• State the condition for irrotationality for a flow
• Define boundary layer.
• Why boundary layer is important in aerodynamic study?
• State Kutta condition.
• How Kutta’s condition is useful in designing of airfoils?
• Why golf balls have dimples on their surface?
• Why Seam bowlers roughen one side of a cricket ball?
• Why do sporting race cars have spoilers?
• Define displacement thickness.
• What is uniform flow?
• What is difference between turbulent flows and separated flows?
• Which flows separate easily? Laminar or turbulent?
• Flows once separated, will they attach again back to the surface in the downstream?
• How can you simulate airfoil flow condition in a wind tunnel test section?
• What is blockage effect?
• Can you simulate three-dimensional wing flows in the available laboratory wind tunnel?
• How to avoid stalling of airfoils or wings?
• Write down the significance of continuity condition
• What are the applications of Bernoulli’s equations in aerodynamics?
• Why pressure distribution studies are important in aerodynamics?
• Write the continuity equation.
• Write the momentum equation.
• What are the uses of wind tunnels?
• How do you measure the velocity?
• What is cambered airfoil and symmetric airfoil?
• What is meant by aerodynamic center?
• What is meant by center of pressure?
• At what Mach number range, we can say that the flow is incompressible?
• List out the different flow regimes with Mach number range.
• Relationship between pressure coefficient and lift coefficient, drag coefficient.
• What is meant by magnus effect?
• Define D’Alembert paradox.
• Explain Kutta Joukowski’s theorem.
• What is meant by Kelvin circulation theorem?
• Explain horse shoe vortex.
• What is meant by Biot-Savart law?
• Write down the relationship for thin aerofoil theory.
• Write down the final expression for Prandtl –Lifting line theory.
• What is meant by doublet?
• Classify different combination of flows.
• What are elementary flows?
• Define Reynolds number.
• What is a force balance? What is the basic working principle?
• Difference between orifice meter and venturi meter.
• Why frictional losses take place in a pipe flow and what are they?
• What are the minor losses in pipe flow?
• What is the peak value of discharge What are various conventional boundary layer
separation control methods?
• What is meant by turbulence?
• What is Moody’s chart?
• What is Von-Karman vortex streak?
• Why aerodynamic study of bluff bodies arranged close to each other is important?
• Why biplanes were replaced by monoplanes?