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Laboratory Manual
III YEAR B.TECH
(AERONAUTICAL ENGINEERING)
(AERONAUTICAL ENGINEERING)
Experiment - 2:
Centrifugal Flow Compressor Test Rig 6
2.1 Viva Questions 15
Experiment - 3:
Calibration of Low-Speed Wind Tunnel 16
3.1Viva Questions 20
Experiment – 4:
Fluid Flow Studies Using Blower 21
4.1 Viva Questions 27
Experiment -5:
Calculation of Drag On Wooden Cylinder 28
5.1Viva Questions 31
Experiment – 6:
Calculation Of Cl And Cd Of Naca 2312 Airfoil 32
Experiment – 7:
Flow Visualization Technique 39
Experiment – 8:
Axial Flow Fan Test Rig 41
6.1 Viva Questions 47
Department of Aeronautical Engineering
Experiment 1
EQUIPMENT REQUIRED:
1 Low Speed Wind Tunnel Set-up.
2 Airfoil model.
THEORY:
A body immersed in a flowing fluid is exposed to both pressure and viscous forces. The sum of
the forces that acts normal to the free-stream direction is the lift, and the sum that acts parallel to
the free-stream direction is the drag. The geometric and dynamic characteristics of airfoils are
shown in figure. This experiment is concerned with computation of the pressure distribution on a
stationary airfoil mounted in the test section of a wind tunnel. We will consider only two-
dimensional airfoils where tip and root effects are neglected.
Because the velocity of the flow over the top of the airfoil is greater than the free-stream
velocity, the pressure over the top is negative. This follows directly from the application of
Bernoulli’s equation. Similarly the velocity along the underside of the airfoil is less than the free-
stream velocity and the pressure there is positive.
Hence, both the negative pressure over the top and the positive pressure along the bottom
contribute to the lift. There are a variety of ways to measure lift. In this experiment, the lift
force, L, on the airfoil will be determined by integration of the measured pressure distribution
over the airfoil’s surface. Typical pressure distribution on an airfoil and its projection on the
airfoil normal are shown in Figure
The pressure distribution on the airfoil is expressed in dimensionless form by the pressure
coefficient Cp
Cp = 2(Pi-P∞)
ρU2
EXPERIMENTAL PROCEDURE:
1. Mount the model on the stand provided and keep the model in the Wind Tunnel through
the opening at the bottom. The tail edge facing the fan. Care should be taken to ensure
that the rod connecting the model to the balance does not touch the wind tunnel wall.
This should be checked even when the wind tunnel is in operation.
2. Connect the pressure tapping to the multi tube manometer as per the table give and note
the angle of incidence of air on the model. The incidence angle is changed by loosening
the bolts and manually positioning the aerofoil at the required incidence angle. Give pitot
tube connections.
3. Switch on the Drive unit.
4. Note the reading of Prandtl Pitot tube.
5. Calculate the velocity of flow using the readings in Prandtl Pitot tube.
6. Note the reading on differential pressure water connected to the Pitot tube.
7. Note the readings on the multi tube manometer P1 to P12 and P13 corresponds to the
atmospheric pressure.
8. Note the angle of inclination of the manometer.
9. For different angle of incidence of model and for different air flow rate, the experiment
may be repeated.
TABULAR COLUMN:
Points 1 2 3 4 5 6 7 8 9 10 11 12
1 5 15.5 15.3 15.3 17.2 15.3 15.3 15.3 15.4 15 18 15.4 15.4 17.4 32 30
2 10 15.5 15.4 15.3 17.2 15.4 15.4 15.4 15.4 15 19 15.2 15.2 18 32.5 29.5
Velocity of flow
v =√2𝑔a
Where
ha = 𝜌 w /𝜌a *(h1-h2)
= (1000 /1.23) *(32-30)*10e-02
= 16.26m
v =√2𝑔a = (2 ∗ 9.81 ∗ 16.26) = 17.86m/s
Pi P h i h ΔP hlocal
Cp
Po P h o h q h pitot static
Note: After simplification we observe that density and gravity multiples are going to be same in
case of static and free stream pressures
2(15.3−15.5)
Cp1 = = 0.001
1.23∗ 17.86 2
On similar basis we calculate for coefficient of pressure for different stations
S.No H1 H2 V
1 20.5 18.7 17.448
2 20.4 19 15.388
α cp1 cp2 cp3 cp4 cp5 cp6 cp7 cp8 cp9 cp10 cp11 cp12
-10 1.18247E-05 0.00033 0.00181627 0.00014 0.00027 0.00027 0.00014 1.18247E-05 0.00149 0.00085 1.18247E-05 0.00143
-5 1.18247E-05 0.00043 0.00249754 0.00034 0.00018 0.00043 9.5E-05 -7.1032E-05 0.00208 0.00125 1.18247E-05 0.00208
Results:
VIVA QUESTIONS
In aerodynamics, angle of attack specifies the angle between the chord line of the
wing of a fixed-wing aircraft and the vector representing the relative motion between the
aircraft and the atmosphere.
