DEPARTMENT OF AEROSPACE ENGINEERING

PAE Aerodynamics Lab

LAB MANUAL BOOK

Name :…………………………

Roll Number :…………………………

Semester :…………………………
 Experiment Number 1

Calibration of a subsonic wind tunnel by Test section static pressure

and total head distributions
Aim

To calibrate the low-speed subsonic wind tunnel.

Apparatus Required

Subsonic Wind tunnel, Manometer, Pitot - static tube.

Introduction
The calibration of wind tunnel is done to measure the tunnel speed, where the tunnel speed is
the mean wind speed at the test section when the tunnel is empty. The tunnel speed is measured
by measuring the dynamic pressure which can be measured through Pitot-static tube which is
based on the Bernoulli’s equation given by,

Where, P0- Total pressure in the fluid (air)

P - Static pressure of the air in the test section

ρ - Density of air

V - Velocity of air in the test section

Procedure

1. Look for any loose parts in the wind tunnel.

2. Verify the multitube manometer's manometer liquid level.
3. Attach the Pitot tube's static and total pressure ports to the manometer tubes so that the
pressure can be measured.
4. Write down the manometer's initial reading.
5. Operate the tunnel at various speeds and record the multitube and inclined manometer
readings.
6. Use the formula to determine the air flow velocity.
7. Draw the flow velocity versus fan speed graph (in rpm).
Formulas used

Calculating the velocity using Multitube-manometer

Using Bernoulli’s equation, we have

Or

Where, (h0 - h) or ∆h is the differential head of the manometric fluid (water). Density of
air 1.1 kg/m3 whereas the density of water is taken as 1000 kg/m3.
Readings
S. Fan Speed Velocity
No. (RPM) (m/s)
1
2
3
4
5

Graphs to be made

Fan Speed vs Velocity

Findings

Thus the wind tunnel is calibrated by using the pitot-static probe by measuring the total
and static pressure.
 Experiment Number 2

Surface pressure distributions and lift and pressure drag calculations on a three-
dimensional cambered air-foil at various incidence angles
Aim
Surface pressure distributions and lift and pressure drag calculations on a three-dimensional
cambered air-foil at various incidence angles.

Apparatus Required
Subsonic wind tunnel, Wing Model, Muti-Tube Manometer.

Introduction

An air-foil is a two-dimensional cross-section of a wing, which has been sliced in a particular

way direction of the airflow. The air-foil is the aerodynamic shape used to create a pressure
imbalance. The net pressure imbalance force (in an actual fluid, frictional forces are also
acting), totaled over the wing, is decomposed into lift and drag. By definition, lift is the net
force component perpendicular to the flow and drag is the net force component along the flow
direction.
Bend in the air-foil profile is referred to as camber. Observe that if the upper and lower surfaces
are the same shape, the mean camber line and the chord line are the same and the air-foil is
symmetric. A cambered air-foil will generate lift, even when α= 0 degree.

Procedure

1. Place the chambered wing in the test section

2. Set the chord angle to 0° by rotating the wing
3. Thorley check the wind tunnel whether loose connections are there or not.
4. Run the wind tunnel at 20 m/s, 25 m/s, 30 m/s, 35 m/s, 40 m/s.
5. Note down the reading from the console & manometer
6. Turn of the motor after taking all the reading
7. Repeat the experiment at 0°, 10°, 20°, -10°, -20°.

Formula’s Used

1) Co-efficient of Pressure
 Where,

2) Dynamic Pressure

Where,

3) Pressure

Where,

4) Co-efficient of Drag & Life

Readings

AOA 0°
S Lift Drag
5
10
15
20
 AOA 5°
Velocity(M/S) Lift Drag
5
10
15
20

AOA 10°
Velocity(M/S) Lift Drag
5
10
15
20

AOA 15°
Velocity(M/S) Lift Drag
5
10
15
20
 Experiment Number 3

Surface pressure distributions and lift and pressure drag calculations on a three-
dimensional unsymmetrical air-foil at various incidence angles
Aim
Surface pressure distributions and lift and pressure drag calculations on a three-dimensional
cambered air-foil at various incidence angles.

Apparatus Required
Subsonic wind tunnel, Wing Model, Muti-Tube Manometer.

Introduction

An air-foil is a two-dimensional cross-section of a wing, which has been sliced in a particular

way direction of the airflow. The air-foil is the aerodynamic shape used to create a pressure
imbalance. The net pressure imbalance force (in an actual fluid, frictional forces are also
acting), totalled over the wing, is decomposed into lift and drag. By definition, lift is the net
force component perpendicular to the flow and drag is the net force component along the flow
direction.
Bend in the air-foil profile is referred to as camber. Observe that if the upper and lower surfaces
are the same shape, the mean camber line and the chord line are the same and the air-foil is
symmetric. A cambered air-foil will generate lift, even when α= 0 degree.

