EXPERIMENT-1

ESTIMATION OF BOUNDARY LAYER THICKNESS IN A TEST

SECTION OF A LOW SPEED WIND TUNNEL:

Name Roll Number

[Link].U4AEE22032
JOHNATHAN
[Link].U4AEE22033
HARSHITHA
[Link].U4AEE22034
LIRISTHIKA
[Link].U4AEE22035
NANDHINI
[Link].U4AEE22036
MITHRA
[Link].U4AEE22037
NANDHIKA
ABSTRACT

The purpose of this experiment is to analyse the velocity distribution within a wind
tunnel, emphasizing the formation and behaviour of the boundary layer. The
boundary layer develops as air interacts with surfaces in the tunnel, altering the
free stream flow and impacting aerodynamic performance. By evaluating factors
such as boundary layer thickness and velocity gradients, the study seeks to enhance
understanding of flow behaviour and aerodynamic characteristics of materials
tested in the tunnel. Gaining insights into these parameters is essential for
improving design efficiency and performance in diverse engineering applications.

INTRODUCTION

Wind tunnels serve as essential experimental tools for investigating flow dynamics
over various objects. Tailored to specific purposes and speed ranges, these devices
replicate real-world flow conditions experienced by aircraft and spacecraft, aiding
in predictive analysis.

This study delves into the characterization of the velocity boundary layer within a
wind tunnel. As the free stream encounters solid boundaries, velocity variations
occur, primarily due to the formation of a boundary layer—a thin fluid layer near
surfaces experiencing velocity changes due to shear stress.

The boundary layer thickness, denoted as "δ," expands with distance along the
surface. At a point where velocity reaches 99% of the free stream velocity, known
as "U∞," the boundary layer thickness is defined. The distinction between laminar
and turbulent boundary layers significantly influences velocity distribution, thereby
impacting aerodynamic behaviours.

PRINCIPLE

For flow past any streamline body, the influence of viscosityat high Reynolds
number is confined toa very thin layer in the immediate neighborhood of the solid
wall. The frictional forces retard the motion of the fluid in this thin layer, the
velocity of fluid increases from zero at the wall (no slip) to its full value which
corresponds to external frictionless [Link] under consideration is
calledthe‘Boundary layer’.
Reynolds number, 𝑹𝒆is the ratio of internal forces to viscous forces within a
fluid which is subjected to relative internal movement due to different fluid
velocities.

Laminar flow occurs at low 𝑹𝒆and occurs when fluid flows in parallel layers
with no disruption between the layers. At low velocities, the fluid tends to flow
without lateral mixing, and adjacent layers slide past one another like playing
[Link] areno cross-currents perpendicular tothe directionof flow, nor eddies
or swirls of fluids. In laminar flow, the motion of the particles of the fluid is very
orderly with particles close to a solid surface moving in straightlines parallel to
that surface.
Turbulent flow occurs at ahigh𝑹𝒆and is characterized by chaotic changes in
pressure and flow [Link] contrast to a laminar flow regime, communication is
observed between the layers of fluid flow. Turbulence is caused by excessive
kinetic energy in parts of a fluid flow, which overcomes the damping effect of the
fluid’sviscosity. For this reason, turbulence iseasier to create in lowviscosity
fluids, but more difficultinhighly viscousfluids. In generalterms, in turbulent flow,
unsteadyvorticesappear of many sizes which interact with each other,
consequently drag due to friction effects increases.
Through appropriate flow visualization techniques, all the zones of flow (laminar,
transition andturbulence) can beseen as fromthedefinition
of𝑹𝒆itcanbeobservedthatit is directly proportional to the characteristic length (x)
taken under consideration.
The static Pitot tube operates on the principle of Bernoulli's equation. The static
Pitot tube has two openings: one facing the flow (total pressure or stagnation
pressure opening) and the other perpendicular to the flow (static pressure
opening). The principle involves comparing the stagnation pressure (total
pressure) at the front opening of the tube with the static pressure at the side
opening. The difference between these pressures is used to determine the velocity
of the fluid flow. By measuring the difference in pressure, the static Pitot tube can
provide an indication of the fluid's velocity.
Bothρethanol&ρairvalueschangesanddependsonthecurrenttemperatureandatmosp
hericpressure.

PROCEDURE

The experiment was conductedin a low-speed open circuit wind tunnelas shown
in figure1. The test section's dimensions are: 2m in length, 90cm in width, and 60
cm in height. The fan motor of the wind tunnel can be digitally adjusted between
60 and 1500 RPM. The wind tunnel must be calibrated before to each experiment
in order to establish a relationship between the fan RPM and velocity in the test
section. Subsequent tests can be carried out using the data collected.