The critical angle of attack is the angle of attack which produces maximum lift
coefficient. This is also called the "stall angle of attack".
When the airfoil is located in a stream of air of velocity, the flow has to part near
the leading edge and pass along the upper and the lower airfoil surface. At the location,
where the flow is splitting up, the flow velocity is reduced to zero. This point is called
stagnation point. It is located close to the leading edge of the airfoil, but its position
moves with angle of attack.
Lift Coefficient
1. INTRODUCTION
Imagine a simple case where flow passes through a straight pipe to enter
centrifugal compressor. The simple flow is straight, uniform and has no swirl. As the
flow continues to pass into and through the centrifugal impeller, the impeller forces the
flow to spin faster and faster. According to a form of Euler's fluid dynamics equation,
known as pump and turbine equation," the energy input to the fluid is proportional to the
flow's local spinning velocity multiplied times the local impeller tangential velocity. In
many cases the flow leaving centrifugal impeller is near or above 1000 ft./s or
approximately 300 m/s. It is at this point, in the simple case according to Bernoulli's
principle, where the flow passes into the stationary diffuser for the purpose of converting
this velocity energy into pressure energy
Centrifugal compressors are also similar to centrifugal pumps. The key difference
between centrifugal compressors and centrifugal pumps is that the compressor working
fluid in a gas (compressible) and the pump working fluid is liquid (in-compressible).
Again, the engineering techniques used to design a centrifugal pump are the same as
those to design a centrifugal compressor. Yet, there is one important difference, the need
to deal with cavitation in pumps.
1. INTRODUCTION
Imagine a simple case where flow passes through a straight pipe to enter centrifugal
compressor. The simple flow is straight, uniform and has no swirl. As the flow continues to pass
into and through the centrifugal impeller, the impeller forces the flow to spin faster and faster.
According to a form of Euler's fluid dynamics equation, known as pump and turbine equation,"
the energy input to the fluid is proportional to the flow's local spinning velocity multiplied times
the local impeller tangential velocity. In many cases the flow leaving centrifugal impeller is near
or above 1000 ft./s or approximately 300 m/s. It is at this point, in the simple case according
to Bernoulli's principle, where the flow passes into the stationary diffuser for the purpose of
converting this velocity energy into pressure energy
Centrifugal compressors are also similar to centrifugal pumps. The key difference
between centrifugal compressors and centrifugal pumps is that the compressor working fluid in
a gas (compressible) and the pump working fluid is liquid (in-compressible). Again, the
engineering techniques used to design a centrifugal pump are the same as those to design a
centrifugal compressor. Yet, there is one important difference, the need to deal with cavitation in
pumps.
pressure the turbine operates in reverse by extracting energy from the flow thus reducing its In
other words power is input to compressors and output from turbines.
A simple centrifugal compressor has the following four components: inlet, impeller/rotor,
diffuser, and collector. The flow (working gas) enters the centrifugal impeller axially from right
to left. As a result of the impeller rotating clockwise when looking downstream into the
compressor, the flow will pass through the volute's discharge cone moving away from the
viewer.
Inlet
The inlet to a centrifugal compressor is typically a simple pipe. It may include features such as a
valve, stationary vanes/airfoils (used to help swirl the flow) and both pressure and temperature
instrumentation. All of these additional devices have important uses in the control of the
centrifugal compressor.