Procedure

1. Place the chambered wing in the test section

2. Set the chord angle to 0° by rotating the wing
3. Thorley check the wind tunnel whether loose connections are there or not.
4. Run the wind tunnel at 5 m/s, 10 m/s, 15m/s.
5. Note down the reading from the console & manometer
6. Turn of the motor after taking all the reading
7. Repeat the experiment at 0°, 10°, 20°, -10°, -20°.

Formula’s Used

1. Co-efficient of Pressure
 Where,

2. Dynamic Pressure

Where,

3. Pressure

Where,

4. Co-efficient of Drag & Life

Readings
Velocity 5 (M/S)
AOA Lift Drag
0°
5°
10°
15°

Velocity 10 (M/S)
AOA Lift Drag
0°
5°
10°
15°
 Velocity 15 (M/S)
AOA Lift Drag
0°
5°
10°
15°

Velocity 20 (M/S)
AOA Lift Drag
0°
5°
10°
15°
 Experiment Number 4

THE PRESSURE DISTRIBUTION AND DRAG ACROSS A SPHERE.

Aim
To determine the Flow over a sphere

Apparatus Required
Subsonic wind tunnel, Sphere Model, Smoke Generator.

Introduction

A body moving through a fluid experiences a drag force, which is usually divided into two
components: frictional drag and pressure drag. Frictional drag comes from friction between the
fluid and the surfaces over which it is flowing. This friction is associated with the development
of boundary layers, and it scales with Reynolds number as we have seen above. Pressure drag
comes from the eddying motions that are set up in the fluid by the passage of the body. This
drag is associated with the formation of a wake, which can be readily seen behind a passing
boat, and it is usually less sensitive to Reynolds number than the frictional drag. Formally, both
types of drag are due to viscosity (if the body was moving through an inviscid fluid there would
be no drag at all), but the distinction is useful because the two types of drag are due to different
flow phenomena. Frictional drag is important for attached flows (that is, there is no separation),
and it is related to the surface area exposed to the flow. Pressure drag is important for separated
flows, and it is related to the cross-sectional area of the body.

Procedure
1. Place the Sphere in the test section
2. Turn on the heater form the console and set the temperature.
3. Thorley check the wind tunnel and smoke generator whether loose connections are
there or not.
4. Switch on the drive unit.
5. Run the wind tunnel at Low R.P.M
6. Click the picture of the flow.
Results
 Experiment Number 5

THE PRESSURE DISTRIBUTION AND DRAG ACROSS A AIR-FOIL.

Aim
To determine the drag over a air-foil

Apparatus Required
Subsonic wind tunnel, Air-foil Model, Smoke Generator.

Introduction
A body moving through a fluid experiences a drag force, which is usually divided into two
components: frictional drag and pressure drag. Frictional drag comes from friction between the
fluid and the surfaces over which it is flowing. This friction is associated with the development
of boundary layers, and it scales with Reynolds number as we have seen above. Pressure drag
comes from the eddying motions that are set up in the fluid by the passage of the body. This
drag is associated with the formation of a wake, which can be readily seen behind a passing
boat, and it is usually less sensitive to Reynolds number than the frictional drag. Formally, both
types of drag are due to viscosity (if the body was moving through an inviscid fluid there would
be no drag at all), but the distinction is useful because the two types of drag are due to different
flow phenomena. Frictional drag is important for attached flows (that is, there is no separation),
and it is related to the surface area exposed to the flow. Pressure drag is important for separated
flows, and it is related to the cross-sectional area of the body.

Procedure
1. Place the Sphere in the test section
2. Turn on the heater form the console and set the temperature.
3. Thorley check the wind tunnel and smoke generator whether loose connections are
there or not.
4. Switch on the drive unit.
5. Run the wind tunnel at Low R.P.M
6. Click the picture of the flow.
Results
 Experiment Number 6

THE PRESSURE DISTRIBUTION ACROSS A SYMMETRIC AIR FOIL

Aim
To conduct Experiments by using wind tunnel to find out the pressure distribution, velocity
distribution and Aerodynamic forces acting on various model.

Apparatus Required
Subsonic wind tunnel, Air-foil Model (NACA 0012)

Introduction

The pressure distribution on an air-foil plays an important role in the aerodynamic analysis for
lift and drag calculation. This experiment studies the symmetric air-foil which means both
upper and lower surfaces are similar. A symmetric air-foil, conversely at cambered, does not
develop lift at zero angle of attack and serves for purely flow and angle effect analysis on
pressure distribution.

