WIND TUNNEL TESTING OF A COMPLETE AIRCRAFT

BACKGROUND: THE FIRST WIND TUNNELS

The first recorded mention of a wind tunnel can be found in a lecture by F. H. Wenham to the
Aeronautical Society of Great Britain, founded in 1866. In his lecture on April 17
th
, 1867, Mr.
Wenham addressed the Society in the following terms:
(1)


I propose shortly to try a series of experiments by the aid of an artificial current
of air of known strength, and to place the Society in possession of the results.

On May of 1870, an experimental committee including three engineers and headed by
Wenham was formed, and shortly after the first wind tunnel expressly for aeronautical
purposes was designed and built. Its purpose was To ascern the fundamental relation
between velocity and pressure on surfaces of different areas and inclinations. It was
described in the Society's 1870 Annual Report as follows:

For the purpose, an instrument has been designed by Mr. F.H. Wenham
and approved by the Experimental Committee, which is intended to submit
to the action of a fan no less than 30 in. in diameter, capable of delivering
about 3,000 cubic feet of air per minute. A clear space of 15 ft. or more in
front of the fan will allow room for a square wooden trunk, 10 ft. long and
18 inches square, to guide the blast, ascertain its velocity and insert the
anemometer.

The tunnel was equipped with a primitive balance capable of reading horizontal and
vertical forces simultaneously, and incorporating wooden windshields for the struts.
Wenham and a fellow engineer, Mr. Spencer Browning, published the first experimental
data the following year.

We found that as the angle of attack became more acute, the center of
pressure came nearer the front edge. (...) The resultant force on the
surface was found to be, as it should be, almost exactly normal to the
surface. The results on an inclined surface, down to an angle of 15
degrees, agree almost exactly with Hutton's rule, or still better, with a rule
we should now prefer, mainly on the ground that it was very simple, the
rule of Colonel Duchemin."
(2)


(1)
J. L. Pritchard, "Francis Herbert Wenham, Honorary Members, 1824-1908: An Appreciation of the First Lecturer
to the Aeronautical Society." Journal of the Royal Aeronautical Society, Volume 62, August 1958, pp. 571-596.

(2)
If P is the pressure on the inclined surface, P' is the pressure on surface at right angles to the wind and o the angle
of attack, the Duchemin's formula is P P = '
+
2
1
2
sin
sin
o
o
.

The use of aeronautical wind tunnels as a valuable experimental tool would become widespread
in subsequent years. Perhaps one of the most important wind tunnel researchers of all times
were Wilbur and Orville Wright.








(3)
Photographs from "The Wright Brothers, Heirs of Prometheus", Smithsonian Institution Press.

The Wright brothers were no mere tinkers.
After flying a number of unpowered gliders
in the summer of 1901 and finding the
results unsatisfactory, they decided to
improve the gliders performance. They
undertook a serious aerodynamic research
program between September 1901 and
August 1902. Their rigorous wind tunnel
work enabled them to evaluate previous
airfoil tests compiled by other
experimenters. As a result they rejected
these earlier efforts as misleading and
inaccurate, and developed their own airfoil
sections with corresponding test data.
This pioneering wind tunnel research
placed them at the forefront of
contemporary flight researchers. The
successful flight of their Flyer on the
December 17
th
1903 was the result of
this rigorous and meticulous research
effort and their mechanical genius.
Above, a replica of the original
Wright wind tunnel designed and
built by the two brothers in Dayton,
Ohio. The picture on the right shows
the small wind tunnel balance they
used to measure lift and drag on
various experimental airfoils.
(3)

PARKS COLLEGE LOW-SPEED WIND TUNNEL

The Low-Speed tunnel, manufactured by Aerolab of Laurel (Maryland) is designed for infinitely
variable speeds in the range of zero to 220 ft/s, by means of adjustable shutters upstream of a
Westinghouse Centerline centrifugal fan. The general design of the tunnel is of an open circuit
(Fig. 1), closed test section type using the laboratory room for air return.

The tunnel test section is rectangular, 28 in high, 40 in wide and 54 in long. Reynolds Numbers
up to 1.26 x 10
6
per foot may be obtained in the test section. Air enters through a 6 x 8 foot
honeycomb flow straightener and two fine mesh (removable) turbulence screens, followed by a
6.2 to 1 contraction cone. This produces uniform flow in the test section, where turbulence
levels as low as 1.25 has been measured without the screens, and 1.06 with the screens.