Centrifugal impeller
The key component that makes a compressor centrifugal is the centrifugal impeller. It is the
impeller's rotating set of vanes (or blades) that gradually raises the energy of the working gas.
This is identical to an axial compressor with the exception that the gases can reach higher
velocities and energy levels through the impeller's increasing radius. In many modern high-
efficiency centrifugal compressors the gas exiting the impeller is traveling near the speed of
sound.
Impellers are designed in many configurations including "open" (visible blades), "covered or
shrouded", "with splitters" (every other inducer removed) and "w/o splitters" (all full blades).
Most modern high efficiency impellers use "backsweep" in the blade shape.
Euler’s pump and turbine equation plays an important role in understanding impeller
performance.
Diffuser
Bernoulli's fluid dynamic principal plays and important role in understanding diffuser
performance.
Collector
The collector of a centrifugal compressor can take many shapes and forms. When the
diffuser discharges into a large empty chamber the centrifugal compressors collector may be
referred to as a Plenum. When the diffuser discharges into a device that looks somewhat like a
snail shell, bull's horn or a French horn, the collector is likely to be referred to as a volute or
scroll. As the name implies, a collector’s purpose is to gather the flow from the diffuser
discharge annulus and deliver this flow to a downstream pipe. Either the collector or the pipe
may also contain valves and instrumentation to control the compressor. For example, a
turbocharger blow-off valve.
The apparatus consists of Three Stage Compressor according to the standard design.
The compressor is directly coupled to KIRLOSKAR motor of 2hp capacity by means of Flange
coupling.
The motor is controlled by means of AC Drive of same capacity to conduct the experiment at
different speeds.
Pressure Tappings are provided at inlet, stages and outlet, with manometer for measuring.
Multi Tube Manometer and U – Manometers are made of clear Acrylic with vinyl sticker
scale to for better readings.
Starter for the motor and Energymeter for power measurement are provided in the control panel
with other necessary intruments.
Compressor assembly with motor is mounted on the separate frame made of C – channel. This
makes the complete assembly sturdy.
The control panel is made of MS tube with powder coating with panel made of NOVAPAN
BOARD.
3. EXPERIMENTATION:
AIM:
PROCEDURE:
CALCULATIONS:
𝑤 ∗ 𝑠𝑢𝑓𝑓𝑖𝑥
𝐻𝑎 = 𝑚 𝑜𝑓 𝑎𝑖𝑟
𝑎
𝐻𝑎𝑖𝑛𝑙𝑒𝑡
0 % = 𝑥 100
𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡
𝑊𝑖𝑠𝑜 = 𝑎 ∗ 𝑄𝑎 ∗ ln 𝑟 𝑘𝑊
Where,
𝐶𝑑 𝐴1 𝐴2 2𝑔𝐻
Where, 𝑄𝑎 = 𝑚3 𝑠
𝐴12 − 𝐴22
A1 = Area of at the inlet
𝑑 𝑖2
d1 = Dia of the pipe= 0.04m `𝐴𝑖 = 4
𝑚2
i = 1,2
𝑛 ∗ 3600
𝐼𝑃 = 𝑘𝑊
𝐾∗ 𝑇
Where
𝑜
𝑖𝑠𝑜 % = 𝑥 100
𝐼𝑃
𝑤 ∗ 𝑠𝑢𝑓𝑓𝑖𝑥
𝑯𝒂 =
𝑎
Inlet
Outlet
𝐻𝑎𝑖𝑛𝑙𝑒𝑡 758.3
0 % = 𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡
∗ 100 = 1508 .3
∗ 100 = 50.27 %
𝑊𝑖𝑠𝑜 = 𝑎 ∗ 𝑄𝑎 ∗ ln 𝑟 𝑘𝑊
Where,
Input Power, IP
𝑛 ∗ 3600
𝐼𝑃 = 𝑘𝑊
𝐾∗ 𝑇
5∗3600
= = 0.84 KW
240∗ 89
𝑜
𝑖𝑠𝑜 % = ∗ 100
𝐼𝑃
0.50
= ∗ 100 = 59.52 %
0.84
PRECAUTIONS:
Viva Questions
4. Define Surge?
Experiment 3
CALIBRATION OF LOW-SPEED WIND TUNNEL
AIM:
To find out the mach number of low speed wind tunnel.
