Ug Thesis90

THREE DIMENSIONAL FLOW SEPARATION
CONTROL USING VORTEX GENERATORS

A PROJECT REPORT
Submitted by
P.KANNAN
090101117048
L.KANNAPPAN
090101117049
N.KARTHIKEYAN
090101117052
S.MOHAMED ANIFFA
090101117060
In partial fulfillment for the award of the degree

Of
BACHELOR OF ENGINEERING
IN
AERONAUTICAL ENGINEERING
PARK COLLEGE OF ENGINEERING AND TECHNOLOGY,
COIMBATORE.
ANNA UNIVERSITY: CHENNAI 600 025

APRIL 2013
ANNA UNIVERSITY: CHENNAI 600 025

BONAFIDE CERTIFICATE
Certified that this project report THREE DIMENSIONAL FLOW
SEPARATION CONTROL USING VORTEX GENERATORS is

the bonafide work of P.KANNAN, L.KANNAPPAN, N.KARTHIKEYAN
AND S.MOHAMED ANIFFA who carried out the project work under my
supervision.
SIGNATURE
SIGNATURE
Gp. Capt. I.N.S. RAO (Retd.),
Mr. N.KANNAMANIMUTHU
HEAD OF THE DEPARTMENT
Lecturer
Aeronautical Engineering
Aeronautical Engineering
Park College of
Park College of
Engineering & Technology
Engineering & Technology
Kaniyur, Coimbatore
Kaniyur, Coimbatore
Pin-641659
Pin-641659
Submitted for Anna University Project Examination held on ___________
Internal Examiner
External Examiner
DECLARATION
We affirm that the project work titled THREE DIMENSIONAL
FLOW
SEPARATION
CONTROL
USING
VORTEX
GENERATORS being submitted in partial for the award of B.E. is the

original work carried out by us. It has not formed as the part of any other project
work submitted for award of any degree of diploma, either in this or any other
university.
P.KANNAN
L.KANNAPPAN
N.KARTHIKEYAN
S.MOHAMED ANIFFA
I certify that the declaration made above by the candidate is true.
Gp. Capt. I.N.S. RAO (Retd.),

Head of the Department,
Aeronautical Engineering,
Park College of Engineering and Technology,
Kaniyur,
Coimbatore- 641 659.
ACKNOWLEDGEMENT
First and foremost, we wish to acknowledge our debt to the ALMIGHTY who
has given us knowledge and good health.
Before we get into thick of the things we would like to add a few genuine words
for the people who were part of this project in numerous ways. People who gave
unending support right from the stage project were conceived.
We express our heartfelt thanks to our Chairman Dr. P. V. RAVI, Chief Executive
Officer Ms.ANUSHA.R B.E.,M.S, Executive Officer Mr. T.NITHYANANDAM
B.E., M.S., M.B.A., for having provided us with necessary in infrastructure for
successful completion of the project.
We extended our sincere gratitude to Dr. G. MOHAN KUMAR, principal, Park
College of Engineering and Technology, for his high degree of encouragement.
We are deeply obligated to Dr. A. P. HARAN, Dean, aeronautical engineering, for
his timely guidance during the course of the project work.
We are deeply obligated to Prof.I.N.S RAO, Head of the department, Aeronautical
Engineering, for his timely guidance during the course of the project work.
We express our heartfelt thanks to Mr. N.KANNAMANIMUTHU, who had been
a source of strength and an imparting us with invaluable guidance throughout the
course of the project.
We wish to express our sincere thanks to our department PROFESSORS,
ASSISTANT PROFESSORS and LECTURERS for their kind support
throughout the project. We also wish to thank our beloved PARENTS for their
kind support throughout the course of the project.
ABSTRACT
This project is focused on analysis and fabrication of delta type (passive) vortex
generators on NACA 23012 wing to control flow separation. This includes two
parts analysis and fabrication of normal wing, analysis and fabrication of wing
with 8 delta type vortex generators. Analysis and fabrication of normal wing
consists of finding CL and CD values for the wing both experimental as well as in
CFD and then comparing it with reference values. The CL and CD values are found
for various angles of attack (-4o,0o,4o,8o,10o,12o). The velocity of airflow is
maintained at 21m/s and the Reynolds number is 2*105. The vortex generators are
arranged in an angle of 150. Then CL and CD values for wing with vortex
generators are found experimentally and using CFD. These values are compared
with reference values and the percentage of error as well as increase in lift and
reduction in drag is found.
Thus the flow separation control using vortex
generators are effective in increasing the lift produced in wing and in reducing the
drag.
TABLE OF CONTENTS
CHAPTER
TITLE
NO.
NO.
ACKNOWLEDGEMENT
ABSTRACT
LIST OF TABLES
LIST OF FIGURES
LIST OF SYMBOLS
INTRODUCTION
1.1 Basic Definitions
1.2 Literature review
PAGE
BACKGROUND
2.1 Vortices display some properties
2.2 Two types of vortex
2.3 Vortex generator
2.4 Helmholtzs theorems
2.5 Boundary layer separation
2.6 Adverse pressure
2.7 Internal Separation
2.8 Effects of boundary layer separation
2.9 Flow Separation
2.10 Spin
2.11 Spin Resistance
2.12 Microvortex Generators

2.13 Mechanism of Flow Separation and
Objectives of adding Vortex Generators
2.14 Types of Vortex Generators
2.15 Advantages
2.16 Applications
EXPERIMENT ANALYSIS
3.1 Types of Wind Tunnel
3.2 Wind Tunnel Specifications
3.3 Wind Tunnel Calibration
3.4 Stem Dimensions
3.5 Vortex Generator
FLUENT MODEL SETUP PROCEDURE I

4.1 Create Geometry in GAMBIT
4.2 Create Farfield Boundary
4.3 Create Faces
4.4 Create Volumes
4.5 Mesh Volumes
4.6 Set up Problem in FLUENT
FLUENT MODEL SETUP PROCEDURE II

5.2 Mesh Faces
5.3 Mesh Volumes
RESULTS AND DISCUSSIONS
6.1 Contours
6.2 Graphs
CONCLUSION
APPENDIX
8.1 CFD Comparisons
8.2 Experimental Comparisons
REFERENCES
LIST OF TABLES
TABLE
TITLE
PAGE NO.
NO.
1
RPM vs Velocity
Angle of attack and CL values for wing
Angle of attack and CD values for wing
Angle of attack and CL values for wing with

Vortex Generators
Angle of attack and CD values for wing with

Vortex Generators
LIST OF FIGURES
FIG NO.
TITLE
PAGE NO
Wing with VGs
Wing Tip Vortices
Boundary Layer separation on wing
Types of VGs
Wind Tunnel
U-Tube Manometer
Six Component Setup
CATIA Model
GAMBIT and FLUENT Model
10
Contours and Velocity vectors for Different

Angle of Attack
LIST OF SYMBOLS
SYMBOLS
ABBREVIATIONS
ANGLE OF ATTACK (Degree)
CL
LIFT COEFFICIENT
CD
DRAG COEFFICIENT
LIFT (Newton)
DRAG (Newton)
CP
PRESSURE COEFFICIENT
STATIC PRESSURE (Newton/Metre2)
PREF
REFERENCE PRESSURE (Newton/Metre2)
DYNAMIC PRESSURE (Newton/Metre2)
DYNAMIC VISCOSITY (Newton. Second/Metre2)
KINEMATIC VISCOSITY( Metre2/Second)
DENSITY (Kilogram/Metre3)
VELOCITY (Metre/Second)
WING SPAN AREA (Metre2)
INTRODUCTION
Aerodynamic efficiency is a major concern in todays aerospace and aircraft
industries .But the flow separation is one of the important factors that the affect the
aerodynamic efficiency. To overcome these problems vortex generators is fixed on
the upper surface of the wing. We focused on designing a wing with vortex
generators with the available naca 23012 aerofoil data to improve the performance
of the aircraft, delay boundary layer separation, increase the stall angle and
increase the lift forces. To analysis the performance of rectangular wing with
vortex generator with the available fluent software. A vortex is spinning, often
turbulent, flow of fluid. Any spiral motion with closed streamlines is vortex flow.
The motion of the fluid swirling rapidly around a center is called a vortex. The
speed and rate of rotation of the fluid are greatest at the center, and decrease
progressively with distance from the center.
A vortex is created by the passage of an aircraft wing. Vortices are one of
the many phenomena associated to the study of aerodynamics. The equations of
aerodynamics show that the vortex is created by the difference in pressure between
the upper and lower surface of the wing. At the end of the wing, the higher
pressure on the lower surface effectively tries to reach over to the low pressure
side, creating rotation and the vortex.
1.1 BASIC DEFINITIONS

What is a Wing?
A Wing is a type of fin with a surface that produces lift for flight
or propulsion through atmosphere or through another gaseous or
liquid fluid.
What is Lift?
Lift is the force that directly opposes the weight of an airplane and
holds the airplane in the air. Lift is generated by every part of the
airplane, but most of the lift on a normal airliner is generated by
the wings. Lift is a mechanical aerodynamic force produced by the
motion of the airplane through the air. Because lift is a force, it is
a vector quantity, having both a magnitude and a direction
associated with it. Lift acts through the center of pressure of the
object and is directed perpendicular to the flow direction.
What is Drag?
Drag is the aerodynamic force that opposes an aircraft's motion
through the air. Drag is a mechanical force. It is generated by the
interaction and contact of a solid body with a fluid (liquid or gas).
Drag is a force and is therefore a vector quantity having both a
magnitude and a direction. Drag acts in a direction that is opposite
to the motion of the aircraft.
What is Angle Of Attack?
The angle of attack is the angle between an airfoil and the
oncoming air. A symmetrical airfoil will generate zero lift at zero
angle of attack. But as the angle of attack increases, the air is
deflected through a larger angle and the vertical component of the
airstream velocity increases, resulting in more lift.
What is Reynolds number?

Reynolds number can be defined for a number of different
situations where a fluid is in relative motion to a surface. Reynolds
number (Re) is a dimensionless number that gives a measure of
the ratio of inertial forces to viscous forces
What is Vortex?
Vortex is a region within a fluid where the flow is mostly
a spinning motion about an imaginary axis, straight or curved. That
motion pattern is called a vortical flow.
What is a Vortex Generator?

