||Jai Sri Gurudev||

Sri Adichunchanagiri Shikshana Trust ®

S J C Institute of Technology,
Chickballapur – 562 101

AERODYNAMICS LAB MANUAL- 18AEL57

2021-2022

Prepared by

Prof. DEEPA M S
Associate Professor
Dept. of Aeronautical Engg.

DEPARTMENT OF AERONAUTICAL ENGINEERING

AERODYNAMICS LAB DEPT OF AERONAUTICAL ENGG

//JAI SRI GURUDEV//

S.J.C. INSTITUTE OF TECHNOLOGY
DEPARTMENT OF AERONAUTICAL ENGINEERING

VISION:
PREPARING COMPETENT AERONAUTICAL ENGINEERS TO SERVE THE
SOCIETY

MISSION:

M1: Strengthening the Fundamental concepts in Aeronautical Engineering.

M2: Building Analytical ability among students with innovative problem-solving techniques.
M3: Training students in multidisciplinary research areas in collaboration with Industries
embedding the culture of continuous learning.
M4: Imparting skillset in line with emerging industrial needs with leadership qualities
M5: Making students responsible citizens to serve society with ethics and values.

SJCIT CHICKBALLAPUR
 AERODYNAMICS LAB DEPT OF AERONAUTICAL ENGG

OBJECTIVE:
The objective of this lab is to teach students, the importance of Aerodynamics through
involvement in experiments. This lab helps to have knowledge of the world due to constant
interplay between observations and hypothesis, experiment and theory in this subject. Students will
gain knowledge in various areas of Aerodynamics so as to have real time applications in
Aeronautical engineering stream.

OUTCOMES:

On successful completion of this course, students will be able to

CO1 – Calibrate the wind tunnel for various motor speeds (L4)

CO2 - Analyze the results of smoke and tuft flow visualization techniques (L4)

CO3 – Calculate and plot the pressure distribution around different airfoils and circular cylinders
using pitot-static probes (L4)

CO4 – Estimate the drag co-efficient for 2-D objects using pitot-static wake survey method (L4)

CO5 - Predict the boundary layer velocity profile on wind tunnel wall and on the airfoil using
pitot-static wake survey method (L4)

CO6 – Calculate the various aerodynamic coefficients acting on an aircraft model (L4)

CO-PO Mapping
PO1 PO2 PO3 PO4 PO5 PO6 PO7 PO8 PO9 PO10 PO11 PO12 PSO1 PSO2 PSO3
CO1 3 3 1 1 - 1 1 1 3 2 - 2 3 2 1
CO2 3 3 1 - 1 1 - - 3 2 1 2 3 2 1
CO3 3 3 3 2 2 1 - - 3 2 1 2 3 2 1
CO4 3 3 3 2 2 1 - - 3 2 1 2 3 2 1
CO5 3 3 3 2 2 1 - - 3 2 1 2 3 2 1
CO6 3 2 1 - 2 1 - - 3 2 - 2 3 2 1

SJCIT CHICKBALLAPUR
AERODYNAMICS LAB DEPT OF AERONAUTICAL ENGG

CONTENTS
SL. PAGE
EXPERIMENTS
NO. NO.

CALIBRATION OF A SUBSONIC WIND TUNNEL: TEST SECTION STATIC

1 1
PRESSURE AND TOTAL HEAD DISTRIBUTIONS

SMOKE FLOW VISUALIZATION STUDIES ON A TWO-DIMENSIONAL 4

2
CIRCULAR CYLINDER AT LOW SPEEDS.

SMOKE FLOW VISUALIZATION STUDIES ON A TWO DIMENSIONAL 7

3
AIRFOIL AT DIFFERENT ANGLES OF INCIDENCE AT LOW SPEEDS.

SMOKE FLOW VISUALIZATION STUDIES ON A TWO DIMENSIONAL 10

4 MULTI-ELEMENT AIRFOIL WITH FLAPS AND SLATS AT DIFFERENT
ANGLES OF INCIDENCE AT LOW SPEEDS.

TUFT FLOW VISUALIZATION ON A WING MODEL AT DIFFERENT 14

5 ANGLES OF INCIDENCE AT LOW SPEEDS: IDENTIFY ZONES OF
ATTACHED AND SEPARATED FLOWS.

SURFACE PRESSURE DISTRIBUTION ON A TWO-DIMENSIONAL 16

6 SMOOTH CIRCULAR CYLINDER AT LOW SPEEDS AND CALCULATION
OF PRESSURE DRAG.

SURFACE PRESSURE DISTRIBUTION ON A TWO-DIMENSIONAL 19

7 ROUGH CIRCULAR CYLINDER AT LOW SPEEDS AND CALCULATION
OF PRESSURE DRAG.

SURFACE PRESSURE DISTRIBUTION ON A TWO-DIMENSIONAL 22

8 SYMMETRIC AIRFOIL AT DIFFERENT ANGLES OF INCIDENCE AT LOW
SPEEDS.

SURFACE PRESSURE DISTRIBUTION ON A TWO-DIMENSIONAL

9 CAMBERED AIRFOIL AT DIFFERENT ANGLES OF INCIDENCE AND 25
CALCULATION OF LIFT AND PRESSURE DRAG.

CALCULATION OF TOTAL DRAG OF A TWO-DIMENSIONAL CIRCULAR 29

10 CYLINDER AT LOW SPEEDS USING PITOT-STATIC PROBE WAKE
SURVEY.

SJCIT CHICKBALLAPUR
AERODYNAMICS LAB DEPT OF AERONAUTICAL ENGG

CALCULATION OF TOTAL DRAG OF A TWO-DIMENSIONAL 32

11 CAMBERED AIRFOIL AT LOW SPEEDS AT DIFFERENT INCIDENCES
USING PITOT-STATIC PROBE WAKE SURVEY.

MEASUREMENT OF A TYPICAL BOUNDARY LAYER VELOCITY

PROFILE ON THE TUNNEL WALL (AT LOW SPEEDS) USING A PITOT 34
12
PROBE AND CALCULATION OF BOUNDARY LAYER DISPLACEMENT
AND MOMENTUM THICKNESSES.

CALCULATION OF AERODYNAMIC COEFFICIENT FORCES ACTING ON

13 A MODEL AIRCRAFT USING FORCE BALANCE AT VARIOUS ANGLES 36
OF INCIDENCE AND SPEED

MEASUREMENT OF A TYPICAL BOUNDARY LAYER VELOCITY 38

14 PROFILE ON THE AIRFOIL AT AVRIOUS ANGLES OF INCIDENCE FROM
LEADING EDGE TO TRAILING EDGE.

SJCIT CHICKBALLAPUR
AERODYNAMICS LAB DEPT OF AERONAUTICAL ENGG

AERODYNAMICS LAB – 18AEL57

Maximum Marks for Internal Assessment = 40
WEEKLY: 3 hrs per batch
TEST: 16 MARKS
RECORD: 24 MARKS

TEST PROCEDURE:
NO. OF TEST TO BE CONDUCTED: 1
MAXIMUM MARKS: 24
DURATION: 3 hrs

1) No of experiment to be conducted: 2
One group experiment: 08 marks
One individual experiment: 08 marks

 Procedure for both the experiments

 Tabular column
 Necessary formula & ideal graph if any
 Conduction
 Calculation & results
 Graph & conclusion

2) VIVA: 08 MARKS
Scheme of Semester End Examination

ONE Question from Part-A: 40 Marks

ONE Question from Part-B: 40 Marks

Viva-Voce: 20 Marks

Total 100 Marks

SJCIT CHICKBALLAPUR
AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 1
CALIBRATION OF A SUBSONIC WIND TUNNEL: TEST SECTION
STATIC PRESSURE AND TOTAL HEAD DISTRIBUTION
AIM: To calibrate the subsonic wind tunnel by preparing a calibration chart drawn between
motor speeds (RPM) and test section velocity.