A six-component pyramidal balance system supports the model in the test section (see Fig. 2).
Strain-gage load cells are used to measure all forces and moments. A Lab View-based data
acquisition program incorporates first-order balance corrections and provides the experimenter
with a real-time graphical interpretation of testing results. The angle of attack is automated over
a 25 range.

Summary of Tunnel Characteristics

Open Circuit System
Closed Jet Test Section
Speed Range: 0 220 ft/s (150 mph)
Power: 125 HP electric motor driving a constant-speed centrifugal blower.

Test Section Dimensions
Width: 40 inches
Height: 28 inches
Length: 54 inches

Six component pyramidal balance.
Angle of attack adjustment: 25
Angle of yaw adjustment: fu11 360
Computerized data acquisition system
Load Cell Ranges:
Lift: +200 to -50 lb Roll Mmt: +250 in-lbs to -250 in-lb
Drag: +100 to -100 lb Yaw Mmt: +250 in-lbs to -250 in- lb
Side Force: +100 to- 100 lb Pitch Mmt: +500 to -500 in- lb






Figure 2 A six-component pyramidal wind tunnel balance. Note the complexity of the balance
mechanism.
CURRENT EXPERIMENT

OBJECTIVE:

To familiarize the student with basic wind tunnel techniques by testing a complete model in the
Low-Speed Wind Tunnel. This introduction will provide the student with the basic skills for
successful testing in the Design II course. Special emphasis is placed on the different corrections
that must be applied to o, C
L
and C
D
.

INTRODUCTION:

A number of corrections must be applied to raw wind tunnel data if one wishes to obtain
meaningful results. Chapter 9 in the course textbook (Ref. 1) outlines in detail these corrections,
and a brief look at this chapter should convince the student that this is no trivial matter. The
section numbers throughout the text refer to this book. Additional information about wind tunnel
corrections may be found in a comprehensive manner in Ref. 2. A summary of the most
important corrections for a closed jet wind tunnel (Fig. 3) is given in the following sections.


Fig. 3. - Open Return Wind Tunnel
Anatomy of an open return, closed jet wind tunnel, similar to Parks Low-Speed Tunnel.
Compared to closed return tunnels, these tunnels are noisier and require more power to
run, but are lower in cost. (Reprinted from Ref. 1)

1) Corrections Arising from the Calibration of the Test Section:

a. Velocity variation across the test section (Sec. 3.12): The velocity (and hence the
dynamic pressure) may not be uniform throughout the test section. This variation can
be measured by a pitot-static tube and conveniently mapped.

b. Variation of flow direction in the test section (Sec. 3.14): The existing up flow and
cross flow in the test section may be measured by any of the devices outlined in
Section 3.4 (i.e. yaw head, claw). For example, an up flow across the wing span
results in an effective twist being imparted to the wing, and a cross flow gradient in
the region of the vertical tail will change the slope of the yawing moment versus
sideslip or yaw angle.

c. Longitudinal static gradient (Sec. 3.13): All tunnels with closed test sections
experience a decrease in static pressure from the front to the back end of the test
section. Thus, there is a tendency for the model to be drawn downstream (Horizontal
Buoyancy). Some tunnels have slightly expanding test sections to counteract this
effect.

2) Corrections Arising from the Balance Calibration (4.13):

a. Wind tunnel balances are extremely complex contraptions and must be properly
calibrated in order to provide accurate readings. No balance exists that is capable of
perfectly measuring the loads it was intended to measure. In other words, when a
pure lift load is applied, not only the lift-load sensor will be affected, but also the
other five sensors as well (to a lesser degree). This is known as balance interactions,
and must be corrected by proper calibration.

b. There are two sources of errors in balances. The first arises from misalignment of the
balance parts, caused by manufacturing tolerances and wear. These errors are linear
in nature. The other arises from the elastic deformation of the various parts, and are
of the second-degree order and nonlinear. The calibration of the balance involves
arriving at a set of equations (usually in matrix form) that will appropriately correct
the raw balance readings.

c. The Parks College wind tunnel features first-order balance corrections already
incorporated in the data acquisition program, therefore the student does not need to
worry about this correction in a direct manner.