A vortex generator (VG) is an aerodynamic surface, consisting of a
small vane or bump that creates a vortex. Vortex generators can be
found on many devices, but the term is most often used
in aircraft design.
Vortex generators delay flow separation and aerodynamic stalling,
thereby improving the effectiveness of wings and control surfaces.
1.2 LITERATURE REVIEW

One of the problems encountered has been that high speed performance has
been at the sacrifice of low speed performance and vice versa. Aircraft that
perform well at high speed have a proportionally higher landing and stall speed
while aircraft that perform well at low speed and have slow stall characteristics are
incapable of high speed. One of the attempted solutions to the above-indicated
problem has been the development of swing wing aircraft which extend their wings
during relatively low speed and partially retracted the same during high speed.
The expense of manufacturing the highly sophisticated structural means to

support the swing wing as well as the complicated controls required to operate the
same effectively prices this concept out of all except the supersonic jet aircraft
market. More specifically, all finite lifting surfaces such as aircraft wings, canards ,
horizontal tails and the like experience a flow phenomena at their tips known as the
toll-up of tip vortices.
These vortices occur throughout the angle of attack range from the lowest
angle up to the highest where flow separation and surface stall occurs, especially in
the region of the tips. The strength of these vortices increases as the angle of attack
and surface loading increases. Tip vortices are formed when high pressure air
acting on the lower surface of the lifting structure tends to flow spanwise toward
the tip and into the ambient low pressure area outside the tip. This spanwise flow
tends to spill up and around the tip and back into the low pressure area behind the
lifting surface, thus forming a tip vortex. Energy is lost at the formation and
shedding of these tip vortices. The tip vortices also produce an upwash at the tips
which causes high angles of attack at such tips resulting in early tip stall and
associated energy losses.
Roll up of air flow at the tips represents a considerable loss of energy into
the air stream which manifests itself as a reduction in lift accompanied by large
increases in drag, especially when flow separation and stall occurs and in fact at
stall angles of attack or angles near stall, these effects can be quite severe. For
example, in aircraft which normally take off and land at high angles of attack, tip
stalls can occur resulting in catastrophic losses in lift, large increases in power
required, and in severe stability and control problems.
Over the years, various devices and design techniques have been used to
help overcome some of these problems. One traditional method of delaying or
moderating tip stall is the use of negative twist or wash out on wings and other
lifting surfaces.
Surface wash out reduces the angle of attack at which the tip airfoil sections
operate thus allowing the tip areas to stall later than does the inboard area. Another
technique or method used to improve the tip flow characteristics is the use of end
plates mounted vertically on the tips of the lofting surfaces to block or impede the
span wise air flow thus reducing the strength of the tip vortices and thereby
improving the tip stall characteristics. This flow blockage effectively increases the
aspect ratio of the lifting surface which in itself improves the lift and drag
characteristics.
Although currently several aircrafts are achieving some success with end
plates mounted vertically on their wing tips, this has certainly not proved to be a
complete answer to the problem. This invention is an improved airfoil in form of a
plurality of controllable winglets which are used to reduce the stall characteristics
of wing tips and to give them better lift capabilities. This is accomplished through
relatively simple and yet highly efficient controls.
BACKGROUND
A vortex is a spinning, often turbulent, flow of fluid. Any spiral motion with
closed streamlines is vortex flow. The motion of the fluid swirling rapidly around a
center is called a vortex. The speed and rate of rotation of the fluid are greatest at
the center, and decrease progressively with distance from the center.
PROPERTIES
2.1 VORTICES DISPLAY SOME SPECIAL PROPERTIES:
The fluid pressure in a vortex is lowest in the center where the speed is
greatest, and rises progressively with distance from the center. This is in
accordance with Bernoullis Principle. The core of a vortex in air is sometimes

visible because of a plume of water vapor caused by condensation in the low
pressure of the core. The spout of a tornado is a classic and frightening example of
the visible core of a vortex. A dust devil is also the core of a vortex, made visible
by the dust drawn upwards by the turbulent flow of air from ground level into the
low pressure core.
The core of every vortex can be considered to contain a vortex line, and
every particle in the vortex can be considered to be circulating around the vortex
line. Vortex lines can start and end at the boundary of the fluid or form closed
loops. They cannot start or end in the fluid. Vortices readily deflect and attach
themselves to a solid surface. For example, a vortex usually forms ahead of the
propeller disk or jet engine of a slow-moving airplane. One end of the vortex line
is attached to the propeller disk or jet engine, but when the airplane is taxiing the
other end of the vortex line readily attaches itself to the ground rather than end in
midair. The vortex can suck water and small stones into the core and then into the
propeller disk or jet engine.
Two or more vortices that are approximately parallel and circulating in the
same direction will quickly merge to form a single vortex. The circulation of the
merged vortex will equal the sum of the circulations of the constituent vortices. For
example, a sheet of small vortices flows from the trailing edge of the wing or
propeller of an airplane when the wing is developing lift or the propeller is
developing thrust. In less than one wing chord downstream of the trailing edge of
the wing these small vortices merge to form a single vortex. If viewed from the tail
of the airplane, looking forward in the direction of flight, there is one wingtip
vortex trailing from the right-hand wing and circulating anti-clockwise, and
another wingtip vortex trailing from the right-hand wing and circulating anticlockwise. The result is a region of downwash behind the wing, between the pair
of wingtip vortices. These two wingtip vortices do not merge because they are
circulating in opposite directions.
Vortices contain a lot of energy in the circular motion of the fluid. In an
ideal fluid this energy can never be dissipate and the vortex would persist forever.
However, real fluids exhibit viscosity and this dissipates energy very slowly from
the core of the vortex. It is only through dissipation of a vortex due to viscosity that
a vortex line can end in the fluid, rather than at the boundary of the fluid. For
example, the wingtip vortices from an airplane dissipate slowly and linger in the
atmosphere long after the airplane has passed .This is a hazard to other aircraft and
is known as wake turbulence.
2.2 TWO TYPES OF VORTEX

In fluid mechanics, a distinction is often made between two limiting vortex
cases. One is called the free (irrotational) vortex, and the other is the forced
(rotational) vortex. These are considered as below:
FREE (IRROTATIONAL) VORTEX
When fluid is drawn down a plug-hole, one can observe the phenomenon of
a free vortex.
The tangential velocity v varies inversely as the distance r from the center of
rotation, so the angular momentum, relative velocity, is constant; the vorticity is
zero everywhere(except for a singularity at the center-line) and the circulation
about a contour containing r=0 has the same value everywhere. The free surface (if
present) dips sharply (as r-2) as the center line is approached.
The tangential velocity is given by:
V = /2r
Where is the circulation and r is the radial distance from the center of the vortex.
In non-technical terms, the fluid near the center of the vortex circulates
faster than the fluid far from the center. The speed along the circular path of flow is
held constant or decreases as you move out from the center. At the same time the
inner streamlines have a shorter distance to travel to complete a ring. If you were
running a race on a circular track would you rather be on the inside or outside,
assuming the goal was to complete a circle? Imagine a leaf floating in a free
vortex. The leafs tip points to the center and the blade straddles multiple
streamlines. The outer flow ins slow in terms of angle traversed and it exerts a
backwards tug on the base of the leaf while the faster inner flow pulls the tip
forwards. The drag force opposes rotation of the leaf as it moves around the circle.
FORCED (ROTATIONAL) VORTEX
In a forced vortex the fluid essentially rotates as a solid body (there is no
shear). The motion can be realized by placing a dish of fluid on a turntable rotating
at radians/sec; the fluid has vorticity of 2everywhere, and the free surface (if
present) is a parabola.
The tangential velocity is given by:
V= r
Where is the angular velocity and r is the radial distance from the center of the
vortex.
2.3 VORTEX GENERATOR
A vortex generator is an aerodynamic surface, consisting of a small vane that

creates a vortex. Vortex generators can be found on many devices, but the term is
most often used in aircraft design.
Fig. wing with Vortex Generators

Vortex generators are likely to be found on the external surfaces of vehicles
where flow separation is a potential problem because vortex generators delay flow
separation. On aircraft they are installed on the leading edge of a wing in order to
maintain steady airflow over the control surfaces at the rear of the wing. They are
typically rectangular or triangular, tall enough to protrude above the boundary
layer, and run in spanwise lines near the thickest part of the wing. They can be
seen on the wings and vertical tails of many airliners. Vortex generators are
positioned in such a way that they have an angle of attack with respect to the local
airflow.
A vortex generator creates a tip vortex which draws energetic, rapidlymoving air from outside the slow-moving boundary layer into contact with the
aircraft skin. The boundary layer normally thickens as it moves along the aircraft
surface, reducing the effectiveness of trailing-edge control surfaces; vortex
generators can be used to remedy this problem, among others, by re-energizing the
boundary layer.
Vortex generators delay flow separation and aerodynamic stalling; they
improve the effectiveness of control surfaces and l for swept-wing transonic
designs; they alleviate potential shock-stall problems.
Many of the vortex generator kits available for light twin-engine airplanes
bring with them the added benefit of an increase in maximum takeoff weight. This
is paradoxical because installation of vortex generators does not increase the
strength of the wing.
The maximum takeoff weight of a twin-engine airplane is determined by
structural requirements and one-engine climb performance requirements. For many
light twin-engine airplanes the one-engine climb performance requirements
determine a lower maximum weight than the structural requirements.
Consequently, anything that can be done to improve the one engine-inoperative
climb performance will bring about an increase in maximum takeoff weight.
In the USA from 1945 until 1991 the one engine-inoperative climb requirement for
multi-engine airplanes with a maximum takeoff weight of 6000lb or less was as
follows:
All multi engine airplanes having a stalling speed Vs 0 greater than 70 miles
per hour shall have a steady rate of climb of at least .02(Vs0)2in feet per minute at
an altitude of 5,000 feet with the critical engine inoperative propeller in the
minimum drag position, landing gear retracted, wing flaps in the most favorable
position.
Where Vso is the stalling speed in the landing configuration in miles per hour.
Installation of vortex generators can usually bring about a slight reduction in

stalling speed of an airplane and therefore reduce the required one-engineinoperative climb performance. The reduced requirement for climb performance
allows an increase in maximum takeoff weight, at least up to the maximum weight
allowed by structural requirements.
An increase in maximum weight allowed by structural requirements can
usually be achieved by specifying a maximum zero fuel weight or , if a maximum
zero fuel weight is already specified as one of the airplanes limitations, by
specifying a new lower maximum zero fuel weight. For these reasons, vortex
generator kits for many light twin-engine airplanes are accompanied by a reduction
in maximum zero fuel weight and an increase in maximum takeoff weight. None of
the requirements applicable to single engine airplanes as their maximum takeoff
weight is dependent on stalling speed so there is no opportunity for vortex
generators on these airplanes to bring about an increase in maximum weight.
Similarly, after 1991 the airworthiness certification requirements in the USA have
specified the one engine in operative climb requirement as a gradient independent
of stalling speed, so there is no opportunity for vortex generators to increase the
maximum takeoff weight of multi-engine airplanes whose certification basis is
FAR 23 at amendment 23-42 or later.
2.4 HELMHOLTZS THEOREMS:

