Table of Contents

1. ABSTRACT ..................................................................... Error! Bookmark not defined.

2. OBJECTIVE ...................................................................................................................... 2
3. APPARATUS .................................................................................................................... 2
Specification .......................................................................................................................... 2
Description ............................................................................................................................. 2
3.2. Models ......................................................................................................................... 3
4. THEORY ........................................................................................................................... 3
4.1. Boundary layer ................................................................................................................ 3
4.2. Types of flows ............................................................................................................. 3
4.2.1. Laminar flow ........................................................................................................... 4
4.2.2. Turbulent flow ......................................................................................................... 4
4.2.3. Transition ................................................................................................................. 4
4.2. Flow separation ........................................................................................................... 4
Why separation is not desireable?...................................................................................... 5
4.3. Wake region ................................................................................................................ 5
4.4. The aerodynamics problem ......................................................................................... 5
4.5. Flow visualization techniques ..................................................................................... 6
5. PROCEDURE .................................................................................................................... 6
6. Readings and observations ................................................................................................. 7
6.1. Flow fields of different bodies .................................................................................... 7
6.1.1. Model of car............................................................................................................. 7
6.1.3. Model of airfoil ........................................................................................................ 8
5. DISCUSSIONS ............................................................................................................... 9
6. CONCLUSION .................................................................................................................. 9

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1. ABSTRACT
In this experiment we studied how we can visualize free stream flow by using a smoke
tunnel. We assumed that the smoke moves in the same way as the air does, around the airfoil,
or any other body model. The smoke tunnel helps us to understand and visualize different
phenomenon like forming of the wake region, boundary layer, and flow separation in real
time.

2. OBJECTIVE
The objective of this experiment is to understand how models of proposed aircraft and engine
components are tested using flow visualization techniques. This experiment helps us in
understanding how free stream flow moves around the model/airfoil by using a smoke tunnel.
Assuming that smoke moves exactly with the flow.

3. APPARATUS
The apparatus used in this experiment is as follows:
 Smoke Demonstration Wind Tunnel TE80
 Models
o Bus model
o Car model
o Airfoil model

3.1. Smoke Demonstration Wind Tunnel TE80

Specification
Net dimensions : 700mm x 600mm x 1950mm
Total net weight : 51kg
Air velocity : 0-5m/s
Comb : 23 smoke filaments
with 7mm spacing
Sound levels : Lower than 70dB (A)
Packed dimensions and weight : 1.03m3 and 159kg
Working Section : 180mm Width x 100mm
Depth x 240mm Height
Description
A vertical suction-type wind tunnel with smoke visualization. Allows
demonstrations and student investigations into the flow of air around a
variety of different shaped models. Ideal for small group experiments or
classroom demonstrations. The apparatus is floor standing. A variable
speed fan mounted on top of the wind tunnel produces the air flow
through the working section. Air flow is vertically upwards. A smoke
generator connects to a comb mounted in the wind tunnel below the Figure 1. Smoke
Demonstration Wind Tunnel
working section. Students can move the comb from side to side to aid TE80

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 investigations into the aerodynamic properties of a test model. Smoke is produced by the
vaporization of high-quality food grade oil. A filter helps provide uniform air flow. The
smoke is non-toxic. The front wall of the working section is transparent and removable.
This enables users to easily and quickly attach the optional models to the back of the
working section. It also allows a clear view of the smoke trails. Lamps illuminate the
working section from both sides to improve the visibility of the smoke.

3.2. Models
A small model of a car, a bus and an airfoil was used for the experiment.

4. THEORY
4.1. Boundary layer
The boundary layer is the part of the flow near the surface of a body where friction slows
down the local flow. Directly at the wall of the body, flow speed is zero and increases the
more you move away from that body. The boundary layer ends by definition when the flow
has reached 99% of the speed of the outside flow.
An ideal fluid only transmits pressure forces. In reality, air is close to an ideal fluid
but not quite, so it also transmits shear forces. Those shear forces equalize the flow speed
wherever there are speed gradients perpendicular to the flow direction, especially slowing
down the flow near the wall. At the stagnation point (where the flow hits the body for the first
time) the boundary layer thickness is zero, but grows quickly downstream from there. A
typical boundary layer thickness at the trailing edge of an airplane's wing is several
centimeters. Aerodynamics deals mostly with speed boundary layers, but there are also heat
boundary layers, especially in supersonic flow.