3) Tare and Interference Drag Corrections (4.17):

a. Tare and interference drag: The supports that hold the model in place will affect the
airflow around the model and will have some drag themselves. The effect of the
supports in the flow is called interference and the drag of the supports tare. The
evaluation of tare and interference drag is a very complex and lengthy procedure.
Shielding the supports can minimize tare, but the added size of the shielding would
probably increase the interference drag. The combined effect can be accurately
determined using the "image method". For the level of accuracy desired in the lab, it
is enough to use thin, unshielded model supports. In this fashion, the interference
drag is minimized, and the tare drag can be approximately computed by a tare run,
that is, running the tunnel with the supports only and recording the observed forces.

b. Moment transfer to the model's center of gravity: Some important definitions follow:
The balance moment center is the location about which the balance measures the
three different moments (rolling, pitching, and yawing moments). The trunnion is the
point about which the model rotates in pitch. All measured moments must be
transferred from the balance moment center to the model's CG, which at times can be
complicated if the trunnion and the moment center do not coincide. In most cases,
however, balances are designed so that the trunnion and the moment center are
coincident. Note that there are no corrections needed to transfer the forces to the
model's CG. In the Parks College tunnel, the trunnion and the moment center
coincide and are located at the holes near the tip of the front mounting struts, like
shown in Fig. 2.

c. Weight Tare Correction: Usually, the balance moment center location does not
coincide with the model CG location. Consequently, when the model is pitched,
yawed or rolled the displacement of the model's CG will generate a moment that the
balance will register, and that must be subtracted from the balance reading.

4) Boundary Corrections:

a. There is no difference in having the model still and the air moving instead of the other
way around, as is done in wind tunnels, but there is a noticeable difference in testing
the model in the open atmosphere or in a closed, bounded test section. The presence
of the lateral boundaries produces a number of effects, the most important of which
are:

i. Solid Blockage (Sec. 6.10): The presence of the model in the closed test
section poses an obstruction to the flow, thus increasing the effective dynamic
pressure in the test section. Forces and moments at a given angle of attack are
also increased. If solid blockage corrections are to be kept small, it is
recommended that the model frontal area is no greater than 7.5% of the test
section cross-sectional area. This effect is often negligible in open test section
tunnels.

ii. Wake blockage (Sec. 6.11): The test section boundaries prevent the wake left
by the model from expanding freely. This effect increases with the increase of
wake size (drag). It is also negligible in an open test section, since the
airstream is then free to expand in a normal manner.

iii. Alteration to the local angle of attack along the span (streamline curvature):
In a closed test section the angles of attack near the wing tips of a model with
large span are increased excessively, making the tip stall start early. The
effect of an open jet is just the opposite. In both cases, the effect becomes
negligible if the model span does not exceed 0.8 of the test section width.

Additional corrections can be found in Ch. 6 of Pope Low Speed Wind Tunnel Testing.






NOMENCLATURE:

(Coefficient)
u
Uncorrected coefficient
(Coefficient)
C
Corrected coefficient
B Test section width
b Geometric wingspan
b
e
Effective wingspan
b
v
Vortex span
C
(subscript)
Coefficient of (subscript)
C
M
Moment coefficient (roll, pitch, yaw)
d Maximum diameter of fuselage
H Test section height
k Effective wingspan/tunnel width, b
e
/B
K
1
Body shape factor for blockage

K
2
Fuselage shape factor for blockage
l Length of body
l
t
Distance from CG to (1/4) MAC of tail
q Freestream dynamic pressure
q
C
Corrected freestream dynamic pressure
Re Reynolds number
S
W
Model reference area (Wing Area)
S
t
Tail area
o
g
Geometric (uncorrected) AOA
o
C
Corrected AOA
o Boundary correction factor
c
t
Total solid blockage correction factor
c
sbB
Body solid blockage correction factor
c
sbW
Wing solid blockage correction factor
c
struts, windshields
Strut and windshields solid blockage correction factor
t
1
Tunnel correction factor for blockage
t
2
Downwash correction factor

PROCEDURE:

The complete aircraft to be tested is the Diamond DA-20 (Fig. 4), which is the model used for
Parks flight school. The model has a removable tail and wings for multiple configurations.


Figure 4. Diamond DA-20.