In fluid mechanics, Helmholtzs theorems describe the three-dimensional
motion of fluid in the vicinity of vortex filaments. These theorems apply to
inviscid flows and flow where the influence of viscous forces is small and can be
ignored.
Helmholtzs three theorems are as follows
Helmholtzs first theorem:

The strength of a vortex filament is constant along its length.
Helmholtzs second theorem:
A vortex filament cannot end in a fluid; it must extend to the boundaries of
the fluid or form a closed path.
Helmholtzs third theorem:
In the absence of rotational external forces, a fluid that is initially irrotational
remains irrotational.
Helmholtzs theorems apply to inviscid flows. In observations of vortices in
real fluids the strength of the vortices always decays gradually due to the
dissipative effect of viscous forces.
Alternative expressions of the three theorems are as follows:
1. The strength of a vortex tube does not vary with time
2. Fluid elements lying on a vortex line at some instant continue to lie on that
vortex line. More simply, vortex lines move with the fluid. Also vortex lines
and tubes must appear as a closed loop, extend to infinity or start/end at solid
boundaries.
3. Fluid elements initially free of vorticity remain free of vorticity.
Helmholtzs theorems have application in understanding:
Generation of lift on an airfoil
Starting vortex
Horseshoe vortex
Wingtip vortices
Helmholtzs theorems are now generally proven with reference to kelvins

circulation theorem. However the Helmholtzs theorems were published in 1858,
nine years before the 1867 publication of Kelvins theorem. There was much
communication between the two men on the subject of vortex lines, with many
references to the application of their theorems to the study of smoke rings.
STARTING VORTEX
The starting vortex is a vortex which forms in the air adjacent to the trailing
edge of an airfoil as it is accelerated from rest in a fluid. It leaves the airfoil (which
now has an equal but opposite bound vortex round it), and remains (nearly)
stationary in the flow. It rapidly decays through the action of viscosity.
The initial (and quite brief) presence of a starting vortex as an airfoil begins
to move was predicted by early aerodynamicists, and eventually photographed.
Whenever the speed or angle of attack of an airfoil changes there is a
corresponding amount of vorticity is a continuum of mini-starting-vortexes. The
wake behind an aircraft is a continuous sheet of weak vorticity, between the two
trailing vortices, and this accounts for the changes in strength of the trailing
vortices as the airspeed of the aircraft and angle of attack on the wing change
during flight. (The strength of a vortex cannot change within the fluid except by
the dissipative action of viscosity. Vortices either form continuous loops of
constant strength, or they terminate at the boundary of the fluid-usually a solid
surface such as the ground.)
The starting vortex is significant to an understanding of the Kutta condition and its
role in the circulation around any airfoil generating lift.
The starting vortex has certain similarities with the starting plume which
forms at the leading edge of a slug of fluid, when one fluid is injected into another
at rest see plume (hydrodynamics)
HORSESHOE VORTEX
The horseshoe vortex model is simplified representation of the vortex
system of a wing. In this model the wing vorticity is modeled by a bound vortex of
constant circulation, travelling with the wing, and two trailing vortices, therefore
having a shape vaguely reminiscent of a horseshoe. (The starting vortex create as
the wing begins to move through the fluid is considered to have been dissipated by
the action of viscosity, as are the trailing vortices well behind the aircraft.) The
trailing vortices are responsible for the component of the downwash which crates
induced drag.
The horseshoe vortex model is unrealistic in implying a constant vorticity
(and hence by the Kutta-Joukowski theorem constant lift)at all points on the
wingspan. In a realistic model (due to Ludwig Prandtl) the vortex strength reduces
along the wingspan, and the loss I vortex strength is shed as a vortex sheet from the
trailing edge, rather than just at the wing-tips. However, by using the horseshoe
vortex model with a reduced effective wingspan but same mid plane circulation,
the flows induced far from the aircraft can be adequately modeled.
WINGTIP VORTICES
Fig. Wing Tip Vortices

Condensation in the cores of wingtip vortices from an F-15E as it disengages
from a KC-10 Extender following midair refueling. Wingtip vortices are tubes of
circulating air which are left behind a wing as it generates lift. One wingtip vortex
trails from the tip of each wing. The cores of vortices spin at very high speed and
are regions of very low pressure. The cores of wingtip vortices are sometimes
visible due to condensation of water vapor in the low pressure, and they should not
be confused with contrails, which are water vapor trails caused by exhaust.
Wingtip vortices are associated with induced drag, an essentially
unavoidable side-effect of the wing generating lift. Managing induced drag and
wingtip vortices by selecting the best wing planform for the mission in critically
important in aerospace engineering. Wingtip vortices form the major component of
wake turbulence.
Migratory birds take advantage of each other wingtip vortices by flying in a
V formation so that all but the leaders are flying in the upwash from the wing of
the bird ahead. This upwash makes it a bit easier for the bird to support its own
weight, reducing fatigue on migration flights. Some technical writers use the
alternative expression trailing vortices because these vortices also occur at points
other than at the wing tips. They are induced at the outboard tip of the wing flaps
and other abrupt changes in wing planform.
THE BOUNDARY LAYER

The air molecules at the surface of a wing are effectively stationary (see the
no-slip condition).If the flow is smooth, known as laminar flow, the velocity of the
air increases steadily as measurements are taken further away from the surface.
However the smooth flow is often disturbed by the boundary layer breaking away
from the surface and creating a low pressure region results in increased overall
drag. Attempts have been made over the years to delay the onset of this flow
separation by careful design ad smooth surfaces.
2.5 BOUNDARY LAYER SEPARATION

Boundary layer separation is when the thin layer of viscous fluid leaves the
surface of the body that it is flowing over. The viscosity of the fluid causes the
boundary layer separation. It is well known that as that Reynolds number
increases, the likelihood of the boundary separating increases.
Fig. Boundary Layer Separation on a wing
2.6 ADVERSE PRESSURE

An adverse pressure gradient is just one of the causes of boundary layer
separation. Separation is caused when the convective terms in the x-momentum
approach zero. An adverse pressure gradient is caused when the pressure is

increasing along x.
When the momentum of the fluid in the boundary layer is reduced to the
point where it is zero, the boundary layer then separates from the bounded surface.
When the boundary layer separates from the bounded surface, it then causes
reverse flow over the bounded surface.
2.7 INTERNAL SEPARATION

Boundary layer separation can occur for internal flows. It can result from
such causes such as a rapidly expanding duct of pipe. Separation occurs due to an
adverse pressure gradient encountered as the flow expands, causing an extended
region of separated flow. The part of the flow that separates the recirculating flow
and the flow through the central region of the duct is called the dividing streamline.
The point where the dividing streamline attaches to the wall again is called the
reattachment point. As the flow goes farther downstream it eventually achieves an
equilibrium state and has no reverse flow.
2.8 EFFECTS OF BOUNDARY LAYER SEPERATION

When the boundary layer separates, it produces a wake that causes an
increase of pressure drag, which has many adverse effects upon the efficiency of
the system. Boundary layer separation can also lead an aircraft to stall.
Another effect of boundary layer separation is shedding vortices, known as
Karman Vortex Sheet. When the vortices begin to shed off the bounded surface
they do so at a certain frequency. The shedding of the vortices then could cause
vibrations in the structure that they are shedding off. When the frequency of the
shedding vortices reaches the resonance frequency of the structure, it could cause
serious structural failures.
2.9 FLOW SEPERATION

Airflow separating from a wing which is at a high angle of attack
Fig. Flow Separation

