FACULTY OF SCIENCE, TECHNOLOGY, ENGINEERING & MATHEMATICS

BEng. (Hons) in Mechanical Engineering

MEE 3221
FLUID MECHANICS 2
AUGUST 2015 SESSION
EXPERIMENT LABORATORY REPORT

NAME / ID: JEREMY LIM CHOON KEAT I 1400 5130

AMOS TAN ZHONG REN I 1300 4152
GASPAR NDONG EDU MBANG I 1000 6273

PROGRAMME: BMEGI
EXPERIMENT NO.: 5
EXPERIMENT TITLE: WIND TUNNEL
LECTURER: MR. MOHAMMAD HOSSEIN YAZDI
CONDUCTED ON: 22/10/2015
SUBMITTED ON: 19/11/2015

Objective
1. To observe an aero foil inside a wind tunnel and to draw the stream lines of the wake and the air flow
pattern around the aero foil.
2. To measure the drag and lift of an aero foil at various angle of attack inside a wind tunnel.

Safety precautions
Oil smoke is hazard, adequate air ventilation is necessary. Any ignition, fire during the experiment is prohibited.

Introduction
To perform this experiment, we should study about wind tunnel and aerofoil. This experiment consists of a wind
tunnel with a test section. Figure 5.1 is a schematic of the test section and associated equipment. In the test
section, there is an aerofoil, NACA0015 supported by a holder, and the holder attached to two load cells. In
front of the test section is an air distributer that regulates the air flow over the cross-sectional area and a smoke
generator that colours the air streams.

Figure 5.1: Schematic of the wind tunnel test section.

NACA stands for National Advisory Committee for Aeronautics, and NACA0015 is a symmetrical aerofoil with
a 15% ratio thickness to chord length. Figure 5.2 shows the definitions of thickness, leading edge, chord line
and trailing edge.

Figure 5.2: Dimensions of an aerofoil.

Theory
By integration the surface pressure coefficient distribution, one can obtain the lift, pressure drag, and pitching
moment coefficients. The lift force is the force acting on the airfoil section perpendicular to the mean flow
direction. The pitch moment is the moment about the quarter chord point, positive when nose up. We measure
aerodynamic quantities in the middle of the airfoil section and assume that the flow is approximately twodimensional. In this special case it is convenient to look at the force and moment per unit span.
The choices for S and Lare arbitrary, and depend on the type of body involved. For aircraft, traditional choices
are the wing area for S, and the wing chord or wing span for and the dynamic pressure for q .The nondimensional lift, pressure drag and moment coefficients are respectively defined as :

With L the lift force per unit span, D the drag force per unit span and M the pitch moment per unit span.
The lift coefficient
The lift coefficient is a number that aerodynamicists use to model all of the complex dependencies
of shape, inclination, and some flow conditions on lift. The lift coefficient expresses the ratio of the lift force to
the force produced by the dynamic pressure (q) times the area. By knowing the lift coefficient, we can predict
the lift that will be produced under a different set of velocity, density (altitude), and area conditions using the lift
equation. For given air conditions, shape, and inclination of the object, we have to determine a value for C L to
determine the lift.
Where L is the lift force, is air density, is the true air speed, A is the plan form area (projected area of the
wing) and CL is the lift coefficient.
The Drag coefficient
The drag coefficient is a number used to model all of the complex dependencies of shape, inclination,
and flow conditions on aircraft drag. The drag coefficient expresses the ratio of the drag force to the force
produced by the dynamic pressure times the area. In a controlled environment (wind tunnel) we can set the
velocity, density, and area and measure the drag produced. Through division we arrive at a value for the drag
coefficient. As pointed out on the drag equation slide, the choice of reference area (wing area) will affect the
actual numerical value of the drag coefficient that is calculated. We can predict the drag that will be produced
under a different set of velocity, density (altitude), and area conditions using the drag equation.