Run
Number
o
Velocity Board
Airspeed
Comments
1
-8 to +16 in 2
increments
0 mph Tare Run: Full Model, No Wind
2 same 65 mph Full Model: no roll, no yaw
3 same 65 mph Full Model: added roll, no yaw
4 same 65 mph Full Model: no roll, added yaw
5 same 65 mph Tail Off Model: no roll
6 zero AOA only 65 mph Tare Run: No Model

The Tail Off run will allow determination of the wing-only lift coefficient, C
LW
. This lift
coefficient will be used later in calculating different corrections to the angle of attack.

1) Familiarize yourself with the basic wind tunnel operating procedures, the speed control, the
balance and the Lab View data acquisition program.

2) Lock the balance and install the model in the test section, using unshielded struts. Assemble
the aluminum floor sections and seal any gaps with masking tape. Carefully, pitch the
model trough the full angle of attack range and check for any binding.

3) Determine the zero geometric angle of attack (o
g
), by using an angle of attack indicator or
level. Afterwards, TARE the AOA indicator in the computer.

4) Unlock the balance. TARE balance readings. Before starting a run make sure nothing is left
in the section (i.e. tools, tape).

5) Close test section doors (both!!!).

6) Check for any persons around the exhaust of the tunnel. Say CLEAR aloud, start the tunnel,
and accelerate to the proper airspeed.

7) Proceed through the pitch run, taking data at the appropriate AOA. Once the run is complete,
record any observations made during the test.

8) Stop the tunnel motor and slowly close the speed control.

9) Using the Save Data icon, save the data on a USB flash drive.

a. NOTE: The data is saved in a standard text file format with the data items separated by
commas, and can be read by any spreadsheet program. An electronic spreadsheet
program (Excel) is highly recommended to speed-up data reduction. When using Excel
to manipulate data (recommended), select the Text Comma Separator options from
the Load File menu, prior to loading the data text file.

10) LOCK the balance before reconfiguring the model for the next run.

11) Reconfigure the model for the next run (ask instructor for assistance).

12) TARE the balance before commencing the next run.

13) When all runs are complete record or compute the following data:

Wing
-Wing area (S
W
) -Wing MAC (

)
-AR
W
-Wing Volume
-Wingspan (b)
-Nominal CG location (25%

)

Horizontal Tail:
-Tail area (S
T
) -Tail MAC (

)
-AR
T
- l
T
: distance from CG to 25%

-Model Trunnion Location with respect to CG (see Fig. 5)
-Fuselage Volume
(1)


Wind Tunnel:
-Height (H) and width (B) of test section
-Test section Fillet dimensions (to properly calculate tunnel cross-sectional area)
-Thickness and Height of Struts

(1)
A good approximation of the volume of a streamlined body of revolution is V=0.45 l d
2
where l is the length of
the model and d is the largest diameter of the body
- ambient pressure and temperature
- ambient density
- model Reynolds number


DATA REDUCTION:

It is assumed that there is zero velocity and zero flow direction variation across the test section,
therefore corrections (A.1) and (A.2) will not be applied. The horizontal buoyancy correction
(A.3) will also be neglected, although all that it is needed to apply it is the longitudinal static
pressure gradient of the test section, which is easily measured.

The corrections for balance interaction (B) have already been applied to your data by the data
acquisition program.

At this point, subtract the No Wind Tare Run values and the No Model Tare Run values from the
model runs. This will yield the uncorrected values, which will be designated by a u subscript ()
u
.
If the dynamic pressure for all the runs was the same, this can be done in force and moment
units. Otherwise, it will need to be done using non-dimensional coefficients.
In equation form:

D
u
= D - D
No Model Tare Run

M
u
= M - M
No Wind Tare Run

or
C
Du
= C
D
- C
DNo Model Tare Run

C
Mu
= C
M
- C
M,No Wind Tare Run


Solid Blockage Correction:


2
3
1 1
) volume wing (
X
K
sbW
t
c =
2
3
1 3
) e body volum (
X
K
sbB
t
c =

X is the test section cross-sectional area
is obtained from Fig. 6.14
K
1
and K
3
are obtained from Fig. 6.13

Total solid blockage is

Wake Blockage Correction:

Use the equation below to account for wake blockage.