EQUIPMENT REQUIRED
Wind tunnel
Manometer setting
Motor.
THEORY:
Wind tunnel is referred to a facility which provides a controllable flow field for testing
aerodynamic models and studying flow phenomena. Low speed is referred to the air flow speed
lower than 100 m/s, for which the incompressible flow condition is satisfied
Closed circuit
wind tunnel
Fan drive: provide a pressure increase of flow, to overcome the pressure loss in the tunnel
circuit.
Test section: provide desirable flow condition and space for model testing or experiment, where
the instrumentation is situated. (Reynolds number is of the major concern to manage the issue of
dynamic similarity.)
Diffuser: a device to lower the air flow speed, consequently reduce the pressure loss due to
friction
Guide vanes: to guide the flow through the turning duct, and reduce the extent of secondary
flows.
Transition duct: the device to connect the upstream and downstream components of different
cross-sectional shapes.
Settling Chamber: A large space in front of the Nozzle to lower the air flow speed, and to
maintain the flow in uniform distribution and lower turbulence intensity.
Nozzle (Convergent section): to accelerate the flow speed to reach the desirable level in the test
section, meanwhile reduce the turbulence intensity.
EXPERIMENTAL PROCEDURE:
TABULAR COLUMN:
FORMULAE:
MODEL CALCULATION:
= 8.13 m
= 12.62 m/s
= 0.0371
RESULT:
Viva Questions
1. What is an Incompressible Flow?
2. Explain Speed of Sound?
3. Define Mach number?
4. What is a Potential Flow?
5. Define Stream Function, Velocity Potential?
Experiment 4
FLUID FLOW STUDIES USING BLOWER
AIM:
To conduct test on the given blower and to determine the overall efficiency using Forward,
Backward and Radial vanes provided.
EQUIPMENT REQUIRED:
THEORY:
Centrifugal Blower: A centrifugal fan/ blowers use the kinetic energy of the impellers or the
rotating blade to increase the pressure of the air/gas stream which in turn moves them against the
resistance caused by ducts, dampers and other components. Centrifugal fans accelerate air in
radial direction, changing the direction (typically by 90o) of the airflow. Centrifugal fan is a
constant CFM device or a constant volume device, meaning that, at a constant fan speed, a
centrifugal fan will pump a constant volume of air rather than a constant mass. This means that
the air velocity in a system is fixed even though mass flow rate through the fan is not.
When one fan can’t afford the necessary flow and pressure, the fans must be run in series
two or more, in order to achieve the goal. The pressure of the centrifugal fan is high, so it is
widely used in the production and has high using frequency; the centrifugal fans in series are
often applied in practical production. According to the relevant statistics, fan power consumption
accounting for 12% of the total electricity consumption.
Impeller: An impeller is a rotor inside a tube or conduit used to increase the pressure and flow
of a fluid.
Working of Impeller: Air or gas enters the impeller through the inlet nozzle which provides
slight acceleration to the air before its entry to the impeller. The action of the impeller swings the
gas from the smaller to larger radius and delivers the gas at high pressure and velocity to the
casing. Thus unlike the axial type, here the centrifugal energy also contributes to the static
pressure rise. The flow from the impeller blades is collected by a spirally shaped casing known
as scroll or volute. It delivers the air to the exit of the blower.
Fabrication of an impeller: The centrifugal fan impellers can be fabricated by welding curved
or almost straight metal blades to the two side walls of the rotor or it can be obtained in one piece
by casting. Such an impeller is of enclosed type. The open types of impellers have only one
shroud and are open on one side. A large number of low pressure centrifugal fans are made out
of thin sheet metal.
Impeller size and shape: The peripheral speed of the impeller with a given geometry is decided
by the stage pressure rise. Therefore for the desired value of the peripheral speed there are
various combinations of the impeller diameters and the rotational speeds.
Straight or curved sheet metal blades or aerofoil shaped blades have been used in centrifugal fans
and blowers. Sheet metal blades are circular arc shaped or of a different curve. They can be
either being welded or riveted to the impeller disc. The blade exit angles depend on whether they
are backward –swept, radial or for forward –swept.
