Wind Tunnels

Narsimhulu Sanke

Sources: NASA,UW,PU
 Wind Tunnels
Objective
– Accurately simulate the fluid flow about
atmospheric vehicles
– Measure -Forces, moments, pressure, shear stress,
heat transfer, flowfield (velocity, pressure,
vorticity, temperature)
 Low Speed Vehicles - M<.3
U
Gallilean Transformation
Flight in atmosphere
Scale =L
Wind Tunnel - Model Scale = 
Stationary Walls Issues
Flow Quality - Uniformity and
U Turbulence Level
Wind Tunnel Wall Interference
Reynolds Number Simulation
U  L U  
Re  
 
 Reynolds Number Scaling

• Most important on vehicles with partial

laminar flow. The transition is very
sensitive to Reynolds Number
• Use “trip strips”or roughness to cause
boundary layer transition on the model at
the same location as on the full scale
vehicle
 Transonic Regime .7<M<1.2

• Must Match Reynolds Number and Mach Number

U  L
Re 

U
M
c

Must change fluid density and viscosity to match Re and M

Cryogenic Wind Tunnels are designed for this reason
 History
Whirling Arm
Eiffel Tunnel
Wright Brothers
 Wind Tunnel Layout

• Closed Return
• Open Return
• Double Return
• Annular Return
Closed Return
(open test section)
 Open Return
Closed Test Section

Louvers
Exhaust for Speed
Adjustment
15 Hp. Dual
Centrifugal Blower
Exhaust
Test Section
18 inch Diameter Diffuser
25 to 1 Contraction
Screens High Contraction Wind Tunnel
Top View
 Double Return

U N I V E R S I T Y OF W A S H I N G T O N
A E R O N A U T I C A L LA B O R AT O R Y
Kirsten Wind Tunnel
Annular Wind Tunnel
 Types of Wind Tunnels
• Subsonic
• Transonic
• Supersonic
• Hypersonic
• Cryogenic
• Specialty
– Automobiles
– Environmental- Icing, Buildings, etc.
 Subsonic
40- by 80- Foot Wind Tunnel: Specifications
Primary Use: Wind Tunnels
The facility is used primarily for large-scale or full-scale testing of aircraft and rotorcraft, including high-
lift and noise suppression development for subsonic and high speed transports, powered lift, high angle-of-
attack for fighter aircraft and propulsion systems
Capability:
Mach Number: 0-0.45
Reynolds Number per foot: 3 X 106
Stagnation Pressure: Atmospheric
Temperature Range: 485 ° - 580 ° R
Closed circuit, single return, continuous flow, closed throat wind tunnel with low turbulence
Model-support systems available include a 3 strut arrangement with a nose or tail variable height strut, a
semi-span mount and a sting
The entire model support can be yawed a total of 290 °
Six components of force and moment are measured by the mechanical, external balance under the test
section, or by internal strain-gage balances in the sting or rotor testbeds
Test section walls are lined with a 10" acoustic lining, and the floor and ceiling have a 6" acoustic lining
80- by 120- Foot Wind Tunnel: Specifications
Primary Use:
The facility is used primarily for large-scale or full-scale testing of aircraft and rotorcraft, including high-
lift development for subsonic transports, V/STOL powered lift, high angle-of-attack for fighter aircraft and
propulsion systems
Capability:
Mach Number: 0-0.15
Reynolds Number per foot: 1.2 X 106
Stagnation Pressure: Atmospheric
Temperature Range: 485 ° - 580 ° R
Indraft, continuous flow, closed throat wind tunnel
12-Foot Pressure Wind Tunnel: Specifications
Primary Use:
The facility is used primarily for high Reynolds number testing, including the development of high-lift
systems for commercial transports and military aircraft, high angle-of-attack testing of maneuvering aircraft,
and high Reynolds number research.
Capability:
Mach Number: 0-0.52
Reynolds Number per foot: 0.1 - 12X106
Stagnation Pressure, PSIA: 2.0 - 90
Temperature Range: 540 ° - 610 ° R
Closed circuit, single return, variable density, closed throat, wind tunnel with exceptionally low turbulence
Model-support systems available:
Strut with variable pitch and roll capability
High angle-of-attack turntable system
Dual-strut turntable mechanism for high-lift testing
Semispan mounting system
Internal strain-gage balances used for force and moment testing
Capability for measuring multiple fluctuating pressures
Temperature-controlled auxiliary high-pressure (3000 psi)
 Transonic Wind Tunnels

Wall interference is a
severe problem for transonic
wind tunnels.
Flow can “choke”
Shock wave across the
tunnel test section
Two Solutions
Porous Walls
Movable Adaptive Walls
The 8x6/9x15 Complex at the NASA Lewis Research Center in Cleveland, Ohio is,
is unique in its dual capacity role as both a high-speed and low speed test facility.
8x6 Functions & Capabilities
The 8x6 Foot Supersonic Wind Tunnel provides customers with a Facility capable of testing large
scale aeropropulsion hardware:

In a continuous Mach 0-2.0 airstream

At varying Reynolds Numbers (3.6 - 4.8 x 106/ft) and altitude conditions (ambient to 38,000ft)
In either aerodynamic (closed) or Propulsion (open) cycle without exhaust scoops
Employing high data systems to support steady and transient data acquisition
Supported by a variety of systems including: Schlieren, infrared imaging, sheet lasers, LDV,
GH2 fuel, high pressure air, and hydraulics.