EQUIPMENT: Subsonic Wind Tunnel, Manometer, Pitot - static tube mounted in the
Test Section

THEORY: The calibration of wind tunnel is done to measure the tunnel speed, which can
be measured through Pitot-static tube. The tunnel speed is the mean speed at the test section
when the tunnel is empty. The tunnel speed is measured in terms of the difference between a
total head and a static pressure reading. Calibration also ensures the uniformity of flow
parameters in the region to be used for model testing.
PROCEDURE:
1. Check the wind tunnel for any loose parts.
2. Set the reading of the velocity indicator to zero before starting the wind tunnel.
3. Run the tunnel at a particular speed and note down the actual velocity Va from the
air velocity indicator and manometer Δh by pressing the up arrow of the velocity
indicator.
4. Repeat the process by running at different speeds
5. Gradually shut down the wind tunnel.
6. Calculate the velocity of air flow as per the formula given below.
7. Draw the calibration chart between calculated Flow velocity and Motor Speed.

FORMULA:
1
pT  ps  V 2
2
Where, PT - Total Pressure of tunnel, N/m2
Ps - Static pressure of tunnel, N/m2
 - Density of Air, Kg/m3
V - Velocity of Air Flow
PT = Pa - P∞ , this is because it is an open tunnel
Pa = ambient pressure

SJCIT. Dept. of Aeronautical Engg. 1 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

(Thus total pressure in the tunnel remains constant irrespective of speed of flow in
Tunnel, only the static pressure of the tunnel varies)

2 pT  pS  2p
  V 2  V  129.7 hT  hS  129.7 h
 

Where, ∆h = manometer differential height in mm

Density of air is taken as 1.125 x 103 Kg/m3 .

V  129.7 h(mm)

Percentage Error = (Va – Vc) x 100

Va

Fig. Tunnel static pressure concept

SJCIT. Dept. of Aeronautical Engg. 2 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

TABULAR COLUMN:

Sl. Speed Actual Manometer Flow Velocity Frequency Percentage

No. (RPM) Velocity Va Differential Vc  129.7 h Hz Error
in m/s height, ∆h
(mm) m/sec
1

GRAPH:

1. Speed v/s Velocity

RESULT:
Thus the wind tunnel is calibrated using the pitot-static probe by measuring the total and
static pressure.

VIVA QUESTIONS:

1. Define Calibration and explain its necessity.

2. What are the types of wind tunnel?
3. Explain the parts of a wind tunnel.
4. What is the cross section of the test section of the wind tunnel existing in the lab.
5. Define pressure and explain the different types of pressures such as total, static and
dynamic pressures.
6. What is the maximum speed and velocity of the wind tunnel?
7. Which type of wind tunnel is this?
8. List the different methods of measuring air speeds.

SJCIT. Dept. of Aeronautical Engg. 3 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 2
SMOKE FLOW VISUALIZATION STUDIES ON A TWO
DIMENSIONAL CIRCULAR CYLINDER AT LOW SPEEDS
AIM: To carry out the smoke flow visualization on a two dimensional circular cylinder and
to draw the flow pattern observed at different speeds.

EQUIPMENT: Subsonic wind tunnel, Circular cylinder model with support mount,
Smoke generation apparatus, liquid paraffin, manometer.

THEORY: In general, flow visualization is an experimental means of examining the flow

pattern around a body or over its surface. The flow is "visualized" by introducing dye,
smoke or pigment to the flow in the area under investigation. The primary advantage of such
a method is the ability to provide a description of a flow over a model without complicated
data reduction and analysis.
Smoke flow visualization involves the injection of streams of vapor into the flow. The vapor
follows filament lines (lines made up of all the fluid particles passing through the injection
point). In steady flow the filament lines are identical to streamlines (lines everywhere
tangent to the velocity vector). Smoke-flow visualization can thus reveal the entire flow
pattern around a body.

PROCEDURE:
1. Mount the circular cylinder model with its support and the smoke rake in the tunnel
test section securely.
2. Ensure that the tunnel is not having any loose components.
3. Generate the smoke for the flow visualization through smoke generator.
4. Adjust the amount of smoke generated by adjusting heater control provided with
smoke generator
5. Observe the flow pattern around the body and infer the location of stagnation point,
flow separation, formation of eddies and vortex shedding nature at different speeds
(at different Reynolds Number).
6. Tabulate the observed flow pattern at different Reynolds Number with a neat sketch
with inference.
SJCIT. Dept. of Aeronautical Engg. 4 CHICKBALLAPUR
AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

7. Gradually shutdown the tunnel.

A typical image of smoke past a circular cylinder is shown below:

Fig. Smoke past a cylinder

Reynolds number has influence on nature of flow past objects as shown below:

SJCIT. Dept. of Aeronautical Engg. 5 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

FORMULA:

1. Velocity:
2PT  PS 
 V 2  V  129.7 ht  hs  129.7 h

2. Reynolds Number:
ρVL
Re 
μ
where ρ - Density of air=1.165 Kg/m3
V - Velocity of air in m/s
D -diameter of the cylinder in m
μ - Dynamic viscosity of air = 1.7e-5 Ns/m2

TABULAR COLUMN:
Sl. No. Speed* Manometer Velocity = Re. No. Flow Inference
(RPM) Diff height 129.7√ h ρVL pattern
∆h in mm Re 
μ
1.

2.

3.

4.

5.

Note: Maintain a very Low Speed for Flow Visualization.

RESULT: Thus the flow visualization is carried out and the flow pattern around the body
at different Reynolds number and velocity is observed

VIVA QUESTIONS:
1. List the different techniques of flow visualization.
2. Define Reynolds number and what is the different between laminar and turbulent
flow
3. What are the types of flows and explain.
4. What is d’Alembert’s Paradox
5. Explain lifting and non-lifting flow over a cylinder

SJCIT. Dept. of Aeronautical Engg. 6 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 3
SMOKE FLOW VISUALIZATION STUDIES ON A TWO
DIMENSIONAL AIRFOIL AT DIFFERENT ANGLE OF
INCIDENCE AT LOW SPEEDS
AIM: To carry out the smoke flow visualization on a two dimensional airfoil and to draw
the flow pattern at different angle of incidence.

EQUIPMENT: Subsonic wind tunnel, two dimensional symmetric or cambered airfoil

model with support mount, Smoke generation apparatus, liquid paraffin, manometer.

THEORY: In general, flow visualization is an experimental means of examining the flow

pattern around a body or over its surface. The flow is "visualized" by introducing dye,
smoke or pigment to the flow in the area under investigation. The primary advantage of such
a method is the ability to provide a description of a flow over a model without complicated
data reduction and analysis.
Smoke flow visualization involves the injection of streams of vapor into the flow. The vapor
follows filament lines (lines made up of all the fluid particles passing through the injection
point). In steady flow the filament lines are identical to streamlines (lines everywhere
tangent to the velocity vector). Smoke-flow visualization can thus reveal the entire flow
pattern around a body.
A picture below shows smoke flow patterns over aero foil at a) zero incidence and b) higher
angle of attack. Note the separated flow at higher angles of attack.