EXPERIMENTAL PROCEDURE:
1. Fill mercury in the Manometer provided for Venturimeter, the levels must be equal, if not
remove air blocks.
2. Fill water in the manometer provided for Prandle Pitot tubes, provided on the suction and
delivery side.
3. Close the cock connected to the inner pipe of the Pitot tube and leave this column of the
manometer open to the atmosphere.
4. Open the cock connecting the static pressure end of the Pitot tube.
5. Close the delivery control valve and start the unit.
6. Note the time taken for 10 revolution of energy meter reading.
7. Note the spring balance reading connected to the torque arm of the swinging field motor.
8. Note the speed of the motor.
9. Note the manometer readings.
10. Repeat the experiment for different openings of the delivery valve and for different
impeller vanes.
CALCULATIONS:
1 Blower Discharge(Qt)
2 Total Head
H=Hd + Hs -----------------------------
(2)
3 Blower Output Power
5 Blower Efficiency
Where; Hs = h1 - h2 (S1/S2 - 1)
g = 9.81m/sec2
h = h1 - h2 (S1/S2 - 1) m
In the case of the blower provided with swinging field motor the input power may also be
calculated as follows.
Motor
Blower
Valve RPM Time for 5 rev Spring Blower
S. No Venturi head Delivery head Suction head efficiency
energy meter balance efficiency
positio with spring
n
1 25% 2914 0.19 0.175 0.20 0.165 0.187 0.183 20 4.5 27.25 25
8
2 50% 2910 0.20 0.165 0.24 0.135 0.19 0.183 18 5.1 30 28.5
3 75% 2904 0.205 0.16 0.25 0.123 0.19 0.18 17.6 5.2 28.28 27.35
4 100% 2900 0.255 0.16 0.25 0.123 0.19 0.18 17.5 5.35 27.77 26.27
3
Qt =K √𝒉 m3/sec.
= [(0.208-0.165)(1000
1.23
1000
− 1)] + [(0.187-0.183)( 1.23 − 1)]
= 38.164
13600
Discharge (Q) =0.013417*[(0.19-0.175)( – 1)]
1.23
= 2.22 m3/s
= 1.23*2.22*9.81*38.164
= 1022 watts
3600 5
Input (Pi) =[ ]*[20 ]
240
= 3750 watts
1022
Blower efficiency (η) = ∗ 100
3750
= 27.25%
= 13.2435 Nm
2∗𝜋∗2914∗13.2435
Input power (Pi) = = 4042.925 Watts
60
1022
Blower efficiency with spring (ηS) = 4042 .925 *100 = 25%
GRAPHS:
2. H verses Efficiency.
RESULTS:
Viva Questions
1. Applications of Blower?
2. What is difference between Radial, Forward and Backward Vanes?
3. What is the purpose of Venturimeter?
4. How do you take reading of manometer for Hg fluid medium?
5. What is Blower?
6. What is Coefficient of Discharge?
Experiment 5
AIM:
PREREQUISITES:
THEORY:
A pre-requisite to aircraft performance analysis is the ability to calculate the aircraft drag at
various flight conditions. One of the jobs of a performance engineer is to determine drag force
produced by an aircraft at different altitudes, speeds and configurations. This is not an easy task,
since, this force is a function of several parameters including aircraft configuration. As it was
discussed, the drag is a function of aircraft speed, wing area, air density, and its configuration.
Each aircraft is designed with a unique configuration, thus, aircraft performance analysis must
take into account this configuration. The configuration effect of aircraft drag is calculated
through the drag coefficient (CD), plus a reference area that relates to the aircraft.
An aircraft is a complicated three-dimensional vehicle, but for simplicity in calculation, we
assume that the drag is a function a two-dimensional area and we call it the reference area. This
area could be any area including tail area, wing area and fuselage cross-sectional area, or
fuselage cross section, or fuselage surface area, or even aircraft top-view area. No matter what
the area is, the drag force must be the same. This unique drag comes from the fact that the drag
coefficient is a function of the reference area. Therefore, if we select a small reference area, the
drag coefficient will be large, but if we choose a large reference area, the drag coefficient will be
small. In an air vehicle with a small wing area (e.g. high-speed missile), the fuselage cross
sectional area is considered as the reference area.