8x6 Characteristics & Performance

Test section size 8ft H, 6ft W, 23.5ft L
Mach number range 0 - 2.0
Relative altitude 1000 - 35000 ft
Dynamic Pressure 3.6 - 4.8 x 106/ft
Stagnation Pressure 15.3 - 25 psia
Temperature 60 - 2500F
 Modane-Avrieux
S1MA Wind Tunnel Atmospheric, closed-circuit, continuous
flow wind tunnel, from Mach 0.05 to Mach 1

S1MA wind tunnel is equipped with two counterrotating fans, driven by Pelton
turbines, the power of which is 88 MW;
Mach number is continuously adjustable from 0.05 to 1 by varying the fan speed
from 25 to 212 rpm.
S2Ma Wind Tunnel
Supersonic
Wind Tunnels
Hypersonic
Wind Tunnels
Principle Operation Detonation Driven Shock Tunnel
Set- up and wave plan:

Initial conditions:
• low pressure section: test gas air, about 25 kPa for tailored cond.
• deton. section: oxyhydrogen- helium/ argon mixtures, max. 7 MPa
• damping section: expansion volume; low initial pressures
The Cryogenic Ludwieg-Tube at Göttingen (KRG)
Automobile
Wind Tunnels
 Icing Tunnel
NASA Lewis Research Center
Wind Tunnel Power
Requirements
 Energy Ratio
Jet Energy 1 / 2  0U 03 A0 q0U 0 A0
( E.R.)t   
 Circuit Losses  Losses  P
Subscript 0 refers to the test section
P is the motor power
 is the fan efficiency
Wind Tunnel Circuit Elements
 Losses
pt1  pt 2
K Local Pressure Loss Coefficient
q
pt1  pt 2 q
K0  K Pressure Loss Referred to Test Section
q0 q0

E  K01 / 2 0U 03 A0 Section Energy Loss

Jet Energy 1 / 2  0U 03 A0 1
( E.R.)t   
 Circuit Losses  K 01 / 2 0U 0 A0  K0
3
Closed Return Tunnel
Example - Closed Return Tunnel
Section Ko % Total Loss
1 Test Section .0093 5.1
2 Diffuser .0391 21.3
3 Corner #1 .0460 25.0
4 Straight Section .0026 1.4
5 Corner #2 .0460 25.0
6 Straight Section .0020 1.1
7 Diffuser .0160 8.9
8 Corner #3 .0087 4.7
9 Corner #4 .0087 4.7
10 Straight Section .0002 .1
11 Contraction .0048 2.7
Total .1834 100.0

1 1
( E.R.)t    5.45
 K0 .1834
Example - Open Return Tunnel
Section Ko % Total Loss
1 Inlet Including Screens .021 14.0
2 Contraction and Test Section .013 8.6
3 Diffuser .080 53.4
4 Discharge at Outlet .036 24.0
Total .150 100.0

1 1
( E.R.)t    6.67
 K0 .150
 Turbulence Management System
Stilling Section - Low speed and uniform flow

Honeycomb - Reduces Large Swirl Component of Incoming Flow

Screens - Reduce Turbulence [Reduces Eddy size for Faster Decay]

- Used to obtain a uniform test section profile
- Provide a flow resistance for more stable fan operation
 Contraction
Establish Uniform Profile at Test Section
Reduce Turbulence
 Test Section
Test Section - Design criteria of Test Section Size and Speed Determine Rest of Tunnel
Design
Test Section Reynolds Number Larger JET - Lower Speed - Less Power - More
Expensive
Section Shape - Round-Elliptical, Square, Rectangular-Octagonal with flats for
windows-mounting platforms
Rectangular with filled corners
Not usable but requires power
For Aerodynamics Testing 7x10 Height/Width Ratio
Test Section Length - L = (1 to 2)w
 Diffuser
The diffuser section of the
wind tunnel is necessary
to reduce any air
turbulence that could lead
back into the test section.
The angle of the diffuser
is based on a ratio of
surface area of the end of
the diffuser to the surface
area of the front of the
diffuser.
 Corners
Abrupt Corner without Vanes   1.0
 Fan
Fan controlled by a variable
speed motor
The fan will have two
screens, one in front and one
in back, for safety purposes.
The motor will be mounted
on a stand with rubber pads
to reduce the amount of
vibration on the wind tunnel