All solid objects travelling through a fluid (or alternatively a stationary
object exposed to a moving fluid) acquire a boundary layer of fluid around them
where viscous forces occur in the layer of fluid close to the solid surface. Boundary
layers can be either laminar or turbulent. A reasonable assessment of whether the
boundary layer will be laminar or turbulent can be made by calculating the
Reynolds number of the local flow conditions.
Flow separation occurs when the boundary layer travels far enough against
an adverse pressure gradient that the speed of the boundary layer 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 fluid. 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 glider, which induce an early
transition to turbulent flow regime vortex generators onlight aircraft, 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.
2.10 SPIN:
Fig. Spin
The related subjects of stalling and spinning have received the continuous
attention of aircraft designers throughout the history of manned flight. Highperformance military aircraft must be capable of extended flight at high angles of
attack near or beyond stall during strenuous maneuvers without unintentional loss
of control or unrecoverable spins. Commercial civil transports, business jets, and
general aviation aircraft must exhibit a high degree of stability and controllability
for the low-speed, near-stall conditions associated with landing and takeoff. In
addition, both military and civil aircraft must display satisfactory recovery
characteristics from inadvertent stalled conditions, with no tendency to enter
unrecoverable poststall conditions such as an unrecoverable deep stall. General

aviation aircraft in the light, personal-owner category must display begin, easily
controlled motions during stall maneuvers, with no tendency to enter dangerous
inadvertent spins, particularly at low altitudes with insufficient height for recovery.
Stalls and spins involve complicated balances between the aerodynamic and
inertial forces and moments acting on the vehicle. Unfortunately, the complexities
of separated aerodynamic flows and the high dependence of poststall aerodynamics
on details of aircraft configurations result in a formidable design problem. The
prediction of spin and spin-recovery characteristics has been especially difficult
during aircraft development programs, and designers have been challenged since
the first recorded spin and spin recovery occurred in 1912 when Lieutenant Porte
of the British Royal Navy intentionally spun and recovered his Avro biplane.
The principal motions of stalling and spinning involve four distinct phases of
flight: the approach to stall, the stall and incipient spin, the developed spin, and
spin recovery. During the approach to stall, as airspeed is reduced and angle of
attack is increased, some aircraft may exhibit large-amplitude rolling or pitching
motions, wing-dropping tendencies, unconventional or ineffective responses to
control inputs, or longitudinal or directional instabilities. If the motions occur in a
rapid and disorienting matter, the pilot may inadvertently lose control of the
aircraft and enter the incipient-spin phase. The incipient spin may also be entered
intentionally by the pilot through applications of rudder-elevator-aileron controls.
In the incipient-spin phase, the flight path of the aircraft changes from horizontal to
nearly vertical, the angle of attack increases beyond the value at stall, and the rate
of rotation increases from zero to the rate exhibited in the fully developed spin. If
the loss of altitude is to be kept to a minimum, the pilot must quickly recognize the
out-of-control situation and apply corrective controls. If the pilot delays the inputs
or applies the wrong control combinations, the aircraft may enter the developedspin phase.
In the developedspin phase, the attitude, angles, and motions of the aircraft tend
to be repeatable from turn to turn, and the flight path is approximately vertical. The
spinning motion is sustained by a balance of the aerodynamic and inertial moments
acting on the aircraft. The spin consists of a spinning motion about the airplane
center of gravity plus translator motion of the center of gravity; however, the
motion is primarily rotary. The developed spin can be very smooth and steady, or it
may be quite oscillatory, violent, and disorienting to the pilot. In addition, the spin
may be relatively steep, characterized by a nose-down attitude, an angle of attack
ranging from slightly above the stall angle of attack to about 30deg, and a
relatively large spin radius(distance of the center of gravity of the aircraft from the
spin axis). The developed spin may also be fast and flat, with a relatively
horizontal fuselage attitude, and angle of attack approaching 90and the spin axis
passing almost vertically through the center of gravity of the aircraft with a spin
radius of near zero.
Spin recovery is accomplished by upsetting the balance of aerodynamic and
inertial moments acting on the aircraft by movement of the aerodynamic control
surfaces. The specific control in puts required for satisfactory spin recovery for a
particular aircraft depend on certain critical aircraft mass and aerodynamic
properties, and the most effective control sequence varies for different types of
airplanes(for example, fighters and personal-owner aircraft). Recoveries from steep
spins tend to be less difficult because the aircraft aerodynamic controls retain a
limited degree of effectiveness slightly beyond the stall. However, recovery from a
flat spin is normally extremely difficult because the aircraft controls are ineffective
at such high angles of attack.
Because unrecoverable spins may be encountered during initial aircraft

stall/spin flight test, spin test aircraft are commonly equipped with emergency
spin-recovery parachute systems, which can be deployed to terminate the spinning
motion and reduce the aircraft angle of attack to below stall conditions. The
parachute is then jettisoned by the pilot and conventional flight resumed.
Unfortunately, when inadvertent loss of control and spin entry occur at low
altitudes, the pilot may not havbe enough altitude to terminate the poststall motions
and complete the near-vertical recovery maneuver before impacting the ground.
Sadly, this scenario occurs frequently in fatal civil aircraft accidents for personalowner aircraft that are piloted by relatively inexperienced individuals, with
minimum exposure to out-of-control maneuvers and spins.
From a technical perspective, stalls and spins are very complicated because of a
single factor-aerodynamics. The aerodynamic characteristics of most aircraft
configurations become extremely nonlinear and ill behaved at angles of attack
beyond stall. Thus, the prediction and analysis of stall/spin behavior have not been
amenable to theoretical methods. After decades of experience and national
leadership in the area of stall/spin technology, researchers at the Langley Research
center have evolved a series of dynamically scaled model test techniques to
provide the information required for the prediction of airplane spin and spinrecovery characteristics. Historically, the quality of correlation of results from
dynamic model tests with full-scale aircraft results has been extremely good for
military aircraft that employ wings with relatively sharp leading edges (which are
relatively insensitive to Reynolds number effects at high angles of attack), swept
wings, and/or fuselage heavy loadings. For these configurations, isolated problems
have arisen when fuselage cross-sectional shapes have shown Reynolds number
effects. Langley has developed artificial model modifications to correct for many
of these effects for military aircraft models.
2.11 SPIN RESISTANCE

Despite decades of research and development on spin and spin-recovery
characteristics, stall/spin accidents continued to plague the military and civil
communities up to the 1970s. In the 1970s, however two concepts suddenly
dominated research activities and resulted in dramatic improvements in the
stall/spin behavior of aircraft configurations. One engineering concept was the
technical approach of using emerging advanced flight control systems for
automatic spin prevention and spin recovery. For years automatic flight control
systems could recognize the loss of control and incipient-spin conditions more
quickly than the human pilot and could apply corrective controls before the aircraft
could enter a developed spin. In fact, if the control loops were tight enough, the
control system could be tuned to prevent the incipient spins; this would provide
carefree maneuvers and flight operations for the pilot. This concept was
particularly appealing for advanced military aircraft configurations, which were
frequently flown in the hazardous high-angle-of-attack environment.
Unfortunately, the flight control systems used prior to the 1970s did not
utilize the flight parameters necessary for automatic spin prevention. If a unique
auxiliary spin-prevention system had been implemented during that time period, it
would have operated very infrequently, and the probability of failure or
maintenance problems was major issues that blocked the implementation of the
concept. However, in the 1970s, flight control systems of advanced military
aircraft began using feedback from virtually all flight parameters; this permitted
the design and integration of automatic spin-prevention systems into the normal
flight control system. Such systems have had a profound beneficial impact on
current military aircraft and significantly improved the flying qualities of highperformance aircraft at high angles of attack and spin resistance, as well as
avoiding the loss of pilot lives and the cost of aircraft destroyed in accidents.
The second engineering concept that emerged in the 1970s involved a

change of emphasis in stall/spin research for personal-owner civil aircraft. Because
most stall/spin accidents for this class of aircraft occurred at low altitudes, where
the altitude was insufficient to even obtain a developed spin before ground impact,
it became obvious that the major research thrust should be changed from an
emphasis on the developed spin and spin recovery to an emphasis on spin
avoidance and increased spin resistance. In other words, the historical approach of
concentrating on the developed spin was finally recognized as working the wrong
end of the stall/spin problem. Thus, Langley researchers involved in the General
Aviation Stall/spin Program began to turn their efforts toward concepts that might
be utilized to achieve these goals.
FLOW CONTROL
The discipline of aero dynamics includes three distinct areas of interest: the
fundamental understanding of flow physics and basic fluid phenomena, the
experimental and computational prediction and analysis of aerodynamic
applications, and flow control to enhance the aerodynamic performance of aircraft.
The concepts and mechanisms that permit flow control are among the most
important products of the modern aerodynamicist, and they will lead to new
paradigms in the aerodynamic design of future aircraft.
To enable the identification and development of flow control concepts, the
researcher will generally have expertise in all three of the foregoing components of
aerodynamics. The key to flow control, however, is a thorough understanding of
the fundamental physics of three dimensional, high Reynolds number aerodynamic
phenomena including vertical flows, boundary layer transition and turbulence, and
flow separation.
2.12 MICRO VORTEX GENERATORS

Although aircraft designers have made wide use of relatively large vortex
generators (VGs) to solve numerous flow control problems, the relative size of the
auxiliary vanes can unfavorably impact the performance of aircraft. Conventional
VGs usually produce residual drag through conversion of aircraft forward
momentum into unrecoverable turbulence in the aircraft wake. Therefore, the
design and implementation of a passive, effective VG configuration that prevents
flow separation for critical flight conditions yet imposes little or no drag penalty on
the aircraft is a formidable challenge to the aerodynamicist.
Fig. Microvortex Generators on a Wing

Led by John C. Lin, a team of Langley researchers dramatically improved the
characteristics of VGs by developing smaller micro vortex generators (MVGs) to
produce stream wise vortices that more efficiently transfer momentum within the
boundary layer. Langleys research on MVGs began as fundamental investigation
of boundary layer separation control in the early 1990s. Within that fundamental
objective, researchers attempted to determine the minimum effective size for

vortex generators.
Langley organized an aggressive experimental program to obtain detailed
information on the mechanism by which vortex generators reenergize the turbulent
boundary layer and prevent separation. The resulting optimization to a sub
boundary layer scale provides a major breakthrough in the fundamental
understanding of the nature of vortex generator flow control and potential
applications. The initial laboratory experiments were conducted in the Langley 20
by 28-Inch Shear-flow Control Tunnel.
Following the exploratory tests, Langley discussed the results of the MVG
research with the aircraft industry, and this peaked industrys interest in the MVGs
quite significantly. A cooperative investigation with McDonnell Douglas in 1991
focused on the impact of MVGs on the high lift performance of a flapped wing
model in the Langley Low Turbulence Pressure Tunnel (LTPT). The model was a
McDonnell Douglas two-dimensional, single-flap, three- element airfoil. The use
of MVGs to eliminate flow separation enabled the flap configurations to be more
aggressive than conventional design would permit. The results showed that the
more percent increase in lift, a 50- percent decrease in drag, and a 100-percent
increase in lift-to-drag ratio. For commercial transport aircraft, these positive
aerodynamic effects could lead to improved landing performance with the simpler
(more economical) single-flap design and, more importantly in many instances, to
reduced approach noise (i.e., less engine power to achieve the same lift). Another
practical benefit of using the MVGs for high-lift applications is that they are small
enough to be stowed with the flap at cruise and hence does not increase the cruise
drag.
In addition to industry interests in applications to commercial transport aircraft, the
Langley-developed MVGT concept has also been applied by the general aviation
industry to enhance performance and high-lift characteristics. In a cooperative

investigation with Gulfstream Aerospace Corporation, tests were conducted in the
LTPT to improve the Gulfstream V high-lift geometry using microvortex
generators in 1994 and 1995. In addition, during flight tests conducted in 1996 and
1997 by Gulfstream, the microvortex generators outperformed conventional vortex
generators for controlling shock-induced separation. The Gulfstream V now
incorporates MVGs on the outboard upper surfaces of its wing for enhanced cruise
performance. With the MVGs installed, the Gulfstream V was able to achieve a
higher maximum cruise speed, extend its operational range capability, and exhibit
better controllability. The enhanced aerodynamic performance provided by MVGs
allowed Gulfstream to meet their technical goals and assure a timely and
successful product. As previously discussed the Gulfstream V aircraft has set
numerous domestic and world speed and performance records and was named the
winner of the 1997 Collier Trophy presented by the National Aeronautic
Association
2.13 MECHANISM OF FLOW SEPARATION AND OBJECTIVES