For given air conditions, shape, and inclination of the object, we must determine a value for CD to determine
drag. Determining the value of the drag coefficient is more difficult than determining the lift coefficient because
of the multiple sources of drag. The drag coefficient given above includes form drag, skin friction drag, wave
drag, and induced drag components.
Where FD is the drag force, is the mass density of the fluid, is the velocity of the object relative to the fluid, A
is the reference area, and CD is the drag coefficient.
For 2-D bodies such as airfoils, the appropriate reference area/span is simply the chord c, and the reference
length is the chord as well. The local coefficients are then defined as follows.

These local coefficients are defined for each span wise location on a wing, and may vary across the span. In
contrast, the CL, CD, CM are single numbers which apply to the whole wing.

This is used for studying pressure distribution across various models such a Airfoil, cylinder, special
purpose shapes . It contains 13 Nos. Of tubes mounted on board with adjustable inclination. Bottom of all
tubes are interconnected and in turn to the balancing reservoir filled with coloured water . While the
last tube is left open to atmosphere for reference , all other 12 tubes are connected at their top to pipe /
tube bundles of the model. The required model is held in the test section between hole
provided front and back side Perspex windows. The pressure tapings ( tube outlets ) are connected to
the glass limbs of the respective Serial Number . The required degree of angle of inclination can be
given to the tube bundle and angle measured with respect to the horizontal .
The coefficient of pressure is obtained by

1.2.2 velocity measurement. Pitot probe

One very important use of wind tunnels is to visualize flow patterns and measure the pressure at a selected point
in the flow field and compute the corresponding speed of air. The equation relates the speed of the fluid at a
point to both the mass density of the fluid and the pressures at the same point in the flow field. For steady flow
of an incompressible fluid for which viscosity can be neglected, the fundamental equation has the form

Where V is the speed of the fluid, P0 is the total, also called the stagnation, pressure at that point of
measurement, and p is the static pressure at the same point. This equation comes from the application of
Bernoullis equation for the steady flow of an incompressible and inviscid fluid along a streamline. Bernoullis
equation is typically obtained by integrating Eulers equations along a streamline. It will be recalled that Eulers
equations are a special case of the Navier -Stokes equations, when the viscosity of the fluid has been neglected.
The Navier-Stokes equations, in turn, are obtained from Newtons second law when it is applied to a fluid for
which the shear deformation follows Newtons law of viscosity

1.2.3 force coefficients from pressure distribution

By integration the surface pressure coefficient distribution, one can obtain the lift, pressure drag, and pitchining
moment coefficients. The lift force is the force acting on the airfoil section perpendicular to the mean flow
direction. The pitch moment is the moment about the quarter chord point, positive when nose up. We measure
aerodynamic quantities in the middle of the airfoil section and assume that the flow is approximately twodimensional. In this special case it is convenient to look at the force and moment per unit span. The section lift,
pressure drag and moment coefficients are respectively defined as

With L the lift force per unit span, dp the drag force per unit span and m the pitch moment per unit span and c is
the chord length.
Generation of lift and drag on a turbine blades

Lift and drag forces are related to stress distributions on a body through integration. Consider the stress acting
on the airfoil shown in figure. There is a pressure distribution and a shear stress distribution. To relate the stress
to force, select a differential area as shown in figure below. The magnitude of the pressure force is dF p = pdA
and the magnitude of the viscous force is dFv = dA. The differential lift force is normal to the free stream
direction
dFL = - p dAsin dAcos
and the differential drag is parallel to the free stream direction
dFD = -p dAcos + dA sin
Integration over the surface of the airfoil gives the lift force (FL) and drag force (fD)
FL = (-p sin cos) dA
FD = (-p cos + sin) dA
This equations of FDand FL show that the lift and drag are related to pressure distributions through integration.