(a) Low Incidence b) High Incidence

Fig. Smoke flow past at aero foil at different incidences

SJCIT. Dept. of Aeronautical Engg. 7 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

PROCEDURE:
1. Mount the aero foil model with its support in the tunnel test section securely.
2. Ensure that the tunnel is not having any loose components.
3. Generate the smoke for the flow visualization through smoke generator.
4. Adjust the amount of smoke generated by adjusting heater control provided with
smoke generator.
5. Observe the flow pattern around the body and infer the location of stagnation point,
flow separation, formation of eddies and vortex shedding nature at different speeds
(at different Reynolds Number).
6. Tabulate the observed flow pattern at different Reynolds Number with a neat sketch
with inference.
7. Gradually shutdown the tunnel.
FORMULA:
1. Velocity:
2PT  PS 
 V 2  V  129.7 h

2. Reynolds Number:
ρVL
Re 
μ
where ρ - Density of air=1.1 Kg/m3
V - Velocity of air, m/s
L - Chord Length = 0.195 m
μ - Dynamic viscosity of air, 1.7 x e-5 Ns/m2

TABULAR COLUMN:
Angle of attack, α =

Sl. Speed* Angle Manometer Velocity= Re. No. Flow Inference

No. (RPM) of Diff height 129.7√ h ρVL pattern
Attack, ∆h Re 
μ
α
1.
2.
3.
4.
5.
* Maintain a very Low Speed for Flow Visualisation.

Vary angle of attack and take more readings

SJCIT. Dept. of Aeronautical Engg. 8 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

RESULT:
Thus the flow visualization is carried out and the flow pattern around the body at different
Reynolds number and velocity is observed.

VIVA QUESTIONS:

1. What are the types of airfoils?

2. Explain the nomenclature of an airfoil.
3. What is angle of attack?
4. What is critical angle of attack?
5. Explain stagnation point.
6. What is the difference between stream-lined and bluff bodies
7. What is the name of the chemical used to generate smoke in this lab? What are the
other chemicals which can be used to generate smoke?

SJCIT. Dept. of Aeronautical Engg. 9 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 4
SMOKE FLOW VISUALIZATION STUDIES ON A TWO
DIMENSIONAL MULTI-ELEMENT AIRFOIL WITH FLAPS
AND SLATS AT DIFFERENT ANGLES OF INCIDENCE AT
LOW SPEEDS.
AIM: To carry out the smoke flow visualization on a two dimensional multi-element airfoil
with flaps and slats and to draw the flow pattern at different angle of incidence.

EQUIPMENT: Subsonic wind tunnel, two dimensional multi-element airfoil model with
support mount, Smoke generation apparatus, liquid paraffin, manometer.

THEORY: In general, flow visualization is an experimental means of examining the flow

pattern around a body or over its surface. The flow is "visualized" by introducing dye,
smoke or pigment to the flow in the area under investigation. The primary advantage of such
a method is the ability to provide a description of a flow over a model without complicated
data reduction and analysis.

Smoke flow visualization involves the injection of streams of vapor into the flow. The vapor
follows filament lines (lines made up of all the fluid particles passing through the injection
point). In steady flow the filament lines are identical to streamlines (lines everywhere
tangent to the velocity vector). Smoke-flow visualization can thus reveal the entire flow
pattern around a body.

A picture below shows different parts of a multi-element airfoil.

SJCIT. Dept. of Aeronautical Engg. 10 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

Fig. Flow past an aero foil with different types of flaps and slats

Fig: Smoke flow past a multi-element airfoil

PROCEDURE:
1. Mount the aero foil model with its support in the tunnel test section securely.
2. Ensure that the tunnel is not having any loose components.
3. Generate the smoke for the flow visualization through smoke generator.
4. Adjust the amount of smoke generated by adjusting heater control provided with
smoke generator.
5. Observe the flow pattern around the body and infer the location of stagnation point,
flow separation, formation of eddies and vortex shedding nature at different speeds
(at different Reynolds Number).

SJCIT. Dept. of Aeronautical Engg. 11 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

6. Tabulate the observed flow pattern at different Reynolds Number with a neat sketch
with inference.
7. Gradually shutdown the tunnel.
FORMULA:
1. Velocity:
2PT  PS 
 V 2  V  129.7 h

2. Reynolds Number:
ρVL
Re 
μ
where ρ - Density of air=1.1 Kg/m3
V - Velocity of air, m/s
L - Chord Length = 0.195 m
μ - Dynamic viscosity of air, 1.7 x e-5 Ns/m2

TABULAR COLUMN:
Angle of attack, α =

Sl. Speed* Angle Manometer Velocity= Re. No. Flow Inference

No. (RPM) of Diff height 129.7√ h ρVL pattern
Re 
Attack, ∆h μ
α
1.
2.
3.
4.
5.

* Maintain a very Low Speed for Flow Visualisation.

Vary angle of attack and take more readings

RESULT:
Thus the flow visualization is carried out and the flow pattern around the body at different
Reynolds number and velocity is observed.

SJCIT. Dept. of Aeronautical Engg. 12 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

VIVA QUESTIONS:

1. What is a multi-element airfoil?

2. Name the different types of flaps and slats used.
3. Define Stream Function, Velocity Potential?
4. Define Stream line, streak lines, path line and stream tube?
5. Name the different primary and secondary lifting devices.

SJCIT. Dept. of Aeronautical Engg. 13 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 5
TUFT FLOW VISUALIZATION ON A WING MODEL AT
DIFFERENT ANGLES OF INCIDENCE AT LOW SPEEDS:
IDENTIFY ZONES OF ATTACHED AND SEPARATED
FLOWS.

AIM: To carry out the tuft flow visualization on a two dimensional wing model at different
angles of incidence.

EQUIPMENT: Subsonic wind tunnel, a wing model with support mount, Tufts, Scotch
tape.

THEORY: Tuft flow visualization is a type of flow visualization and the tufts readily
show where the flow is steady and where the flow is unsteady. Regions of complete
separation and buffeting flow are readily identified. Tufts are light, flexible material that will
align with the local surface flow. The most commonly used material is light yarn, and the
weight and length are chosen according to model size and test speeds

PROCEDURE:
1. Cut equal sized tufts and place them at equidistant along the span of the wing.
2. Mount the tuft attached wing model to the test section with the help of supporting
mount.
3. Ensure for any loose parts in the tunnel and run the tunnel at low speeds
4. Observe the flow pattern and gradually increase the speed there by varying the
Reynolds number.
5. Observe the change in the flow pattern
6. Tabulate the inference of flow pattern at various Reynolds number.
FORMULA:

1. Velocity:
2PT  PS 
 V 2  V  129.7 h


SJCIT. Dept. of Aeronautical Engg. 14 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

2. Reynolds Number:
ρVL
Re 
μ
where ρ - Density of air=1.1 Kg/m3
V - Velocity of air, m/s
L - Cord Length=0.150 m
μ - Dynamic viscosity of air, 1.7 x e-5 Ns/m2

TABULAR COLUMN:

Angle of
Sl. No Speed Velocity Re. No Inference
Attack

Fig. A Typical Test set up of Tufts is shown below:

Result:
Thus the tuft flow visualization is conducted and the flow pattern at different angles of
incidence is observed.

VIVA QUESTIONS:
1. What is NACA?
2. Explain NACA 4 & 5 Digit Series Airfoil? What does each digit indicate
3. What is Lift and Drag and Explain significance of Lift and Drag coefficient?
4. Define Mach number
5. Explain Different Flow/Mach number Regimes

SJCIT. Dept. of Aeronautical Engg. 15 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 6
SURFACE PRESSURE DISTRIBUTIONS ON A TWO-
DIMENSIONAL SMOOTH CIRCULAR CYLINDER AT LOW
SPEEDS AND CALCULATION OF PRESSURE DRAG
AIM: To Measure the pressure distribution on a two-dimensional circular cylinder and to
estimate the drag of the cylinder.