A pitot-static tube is used to measure the static pressure and stagnation pressures
at different heights starting from the bottom of the test section. Here the bottom of
the test section is considered as a flat plate. This pitot-static tube is held by a
support which adjusts the height of the pitot-static tube i.e., it is used to move the
pitot-static tube from the surface of the flat plate in the vertical direction.
Stagnation and static pressure values are noted at different heights and velocity of
the flow is calculated at the respective heights.

By determining the velocity profile at different heights, boundary layer thickness

is determined. Subsequently displacement thickness and momentum thickness are
also determined experimentally and compared with the theoretical values.

Fig 1 :The Wind Tunnel

Ethyl alcohol, whose low density makes it more precise than regular liquids like
water, is used to fill the manometers used to monitor the pressure within the wind
tunnel. The manometer is maintained at a horizontal inclination of 30˚. An
inclined manometer is always more precise than the one kept vertically. Figure 2
shows the pressure measuring device.
 Fig 2 :The inclined manometer and ethyl alcohol

FORMULAE USED

( )
1
( 2⋅ ρethanol ⋅ ∆ H ⋅ g ⋅sin ( θ ) ) 2
v entry=
ρair

( )
1
( 2⋅ ρethanol ⋅ ∆ H ⋅ g ⋅sin ( θ ) ) 2
v Test sect ion =
35
⋅ρ
36 air

−4
ρethanol =−8.461834 ⋅10 ⋅T ( ° C ) +0.8063372

( 0.16 x )
Theoretical Boundary Layer Thickness , δ Turbulent = 1
( ℜ)
7

( 0.2 x )
Theoretical Displacement Thickness , δ ¿= 1
( ℜ)
7

0.016 x
Theoretical Momentum Thickness , θ= 1
( ℜ)
7

( ( ))
∞
u
Experimental Displacement Thickness , δ =∫ 1−
¿
dy
0 U∞

( Uu ) (1−( Uu )) dy
∞
Expe rimental Momentum Thickness , θ=∫
0 ∞ ∞

Where,
x – Characteristic length (in m)
T – Room Temperature (in ͦ C)
Re – Reynold’s Number
u – Local Velocity (in m/s)
 U ∞ - Freestream Velocity (in m/s)
g – Acceleration due to Gravity (= 9.77 m/s2 )

OBSERVATION

RPM Inclined Manometer (Entry test Section) Fixed Pitot-static tube

h1(cm) h2(cm) ∆h = h2 -h1 (cm) V1 (m/s) h1(cm) h2(cm) ∆h = h2 -h1 (cm) V2(m/s)
0 3.3 3.3 0 0 4.6 4.6 0 0
700 3.5 4.5 1 8.379686 3.8 4.6 0.8 7.390188

Air data during the experiment :

ρair =¿ 1.126601196 Kg/m

3

Pavg =¿ 97136.39203 Pa

T avg=¿ 27.18109361 deg Celcius

Rair =¿ 287.0856354 J / Kg∗K

ρethanol =¿ 783.3370098 Kg/m

3

glocal= 9.788165464 m/s

2

Pitot static tube

Y
Y from Position( h1,1( static h1,2(stagnation ∆h1=h1,2 Distance from
Plate (mm) cm) port[cm]) port)[cm] -h1,1 V2(m/s) Bottom
43.4 434 3.2 3.2 0 0 0