Figure 2. Boundary layer over a flat plate

4.2. Types of flows

Fluid flow can be either laminar or turbulent. A reasonable assessment of whether the
boundary layer flow will be laminar or turbulent can be made by calculating the Reynolds
number of the local flow conditions.

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 4.2.1. Laminar flow
The flow of a fluid when each particle of the fluid
follows a smooth path, paths which never interfere
with one another is called laminar flow. One result
of laminar flow is that the velocity of the fluid is
constant at any point in the fluid.

4.2.2. Turbulent flow

Irregular flow that is characterized by tiny whirlpool
regions is called turbulent flow. The velocity of this
fluid is not constant at every point

4.2.3. Transition Figure 3. Three types of flows

Transition is the part where the flow changes from illustrated through smoke

laminar to turbulent.

It is found that a flow in a pipe is laminar if the Reynolds Number (based on diameter of the
pipe) is less than 2100 and is turbulent if it is greater than 4000.

Figure 4. Air flow velocity for laminar and turbulent flows

4.2. Flow separation

Flow separation occurs when the boundary layer travels far enough against an adverse
pressure gradient that the speed of the boundary layer relative to the object falls almost to
zero. The fluid flow becomes detached from the surface of the object, and instead takes the
forms of eddies and vortices. In aerodynamics, flow separation can often result in increased
drag, particularly pressure drag which is caused by the pressure differential between the front
and rear surfaces of the object as it travels through the air. For this reason much effort and
research has gone into the design of aerodynamic and hydrodynamic surfaces which delay
flow separation and keep the local flow attached for as long as possible. Examples of this
include the fur on a tennis ball, dimples on a golf ball, turbulators on a glider, which induce
an early transition to turbulent flow regime, for controlling the separation pattern; and leading
edge extensions for high angles of attack on the wings of aircraft such as the F/A-18 Hornet.

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Why separation is not desirable?
When the boundary layer separates, its displacement thickness increases sharply, which
modifies the outside potential flow and pressure field. In the case of airfoils, the pressure
field modification results in an increase in pressure drag, and if severe enough will also result
in loss of lift and stall, all of which are undesirable. For internal flows, flow separation
produces an increase in the flow losses, and stall-type phenomena such as compressor surge,
both of which are undesirable phenomena

Figure 5. Boundary layer, Flow separation and Wake phenomenon shown on a dimpled golf ball

4.3. Wake region

Wake is the region of recirculating flow immediately behind a moving or stationary blunt
body, caused by viscosity, which may be accompanied by flow separation and turbulence. It
can also be defined as the wave pattern on the water surface downstream of an object in a
flow, or produced by a moving object (e.g. a ship), caused by density differences of the fluids
above and below the free surface and gravity.

Figure 6. Near and far wake region on a car model

4.4. The aerodynamics problem

Since the medium with which aerodynamicists work is air, which is not visible to the naked
eye, hence it becomes very difficult for testing. This problem could be overcome if the flow
medium could be seen by the eye or recorded by a device. Foe these we use flow
visualization techniques such as smoke and tufts. This enables us to observe phenomenon
which are essentially inviscid like vortical flows, flows distant from the surfaces etc.

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 4.5. Flow visualization techniques
Aerodynamicists use wind tunnels to test models of proposed aircraft and engine
components. During a test, the model is placed in the test section of the tunnel and air is made
to flow past the model. In some wind tunnel tests, the aerodynamic forces on the model are
measured. In some wind tunnel tests, the model is instrumented to provide diagnostic
information about the flow of air around the model. In some wind tunnel tests, flow
visualization techniques are used to provide diagnostic information about the flow around the
model.
Smoke has the advantage that is relatively inexpensive to produce. Smoke can be
injected from the surface or dispersed with a hollow wand that can be moved through the
flow field. The disadvantage of smoke is that it does not work well at higher speeds (greater
than ~300 mph), the smoke must be introduced at the proper location without altering the
flow, and the smoke can leave a residue in the tunnel or on the model, depending on the type
of smoke employed.