EQUIPMENT: Low speed wind tunnel, Multi tube manometer, Cylinder model with
pressure tapings and with support mount, Pitot - static tube.

DIAGRAM:

Fig: Ideal flow and Actual static pressure distribution over a circular cylinder

THEORY: There are various methods by which the drag of the bluff body can be
measured. One such method is estimating the drag of the body by measuring the pressure
distribution over the body. Here the pressure distribution over the cylinder is measured
which comes from the pressure force created by the free stream flow over the cylinder. Then
in turn by suitable formula the drag generated by the cylinder is calculated.

PROCEDURE:
1. Assemble the cylinder with pressure tapings in the test section with the help of
support. Connect the pressure tapping to manometer.
2. Rotate the cylinder such that the static holes form the upper or lower surface of the
cylinder.

SJCIT. Dept. of Aeronautical Engg. 16 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

3. Ensure the tunnel for any loose components and start the tunnel.
4. Run the tunnel at various desired speeds and note down the manometer reading
which measures the surface pressure distribution of the cylinder.
5. Also note down the Pitot-Static tubes manometer reading.
6. Since the cylinder is axially symmetric the pressure distribution is measured for half
the surface and the same trend follows for another half portion.
7. Gradually shut down the tunnel.

DATA REDUCTION:
1. Dynamic Pressure,q:
1
q  p T  p S  ρV
2

2
ps = tunnel static pressure

2. Pressure Coefficient:
p i  ps h i
Cp  
q q
where, pi= Static pressure values measured around cylinder
ps= Tunnel static pressure
∆hi = manometer differential column height wrt tunnel static

3. Pressure Coefficient (theoretical value):

Cp  1  4Sin 2
where ,θ= Angular location of static ports around the cylinder

4. Drag Coefficient :

CD = Cp exp Cos θ dθ

We do not have continuous pressure distribution; therefore we evaluate this with a numerical
summation.

TABULAR COLUMN:

2PT  PS 
 V 2  V  129.7 h

1
q  ρV
2

SJCIT. Dept. of Aeronautical Engg. 17 CHICKBALLAPUR

 AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

Experimental Pressure Drag, C D = Cpexp x cosθ.dθ

Speed: Velocity:

Static Pressure, Ps (reading on 34th port):

Pressure Cp Cp θ Interval between Experimental
Tappings Pi Experimental Theoretical (rad) ports Pressure drag
h i Cp  dθ
Cp 
q 1  4Sin 2

1
2

CD=∑Cpcosθ dθ

GRAPH:
Cp Vs θ theoretical and compare with experimental values

RESULTS:
1. Thus the pressure distribution around the cylinder is measured and the drag of the
cylinder is estimated.
2. The coefficient of drag of cylinder, CD =
VIVA QUESTIONS:
1. What is Bernoulli’s principle and equation
2. Define drag and list the different types of drag.
3. Define aerodynamic center, center of pressure, center of gravity and coefficient of
pressure.
4. Draw the pressure distribution over an airfoil
5. What is the basic purpose of wind tunnel testing?
6. Sketch the pressure distribution round a circular cylinder in ideal flow and in real
flow

SJCIT. Dept. of Aeronautical Engg. 18 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 7
SURFACE PRESSURE DISTRIBUTIONS ON A TWO-
DIMENSIONAL ROUGH CIRCULAR CYLINDER AT LOW
SPEEDS AND CALCULATION OF PRESSURE DRAG
AIM: To Measure the pressure distribution on a two-dimensional circular cylinder and to
estimate the drag of the cylinder.

EQUIPMENT: Low speed wind tunnel, Multi tube manometer, Cylinder model with
pressure tapings and with support mount, Pitot - static tube.

DIAGRAM:

Fig: Ideal flow and Actual static pressure distribution over a circular cylinder

THEORY: There are various methods by which the drag of the bluff body can be
measured. One such method is estimating the drag of the body by measuring the pressure
distribution over the body. Here the pressure distribution over the cylinder is measured
which comes from the pressure force created by the free stream flow over the cylinder. Then
in turn by suitable formula the drag generated by the cylinder is calculated.

PROCEDURE:
1. Assemble the cylinder with pressure tapings in the test section with the help of
support. Connect the pressure tapping to manometer.
2. Rotate the cylinder such that the static holes form the upper or lower surface of the
cylinder.

SJCIT. Dept. of Aeronautical Engg. 19 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

3. Ensure the tunnel for any loose components and start the tunnel.
4. Run the tunnel at various desired speeds and note down the manometer reading
which measures the surface pressure distribution of the cylinder.
5. Also note down the Pitot-Static tubes manometer reading.
6. Since the cylinder is axially symmetric the pressure distribution is measured for half
the surface and the same trend follows for another half portion.
7. Gradually shut down the tunnel.
DATA REDUCTION:
1. Dynamic Pressure,q:
1
q  p T  p S  ρV
2

2
ps = tunnel static pressure

2. Pressure Coefficient:
p i  ps h i
Cp  
q q
where, pi= Static pressure values measured around cylinder
ps= Tunnel static pressure
∆hi = manometer differential column height wrt tunnel static

3. Pressure Coefficient (theoretical value):

Cp  1  4Sin 2
where ,θ= Angular location of static ports around the cylinder

4. Drag Coefficient :

CD = Cp exp Cos θ dθ

We do not have continuous pressure distribution; therefore we evaluate this with a numerical
summation.

TABULAR COLUMN:

2PT  PS 
 V 2  V  129.7 h

1
q  ρV
2

2
Experimental Pressure Drag, C D = Cpexp x cosθ.dθ

SJCIT. Dept. of Aeronautical Engg. 20 CHICKBALLAPUR

 AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

Speed: Velocity:

Static Pressure, Ps (reading on 34th port):

Pressure Cp Cp θ Interval between Experimental
Tappings Pi Experimental Theoretical (rad) ports Pressure drag
h i Cp  dθ
Cp 
q 1  4Sin 2

1
2

CD=∑Cpcosθ dθ

GRAPH:
Cp Vs θ theoretical and compare with experimental values

RESULTS:
1. Thus the pressure distribution around the cylinder is measured and the drag of the
cylinder is estimated.
2. The coefficient of drag of cylinder, C D =

VIVA QUESTIONS:
1. What are two dimensional and three dimensional models
2. Explain Kelvins’ Circulation Theorem, Kutta condition and Kutta Jouwvoski
Theorum
3. Draw the Cl v/s α curve for symmetrical and cambered airfoil.
4. What is the basic purpose of wind tunnel testing?
5. Define Vorticity and Circulation.

SJCIT. Dept. of Aeronautical Engg. 21 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 8
SURFACE PRESSURE DISTRIBUTIONS ON A TWO-
DIMENSIONAL SYMMETRIC AIRFOIL AT LOW SPEEDS

AIM: To Measure the pressure distribution on a two-dimensional symmetric airfoil at low

speeds at different angle of attacks.

EQUIPMENT: Low speed wind tunnel, Multi tube manometer, wing model with
pressure tapings and with support mount, Pitot - static tube.

THEORY: A symmetric airfoil is one which has same shape on both sides of the chord
line i.e. the chord line and camber line for the symmetric airfoil coincides. The pressure
distribution and shear stress distribution over the airfoil generates the aerodynamic forces.
For a symmetric airfoil no lift is produced for zero angle of attack.