OF ADDING VORTEX GENERATOR:
Fig. Flow Separation
Fig shows schematic of flow velocity profile on the wing .Air velocity increases up
to the point A. Downstream of the point A velocity decreases this causes
downstream pressure to rise, which in turn creates reverse force acting against the
mainflow and generates reverse flow at downstream point C. no reverse flow
occurs at point A. Between point A and C there is a separation point B where the
pressure gradient and momentum of the boundary layer are balanced as shown in
fig. In the lower zone (point B) close to the wing surface with in the boundary
layer, the airflow quickly loses momentum as it moves downstream due to the
viscosity of air.
Purpose of adding vortex generator is to supply the momentum from higher region
where has large momentum to lower region where has small momentum by
streamwise vortices generated from VGS located just before the separation point.
This allows the separation point downstream.
2.14 TYPES OF VORTEX GENERATOR

BUMP SHAPED VORTEX GENERATOR
Fig. Bump Shaped Vortex Generator

DELTA SHAPED VORTEX GENERATOR:
Fig. Delta Shaped Vortex Generator
2.15 ADVANTAGES:
Increase in aerodynamic efficiency:
10% increase in lift, 50% decrease in drag, and a 100% increase in lift-todrag ratio.
Increase in maximum takeoff weight
Many of the vortex generator kits available for light twin-engine airplanes
bring with them the added benefit of an increase in maximum takeoff weight this
might seem paradoxical because installation of vortex generators does not increase
the strength of the wing.
The maximum takeoff weight of a twin-engine airplane is determined by structural
requirements and single-engine climb performance requirements (which are lower
for a lower stall speed). For many light twin-engine airplanes, the single-engine
climb performance requirements determine a lower maximum weight rather than
the structural requirements. Consequently, anything that can be done to improve
the single-engine-inoperative climb performance will bring about an increase in
maximum takeoff weight.
In the USA from 1945 until 1991, the one-engine-inoperative climb requirement
for multi-engine airplanes with a maximum takeoff weight of 6,000 lb (2,700 kg)
or less was as follows:
All multiengine airplanes having a stalling speed
shall have a steady rate of climb of at least
greater than 70 miles per hour

in feet per minute at an
altitude of 5,000 feet with the critical engine inoperative and the remaining engines
operating at not more than maximum continuous power, the inoperative propeller
in the minimum drag position, landing gear retracted, wing flaps in the most
favorable position
Where
is the stalling speed in the landing configuration in miles per hour.
Installation of vortex generators can usually bring about a slight reduction in

stalling speed of an airplane and therefore reduce the required one-engineinoperative climb performance. The reduced requirement for climb performance
allows an increase in maximum takeoff weight, at least up to the maximum weight
allowed by structural requirements.
An increase in maximum weight allowed by structural requirements can usually be
achieved by specifying a maximum zero fuel weight or, if a maximum zero fuel
weight is already specified as one of the airplane's limitations, by specifying a new
higher maximum zero fuel weight.
For these reasons, vortex generator kits for many light twin-engine airplanes are
accompanied by a reduction in maximum zero fuel weight and an increase in
maximum takeoff weight.
The one-engine-inoperative rate-of-climb requirement does not apply to singleengine airplanes, so gains in the maximum takeoff weight (based on stall speed or
structural considerations) are less significant compared to those for 19451991

twins.
After 1991, the airworthiness certification requirements in the USA specify the
one-engine-inoperative climb requirement as a gradient independent of stalling
speed, so there is less opportunity for vortex generators to increase the maximum
takeoff weight of multi-engine airplanes whose certification basis is FAR 23 at
amendment 23-42 or later.
Maximum landing weight
Because most light twin engined aircraft landing weights are determined by
structural considerations and not stall speed, most VG kits only increase the takeoff weight available and not the landing weight. In these cases increasing the
landing weight requires either structural modifications or else re-testing the aircraft
to demonstrate that the certification requirements are still met at the higher landing
weight
Lower stall speeds.
Improved controllability.
Improved safety
Very cheap and easy to install.
2.16 APPLICATIONS:
To reduce thermal boundary layer thickness in heat exchanger
Sedans, Station Wagons, Sports Cars, Jeeps, Trucks, Trailers all are
having vortex generators to increase the fuel consumption by reducing
aerodynamic drag
In Wind turbine blades
EXPERIMENTAL ANALYSIS
Experiment analysis is carried out in the wind tunnel. A wind tunnel is used
in aerodynamic research to study the effects of air moving past solid objects. A
wind tunnel consists of a closed tubular passage with the object under test mounted
in the middle. A powerful fan system moves air past the object. The test object is
instrumented with a sensitive balance to measure the forces generated by airflow,
or the airflow may have smoke or other substances injected to make the flow lines
around the object visible
3.1 Types of wind tunnel:

Based on the flow speed wind tunnels are classified into 4 types
Sub sonic tunnel
Transonic tunnel
Supersonic tunnel
Hypersonic tunnel
Here we use subsonic open circuit wind tunnel. Again subsonic open circuit wind
tunnels classified into two
Suction tunnel
Blower tunnel
For our project we used the suction type tunnel
Suction type wind tunnel arrangement:

In the suction type wind tunnel fan is placed at the exit of the tunnel. It sucks the
atmosphere air into the tunnel. We can increase or decrease the air velocity in the
test section by changing the fan RPM. Experimental model is placed in the wind
tunnel test section and we can increase velocity up to 35 m/s.
Fig. Suction type wind tunnel
3.2 Wind tunnel specifications:

Type
low subsonic tunnel (suction type)
Test section height
1.5ft
Test section length
5ft
Test section width
2ft
Motor power
20HP
Maximum velocity
37 m/s at 1400 RPM
Boundary layer growth
20mm at test section
Contraction ratio
6:1
Fig. Low speed subsonic wind tunnel
3.3 Wind tunnel calibration:

For doing experiment with various test section velocity, we have to know the
velocity for each RPM. This is known as calibration of wind tunnel. This is done
by using U-tube manometer. For measuring test section velocity the dynamic
pressure should be known. U-tube manometer gives the static and total pressure
reading; from which dynamic pressure can be calculated.
U-tube manometer:
U-tube manometer is shown in fig. one end of the tube is connected to the test
section wall and another side of the tube is placed in such a manner to contact into
the main flow. These two pressures are different, so that liquid level in the two
tubes is also different. Then we use this height difference to calculate the pressure
difference.
Fig. U-tube manometer
Fig. U-tube manometer
Pressure difference, ptotal-pstatic = wgh
P total p static = p dynamic

V=
2wg h/ a)
Where,
V
=velocity of air in the test section
P total = total pressure

P static = static pressure
Pdynamic = dynamic pressure
w
=density of water
By using the above formula we calculate the velocity for various RPM and the
values are noted into the table. Then Graph is plotted for RPM and velocity as
shown in figure.
TABLE: RPM vs VELOCITY

RPM
VELOCITY
300
8.95
400
11.3
500
13.9
600
16
700
18.3
800
21.2
900
24
1000
26.9
1100
29.7
1200
32.5
1300
34.7
RPM Vs velocity
40
35
velocity (m/s)
30
25
20
15
10
5
0
0
200
400
600
800
1000
rpm
Fig: RPM vs velocity graph
Measurement of aerodynamic force in wind tunnel:
1200
1400
Aerodynamic force (lift and drag) on the model is measured using six component
force balance equipment. Six component force balance equipment is shown in the
figure. Six component setup gives direct digital readings of lift, drag, side force,
rolling moment, pitching moment and yawing moment influenced on the model
placed in the test section. There are two kind of force balance setup are present
Internal force balance
External force balance
Fig. six component arrangement

We use external force balance system that is shown in the figure. It has six strain
gages to measure three forces and three moments. Each gage measures a force by
the stretching of an electrical element in the gage. The stretching changes the
resistance of the gage which changes the measured current through the gage
according to Ohm's law. Wires carry electricity to the gages through the hollow
sting and carry the resulting signal back through the sting to recording devices.
Fig. six component setup

By using this equipment we can find the lift and drag force. From the lift and drag
force CL and CD values can be calculated with the help of following formula.
Lift L= (1/2) V2S CL

CL
= (2L)/ V2S
Drag D =1/2 V2S CD
CD= (2D)/ V2S
Single strut mount:

For external balance system we have to use the mounting arrangement for placing
the model in the test section. So we use the single strut mounting arrangement. It is
also called as Stem. Stem is designed in such a manner to change the angle of
attack for the wing model.
3.4 STEM DIMENSIONS:

1) Outer stem length
: 38cm
2) Outer stem diameter
: 11.8mm
3) Inner stem length
:28cm
4) Inner stem diameter
: 7mm
5) Mount plate length
: 13cm
6) Mount plate thickness
: 2mm
7) Adjustment arc length
: 9cm
8) Angle range (In degree) : -12 to 12
Fig. mount catia model

Rectangular wing model:
The wing is fabricated using teak wood for aerodynamic characteristic analysis
in subsonic wind tunnel at park laboratory. The NACA 63-012 aerofoil has been
used for the structure of the wing.
Fig. wing catia model