Figure 7. Smoke being used as a flow visualization technique

5. PROCEDURE
The procedure for the experiment is as follows:
 Do all the precautionary checks i.e.
o Check whether the inlet, exhaust and all the air passageways are clear.
o There is no hindrance at the outlet of the components and no student is
standing there either.
o The knob is set to zero, and the apparatus is turned off.
 Open the front door of the test section and mount the models one by one.
o Mount the model of car and truck/bus( on opposite sides)
o Compare the study of flow around the two bodies to study the airflow,
boundary layer, flow separation etc. around it.
o Then mount the airfoil to study the airflow, boundary layer, flow separation
etc.
 On the front panel, turn the main power on.
 Turn on the power for lights and smoke.

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  First allow the smoke generator to generating a sufficient amount of smoke before
turning the blower on.
 To start, set the speed control about halfway. We don’t need to know the exact air
velocity for this experiment.
 Since this is a flow visualization experiment, we can adjust the wind tunnel’s speed
and change the models as per our choice, and observe what happens when the
conditions are changed.
 After taking the observations, turn off the smoke first.
 Then turn off the lights.
 Allow the blower to run for about five minutes to clear the smoke out of the tunnel.
 Then turn off the blower as well as the main power.

6. Readings and observations

The experiment only consisted of observing the flow around different bodies and visualizing
aerodynamic phenomenon like boundary layer, flow separation, wake etc.

6.1. Flow fields of different bodies

6.1.1. Model of car

For a model of car, we can clearly observe the boundary layer on the model. It can also be
seen that the boundary layer doesn’t touch the body, instead seems to be a little swept up
from it. We can also observe that the air flow is laminar at the start and starts to separate at its
rear end (of the roof). The wake region can also be seen in the picture below which is
comparatively smaller than that of the truck but larger than that of the airfoil.

Figure 8. Flow field on a car model

6.1.2. Model of bus/truck

The model of a bus or a truck is essentially the same in that both are heavy vehicles, and have
a similar basic design. The boundary layer starts to separate at the rear end of the vehicle.

Figure 9. Flow field on a bus model

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However a slight separation can also be seen at the start of the container on the truck... It can
be seen that the wake region is larger in case of such heavy vehicle because of its blunt body.

Figure 10. Flow field on a truck model

6.1.3. Model of airfoil

For a model of an airfoil, the boundary layer can be seen as follows. At zero angle of attack,
the flow separation occurs at the trailing edge of the airfoil, and flow remains laminar for the
most part. The wake region is almost nonexistent as can be seen in the following figure.

Figure 11. Flow field on an airfoil at zero angle of attack

However, as the angle of attack is increased, the flow starts to separate before the trailing
edge is reached. Wake region also starts to form. As can be seen in the figure below. At the
stall angle, the flow separation becomes very high at initial points of the airfoil (i.e. nearer the
leading edge), the wake region is increased, till there is a sudden loss of lift!

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 Figure 12. Flow field on an airfoil at some angle of attack

5. DISCUSSIONS
The smoke wind tunnel allows us to observe flow fields of different models and
shapes. Since normal air invisible to the eye.
We observed that the
o Boundary layer does not exactly stick to the body but seems to be a slightly
swept up around the body.
o We also saw that blunt and heavy bodies create a larger wake region than
smaller and compact ones.
o We also observed that in the case of the airfoil, at zero angle of attack, the
flow is less turbulent and flow separates at the trailing edge of the airfoil.
There is no wake region.
o But as the angle of attack is increased, the flow separates before the trailing
edge and wake region is formed. At the stall angle, the flow separation and
wake becomes maximum, until there is a sudden loss of lift.
The errors that can be arise during this experiment can be
o Human error can arise while performing the experiment, by not clearing the
inlet and exhaust area.
o Instrumental error might arise if smoke is not form as desired (very low or
very high quantity).
o Slightly varying wind velocities within the wind tunnel.

6. CONCLUSION
By the end of this lab, we understood how to use the smoke wind tunnel for observing flow
fields of different shaped bodies. We observed the flow around a car, bus and airfoil model,
and observed the boundary layers. We observed when the flow separates in case of each
body, and what happens when angle of attack is increased in case of the airfoil. We also
observed the forming of wake region for different shaped bodies.

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