The measurements of these areas are easy and they usually include the most important
aerodynamic part of aircraft. This simplified reference area is compensated with the complicated
drag coefficient.
1
𝐷 = 2 𝜌𝑣 2 𝐴𝐶𝑑 ------------(1)
The drag coefficient is a non-dimensional parameter, but it takes into account every aerodynamic
configuration of the aircraft including, wing, tail, fuselage engine, and landing gear. This
coefficient has two main parts (as will be explained in the next section). The first part is referred
to as lift-related drag coefficient or induced drag coefficient (CDi) and the second part is called
zero-lift drag coefficient (CDo). The calculation of the first one is an easy job, but it takes a long
time to determine the second part. In large transport aircraft, this task is done by a group of up to
twenty engineers for a time period of up to six months. For this reason, a large portion of this
chapter is devoted to the calculation of CDo. This calculation is not only time consuming, but also
is very sensitive, since it influences every aspect of aircraft performance. Drag is the enemy of
flight and its cost.
One of the primary functions of aerodynamicists is to reduce this coefficient. Aircraft designers
are also very sensitive about this coefficient, because any change in the external configuration of
aircraft will change this coefficient and finally aircraft direct operating cost.
EXPERIMENTAL PROCEDURE:
1. Mount the model on the stand provided and keep the model in the Wind Tunnel through
the opening at the bottom. The tail edge facing the fan. Care should be taken to ensure
that the rod connecting the model to the balance does not touch the wind tunnel wall.
This should be checked even when the wind tunnel is in operation.
2. Calibrate the strain gauge balance to indicate an initial value of Lift=0 and Drag=0.
3. Connect the pressure tapping to the multi tube manometer as per the table give and note
the angle of incidence of air on the model. The incidence angle is changed by loosening
the bolts and manually positioning the aerofoil at the required incidence angle. Give pitot
tube connections.
4. Switch on the Drive unit.
5. Note the reading on strain gauge balance
6. Note the reading of Prandtl Pitot tube.
7. Calculate the velocity of flow using the readings in Prandtl Pitot tube.
8. Note the angle of inclination of the manometer connected to Prandtl Pitot tube.
9. For different angle of incidence of model and for different air flow rate, the experiment
may be repeated.
10. Take the Readings of Drag from the strain gauge balance.
SPECIFICATIONS:
TABULAR COLUMN:
h1 h2 Velocity Actual
Motor
S.No drag CD
rpm m m m/s force
CALCULATIONS:
1 Velocity of a flow
(v) =√(𝟐𝒈𝒉a)
Where
ha = 𝝆 w /𝝆a *(h1-h2)
2 Co-efficient of drag( Cd) = Actual Drag Kg / Theoretical Drag force Kg
Case 1: Calculations and Results
(v) =√(𝟐𝒈𝒉a)
PRECAUTIONS:
1. Connect constant 440 V AC power supply to drive unit using suitable rating wire.
Connect the A.C. motor with the drive.
2. If the direction of rotation of the fan to be changed, interchange the wire in the
drive unit.
3. Ensure that the speed is in minimum position and turn on the main switch
4. Operate the push button switch slowly to obtain the required test section velocity
5. Note the readings without parallax error
RESULTS:
Viva Questions
1. What is Drag?
2. What is the significance of Coefficient of Drag?
3. Explain different types of Drag?
4. What is Reynolds Number and Explain its significance wrt Drag?
5. What is Wake?
6. Explain Laminar and Turbulent Flow?
Experiment 6
AIM:
To calculate the drag coefficient (Cd) and lift coefficient (Cl) of NACA-2312
Airfoil.
EQUIPMENT REQUIRED:
THEORY
A body immersed in a flowing fluid is exposed to both pressure and viscous forces. The
sum of the forces that acts normal to the free-stream direction is the lift, and the sum that
acts parallel to the free-stream direction is the drag. This experiment is concerned with
computation of the lift and drag on a stationary airfoil mounted in the test section of a
wind tunnel. We will consider only two-dimensional airfoils where tip and root effects
are neglected.
Because the velocity of the flow over the top of the airfoil is greater than the free-stream
velocity, the pressure over the top is negative. This follows directly from the application
of Bernoulli’s equation. Similarly the velocity along the underside of the airfoil is less
than the free-stream velocity and the pressure there is positive.