PROCEDURE:
1. Assemble the wing model with pressure tapings in the test section with the help of
support.
2. Rotate the wing model such that the chord line is horizontal, thereby keeping the
wing at zero angle of incidence.
3. Ensure the tunnel for any loose components and start the tunnel.
4. Run the tunnel at a desired speed and note down the manometer reading which
measures the surface pressure distribution.
5. Also note down the Pitot-Static tubes manometer reading.
6. Gradually shut down the tunnel.
7. Again repeat the experiment for various angles of attack and tabulate the readings.

SJCIT. Dept. of Aeronautical Engg. 22 CHICKBALLAPUR

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Figure. Shows the port points and nomenclatures

p i  ps h i
C pi  
q q

where, pi= Static pressure values measured around cylinder(note it is also the
stagnation pressure at the leading edge and is equal to tunnel total)
ps= Tunnel static pressure
∆hi = manometer differential column height w.r.t tunnel total
1
q V 2
2

TABULAR COLUMN:
Angle of attack: Speed: Velocity:
Static Pressure, Ps (reading on 34th port):
Pressure Coefficient
Port.
Pi h i
No Cp 
q
1
2
3
4
5

SJCIT. Dept. of Aeronautical Engg. 23 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

GRAPH:
Cp vs X/C

RESULT: Explain the nature of pressure distribution

VIVA QUESTIONS:
1. Define Uniform flow, Source flow, Sink flow, Doublet flow
2. Explain Classical thin airfoil theory for symmetric and cambered airfoils
3. State Biot-Savart law and Helmholtz’s theorems,
4. Explain Vortex filament, Infinite and semi-infinite vortex filament
5. Explain Downwash and induced drag

SJCIT. Dept. of Aeronautical Engg. 24 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 9
SURFACE PRESSURE DISTRIBUTIONS ON A TWO-
DIMENSIONAL CAMBERED AIRFOIL AT DIFFERENT
ANGLES OF INCIDENCE AND CALCULATION OF LIFT
AND PRESSURE DRAG

AIM: The purpose of the experiment is to measure the surface pressure distribution and
calculate the aerodynamic coefficients from those pressure measurements for a cambered
airfoil at a specified Reynolds number.

EQUIPMENT: Low speed wind tunnel, Multi tube manometer, wing model with
pressure tapings and with support mount, Pitot - static tube.

THEORY: An airfoil is a two dimensional cross section of a wing, sliced in the general
direction of the flow. The airfoil displays the aerodynamic shape used to produce a pressure
imbalance. The net force of the pressure imbalance (in a real fluid, frictional forces are also
present), summed over the wing, is resolved into lift and drag. By definition, lift is the net
force component perpendicular to the flow and drag is the net force component parallel to
the flow.
The curvature in the airfoil shape is called camber. Note that if the upper and lower surfaces
are identical in shape, the mean camber line and the chord line coincide and the airfoil is
symmetric. A cambered airfoil will produce lift, even at α= 0 degree.

PROCEDURE:
1. Assemble the cambered wing model with pressure tapings in the test section with the
help of support.
2. Rotate the wing model such that the chord line is horizontal, there by keeping the
wing at zero angle of incidence.
3. Ensure the tunnel for any loose components and start the tunnel.
4. Run the tunnel at a desired speed and note down the manometer reading which
measures the surface pressure distribution.
5. Also note down the Pitot-Static tubes manometer reading.

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AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

6. Gradually shut down the tunnel.

7. Again repeat the experiment for various angles of attack and tabulate the readings.

Figure- Shows the port points and nomenclatures

p i  ps h i
C pi  
q q

where, pi= Static pressure values measured around cylinder

ps= Tunnel staticl pressure
∆hi = manometer differential column height wrt tunnel total

The lift and drag force are given as:

L  Fy    p(cos    ) dA
D  Fx    p(sin    ) dA

We do not have continuous pressure distribution; therefore we evaluate this with a numerical
summation as below.

L  Fy    pi (cos(  i )Ai
i

D  Fx    pi (sin(  i )Ai
i

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AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

TABULAR COLUMN:

Surface Pressure Distribution:

Angle of attack: Speed: Velocity:
Static Pressure, Ps (reading on 34th port):
Pressure Coefficient
Port.
Pi h i
No Cp 
q
1
2
3
4
5

Calculation of Lift and Pressure Drag:

Sl. Cpu CPl ΔCp = CPl - Cpu d(x/c) ΔCP.d(x/c)

No.

x
Normal Co-efficient, Cn = ∑ ΔCp. d(c )
Lift Co-efficient, Cl = Cn Cosα
Drag Co-efficient, Cd = Cn Sinα

GRAPH:

Cp vs x/C for different angles of attack

RESULT:

SJCIT. Dept. of Aeronautical Engg. 27 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

VIVA QUESTIONS:

1. What are Subsonic and Supersonic leading edges

2. What is camber and aspect ratio of wings
3. Explain Mach cone and Mach angle
4. Explain Non-lifting flow over a circular cylinder.
5. Explain Lifting flow over a circular cylinder

SJCIT. Dept. of Aeronautical Engg. 28 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 10
CALCULATION OF TOTAL DRAG OF A TWO-
DIMENSIONAL CIRCULAR CYLINDER AT LOW SPEEDS
USING PITOT-STATIC PROBE WAKE SURVEY
AIM: To determine the drag of a two-dimensional circular cylinder using Pitot-Static
probe wake survey.

EQUIPMENT: Subsonic wind tunnel, two-dimensional circular cylinder, pitot-static

probe rake, Multitube manometer.

THEORY: Drag can be determined experimentally by mounting a model on a balance

and measuring the force directly, it can be determined by integrating a measured static
pressure distribution over theentire surface, or it can be determined from a momentum
balance on a control volume which contains a model. This momentum balance would
require velocity measurements both up streamand downstream from the model. This is the
method which will be utilized in this experiment.

Undisturbed flow enters the control volume containing the bluff body. When the only flow
disturbance in the control volume is the bluff body, any loss of fluid momentum is realized
as a force on the body. An application of the momentum equation to the control volume will
yield the drag force when analyzed in the stream wise direction.

DIAGRAM:

Fig. Velocity profile in the wake region

SJCIT. Dept. of Aeronautical Engg. 29 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

PROCEDURE:
1. Assemble the cylinder model in the test section securely with the help of support
mounting
2. Place the Pitot-static wake rake behind the cylinder at a distance of 1D from the
cylinder such that the probe is in the wake region of cylinder.
3. Connect the tubing to multitube manometer.
4. Start the tunnel and run at a constant speed
5. Note down the manometer reading and tabulate to find the drag coefficient.
6. Gradually shutdown the tunnel.

FORMULA:
1. Drag coefficient:
 P P  dy
Cd  2  i  i 
 Ps ps  c
2. Wake Velocity:
2 pi  p wake
 V 2  V  129.7 h


TABULAR COLUMN:
Velocity: Speed: Static Pressure, Ps (at 34 th port):

Sl Dynamic
Δy Δy/c Drag Co-efficient
No Pressure, Pi

1
2
3

GRAPH:
1. dy Vs V

SJCIT. Dept. of Aeronautical Engg. 30 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

RESULT: Thus the drag of the two-dimensional cylinder is measured by the pitot-static
probe wake survey method.

The value of C d is………….