The wing placed in the wind tunnel by using stem has clearance of 15cm on each
side. The chord of the wing is 60cm and the aspect ratio of the wing is 4.
Fig . wing and mount catia model
3.5 VORTEX GENERATOR:

Delta shape vortex generator is used which is fabricated using teak wood
Specification:
Length
1cm
Height
0.5cm
Interval to height ratio
12
Inclination angle (in degrees)
0, 15, 30
Wing with vortex generator:

Delta shape vortex generator is placed on the wing at 0.1C, 0.4C AND 0.7C with
0, 15 and 30degree angle. Vortex generator is placed in such a way that the leading
edge faces the flow. The distance between the adjacent leading edges of the vortex
generator is 6cm. nine vortex generators are placed along the span of the wing.
FLUENT MODEL SETUP PROCEDURE I
Fig. NACA 23012 Aerofoil

Consider air flowing over NACA23012 wing. The free stream velocity is 21m/s
and the angle of attack is (-4 to 12). Assume standard sea-level values for free
stream properties:
Pressure=101325 Pa
Density=1.2250 kg/m3
Temperature=288.16 K
Kinematic viscosity =1.7894e-5 m2/s
We will determine the lift and drag coefficients under these conditions using
fluent.
Fig. GAMBIT
This leads you through the steps for generating a mesh in GAMBIT for wing
geometry. This mesh can then be read into fluent for fluid flow simulation.
In an external flow such as that over the wing, we have to define a farfield
boundary and mesh the region between the airfoil geometry and the farfield
boundary. Then all the faces are sweeped to obtain a wing and then it is volume
meshed. It is a good idea to place the farfield boundary well away from the airfoil
since we will use the ambient conditions to define the boundary conditions at the
farfield. The farther we are from the airfoil, the less effect it has on the flow and so
more accurate is the farfield boundary condition.
Start GAMBIT
Under Main Menu, select Solver > FLUENT 5/6 since the mesh to be created is to
be used in FLUENT 6.3.26
Import Edge
To specify the airfoil geometry, we will import a file containing a list of vertices
along the surface and have GAMBIT join these vertices to create two edges,
corresponding to the upper and lower surfaces of the airfoil. We will then split
these edges into 4 distinct edges to help us control the mesh size at the surface.
The first line of the file represents the number of points on each edge and the
number of edges. The first 30 set of vertices are connected to form the edge
corresponding to the upper surface; the next 30 are connected to form the edge for
the lower surface. The chord length, c for the geometry in naca23012.dat file is
0.15 m, so x varies between 0 and 100. If you are using a different geometry
specification file, note the range of x values in the file and determine the chord
length c. You will need this later on.
Main Menu > File > Import > ICEM Input...
For file Name, browse and select the naca23012.dat file. Select both Vertices and
Edges under Geometry to Create: since these are the geometric entities we need to
create. Deselect Face. Click Accept.
Fig. Aerofoil
4.2 CREATE FARFIELD BOUNDARY

We will create the farfield boundary by creating vertices and joining them
appropriately to form edges.
Operation Tool pad > Geometry Command Button > Vertex Command Button >
create Vertex
Create the following vertices by entering the coordinates under Global and the
label under Label:
x-coordinate
y-coordinate
z-coordinate
12.5c
21c
12.5c
21c
21c
-12.5c
-12.5c
-11.5c
Now we can create the edges using the vertices created.

Operation Tool pad > Geometry Command Button > Edge Command Button >
Create Edge
Create the edge by selecting the vertex 1 followed by vertex 2. Click Apply.
GAMBIT will create the edge.
Similarly, create the all edges. Note that you might have to zoom in on the airfoil
to select vertex G correctly or click on the to select the vertices from the list and
move them to the picked list.
Fig. Farfield Boundary
SPLIT EDGES
Next, we will split the top and bottom edges into two edges so that we have better
control of the mesh point distribution. Figure of the splitting edges is shown below.
Fig. Split Edges

We need to do this because a non-uniform grid spacing will be used for x<0.3c and
a uniform grid spacing for x>0.3c. To split the top edge into HI and IG, select
Split/Merge Edge
Make sure Point is selected next to Split With in the Split Edge window.
Select the top edge of the airfoil by Shift-clicking on it.
Next we have to sweep the vertices in the airfoil till the arc on both sides. Then the
edges are intersected and the intersection vertexes on both sides are found. Then
the vertices in the arc are joined with the vertices in the airfoil, by using
Create Edge
Create the edge by selecting the vertex 1 followed by vertex 2. Click Apply.
GAMBIT will create the edge
4.3 CREATE FACES

The edges we have created can be joined together to form faces. One rectangular,
and then create aerofoil face.
Operation Tool pad > Geometry Command Button > Face Command Button >
Form Face
To create the last face we will need to make two separate faces, one for the outer
boundary and one for the airfoil and then subtract the airfoil from the boundary.
Operation Tool pad> Geometry Command Button > Face Command Button right
click on the Boolean Operations Button and select Subtract. The Face box will be
highlighted yellow. Shift click to select rectangle boundary. Then select the lower
box labeled subtract faces which will allow you to select faces to subtract from our
outer boundary. Select the airfoil face and click Apply.
4.4 CREATE VOLUMES

The faces we have created can be converted into volumes. Then,
Operation Tool pad > Geometry Command Button > Volume Command Button >
Sweep faces Command Button
We have to select all the six faces and then Click Apply. GAMBIT will create the
volumes.
4.5 MESH VOLUMES

We will mesh each of the 8 volumes separately to get our final mesh, by using
Operation Tool pad > Mesh Command Button > Volume Command Button >
Mesh Volumes
Select the volume. It will change colour. You can use elements as Tet/Hybrid and
type as
T-grid. The interval count is 26.
The meshed volumes should look as follows:
Volume 8 should be meshed by using elements as Hex/Wedge and type as Cooper.
The interval count is 26.
Then the final mesh would look as follows:
Fig. Final Mesh of Wing

Define Boundary Types
The surfaces AAFF, DDFF, AABB and CCDD must be given as inlet.
Surfaces BBII and CCII must be given as outlet.
Airfoil surfaces must be given as wall. First
Operation Tool pad > Zones Command Button > Specify Boundary Types
Select the surfaces AAFF, DDFF, AABB and CCDD, type the name as IN,
type as Velocity Inlet and click Apply.
Select the surfaces BBII and CCII, type the name as OUT, type as Pressure
Outlet and click apply.
Select the airfoil surfaces, type the name as AIRFOIL, type as Wall and click
apply.
Save Your Work
Main Menu > File > Save
Export Mesh
Main Menu > File > Export > Mesh...

Save the file as airfoil.msh.
Make sure that the Export 2d Mesh option is not selected.
Check to make sure that the file is created.

Launch FLUENT
Start > Programs > Fluent Inc> FLUENT 6.0

Select 3ddp from the list of options and click Run.
Import File
Main Menu > File > Read > Case...

Navigate to your working directory and select the airfoil.msh file. Click OK.
The following should appear in the FLUENT window:
Fig. FLUENT
Check that the displayed information is consistent with our expectations of the
airfoil grid
Check the Grid
Grid > Check
Define Properties
Define > Models > Solver...
Under the Solver box, select Pressure Based.
Click OK.
Define > Models > Viscous

Select Inviscid under Model.
Click OK.
Define > Models > Energy
The speed of sound under SSL conditions is 340 m/s so that our freestream Mach
number is around 0.15. This is low enough that we'll assume that the flow is
incompressible. So the energy equation can be turned off.
Make sure there is no check in the box next to Energy Equation and click OK.
Define > Materials

Make sure air is selected under Fluid Materials. Set Density to constant and equal
to 1.225 kg/m3.
Click Change/Create.
Define > Operating Conditions
We'll work in terms of gauge pressures in this example. So set Operating Pressure
to the ambient value of 101,325 Pa.
Click OK.
Define > Boundary Conditions
Set IN to the velocity-inlet boundary type.
For each, click Set.... Then, choose Components under Velocity Specification
Method and set the x- and y-components to that for the freestream. For instance,
the x-component is 21*cos (5o) =
Click OK.
Set OUT to pressure-outlet boundary type, click Set... and set the Gauge Pressure
at this boundary to 0.Click OK
Solve
Solve > Control > Solution

Take a look at the options available.
Under Discretization, set Pressure to PRESTO! And Momentum to Second-Order

Upwind.
Click OK.
Solve > Initialize > Initialize...

As you may recall from the previous tutorials, this is where we set the initial guess
values (the base case) for the iterative solution. Once again, we'll set these values
to be the ones at the inlet. Select IN under Compute From.
Click Init.
Solve > Monitors > Residual...

Now we will set the residual values (the criteria for a good enough solution). Once
again, we'll set this value to 1e-06.
Click OK.
Solve > Monitors > Force...

Under Coefficient, choose Lift. Under Options, select Print and Plot. Then, Choose
airfoil under Wall Zones.
Lastly, set the Force Vector components for the lift. The lift is the force
perpendicular to the direction of the freestream. So to get the lift coefficient, set X
to -sin (5) =-0.0872 and Y to cos (5) =0.9962.
Click Apply for these changes to take effect.
Similarly, set the Force Monitor options for the Drag force. The drag is defined as
the force component in the direction of the freestream. So under Force Vector, set
X to cos (5) =0.9962 and Y to sin (5) =0.0872. Turn on only Print for it.
Report > Reference Values
Now, set the reference values to set the base cases for our iteration. Select IN under
Compute From.
Click OK.
Main Menu > File > Write > Case...