Hence, both the negative pressure over the top and the positive pressure along the bottom
contribute to the lift. There are a variety of ways to measure lift. In this experiment, the
lift force, L, on the airfoil will be determined by integration of the measured pressure
distribution over the airfoil’s surface. Typical pressure distribution on an airfoil and its
projection on the airfoil normal are shown in Figure 6.1.
EXPERIMENTAL PROCEDURE:
1. Mount the model on the stand provided and keep the model in the Wind Tunnel
through the opening at the bottom. The tail edge facing the fan. Care should be
taken to ensure that the rod connecting the model to the balance does not touch
the wind tunnel wall. This should be checked even when the wind tunnel is in
operation.
2. Calibrate the strain gauge balance to indicate an initial value of Lift=0 and
Drag=0.
3. Connect the pressure tapping to the multi tube manometer as per the table give
and note the angle of incidence of air on the model. The incidence angle is
changed by loosening the bolts and manually positioning the aerofoil at the
required incidence angle. Give pitot tube connections.
4. Switch on the Drive unit.
5. Note the reading on strain gauge balance
6. Note the reading of Prandtl Pitot tube.
7. Calculate the velocity of flow using the readings in Prandtl Pitot tube.
8. Note the angle of inclination of the manometer connected to Prandtl Pitot tube.
9. For different angle of incidence of model and for different air flow rate, the
experiment may be repeated.
10. Take the Readings of Drag from the strain gauge balance.
SPECIFICATIONS:
Aerofoil
Chord length = 160mm
Span =290mm
Area = 0.0464m2
TABULAR COLUMN:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
CALCULATIONS:
1 Velocity of a flow
(v) =√𝟐𝒈𝒉a
Where
ha = 𝝆 w /𝝆a *(h1-h2)
ρa -Density
MODEL CALCULATION:
Case1:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
Case3:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
Case4:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
Case5:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
Case6:
Actual
Actual 𝑪𝒍
S.No α drag h1 h2 Cl Cd
lift force 𝐶𝑑
force
GRAPHS:
Cl versus Cd
Cl versus α
Cd versus α
PRECAUTIONS:
1. Connect constant 440 V AC power supply to drive unit using suitable rating wire.
Connect the A.C. motor with the drive.
2. If the direction of rotation of the fan to be changed, interchange the wire in the
drive unit.
3. Ensure that the speed is in minimum position and turn on the main switch
4. Operate the push button switch slowly to obtain the required test section velocity
5. Note the readings without parallax error
RESULTS:
Viva Questions
1. What is NACA?
2. Explain NACA 4 Digit Series Airfoil?
3. What is Cambered Airfoil?
4. What is Lift and Drag and Explain significance of Lift and Drag
coefficient?
5. What is Center of Pressure and Aerodynamic Center?
Experiment – 7
To visualize the flow separation over Aerofoil and Cylinder at different angles of
attack
Apparatus:
Description:
Procedure:
1. Mount the test model at various angles on the stand provided in the test section of
wind tunnel. The trailing edge should be faced towards fan.
2. On the Smoke Generator and wait for few minutes to generate smoke.
3. Visualize the flow over test model and the streamlines separating from thesurface.
Precautions:
2. Wait for few minutes to generate the smoke after switching on Smoke generator.
Result:
Viva Questions
1. What is a Wind Tunnel?
2. Explain Different Flow Regimes?
3. What is Continuum and Free Molecular Flow? Explain its significance?
4. What do you mean by Oblique Shock wave and Expansion Fan/Wave?
5. What is Pitot Static Tube?
6. What is Static Pressure?
EXPERIMENT 8
AXIAL FLOW FAN TEST RIG
1. INTRODUCTION
Axial compressors are rotating, airfoil based compressors in which the working
fluid principally flows parallel to the axis of rotation. This is in contrast with other
rotating compressors such as centrifugal, axi-centrifugal and mixed-flow compressors
where the air may enter axially but will have a significant radial component on exit.