) (
4
5
4
DO Di Du
W
DO
W
wbt
C C C
C
S
C
C
S
+ = c

For unseparated flow, C
Du
= C
DO
+ C
Di
, hence, making the right most term of this equation zero.
For separated flows however, C
Du
> C
DO
+ C
Di
, and the full equation must be used (refer to
Pope). For the angle of attack range assigned, one can assume the flow remains unseparated. If
one assumes that the drag can be represented by the usual drag polar equation, C
D
= C
Do
+KC
L
2
,
the parasite drag coefficient, C
DO,
can be found using a C
D
(y-axis) versus C
L
2
(x-axis) graph.
The slope of the graph will determine K, and the intercept on the C
D
axis will determine C
DO
.
Furthermore, it is known that,
Re
1
A
K
t
= so Oswald's efficiency factor e can be determined.
The struts and windshields (strut fairings) also create wake and solid blockage. Their
contribution can be calculated by
Area Section Test
Area Frontal
4
1
,
=
s windshield struts
c

The total blockage correction is then
t
=
sbt
+
wbt
+
struts,windshields
and the corrected value of the test
section dynamic pressure is q
C
=q(1+c
t
)
2
. This corrected value of the dynamic pressure is to be
used in all subsequent calculations. If coefficients were computed using the uncorrected
dynamic pressure, these coefficients will need to be recalculated using the corrected dynamic
pressure.

Now the data reflects the correct aerodynamic forces on the balance (i.e. it is corrected for all
tares and weights) and has the correct dynamic pressure. Note that the lift coefficient is fully
corrected at this stage.

Moment Transfer:

The moments will be transferred now to the model's nominal CG, assuming the trunnion and the
balance moment center are coincident (ours are, indeed), as shown in Fig.5. Use the equation

C
mCG,u
= C
mu
- x(C
L
cos o + C
Du
sin o) - y(C
Du
cos o - C
L
sin o)

or

M
CG,u
= M
u
- x(L cos o + D
u
sin o) - y(D
u
cos o - L sin o)

to perform this transfer. The variables x and y are the horizontal and vertical distances from the
trunnion (Fig. 5, yellow circle) to the nominal CG location (25%).


Figure 5. Moment transfer from trunnion to CG.
Wall Corrections:

As stated in the introduction, wall corrections will affect the angle of attack, drag, and pitching
moment coefficients.

The corrected angle of attack is o
c
= o
g
+ Ao
up
+ Ao
w

Where o
g
is the geometric (measured) AOA

Ao
up
is correction (A.2), assumed zero

Ao
w
= o(1+t
2
)(S
W
/C)(180/t)C
LW


C
LW
is the wing-only lift coefficient, obtained in run #4 or #5

o is found as follows:

a) from Fig. 6.23, find b
v
/b

b) find effective span: b
e
= (b+ b
v
)/2

c) use Fig. 6.29 to find o

t
2
is found from Fig. 6.52, with k = b
e
/B

The t
2
factor in this correction compensates for streamline curvature induced by the tunnel walls.

When performing the calculations for the no-flap configuration, use the C
LW
corresponding to
the no flaps wing-only run. Likewise, use the flaps-down C
LW
for the flaps down corrections.

The drag coefficient corrected for blockage effects, wall effects, and tare is C
DC
= C
Du
+ AC
Dup
+
AC
dw,
assuming the corrected value of dynamic pressure (q
C
) was used in all calculations. The
different terms in this equation stand for:

C
Du
is the uncorrected (measured) drag coefficient

AC
Dup
is correction (A.2), assumed zero

AC
dw
= o C
LW
2
(S
W
/C)

The wall correction to C
m
can be significant. It is computed as follows:

C
mCGC
= C
mCGu
- AC
mCGt,
and

AC
mCGT
= , where
The term is the variation in pitching moment coefficient with horizontal tail incidence
angle which may be found performing another wind tunnel test (see Expt. 3). If experimental
measurements are not available, it can be estimated as follows:

= -a
T
T
Vq
Assuming a two-dimensional tail lift curve slope of 0.100 per degree a
t
q
t
= 0.0533. Also:

W W
T T
MAC S
S l
V = .

The parameter t
2
may be found from Fig. 6.52.



RESULTS:

I. Generate the following using raw data gathered (uncorrected for anything) but
transferred to the nominal CG (25% ). Doing this will help determine if corrections
were reasonable or not.

a) C
Lu
vs. o
g
(tail off and tail on)

b) C
Du
vs. o
g
(tail off and tail on) (if drag needs a sign change do it here)

c) C
Mpitch,u
vs. o
g
(tail off and tail on)

d) C
Mpitch,u
vs. C
Lu
(tail off and tail on)

II. Apply the corrections described above and obtain the following corrected plots:

e) C
LC
vs. o
C
(tail off and tail on)

f) C
DC
vs. o
C
(tail off and tail on)

g) C
Mpitch,C
vs. o
C
(tail off and tail on)

h) C
Mpitch,C
vs. C
LC
(tail off and tail on)

Comment about the differences between the corrected and uncorrected data.