VIVA QUESTIONS:
1. What is the difference between compressible and incompressible flow
2. What is the difference between viscid and inviscid flow
3. What is the difference between steady and unsteady flow
4. What is the difference laminar and turbulent flow
5. List some of the bluff and streamlined bodies

SJCIT. Dept. of Aeronautical Engg. 31 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 11
CALCULATION OF TOTAL DRAG OF A TWO-
DIMENSIONAL CAMBERED AIRFOIL AT LOW SPEEDS AT
AN INCIDENCE USING PITOT-STATIC PROBE WAKE
SURVEY

AIM: To determine the drag of a two-dimensional circular cylinder using Pitot-Static

probe wake survey.

EQUIPMENT: Subsonic wind tunnel, wing model, pitot-static probe rake, Multitube
manometer.

THEORY: Drag can be determined experimentally by mounting a model on a balance

and measuring the force directly, it can be determined by integrating a measured static
pressure distribution over the entire surface, or it can be determined from a momentum
balance on a control volume which contains a model. This momentum balance would
require velocity measurements both upstream and downstream from the model. This is the
method which will be utilized in this experiment.
Undisturbed flow enters the control volume containing the bluff body. When the only flow
disturbance in the control volume is the bluff body, any loss of fluid momentum is realized
as a force on the body. An application of the momentum equation to the control volume will
yield the drag force when analyzed in the stream wise direction.

PROCEDURE:
1. Assemble the wing model in the test section securely with the help of support
mounting
2. Place the Pitot-static wake rake behind the wing at a distance of 1 chord from the
wing such that the probe is in the wake region of wing.
3. Connect the tubing to multitube manometer.
4. Start the tunnel and run at a constant speed
5. Note down the manometer reading and tabulate to find the drag coefficient.
6. Gradually shutdown the tunnel.

SJCIT. Dept. of Aeronautical Engg. 32 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

FORMULA:
 pi Pi  dy
  Ps  Ps  c
1. Drag coefficient: C d  2 
 

2. Wake Velocity:
2 pi  p wake
 V 2  V  129.7 h

TABULAR COLUMN:
Speed: Velocity:

Satic Pressure (reading on 38th port):

Pressure Dynamic Δy Δy/c Drag Co-efficient,

Tappings Pressure, Pi Cd
1
2
3
4

GRAPH:
dy v/s V

RESULT:
Thus the drag of the two-dimensional wing is measured by the pitot-static probe wake
survey method.
The value of C d is………….

VIVA QUESTIONS:
1. What is the stall?
2. Is the maximum lift coefficient same in the case of all Reynolds numbers?
3. Define stalling angle of attack
4. What is the difference between rotational and ir-rotational flow
5. What is the physical principle of Continuity, Momentum and energy equations?

SJCIT. Dept. of Aeronautical Engg. 33 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 12
MEASUREMENT OF A TYPICAL BOUNDARY LAYER
VELOCITY PROFILE ON THE TUNNEL WALL (AT LOW
SPEEDS) USING A PITOT PROBE AND CALCULATION OF
BOUNDARY LAYER DISPLACEMENT AND MOMENTUM
THICKNESS
AIM: To determine the boundary layer displacement thickness and momentum thickness
by using pitot probe.

EQUIPMENT: Subsonic wind tunnel, boundary layer rake, multitube manometer

THEORY:
Boundary layer thickness (δ): It is defined as the distance from the boundary of the solid
body measured in the y-direction to the point, where the velocity of fluid approximately
reaches the free stream velocity of fluid.

Displacement thickness (δ*) : It is the distance measured perpendicular to the boundary of

the solid body, by which the boundary should be displaced to compensate for the reduction
in flow rate on account of boundary layer formation.

Momentum thickness (θ): Momentum thickness is defined as the distance measured

perpendicular to the boundary of the solid body, by which the boundary should be displaced
to compensate for the reduction in momentum of the flowing fluid on account of boundary
layer formation.

PROCEDURE:
1. Insert the boundary layer probe in the tunnel.
2. Connect the probe to manometer.
3. Connect the total head and pitot static tubes to manometer.
4. Note down the manometer reading and tabulate to get the boundary layer
displacement thickness and momentum thickness.

SJCIT. Dept. of Aeronautical Engg. 34 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

FORMULA:
1. Displacement thickness (δ*):

 u  hr 
   1  dy  1 
*
dy
0
U  h 
 f 
Where, y = distance of elemental strip from the plate
dy = thickness of elemental strip
u = velocity of fluid at the elemental strip
U = free stream velocity
Δhr = height of liquid column from probe rake with respect to
tunnel total
Δhf = height of liquid column from pitot probe with respect to
tunnel total
2. Momentum thickness (θ):
hr  hr 

u u
   1  dy   1 dy
0
U U h f  h f 
3. Wake velocity (u):
2 pi  p wake
 u 2  u  129.7  h ( rake)

TABULAR COLUMN:

Probe rake Pitot probe Wake

Probe
dy δ* θ Velocity,
No hi h∞ Δhr = hi- h∞ Δhf =hi - h∞ u

GRAPH:
1. dy vs Displacement Thickness
2. dy vs Momentum Thickness
RESULT:
The boundary layer displacement thickness is……………
The boundary layer momentum thickness is…………
VIVA QUESTIONS:
1. What is boundary layer thickness?
2. Calculate the displacement thickness and momentum thickness at a given set of points?
3. What is wake?
4. What are the assumptions in the wake rake experiment?

SJCIT. Dept. of Aeronautical Engg. 35 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 13
CALCULATION OF AERODYNAMIC COEFFICIENTS AND
FORCES ACTING ON A MODEL AIRCRAFT USING FORCE
BALANCE AT VARIOUS ANGLES OF INCIDENCE AND
SPEED

AIM: To determine the aerodynamic coefficients and forces acting on a model aircraft
using force balance at various speeds

EQUIPMENT: Subsonic wind tunnel, aircraft model, vertical sting

THEORY:
The variations of Lift, Drag and Moment depend on
- Free –stream velocity
- Free-stream density i.e. altitude
- Size of the aerodynamic surface
- Angle of attack
- Shape of the airfoil
- Viscosity coefficient
- Compressibility of the air flow

The Aerodynamic coefficients are given by

L
cl 
q S

D
cd 
q S

M
cm 
q Sc

PROCEDURE:

1. Fix the required force model in the vertical sting and tighten the bolts properly in such a
way that the orientation will not be varied due to wind velocity.
2. Always fix the model facing towards upstream direction of the tunnel
3. Set the force and moment indicators to zero before starting the experiment

SJCIT. Dept. of Aeronautical Engg. 36 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

4. Now set the required air velocity using AC motor controller knob or potentiometer
provided on the panel board.
5. Make a note of lift, drag and pitch moment values indicated on the corresponding digital
indicators.
6. Repeat the experiment for different speeds

TABULAR COLUMN:

Sl. No. Speed (rpm) Coefficient of lift, Coefficient of Coefficient of

cl drag, cd moment, cm

RESULT:

VIVA QUESTIONS:
1. Define strain gauge.
2. Under what conditions can only the strain gauge are operated?
3. What is Wheatstone bridge principle?
4. How can the skin friction drag be evaluated for an airfoil?
5. Develop a process to estimate the induced drag and interference drag.

SJCIT. Dept. of Aeronautical Engg. 37 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

EXPERIMENT NO: 14
MEASUREMENT OF A TYPICAL BOUNDARY LAYER
VELOCITY PROFILE ON THE AIRFOIL AT VARIOUS
ANGLES OF INCIDENCE FROM LEADING EDGE TO
TRAILING EDGE
AIM: To measure the boundary layer velocity profile by using pitot probe.