The drag force Equation

The drag force FD is found by using the drag equation
FD = CD A ( V2)/2
Where CD is the coefficient of Drag. A is the reference area of the body, is the fluid density and V 0 is the free
stream velocity measured relative to the body.
The above equation shows that Drag force drag force is related to four variables. Drag is related to the shape of
an object because shape is characterized by the value of CD. Drag is related to the size of the object because
size is characterized by the reference area. Drag is related to the density of ambient fluid. Finally, drag is related
to the speed of the fluid squared.
The reference area A depends on the type of body. One common reference area, called projected
area and given by the symbol Ap, is the silhouetted area that would be seen by a person looking at the body
from the direction off low. The reference area for an airplane wing is the plan form area, which is the area
observed when the wing is viewed from above. The coefficient of drag CD is the parameter that characterize the
drag force associated with a given body shape. The value of C D is usually found out by experiments. The drag
force can be measured by a force balance using a wind tunnel. Then CD can be calculated by the following
equation

For this calculation, speed of the air in the wind tunnel V0 can be measured using a Pitot-static tube or similar
device and air density can be calculated by applying the ideal gas law using measured values of temperature and
pressure.
Form drag is the portion of the total drag force that is associated with the pressure distribution. Friction drag
isthe portion of the total drag force that is associated with the viscous shear-stress distribution. The drag force
onanybody is the sum of form drag and friction drag. The drag equation can be written as sum of two terms.
FD = ( -p cos + sin ) dA
FD = ( -p cos ) dA + ( sin ) dA
Ie, (Total drag force) = (form drag) + (friction drag)

Procedure
Before starting the experiment, student should prepare the tables and graph for this experiment beforehand.
Setup the smoke generator.
1.
2.
3.
4.
5.
6.

The power was connected to the source.

Every switch, volume switches on the control panel must be turned off.
The main breaker was powered.
The heater was switched on and the heating volume was adjusted to the maximum position.
Wait for the smoke to come up and the heating volume was adjusted to be desired intensity.
The smoke generator was turn off immediately at the end of the experiment.

Setup the wind tunnel.

1. The aerofoil angle of attack was adjusted to zero degree.
2. The counter weight and x-y distance for the load cells was adjusted.
3. The fan motor was started and adjusted wind speed so that good stream lines are created around the
aerofoil.
4. The anemometer was turn on and read the wind speed.
5. The drag and lift was read as displayed.
6. The observation and measurements was recorded in tables and graphs.
7. The angle of attack was adjusted and repeat step1.

Results &Calculations
0

20o
15o

V(m/s)
20.1
24.9
23.0
22.8
24.2
25.6
20.3
22.4
23.9

FD(N)
0.043
0.028
0.013
0.382
0.444
0.672
0.270
0.321
0.403

FL(N)
0
0
0
1.142
1.405
2.119
0.834
1.070
1.388

Graph of velocity versus Drag Force

0.5
0.45
0.4
0.35

Drag Force FD

0.3

0 degree

0.25

20 degree

0.2

15 degree

0.15
0.1
0.05
0
20

21

22

23

24

25

Velocity, V

Graph 1: Graph of Velocity versus Drag Force

Graph of velocity versus Lift Force

1.5
1.3
1.1
0.9
Lift ForceFL

0 degree
20 degree

0.7

15 degree

0.5
0.3
0.1
-0.120 20.5 21 21.5 22 22.5 23 23.5 24 24.5 25
Velocity, V

Graph 2: Graph of Velocity versus Lift Force

Calculations
For the calculations part, I will calculate coefficient of drag, CD and coefficient of lift, CL of airfoil.
Coefficient of drag
2 FD
So, the formula of CD is CD = V 2 A ,
CD = coefficient of drag,
FD = Drag Force, N

= density of the flow = 1.225 kg/m3

V = velocity of the flow; m/s2

A = area of airfoil = 30 x 16.5 cm = 0.0495 m2

For the 0o of airfoil, FD = 0.043 N, V = 20.1 m/s :

CD =

2 x 0.043
1.225 x 20.12 x 0.0495

= 3.51x10-3

For the 20o of airfoil, FD = 0.382 N, V = 22.8 m/s :

CD =

2 x 0.382
1.225 x 22.8 2 x 0.0495

= 0.0242

For the 15o of airfoil, FD = 0.270 N, V = 20.3 m/s :