Axial flow compressors produce a continuous flow of compressed gas, and have
the benefits of high efficiencies and large mass flow capacity, particularly in relation to
their cross-section. They do, however, require several rows of airfoils to achieve large
pressure rises making them complex and expensive relative to other designs
(e.g. centrifugal compressor).
Axial compressors are widely used in gas turbines, such as jet engines, high speed
ship engines, and small scale power stations. They are also used in industrial applications
such as large volume air separation plants, blast furnace air, fluid catalytic cracking air,
and propane dehydrogenation. Axial compressors, known as superchargers, have also
been used to boost the power of automotive reciprocating engines by compressing the
intake air, though these are very rare.
However, elsewhere the total design and capacities have been discussed in
standard textbooks, here, the equipment is designed according to the standards and to the
very minimum capacity as because these are designed in large stages and capacities
which may vary in the range of several horsepower to ‘n’ number of stages.
In this equipment an attempt has been made to design the equipment for the
purpose of the academic purpose hence, certain main streams have been neglected due to
complexities in manufacturing the educational versions of smaller units, however, the key
features have been maintained to the maximum extent.
The apparatus consists of Three Stage Compressor according to the standard design.
Pressure Tappings are provided at inlet, stages and outlet, with manometer for
measuring.
Multi Tube Manometers are made of clear Acrylic with vinyl sticker scale to for better
readings.
Starter for the motor and Energy meter for power measurement are provided in the
control panel with other necessary instruments.
Compressor assembly with motor is mounted on the separate frame made of C – channel.
This makes the complete assembly sturdy.
The control panel is made of MS tube with powder coating with panel made of
NOVAPAN BOARD.
3. EXPERIMENTATION:
AIM:
hi ho h1 h2 h3 T sec
CALCULATIONS:
𝑤 ∗ 𝑠𝑢𝑓𝑓𝑖𝑥
𝐻𝑎 = 𝑚 𝑜𝑓 𝑎𝑖𝑟
𝑎
𝐻𝑎𝑖𝑛𝑙𝑒𝑡
0 % = ∗ 100
𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡
𝑊𝑖𝑠𝑜 = 𝑎 ∗ 𝑄𝑎 ∗ ln 𝑟 𝑘𝑊
Where,
Qa = A * V m³/s
𝐷2
𝐴= 𝑚2
Where, A = Area of duct at the inlet 4
𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡
ln r = compression ratio ln 𝑟 =
𝐻𝑎 𝑖𝑛𝑙𝑒𝑡
Input Power, IP
𝑛 ∗ 3600
𝐼𝑃 = 𝑘𝑊
𝐾 ∗MARRI
𝑇 LAXMAN REDDY INSTITUTIONS 44 | P a g e
Department of Aeronautical Engineering
Where
𝑜
𝑖𝑠𝑜 % = 𝑥 100
𝐼𝑃
𝑤 ∗ 𝑠𝑢𝑓𝑓𝑖𝑥
𝑯𝒂 =
𝑎
Inlet
Outlet
𝐻𝑎𝑖𝑛𝑙𝑒𝑡 111.66
0 % = 𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡
∗ 100 = 133.5
∗ 100 = 83.64 %
𝑊𝑖𝑠𝑜 = 𝑎 ∗ 𝑄𝑎 ∗ ln 𝑟 𝑘𝑊
Where,
𝐷2
Qa = A * V m³/s, 𝐴 = 4
𝑚2 , 𝑉 = 2 ∗ 9.81 ∗ 𝐻𝑎 𝑖𝑛𝑙𝑒𝑡 m/s
𝐷2 ∗0.32
𝐴= 4
= 4
= 0.070m2,
𝐻𝑎 𝑜𝑢𝑡𝑙𝑒𝑡 133.5
Qa = A * V m³/s = 0.070*1.62 = 0.1135 m³/s ln 𝑟 = 𝐻𝑎 𝑖𝑛𝑙𝑒𝑡
= 111.66 = 1.195
Input Power
𝑛 ∗3600 5∗3600
𝐼𝑃 = 𝑘𝑊 = = 0.903 KW
𝐾∗ 𝑇 240∗ 83
𝑜 0.8364
𝑖𝑠𝑜 % = 𝐼𝑃
∗ 100 =
0.903
∗ 100 = 92.62 %
PRECAUTIONS:
RESULT:
Viva Questions