Save the case file before you start the iterations.
Solve > Iterate

Iterate until the problem is converged.
Analyze Results
Plot velocity Vectors
Lets see the velocity vectors along the airfoil.
Display > Vectors
Use the default setting by clicking Display.
Plot Pressure Coefficient

Pressure coefficient is a dimensionless parameter defined by the equation
Where P is the static pressure, Pref is the reference pressure, and qref is the
reference dynamic pressure defined by prefVref 2 .The reference pressure, density,
and velocity are defined in the Reference Values.
Plot Pressure Contours
Plot static pressure contours
Display > Contours

Select pressure and Static Pressure from under contours of. Click Display.
Check also the Filled and Draw Grid under Options menu.
Main Menu > File > Write > Case & Data...
Save case and data after you have obtained a converged solution.
FLUENT MODEL SETUP PROCEDURE II
Fig. NACA 23012 Aerofoil

Consider air flowing over NACA23012 wing with Delta Vortex Generators of base
1cm, height 0.5 cm and thickness 0.5 cm. The freestream velocity is 21m/s and the
angle of attack is (-4 to 12). Assume standard sea-level values for freestream
properties:
Pressure=101325 Pa
Density=1.2250 kg/m3
Temperature=288.16 K
Kinematic viscosity =1.7894e-5 m2/s
We will determine the lift and drag coefficients under these conditions using
fluent.
Fig. GAMBIT
This leads you through the steps for generating a mesh in GAMBIT for wing
geometry with Vortex Generators. This mesh can then be read into fluent for fluid
flow simulation.
In an external flow such as that over the wing with Vortex Generators, first we
have to import vertex data, then we have to convert it into edges. Then it is
converted into a face and then to volume. Next, we have to define the farfield
boundary. It is a good idea to place the farfield boundary well away from the wing
since we will use the ambient conditions to define the boundary conditions at the
farfield. The farther we are from the wing, the less effect it has on the flow and so
more accurate is the farfield boundary condition. The Farfield boundary is a cube
of side 80 cm.
Start GAMBIT
Under Main Menu, select Solver > FLUENT 5/6 since the mesh to be created is to
be used in FLUENT 6.3.26
Import Edge
To specify the airfoil geometry, we will import a file containing a list of vertices
along the surface and have GAMBIT join these vertices to create two edges,
corresponding to the upper and lower surfaces of the airfoil. We will then split
these edges into 4 distinct edges to help us control the mesh size at the surface.
The first line of the file represents the number of points on each edge and the
number of edges. The first 30 set of vertices are connected to form the edge
corresponding to the upper surface; the next 30 are connected to form the edge for
the lower surface.
The chord length, c for the geometry in naca23012.dat file is 0.15 m, so x varies
between 0 and 100. If you are using a different geometry specification file, note the
range of x values in the file and determine the chord length c. You will need this
later on.
Main Menu > File > Import > ICEM Input...
For file Name, browse and select the naca23012.dat file. Select both Vertices and
Edges under Geometry to Create: since these are the geometric entities we need to
create. Deselect Face. Click Accept.
The edges we have created can be joined to create aerofoil face.
Create Face from Wireframe.
Fig. Aerofoil
The face we have created can be converted into volume. Then,
We have to select the face and then Click Apply. GAMBIT will create the volume.
We will create a cube of side 80 cm, by
Create Volume
Enter width, height and depth as 80 cm.
Click Apply.
Next using vertices and then joining them by lines, we can create Vortex
Generators.
We can create vertices using
Operation Tool pad > Geometry Command Button > Vertex Command Button >
create Vertex
Then we can create edges using
Create Edge
Then it is converted into face using
Create Face from Wireframe.
Then it is converted into volume using
Then the volumes are united using
Boolean Operation
Then select unite and unite the vortex generators along with the wing.
Then wing is subtracted from farfield boundary using

Boolean Operation
Then select subtract.
5.2 MESH FACES

We will mesh the 4 faces of wing. Before we mesh a face, we need to define the
point distribution for each of the edges that form the face i.e. we first have to mesh
the edges. We'll select the mesh stretching parameters and number of divisions for
each edge based on three criteria:
1. We'd like to cluster points near the airfoil since this is where the flow is
modified the most; the mesh resolution as we approach the farfield boundaries can
become progressively coarser since the flow gradients approach zero.
2. Close to the surface, we need the most resolution near the leading and trailing
edges since these are critical areas with the steepest gradients.
3. We want transitions in mesh size to be smooth; large, discontinuous changes in
the mesh size significantly decrease the numerical accuracy.
The edge mesh parameters we'll use for controlling the stretching are successive
ratio, first length and last length.
Each edge has a direction as indicated by the arrow in the graphics window. The
successive ratio R is the ratio of the length of any two successive divisions in the
arrow direction as shown below.
First, we have to mesh the edges of the Vortex Generators. This is done by using
Operation Tool pad > Mesh Command Button > Edge Command Button > Mesh
Edges
Then the two edges on the airfoil
5.3 MESH VOLUMES

We will mesh the volume separately to get our final mesh, by using
Operation Tool pad > Mesh Command Button > Volume Command Button >
Mesh Volumes
Select the volume. It will change colour. You can use elements as Hex/Wedge and
type as
Cooper. The interval count is 26.
Then the final mesh would look as follows:
Fig. Final Mesh of the Wing with VGs

Define Boundary Types
The surface AABB must be given as inlet.
Surface CCDD must be given as outlet.
Airfoil surfaces must be given as wall. First
Operation Tool pad > Zones Command Button > Specify Boundary Types
Select the surface AABB, type the name as IN, type as Velocity Inlet and click
Apply.
Select the surface CCDD, type the name as OUT, type as Pressure Outlet and
click apply.
Select the airfoil surfaces, type the name as AIRFOIL, type as Wall and click
apply.
Save Your Work
Main Menu > File > Save
Export Mesh
Main Menu > File > Export > Mesh...
Save the file as airfoil.msh.

Make sure that the Export 2d Mesh option is not selected.
Check to make sure that the file is created.

Launch FLUENT
Start > Programs > Fluent Inc> FLUENT 6.0
Select 3ddp from the list of options and click Run.
Import File
Main Menu > File > Read > Case...

Navigate to your working directory and select the airfoil.msh file. Click OK.
The following should appear in the FLUENT window:
Fig. FLUENT
Check that the displayed information is consistent with our expectations of the
airfoil grid
Check the Grid

Grid > Check
Define Properties
Define > Models > Solver...
Under the Solver box, select Pressure Based.
Click OK.
Define > Models > Viscous

Select Inviscid under Model.
Click OK.
Define > Models > Energy

The speed of sound under SSL conditions is 340 m/s so that our freestream Mach
number is around 0.15. This is low enough that we'll assume that the flow is
incompressible. So the energy equation can be turned off.
Make sure there is no check in the box next to Energy Equation and click OK.
Define > Materials

Make sure air is selected under Fluid Materials. Set Density to constant and equal
to 1.225 kg/m3.
Click Change/Create.
Define > Operating Conditions
We'll work in terms of gauge pressures in this example. So set Operating Pressure
to the ambient value of 101,325 Pa.
Click OK.
Define > Boundary Conditions
Set IN to the velocity-inlet boundary type.
For each, click Set.... Then, choose Components under Velocity Specification
Method and set the x- and y-components to that for the freestream. For instance,
the x-component is 21*cos (5o) =
Click OK.
Set OUT to pressure-outlet boundary type, click Set... and set the Gauge Pressure
at this boundary to 0.Click OK.
Solve
Solve > Control > Solution
Take a look at the options available.
Under Discretization, set Pressure to PRESTO! and Momentum to Second-Order

Upwind.
Click OK.
Solve > Initialize > Initialize...

As you may recall from the previous tutorials, this is where we set the initial guess
values (the base case) for the iterative solution. Once again, we'll set these values
to be the ones at the inlet. Select IN under Compute From.
Click Init.
Solve > Monitors > Residual...

Now we will set the residual values (the criteria for a good enough solution). Once
again, we'll set this value to 1e-06.
Click OK.
Solve > Monitors > Force...

Under Coefficient, choose Lift. Under Options, select Print and Plot. Then, Choose
airfoil under Wall Zones.
Lastly, set the Force Vector components for the lift. The lift is the force
perpendicular to the direction of the freestream. So to get the lift coefficient, set X
to -sin (5) =-0.0872 and Y to cos (5) =0.9962.
Click Apply for these changes to take effect.

Similarly, set the Force Monitor options for the Drag force. The drag is defined as
the force component in the direction of the freestream. So under Force Vector, set
X to cos (5) =0.9962 and Y to sin (5) =0.0872. Turn on only Print for it.
Report > Reference Values
Now, set the reference values to set the base cases for our iteration. Select IN under
Compute From.
Click OK.
Main Menu > File > Write > Case...

Save the case file before you start the iterations.
Solve > Iterate

Iterate until the problem is converged.
Analyze Results
Plot velocity Vectors
Lets see the velocity vectors along the airfoil.
Display > Vectors
Use the default setting by clicking Display.
Plot Pressure Coefficient

Pressure coefficient is a dimensionless parameter defined by the equation
Where P is the static pressure, Pref is the reference pressure, and qref is the
reference dynamic pressure defined by prefVref 2 .The reference pressure, density,
and velocity are defined in the Reference Values.
Plot Pressure Contours
Plot static pressure contours
Display > Contours

Select pressure and Static Pressure from under contours of. Click Display.
Check also the Filled and Draw Grid under Options menu.
Main Menu > File > Write > Case & Data...
Save case and data after you have obtained a converged solution.
RESULTS AND DISCUSSION
CONTOURS FOR WING WITHOUT VGs [0 ANGLE OF ATTACK]
VELOCITY VECTORS FOR WING WITHOUT VGs [0 ANGLE OF ATTACK]
CONTOURS FOR WING WITHOUT VGs [10 ANGLE OF ATTACK]
VELOCITY VECTORS FOR WING WITHOUT VGs

[10 ANGLE OF ATTACK]
CONTOURS FOR WING WITH VGs AT 0.1C WITH 0 AS ANGLE
[0 ANGLE OF ATTACK]
VELOCITY VECTORS FOR WING WITH VGs AT 0.1C WITH 0 AS ANGLE

[0 ANGLE OF ATTACK]



[0 ANGLE OF ATTACK]

[0 ANGLE OF ATTACK]