CD =

20o
15o

2 x 0.270
1.225 x 20.3 2 x 0.0495

= 0.0216

V(m/s)
20.1
24.9
23.0
22.8
24.2
25.6
20.3

FD(N)
0.043
0.028
0.013
0.382
0.444
0.672
0.270

CD
3.51x10-3
1.489x10-3
8.1054 x 10-3
0.0242
0.025
0.0338
0.0216

22.4
23.9

0.321
0.403

0.0185
0.02327

Coefficient of Lift
2 FL

So, the formula of CL is CL = V 2 A ,

CL = coefficient of Lift,
FL = Lift Force, N
= density of the flow = 1.225 kg/m3
V = velocity of the flow; m/s2
A = area of airfoil = 30 x 16.5 cm = 0.0495 m2

For the 0o of airfoil, FL = 0.043 N, V = 20.1 m/s :

CL =

2x 0
1.225 x 20.12 x 0.0495

=0

For the 20o of airfoil, FD = 0.382 N, V = 22.8 m/s :

CL =

2 x 1.142
1.225 x 22.8 2 x 0.0495

= 0.0724

For the 15o of airfoil, FD = 0.270 N, V = 20.3 m/s :

CL =

20o
15o

2 x 0.834
1.225 x 20.3 2 x 0.0495

= 0.0667

V(m/s)
20.1
24.9
23.0
22.8
24.2
25.6
20.3

FL(N)
0
0
0
1.142
1.405
2.119
0.834

CL
0
0
0
0.0724
0.0791
0.1066
0.0667

22.4
23.9

1.070
1.388

0.0703
0.0801

Discussion
From the results we obtained above, we can see how the angle of attack and the flow velocity affect the
coefficient of lift and drag. When the angle of attack is 0, the coefficient of lift and drag are considerably small
compared to larger angle of attack. This is because, since the wake zone produced on the airfoil surface is very
small at zero angle of attack, that means the pressure between the upper and lower surface of the airfoil is
almost the same, which gives only small lift force acting on the airfoil. As the angle of attack increases, the
wake zone increases and the pressure difference between upper and lower surface increases as well. Therefore
the larger the angle of attack, the greater lift force will act on the airfoil.
Similar reason also explains why the coefficient of drag increases as we increase the angle of attack. This is
because the pressure at the leading edge is less than that of trailing edge. This pressure difference gets larger as
the angle of attack increases, therefore the coefficient of drag increases.
Let the angle of attack be constant, the increase of incoming flow velocity leads to the increase in lift force and
drag force. This is because as the velocity of air flow increases, the separation occurs earlier on the airfoil
surface and this will cause the wake zone produced becomes larger. And this will aggravate the effects of lift
and drag caused by the pressure difference.

Conclusion
From this experiment, we learn that the wake zone is produced when the boundary layer separates from the
contacting object surface and this causes a region that has low pressure compared to its surroundings, Given an
airfoil-shaped object placed in a wind tunnel, if we keep the inlet velocity constant and vary the angle of attack,
as the angle of attack increases, the lift force and drag force increases as well. While if we keep the angle of
attack constant at a certain angle and vary the inlet velocity, the wake zone produced by the separation of
boundary layer becomes larger and the coefficient of lift and drag will increase as well. The determination of
wake zone is extreamly in automotive industry for example in the design of truck. Truck with the shape of
rectangular will create high wake zone, usually truck is installed with a curve cap, to reduce the wake zone
because the wake zone produce from truck at high speed, will cause serious accident on the road.

References

1)Experimental study of Aero Foil with Wind Tunnel Setup (PDF Download Available).
2015.Experimental study of Aero Foil with Wind Tunnel Setup (PDF Download Available).
[ONLINE] Available
at:http://www.researchgate.net/publication/259739000_Experimental_study_of_Aero_Foil_
with_Wind_Tunnel_Setup. [Accessed 18 November 2015].
2)Study of Aerofoil Design Parameters for Low Speed Wind Tunnel. 2015. Study of
Aerofoil Design Parameters for Low Speed Wind Tunnel. [ONLINE] Available
at:http://article.sapub.org/10.5923.c.jmea.201502.10.html. [Accessed 18 November
2015].
3) Wake - Wikipedia, the free encyclopedia. 2015. Wake - Wikipedia, the free
encyclopedia. [ONLINE] Available at: https://en.wikipedia.org/wiki/Wake. [Accessed 18
November 2015].