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Problems in Dimensional Analysis and Airfoil Theory

Fluid dynamics problems that are most challenging and provided by IISc lecturers and Professors helps gaining a good knowledge over the subject.

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Ram Varadhan
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93 views

Problems in Dimensional Analysis and Airfoil Theory

Fluid dynamics problems that are most challenging and provided by IISc lecturers and Professors helps gaining a good knowledge over the subject.

Uploaded by

Ram Varadhan
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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AE 203: Fluid Dynamics

August 2014
Homework #5
Handout #7
Due on Oct 30
1. The thickness distribution of NACA 4-digit airfoil series is given by
y
t
=
t
0.2
c[0.2969

0.1260 0.3516
2
+ 0.2843
3
0.1015
4
],
where t is the maximum thickness, expressed as a fraction of the chord c and
= x/c, with x being the position along the chord line from the leading edge.
The camber line is given by
y =
mc
p
2
(2p
2
), for p,
y =
mc
1 p
2
[(1 2p) + 2p
2
], for p,
where m = y|
max
at = p. Note that m is also expressed as a fraction of c.
The NACA 4-series is numbered as NACA MPTT, where the rst digit M
corresponds to m (in percentage), P corresponds to 10 times p and TT cor-
responds to t (in percentage). Now consider the NACA 4218 airfoil.
(a) Convert x to by doing the usual substitution and nd the coefcients A
o
,
A
1
, A
2
of the thin cambered airfoil equation.
(b) Find the angle of attack at zero lift.
(c) For a 5
0
angle of attack, nd the lift coefcient, moment coefcient about
the leading edge and the location of the center of pressure.
2. When the camber line function y = f (x) is specied, nding the vortex distri-
bution (x) on the camber line of a thin airfoil is called the direct method. On
the other hand, for a prescribed vortex distribution, the camber line function
can be found by using an inverse method.
(a) Given y = f (x) = x(1 x/c), where c is the chord length and some
constant. Find (x).
(b) Find the lift coefcient and the moment coefcient about the leading edge
for part (a).
(c) Given (x) = 2U

K, where K is a constant. Find the camber line y = f (x),


upto an integration constant.
3. The thrust produced by a ships propeller, F is used to balance two separate
resistive forces: wave-making resistance, F
w
and skin friction resistance, F
s
.
Froude suggested that these two forces are essentially decoupled, so that the for-
mer depends on the Froude number, while the latter on the Reynolds number.
(a) Find a dimensionless group to determine F involving the following: u,
ships velocity; l, some characteristic length of the ship; , , uid proper-
ties and weight per unit mass g.
(b) Show that for this problem complete dynamic similarity is impossible to
achieve.
1
AE 203
(c) The skin friction resistance is computed from
F
s
=
1
2
u
2
AC
F
,
where A is the wetted surface area and C
F
= 0.075/(log
10
Re 2)
2
. The
prototype ship is 125 m long, driven at 10 m/s in sea water with a wetted
surface area of 3500 m
2
. Find the skin friction resistance for a 1/25 th scale
model assuming dynamic similarity for Froude number. Given: kinematic
viscosity of water (where the model is tested) is 1.235 mm
2
/s.
(d) If the measured total F for the model be 54.2 kN, what is the wave-making
resistance, F
w
for the prototype?
(e) Finally, nd the propeller thrust necessary for the prototype if the sea water
kinematic viscosity be 1.188 mm
2
/s and the density 1025 kg/m
3
.
4. An aircraft under design is of length 20 m, which is intended to y in an atmo-
sphere of = 1.2 kg/m
3
and = 1.8 10
5
Pa-s is tested in a water tunnel
using a 1 : 10 scale model. Inside the tunnel = 10
3
kg/m
3
and = 10
3
Pa-s.
From tunnel measurements, it was found that the drag force D, in Newton to
be related to the tunnel speed V, in m/s as
D = 0.806V + 0.118V
2
.
(a) Using dimensional analysis nd an expression for the drag force D on the
aircraft as a function of the ight speed V.
(b) If the model aircraft is found to stall when the speed is reduced to 12 m/s,
what is the corresponding speed for the prototype? Assume dynamic sim-
ilarity.
(c) Calculate the power (in horsepower, 1 HP = 0.746 kW) required by the pro-
totype engine just to overcome drag, when it is ying at 120 m/s.
(d) Now for the prototype, if the drag is expected to be such that D Re
1/4
L
,
where Re
L
is the Reynolds number for a given length-scale L, nd the con-
stant of proportionality.
5. A multistory hotel of height H is being constructed on a beach, facing the sea,
at a distance L from the shoreline (see Figure 1). It was decided to check for
the wind loading encountered by the building by simultaneously constructing
and testing a 1 : 100 scale model in a wind tunnel. Following are the ow
parameters. On the beach: = 1.25 kg-m
3
, = 1.8 10
5
Pa-s; inside the
wind tunnel: = 1.1 kg-m
3
, = 2 10
5
Pa-s. The sea-wind approaching
the hotel is known to have a parabolic velocity prole such that
dV(z)
dz
= Cz,
where V(z) is the wind speed at z and C is a constant. The quantity measured
is pressure p.
(a) Find a set of non-dimensional parameters relating pressure to other vari-
ables.
2
AE 203
Ambient (, )
Sea
Hotel
Beach
z
V(z)
L
H
Figure 1: Problem 5
(b) Measurements are made at the tenth oor (z = 30 m) of the hotel. Find the
corresponding location z on the model.
(c) At the location corresponding to part (b), the pressure is measured at the
hotel to be 1 MPa, while at the wind tunnel it is 100 Pa. The model is located
1.5 m from the entry of the tunnel test section and the measured Reynolds
number (Re
L
) is 5 10
5
. Employing the principle of dynamic similarity
nd how far the hotel is from the seashore. Use the fact that inside the
wind tunnel the velocity prole has a similar parabolic prole but with a
different constant C
1
.
3

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