12.6888
1
43.3 433 8.5 6.2 2.3 1356

12.6888
2
43.2 432 8.5 6.2 2.3 1356

43.1 431 8.5 6.2 2.3 12.6888 3

 1356

12.6888
4
43 430 8.5 6.2 2.3 1356

12.8259
5
42.9 429 8.55 6.2 2.35 9391

13.3606
6
42.8 428 8.55 6 2.55 3773

13.6200
7
42.7 427 8.55 5.9 2.65 9181

14.2480
8
42.6 426 8.6 5.7 2.9 7187

14.2480
9
42.5 425 8.6 5.7 2.9 7187

15.1989
10
42.4 424 8.5 5.2 3.3 6686

15.1989
11
42.3 423 8.5 5.2 3.3 6686

15.6527
12
42.2 422 8.6 5.1 3.5 6699

15.8748
13
42.1 421 8.6 5 3.6 0315

15.8748
14
42 420 8.5 4.9 3.6 0315

15.8748
15
41.9 419 8.5 4.9 3.6 0315

16.0937
16
41.8 418 8.5 4.8 3.7 7629

16.5230
17
41.7 417 8.6 4.7 3.9 1898

41.6 416 8.6 4.5 4.1 16.9413 18

 8947

16.9413
19
41.5 415 8.6 4.5 4.1 8947

16.9413
20
41.4 414 8.6 4.5 4.1 8947

16.9413
21
41.3 413 8.6 4.5 4.1 8947

17.1467
22
41.2 412 8.6 4.4 4.2 4714

17.3496
23
41.1 411 8.6 4.3 4.3 7429

17.1467
24
41 410 8.6 4.4 4.2 4714

17.3496742
25
40.9 409 8.6 4.3 4.3 9
17.3496742
26
40.8 408 8.6 4.3 4.3 9
17.5502552
27
40.7 407 8.6 4.2 4.4 2
17.5502552
28
40.6 406 8.6 4.2 4.4 2
17.4502529
29
40.5 405 8.6 4.25 4.35 5
17.5502552
30
40.4 404 8.6 4.2 4.4 2
17.5502552
31
40.3 403 8.6 4.2 4.4 2
17.5502552
32
40.2 402 8.6 4.2 4.4 2
17.5502552
33
40.1 401 8.6 4.2 4.4 2
17.5502552
34
40 400 8.6 4.2 4.4 2
 17.5502552
35
39.9 399 8.6 4.2 4.4 2
17.5502552
36
39.8 398 8.6 4.2 4.4 2

CALCULATIONS

[Link] Calculations
ρ∗U ∞∗x
Reynold’s Number ( Re ( x )) = Re ( x )=
μ
1.126601196∗17.55025522∗1.15
Re ( x ) = −5
1.85∗10
Re ( x )=1229078.881

Boundary Layer Thickness = 27 mm=0.027 m

Displacement Thickness =

( )
δ 0.027
δ =∫ ❑ 1−
¿

0
( u
U∞ )
dy = ∫ ❑ 1−
0
1.7067 ln ( x ) +17.895
11.8353
dx =4.1325 mm

Momentum Thickness =
δ
θ=∫ ❑
0
u
U∞(1−
u
U∞)dy

( )
0.027
1.7067 ln ( x )+17.895 1.7067 ln ( x ) +17.895
¿ ∫ 11.8353
1−
11.8353
dx=2.9385 mm
0

Average Velocity across the boundary layer =

 UL 0.027

∫ (¿ 1.7067 ln ( x ) +17.895)dx
∫ ❑u dx 0.004
¿ 0.24358435
= = =10.59062 m/s ¿
UL−¿ 0.027−0.004 0.023

Average Velocity in test section ( V Avg ) =

10.59062∗2+11.8353
=11.005516 m/s
3

Average Mass Flow Rate =

ρ∗A∗V Avg=1.126601196∗0.6∗0.9∗15.53677437=9.452024234 Kg/s

[Link] Calculations

Boundary Layer Thickness :

¿ δ 0.16 0.16
¿ ≅ 1
= 1
¿x ℜ 7
( x) ( 1229078.881 )7

0.16∗1150
δ= 1
=24.8243484 mm
( 1229078.881 ) 7

Displacement Thickness :
¿
δ 0.020 0.020
≅ 1
= 1
x
( ℜx )
7
( 1229078.881 ) 7

¿ 0.020∗1150
δ= 1
=3.10304 mm
( 1229078.881 ) 7
 Momentum Thickness :
θ 0.016 0.016
≅ =
x 1 1
( ℜx ) 7
( 1229078.881 ) 7

0.016∗1150
θ= 1
=2.482434 mm
( 1229078.881 ) 7

GRAPH

Velocity vs Position
14

12

10
Velocity (m/s)

0
0 50 100 150 200 250 300 350

Position (mm)

Figure 3 : Velocity vs Position graph

 Velocity vs Position
14

12
R² = =0.962157153629186
f(x) 1.70667378880838 ln(x) + 17.89526775009
10
Velocity (m/s)

0
0 0.005 0.01 0.015 0.02 0.025 0.03

Position (m)

Figure 4 : Velocity vs Position graph (Interpolated)

RESULT

* Theoretical (in mm) Experimental (in mm)

Boundary Layer Thickness 24.8243484 27
Displacement Thickness 3.10304 4.132502
Momentum Thickness 2.482434 2.938541

Average Velocity =15.53677437 m/s

Average Mass Flow Rate = 9.452024234 kg/s

INFERENCE
  The probe surface and the wind tunnel surface are 4 mm away from each
other, Hence the first reading after 0 mm was 4 mm. This is due to the
bend prevailing in the pitot tube. The angle of pitot tube is not perfectly 90 ͦ
 After 27 mm from the bottom surface, the pressure difference remains
constant. This shows that the pitot tube has come out of the boundary layer
.
 There exists a slight variance between the theoretical and experimental
values, which could be attributed to several factors such as measurement
errors, approximations in theoretical models, and inherent limitations in
experimental conditions.

REFERENCES

[Link] layer – Wikipedia,[Link]

[Link] number – Wikipedia,[Link]

[Link] [Link]-Low speed wind tunnel testing,Third edition