III. Using the corrected data, plot the following:

i) C
Mroll,C
vs. o
C
(no roll and roll added tests)

j) C
Myaw,C
vs. o
C
(no yaw and yaw added tests)

Comment how the added roll and added yaw affects the aircrafts performance (ex. stall,
yaw ability).

IV. Also find the following:

k) The static margin of the complete model (tail on) with CG at 25% and the neutral
point of same in terms of percent . Does this aircraft satisfy the criteria for
longitudinal static stability?

l) C
Lmax
comment about the value.

m) C
dmin
and zero-lift AOA (o
0L
) comment about these characteristics.

n) Lift curve slope comment about the value and how it compares to other aircraft.

o) Find the Reynolds number of the true-size aircraft cruising at 10,000 ft. (hint: find
the scaling ratio of the model to the 358 true-size wingspan). Comment how the
experiment could be changed based on your findings.




APPENDIX:

A word about trip strips:

As you probably know, transition from laminar to turbulent boundary layer depends greatly on
the Reynolds number (Fig. 6). The maintenance of a laminar boundary layer is favored by low
values of RN. Thus, wind tunnel models, which usually operate at a lower RN than real aircraft,
have too much laminar flow over their wings when compared to the full-size aircraft. A trip
strip, or artificial roughness, is used to fix the location of transition from laminar to turbulent
boundary layer, and in this way the flow over the models wing will more closely resemble that
of the full-size aircraft. It is important to simulate the correct transition location if accurate drag
readings are desired.

A trip strip is usually 0.125 to 0.250 in wide and can be made by blowing grit over wet adhesive
placed on the wing. Sometimes, a trip strip is constructed by placing several layers of tape at the
desired chord-wise transition point; even a string glued at the proper chord-wise location will
work. Refer to Section 7.1 for more information.





Figure 6. Effect of RN on boundary layer transition. The RN is greater in case (b), thus
forcing the transition point forward. Trip strips can be used on wind tunnel models, which
usually fly at a lower RN, to simulate the transition point found on the real aircraft.




REFERENCES

1) 1.Low Speed Wind Tunnel Testing, 2
nd
ed., W. H. Rae and A. Pope, John Wiley & Sons,
1984

2) Determination of Boundary Corrections in the McDonnell Polysonic Wind Tunnel.
D.G. Shors, McDonnell Aircraft Corporation, 1968.



FIGURE 6.52
FIGURE 6.29
PROCEDURE FOR STARTING THE DATA ACQUISITION SYSTEM ON THE
SUBSONIC WIND TUNNEL
(Prepared by Frank Coffey)


1) Turn on the computer and monitor.

2) The login username is aerolab and the password is LSWT.

3) Once the desktop is up click on the balance icon. Choose aerolab2.vi from the menu.

4) To start the program click on the black arrow in the upper left-hand corner. Tare out the
balance readings. MAKE SURE THE BALANCE IS UNLOCKED. To take data press
the grab button. To save the data press the yellow save button. Once the data is
saved to a disk the data will be lost on the balance program.

5) There is a vertical slider bar on the left hand side of the screen. This is to smooth out the
fluctuation of the data. Move the slider to 50% range. Wait a couple of seconds then
lower the slider to 25% range. Wait a couple of seconds then move it to around 10%
range. Wait a couple of seconds, now you are ready to take a data point. Once the data
point is taken, move the slider back to 50%. Move model or make adjustments to test
and then repeat the step down procedure for the next data point.

6) If you want to view the data on the graphs on the right hand side of the screen while the
test is running you MUST set the x and y-axis BEFORE you begin taking data. To clear
the graphs right click on the graph and choose clear graph before you start the next data
run.

7) To stop the program click on the red stop sign icon in the upper left hand corner. You
will lose all data if you stop the program. To close the program click on the X in the
upper right hand corner of the screen. Shut down the computer and turn off the monitor.

8) If you encounter any problems or have any questions, get Frank Coffey the lab
technician. DO NOT proceed if you have any doubts!!!