EQUIPMENT: Subsonic wind tunnel, boundary layer rake, multitube manometer

THEORY:
Boundary layer thickness (δ): It is defined as the distance from the boundary of the solid
body measured in the y-direction to the point, where the velocity of fluid approximately
reaches the free stream velocity of fluid.

Displacement thickness (δ*) : It is the distance measured perpendicular to the boundary of

the solid body, by which the boundary should be displaced to compensate for the reduction
in flow rate on account of boundary layer formation.

Momentum thickness (θ): Momentum thickness is defined as the distance measured

perpendicular to the boundary of the solid body, by which the boundary should be displaced
to compensate for the reduction in momentum of the flowing fluid on account of boundary
layer formation.

PROCEDURE:
1. Mount the airfoil model in the test section at the required angle of attack and insert
the boundary layer probe in the tunnel.
2. Connect the probe to manometer.
3. Connect the total head and pitot static tubes to manometer.
4. Note down the manometer reading and tabulate to get the boundary layer
displacement thickness and momentum thickness.

SJCIT. Dept. of Aeronautical Engg. 38 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

FORMULA:
1. Displacement thickness (δ*):

 u  hr 
   1  dy  1 
*
dy
0
U  h 
 f 
Where, y = distance of elemental strip from the plate
dy = thickness of elemental strip
u = velocity of fluid at the elemental strip
U = free stream velocity
Δhr = height of liquid column from probe rake with respect to
tunnel total
Δhf = height of liquid column from pitot probe with respect to
tunnel total
2. Momentum thickness (θ):
hr  hr 

u u
   1  dy   1 dy
0
U U h f  h f 
3. Wake velocity (u):
2 pi  p wake
 u 2  u  129.7  h ( rake)

TABULAR COLUMN:

Probe rake Pitot probe Wake

Probe
dy δ* θ Velocity,
No hi h∞ Δhr = hi- h∞ Δhf =hi - h∞ u

GRAPH:
3. dy vs Displacement Thickness
4. dy vs Momentum Thickness
RESULT:
The boundary layer displacement thickness is……………
The boundary layer momentum thickness is…………
VIVA QUESTIONS:
1. What is boundary layer thickness?
2. Calculate the displacement thickness and momentum thickness at a given set of points?
3. What is wake?
4. What are the assumptions in the wake rake experiment?

SJCIT. Dept. of Aeronautical Engg. 39 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX-1
OPEN CIRCUIT LOW SPEED SUBSONIC WIND TUNNEL
FACILITY

Introduction:
Schematic of the wind tunnel at the aerodynamic laboratory is shown below:

PARTS
1. Bell mouthed section
2. Honey Comb
3. Settling Chamber, and screen section
4. Contraction cone OR Effuser
5. Test Section
6. Transition (square to circular)
7. Diffuser
8. Fan Duct
9. Motor and Stand

Performance of the Facility: The tunnel top speed is 50m/sec at 1500 r.p.m. The fan is
driven by 3 phase AC motor. The speed in the tunnel is worked out as below:
1
Bernoulli’s theorem: p0  p  V 2 (1)
2
p0 = Static pressure in the settling chamber, and p= Static pressure in the test section

SJCIT. Dept. of Aeronautical Engg. 40 CHICKBALLAPUR

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 = Density of air
v= velocity of air

( p0  p) , measured value is given by  w gh , where  w is the density of the liquid used

in the manometer (Methyl alcohol is used at present), `g` is acceleration due to gravity and
`h` is the vertical length of the liquid column sustaining the pressure measured ( the
difference between tunnel static and total). The total pressure of tunnel remains at
atmospheric pressure at any speed of tunnel, since it is an open type tunnel.
Density of air at Bangalore is taken as 1.2. The density of alcohol is 0.8. If `h` is measured
in mm of alcohol column, the velocity is given by the following relationship.
V (m / sec)  129.7 h(mm) (2)

If the measured liquid column length on the inclined manometer is hm then h= { hm-hm
(initial)}/2 because the inclination is 30 0 to the horizontal.

Tunnel Specifications:
 Wind Tunnel Type: Low Speed Subsonic, Open Circuit, Suction type
 Contraction ratio : 9:1
 Honey Comb Construction; Square Cross-Section
 Test Section Size: 600 x 600 x 2000 mm
 Test Section Velocity: 50 m/s
 Velocity Measurement: Pitot tube with digital velocity indicator
 Force measurement: using strain gauge with digital load/force indicator
 Speed Measurement: Digital speed indicator with proximity sensor
 Fan type: Axial Flow
 Number of Blades : 18
 Motor Capacity: 20 HP AC Motor
 Motor Control: AC Drive (50 Hz frequency)
 Power requirement: Ac 3 ph, 440 V, 32A with Earth and Neutral connection

Material of Construction:

 Effuser and Diffuser: wood

 Blower Frames and supporting Frames : Mild Steel
 Airfoil Pressure and Force Models: wood
 Smooth and Rough Cylinder Models : Mild steel
 Flow Visualization Models: Mild Steel and Wood

SJCIT. Dept. of Aeronautical Engg. 41 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

PRECAUTIONS TO BE TAKEN WHILE RUNNING THE TUNNEL:

1. Do not stand behind the motor while the tunnel is being run.

2. While starting tunnel motor, see that fan is clear and that no one is around that
area. Only competent people should handle the controller. Main power must be
highly secured .

3. Before starting the tunnel, check whether any loose parts are in the test section and
remove these before start. See that test section is secured with C clamps.

4. Do not run tunnel below 100 r.p.m., as this will result in heating up of motor.
Intermittent running at lower speeds is allowed. But do not exceed more than a
minute or two.

5. As far as possible do not run the tunnel for long time at higher speeds.

6. It is recommended that blade angle setting be checked regularly once in few months.
While checking the blade angle setting, check also the gaps between the blades and
the surface of the fan section of the diffuser. Check also if any blade has become
lose.

7. While Stopping, gradually decrease the speed and then switch OFF the AC motor
controller

SJCIT. Dept. of Aeronautical Engg. 42 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

Smoke Generator

A picture of the smoke generator is shown in the figure 1, various parts of the smoke
generator are numbered and nomenclature of those parts is given below:
1) Smoke generator module made of glass
2) Heating coil
3) Kerosene or liquid paraffin reservoir jar
4) Silicone tube connecting smoke generator and reservoir jar
5) Traverse to traverse the oil reservoir up and down
6) T connector -1 for by pass of pressurized air
6a) By pass valve
7) T connector-2 connecting pressurized air to reservoir jar as well as smoke
generator module
8) T connector-3 for connecting the pressurized air to the two inlets A and B of
smoke generator module
9) Oil drain flask
10) Smoke collector flask
11) Outlet tube for smoke generator
12) Spike buster extension/junction box with four sockets and individual switches for
these sockets
13) Heater control
14) Centrifugal blower with inlet control disc

SJCIT. Dept. of Aeronautical Engg. 43 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

Fig. Front view of Smoke Generator with various parts numbered

There is an air blower at the bottom of the stand. The air from the blower is
connected to a house pipe. The connection is made such that the pressurized air goes
through a bypass T connector-1. The pressurized air through the systems can be controlled
by opening the bypass valve so that a part of air is bleed out.