The purpose of this experiment is to measure the pressure at different locations on the surface
of a symmetric air-foil and visualize that variance with angle of attack. Pressure-taps placed
along the chord length of the air-foil connected to a manometer or pressure transducer system
will achieve this. These pressure values would then be used for calculating the pressure
coefficient Cp, used to visualize pressure distribution and determine aerodynamics
characteristics.
Procedure

• Place the aerofoil model on the stand developed; and then insert it into the wind tunnel
via the opening at the bottom. The tail edge must face the fan. Make sure that the rod
joining the model to balance does not make any contact with the walls of the wind
tunnel. This precaution should be taken when the wind tunnel is operational.

• Set the strain gauge balance to register a null value for lift force as well as drag force.

• Then connect the pressure tapping to each manifold monometer as shown in table A.
Subsequently take measurements of angles of incidence for air on the model. Angle of
incidence is to be changed by loosening bolts and manually dispositioning the aerofoil
to the necessary incidence angle. Make pitot tube connections.

• Make a note of the reading on the differential pressure water monometer connected to
the Pitot tube. Take readings on the multitude monometer P1 to P12 and P13 due to
atmospheric pressure.

• The experiment can be repeated with different angles of incidence of the aerofoil model
and at variable rates of the airflow.

Results

S.
AOA Velocity P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12
No
 Experiment Number 7

THE PRESSURE DISTRIBUTION ACROSS A UNSYMMETRIC AIR FOIL

Aim
To conduct Experiments by using wind tunnel to find out the pressure distribution, velocity
distribution and Aerodynamic forces acting on various model.

Apparatus Required
Subsonic wind tunnel, Air-foil Model

Introduction

The pressure distribution on an air-foil plays an important role in the aerodynamic analysis for
lift and drag calculation. This experiment studies the symmetric air-foil which means both
upper and lower surfaces are similar. A symmetric air-foil, conversely at cambered, does not
develop lift at zero angle of attack and serves for purely flow and angle effect analysis on
pressure distribution.

The purpose of this experiment is to measure the pressure at different locations on the surface
of a symmetric air-foil and visualize that variance with angle of attack. Pressure-taps placed
along the chord length of the air-foil connected to a manometer or pressure transducer system
will achieve this. These pressure values would then be used for calculating the pressure
coefficient Cp, used to visualize pressure distribution and determine aerodynamics
characteristics.
Procedure

• Place the aerofoil model on the stand developed; and then insert it into the wind tunnel
via the opening at the bottom. The tail edge must face the fan. Make sure that the rod
joining the model to balance does not make any contact with the walls of the wind
tunnel. This precaution should be taken when the wind tunnel is operational.

• Set the strain gauge balance to register a null value for lift force as well as drag force.

• Then connect the pressure tapping to each manifold monometer as shown in table A.
Subsequently take measurements of angles of incidence for air on the model. Angle of
incidence is to be changed by loosening bolts and manually dispositioning the aerofoil
to the necessary incidence angle. Make pitot tube connections.

• Make a note of the reading on the differential pressure water monometer connected to
the Pitot tube. Take readings on the multitude monometer P1 to P12 and P13 due to
atmospheric pressure.

• The experiment can be repeated with different angles of incidence of the aerofoil model
and at variable rates of the airflow.

Results

S.
AOA Velocity P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12
No
0
5
10
15
 Experiment Number 8

Surface pressure distribution on a two-dimensional smooth circular cylinder at low

speeds and calculation of pressure drag
Aim
To experimentally determine the surface pressure distribution around a smooth circular
cylinder at low subsonic speeds and to calculate the pressure drag coefficient based on the
obtained data.

Apparatus Required
Subsonic wind tunnel, Cylinder Model

Introduction

This entails the much-distributed pressure around the surface. At low Reynolds numbers, flow
remains laminar in the front region, separates at a point from the surface, and forms a wake or
a fluttering behind the cylinder.

Pressure drag (also referred to as form drag) arises due to the pressure difference between areal
surfaces opposite to each other on the cylinder. It can be calculated through the integration of
pressure distributions around a given surface.
Procedure

• Install a cylinder that can rotate through 360 degrees horizontally inside the wind
tunnel test section.

• Connect all pressure ports on the cylinder to a complete multi-tube manometer.

• Run the wind tunnel at a low constant speed (from 5 to 20 m/s)

• Take the pressure readings in all the manometer tubes.

• Write down all the readings of the manometer.

Results

S.
Velocity P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12
No
1 5
2 10
3 15
4 20