CFD COMPARISONS
AOA
CL without VG
CL with VG
.1c 0deg
.1c 15deg
.1c 30deg
-4
0.037
0.03609
0.038969
0.034999
0.098
0.10656
0.10948
0.10514
0.166
0.17611
0.17916
0.17445
0.233
0.24402
0.24741
0.2422
10
0.2674
0.27728
0.28089
0.27547
12
0.3018
0.31015
0.314
0.30844
AOA
CD without VG
CD with VG
.1c 0deg
.1c 15deg
.1c 30deg
-4
0.02
0.029341
0.02555
0.030977
0.023
0.031756
0.029495
0.033187
0.033
0.043064
0.04026
0.044142
0.0508
0.062986
0.059597
0.063655
10
0.0626
0.076089
0.07242
0.076538
12
0.0766
0.091271
0.087383
0.09151
CL VS
0.35
0.3
CL
0.25
0.2
CFD with out VG

CFD with vg .1c 0deg
0.15
CFD with VG .1c 15deg
0.1
CFD with vg .1c 30deg

0.05
0
-5
10
Fig. CL vs
15
CD VS
0.1
0.09
0.08
0.07
CD
0.06
CFD with out VG
0.05
0.04
0.03
0.02
0.01
0
-5
10
15
Fig. CD vs
EXPERIMENT ANALYSIS
AOA
CL without VG CL with VG
.1c 0deg
.1c 15deg
.1c 30deg
-4
0.035376
0.041546
0.042781
0.041958
0.084327
0.107774
0.110653
0.108597
0.162484
0.192101
0.196215
0.192924
0.223364
0.247633
0.259563
0.253804
10
0.271903
0.296584
0.305634
0.298641
12
0.251336
0.274371
0.275194
0.274371
AOA
CD without VG CD with VG
.1c 0deg
.1c 15deg
.1c 30deg
-4
0.020979
0.019333
0.018511
0.019333
0.025504
0.02139
0.020156
0.020979
0.03044
0.027972
0.023858
0.025504
0.048539
0.048128
0.04566
0.047305
10
0.067873
0.064993
0.051007
0.053887
12
0.068695
0.066227
0.061291
0.063348
CL VS
0.35
0.3
0.25
0.2
CL
exp without vg
exp with vg .1c 0deg
0.15
0.1
0.05
0
-5
10
Fig. CL vs
15
CD VS
0.08
0.07
0.06
CD
0.05
exp without vg
0.04
0.03
exp with vg .1c 15 deg

0.02
0.01
0
-5
10
15
Fig. CD vs
CONCLUSION
We can conclude that flow separation can delayed by using vortex generator.
Vortex generator is fixed on the upper surface of the wing. If we fit the Vortex
Generator on the upper surface it will delay the boundary layer separation and it
will energize the boundary layer. From the tables and graph we can see that vortex
generators placed at 0.1 of chord at angle of 15 in counter rotating position
produces a considerable amount of increase in lift and reduction in drag. Hence
aerodynamic efficiency will increase (L/D). Aircraft can recover from the spin and
autorotation very easily and more stable.
Fluent is successfully used for computing the lift coefficient and drag coefficient.
These values are taken for different angle of attack.
APPENDIX
8.1 CFD COMPARISONS

AOA wing
0.1c
0.1c
0.1c
0.4c
0.4c
0.4c
0.7c
0 deg
15 deg
30 deg
0 deg
15 deg
30 deg
0 deg
CL
CL
CL
CL
CL
CL
CL
CL
-4
0.037
0.038969 0.03809 0.034999 0.032806 0.033177 0.033466 0.029787
0.098
0.10948
0.10656 0.10514
0.099622 0.10236
0.10342
0.099895
0.166
0.17916
0.17611 0.17445
0.16826
0.17082
0.17254
0.16935
0.233
0.24741
0.24402 0.2422
0.23552
0.23785
0.24017
0.23753
10
0.2674 0.28089
0.27728 0.27547
0.2685
0.27073
0.27331
0.27111
12
0.3018 0.314
0.31015 0.30844
0.090399 0.30326
0.30604
0.30448
AOA wing
0.1c
0.1c
0.1c
0.4c
0.4c
0.4c
0.7c
0 deg
15 deg
30 deg
0 deg
15 deg
30 deg
0 deg
CD
CD
CD
CD
CD
CD
CD
CD
-4
0.02
0.02555
0.029341 0.030977 0.030454 0.034745 0.03457
0.023
0.029495 0.031756 0.033187 0.034356 0.036636 0.036568 0.033522
0.033
0.04026
0.0508 0.059597 0.062986 0.063655 0.063322 0.066412 0.066988 0.062978
10
0.0626 0.07242
12
0.0766 0.087383 0.091271 0.09151
0.043064 0.044142 0.04461
0.03195
0.047277 0.047506 0.044014
0.076089 0.076538 0.075804 0.079062 0.079842 0.075573

0.30109
0.093799 0.094793 0.090284
8.2 EXPERIMENTAL ANALYSIS
wing
0.1c
0.1c
0.1c
0.4c
0.4c
0.4c
0.7c
0 deg
15 deg
30 deg
0 deg
15 deg
30 deg
0 deg
AOA CL
CL
CL
CL
CL
CL
CL
CL
-4
0.035376
0.041546 0.042781 0.041958 0.041546 0.041958 0.041546 0.067873
0.084327
0.107774 0.110653 0.108597 0.108597 0.109419 0.108185 0.103249
0.162484
0.192101 0.196215 0.192924 0.194158 0.194569 0.194158 0.173179
0.223364
0.247633 0.259563 0.253804 0.245988 0.247633 0.246399 0.210612
10
0.271903
0.296584 0.305634 0.298641 0.264499 0.272726 0.26779
12
0.251336
0.274371 0.275194 0.274371 0.256683 0.260797 0.258329 0.223364
wing
0.245988
0.1c
0.1c
0.1c
0.4c
0.4c
0.4c
0.7c
0 deg
15 deg
30 deg
0 deg
15 deg
30 deg
0 deg
AOA
CD
CD
CD
CD
CD
CD
CD
CD
-4
0.020979 0.019333 0.018511 0.019333 0.020156 0.019333 0.020156 0.021802
0.025504 0.02139
0.03044
0.048539 0.048128 0.04566
10
0.067873 0.064993 0.051007 0.053887 0.066227 0.064993 0.065816 0.066227
12
0.068695 0.066227 0.061291 0.063348 0.067873 0.06705
0.020156 0.020979 0.023036 0.020979 0.022213 0.023858
0.027972 0.023858 0.025504 0.029206 0.028383 0.028795 0.030029

0.047305 0.050596 0.049773 0.050596 0.050596
0.067873 0.067873
REFERENCES
Aerodynamics - Clancy
Fundamentals of Aerodynamics J.D.Anderson
Numerical study of passive and active flow separation control over a NACA
0012 Aerofoil Hua Shan,Li Jiang and Michael Love
Micro Vortex Generators NASA,Langley Research centre
Boundary Layers and Separation Andre Bakker
Study of Aerodynamic Drag Reduction Using Vortex Generators
C.Ramesh Kumar, U.Jaswanth chowdary and A.Karthik Reddy
Vortex Generators Ludovic Andre
Implicit CES for Supersonic Microramp Vortex Generators: New
Discoveries and New Mechanism Qin Li and Chaoqun Li
Research on Aerodynamic Drag Reduction by Vortex Generators
M.Koike, T.Nagayoshi and N.Hamamoto
Design and Analysis of Vortex Generators for HEV Model Joharibin
Ismail

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THREE DIMENSIONAL FLOW SEPARATION

CONTROL USING VORTEX GENERATORS

In partial fulfillment for the award of the degree

ANNA UNIVERSITY: CHENNAI 600 025

ANNA UNIVERSITY: CHENNAI 600 025

SEPARATION CONTROL USING VORTEX GENERATORS is

Gp. Capt. I.N.S. RAO (Retd.),

HEAD OF THE DEPARTMENT

Engineering & Technology

Engineering & Technology

Submitted for Anna University Project Examination held on ___________

We affirm that the project work titled THREE DIMENSIONAL

GENERATORS being submitted in partial for the award of B.E. is the

I certify that the declaration made above by the candidate is true.

Gp. Capt. I.N.S. RAO (Retd.),

Thus the flow separation control using vortex

2.12 Microvortex Generators

FLUENT MODEL SETUP PROCEDURE I

FLUENT MODEL SETUP PROCEDURE II

RESULTS AND DISCUSSIONS

Angle of attack and CL values for wing

Angle of attack and CD values for wing

Angle of attack and CL values for wing with

Angle of attack and CD values for wing with

Wing with VGs

Wing Tip Vortices

Boundary Layer separation on wing

Six Component Setup

GAMBIT and FLUENT Model

Contours and Velocity vectors for Different

ANGLE OF ATTACK (Degree)

STATIC PRESSURE (Newton/Metre2)

REFERENCE PRESSURE (Newton/Metre2)

DYNAMIC PRESSURE (Newton/Metre2)

DYNAMIC VISCOSITY (Newton. Second/Metre2)

KINEMATIC VISCOSITY( Metre2/Second)

WING SPAN AREA (Metre2)

1.1 BASIC DEFINITIONS

What is Reynolds number?

What is a Vortex Generator?

1.2 LITERATURE REVIEW

The expense of manufacturing the highly sophisticated structural means to

accordance with Bernoullis Principle. The core of a vortex in air is sometimes

2.2 TWO TYPES OF VORTEX

The tangential velocity is given by:

2.3 VORTEX GENERATOR

A vortex generator is an aerodynamic surface, consisting of a small vane that

Fig. wing with Vortex Generators

Installation of vortex generators can usually bring about a slight reduction in

2.4 HELMHOLTZS THEOREMS:

Helmholtzs first theorem:

Helmholtzs theorems are now generally proven with reference to kelvins

Fig. Wing Tip Vortices

THE BOUNDARY LAYER

2.5 BOUNDARY LAYER SEPARATION

Fig. Boundary Layer Separation on a wing

2.6 ADVERSE PRESSURE

approach zero. An adverse pressure gradient is caused when the pressure is

2.7 INTERNAL SEPARATION

2.8 EFFECTS OF BOUNDARY LAYER SEPERATION

2.9 FLOW SEPERATION

Fig. Flow Separation

unrecoverable poststall conditions such as an unrecoverable deep stall. General