SJCIT. Dept. of Aeronautical Engg. 44 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

OPERATION OF THE SMOKE GENERATOR

Check all the connections of the tubes as shown in figure 1 and 2. Pour liquid paraffin into
the reservoir so that half of it is filled. Then raise or lower the reservoir such that the liquid
level in the bottom tube of the smoke generator modules is about 50mm below the nozzle
outlet. Connect the heater through the heater control which is a 400W controller. Keep the
controller at the minimum and switch on the heater using the junction box. Slowly increase
the heating up to the ½ the capacity. Observe the liquid paraffin in the tube. It will start
slowly boiling. The liquid level increases in the tube and the bubbles of liquid paraffin start
reaching the nozzle exit. At this point of time, turn on the blower to send pressurized air.
The cold air mixes with the vaporized oil and forms dense smoke. By properly controlling
the heating as well the liquid level in the tube, a good dense white smoke can be generated.
The out flow of smoke can be controlled by the bypass valve as well as the inlet control disc
at the inlet to the bowler.

PRECAUTIONS
1. Do not switch on the heater without the liquid paraffin being present in the
tube level indicated already.
2. Unless the smoke is required, do not generate it and allow it to the atmosphere.
Prolonged breathing of the smoke may be very disturbing.
3. Sometimes overheating may not produce the smoke. At these times restart the
smoke generator from low heat again.

SJCIT. Dept. of Aeronautical Engg. 45 CHICKBALLAPUR

 AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX-2

The symmetric Airfoil available for experiment has the following data.
LOCATION OF PRESSURE PORT HOLES ALONG THE CHORD.

Suction Surface (Upper) Pressure Surface (Bottom)

X distance X distance
Pressure Pressure
(Along Chord) x/c (Along Chord) x/c
Tappings No. Tappings No.
mm mm
1 11.00 0.63 17 11.00 0.63
2 22.00 1.25 18 22.00 1.25
3 33.00 1.88 19 33.00 1.88
4 44.00 2.50 20 44.00 2.50
5 55.00 3.13 21 55.00 3.13
6 66.00 3.75 22 66.00 3.75
7 77.00 4.38 23 77.00 4.38
8 88.00 5.00 24 88.00 5.00
9 99.00 5.63 25 99.00 5.63
10 110.00 6.25 26 110.00 6.25
11 121.00 6.88 27 121.00 6.88
12 132.00 7.50 28 132.00 7.50
13 143.00 8.13 29 143.00 8.13
14 154.00 8.75 30 154.00 8.75
15 165.00 9.38 31 165.00 9.38
16 176.00 10.00 32 176.00 10.00
0.00 (At Leading
33 0.00
Edge)

Pressure Tapping No. 33 is at leading edge of an airfoil

Airfoil Data:
 Chord Length : 195 mm
 Span : 585 mm
 Aspect Ratio : 3
 Basic Airfoil : NACA 0015

SJCIT. Dept. of Aeronautical Engg. 46 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX-3
CAMBERED AIRFOIL

SJCIT. Dept. of Aeronautical Engg. 47 CHICKBALLAPUR

 AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

The Cambered aerofoil data of experimental wing model is as below:

Suction Surface (Upper) Pressure Surface (Bottom)

Pressure X distance Pressure X distance
Tappings (Along Chord) x/c Tappings (Along Chord) x/c
No. mm No. mm
1 11.00 0.63 17 11.00 0.63
2 22.00 1.25 18 22.00 1.25
3 33.00 1.88 19 33.00 1.88
4 44.00 2.50 20 44.00 2.50
5 55.00 3.13 21 55.00 3.13
6 66.00 3.75 22 66.00 3.75
7 77.00 4.38 23 77.00 4.38
8 88.00 5.00 24 88.00 5.00
9 99.00 5.63 25 99.00 5.63
10 110.00 6.25 26 110.00 6.25
11 121.00 6.88 27 121.00 6.88
12 132.00 7.50 28 132.00 7.50
13 143.00 8.13 29 143.00 8.13
14 154.00 8.75 30 154.00 8.75
15 165.00 9.38 31 165.00 9.38
16 176.00 10.00 32 176.00 10.00
0.00 (At
33 0.00 Leading
Edge)

Pressure Tapping No. 33 is at leading edge of an airfoil

Airfoil Data:
 Chord Length : 195 mm
 Span : 585 mm
 Aspect Ratio : 3
 Basic Airfoil : NACA 2415

For NACA 2415

 Max camber : 2 %
 Max camber location : 40% from leading edge
 Max thickness : 15 %

SJCIT. Dept. of Aeronautical Engg. 48 CHICKBALLAPUR

 AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX 3
Location of Pressure Port along the circumference of the Cylinder

Cylinder

Pressure Angle, Angle, for Pressure

Pressure Tappings for calculations Tapping
Pressure
Angle, for Tapping No. graph Distance,
Tappings
graph Angle, for Distance, mm
No.
calculations mm

-174.55 65.45
1 0.00 0.00 23 240.02 161.92

-163.64 76.36
2 10.91 7.36 24 250.93 169.28

-152.73 87.27
3 21.82 14.72 25 261.84 176.64

-141.82 98.18
4 32.73 22.08 26 272.75 184.00

-130.91 109.09
5 43.64 29.44 27 283.66 191.36

-120.00 120.00
6 54.55 36.80 28 294.57 198.72

-109.09 130.91
7 65.46 44.16 29 305.48 206.08

-98.18 141.82
8 76.37 51.52 30 316.39 213.44

-87.27 152.73
9 87.28 58.88 31 327.30 220.80

-76.36 163.64
10 98.19 66.24 32 338.21 228.16

-65.45 174.55
11 109.10 73.60 33 349.12

SJCIT. Dept. of Aeronautical Engg. 49 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

-54.55
12 120.01 80.96

-43.64
13 130.92 88.32

-32.73
14 141.83 95.68

-21.82
15 152.74 103.04

-10.91
16 163.65 110.40

0.00
17 174.56 117.76

10.91
18 185.47 125.12

21.82
19 196.38 132.48

32.73
20 207.29 139.84

43.64
21 218.20 147.20

54.55
22 229.11 154.56

SJCIT. Dept. of Aeronautical Engg. 50 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX 4
The Wake Rake used has the following data:

S.No Δy Δy/c

1 9.15 0.05
2 6 0.03
3 5.3 0.03
4 4.8 0.02
5 4.8 0.02
6 5.3 0.03
7 5.3 0.03
8 5.3 0.03
9 5.3 0.03
10 5.8 0.03
11 4.8 0.02
12 4.3 0.02
13 5.8 0.03
14 5.8 0.03
15 5.3 0.03
16 4.3 0.02
17 5.8 0.03
18 4.8 0.02
19 5.3 0.03
20 5.3 0.03
21 5.3 0.03
22 5.8 0.03
23 5.8 0.03
24 5.8 0.03
25 4.8 0.02
26 5.3 0.03
27 5.3 0.03
28 5.8 0.03
29 5.8 0.03
30 5.3 0.03
31 5.3 0.03

SJCIT. Dept. of Aeronautical Engg. 51 CHICKBALLAPUR

AERODYNAMICS LAB-18AEL57 AERONAUTICAL ENGINEERING

APPENDIX- 5
The Boundary Layer Rake data for calculation of dy is as below:
Distance from the Wall of RAKE tapings

Sl. No dy

0.0018
1
0.0026
2
0.0026
3
0.0026
4
0.0026
5
0.0026
6
0.0026
7
0.0041
8
0.0041
9
0.0036
10
0.0041
11
0.0031
12
0.0046
13
0.0041
14
0.0056
15

Rake must be aligned with flow direction and the tube no. 1 should touch the wall of tunnel.

SJCIT. Dept. of Aeronautical Engg. 52 CHICKBALLAPUR