A Project Report on

“Design and Analysis of Wind Tunnel Test Rig”

Submitted in partial fulfillment of the requirement

For the degree of

BACHELORS OF ENGINEERING
In
Mechanical Engineering
By

(Pranit Padmanabha Bangera)

Roll No. M14004

(Akshay Tikku Baswa)

Roll No. M14005

(Siddhesh Dilip Baviskar)

Roll No. M14006

Under the guidance of

(Prof. Niyati Raut)

Late Shri Vishnu Waman Thakur Charitable Trust’s

DEPARTMENT OF MECHANICAL ENGINEERING
VIVA INSTITUTE OF TECHNOLOGY

UNIVERSITY OF MUMBAI
Academic year: 2017 – 2018
 CERTIFICATE

This is to certify that the project entitled “Design and Analysis of Wind Tunnel Test

Rig” is a bonafide work of “Mr. Pranit Padmanabha Bangera” (Roll No.

M14004), “Mr. Akshay Tikku Baswa” (Roll No. M14005) and “Mr. Siddhesh
Dilip Baviskar” (Roll No. M14006) submitted to the University of Mumbai in fulfilment
of the requirement for the award of the degree of “Bachelors of Engineering” in

Mechanical Engineering.

Supervisor/Guide Guide

(Mr. Swapnil Raut) (Prof. Niyati Raut)

Head of Department Principal

(Prof. Niyati Raut) (Dr. Arun Kumar)

i
 Project Approval for B. E.

This Project Report entitled “Design and Analysis of Wind Tunnel Test
Rig” by “Mr. Pranit Padmanabha Bangera”, “Mr. Akshay Tikku
Baswa” and “Mr. Siddhesh Dilip Baviskar” is approved for the degree of
“Bachelors of Engineering” in Mechanical Engineering.

Examiners 1.………………………….

Examiners 2………………………….

Date:
Place: Virar

ii
 Declaration
We declare that this written submission represents our ideas in our own words and
where others ideas or words have been included; we have adequately cited and
referenced the original sources. We also declare that we have adhered to all
principles of academic honesty and integrity and have not misrepresented or
fabricated or falsified any idea/data/fact/source in our submission. We understand
that any violation of the above will be cause for disciplinary action by the Institute
and can also evoke penal action from the sources which have thus not been
properly cited or from whom proper permission has not been taken when needed.

----------------------------------------

(Pranit Padmanabha Bangera)

----------------------------------------

(Akshay Tikku Baswa)

----------------------------------------

(Siddhesh Dilip Baviskar)

Date:

iii
 Abstract

A wind tunnel is a tool used in aerodynamic research to study the effects of air moving
past solid objects. Even though it predicts accurate results and flow parameter it comes with the
disadvantage of high cost, large space utilization, noise problem. Hence the productivity and
use of wind tunnel are limited.

The existing wind tunnel model is much complicated to compute and to obtain necessary
results. Also, this wind tunnel is not portable and generally manufactured for the large industrial
testing purpose. Power required to test a small aerodynamic model is large in such wind tunnel.
Hence, to test any small-scale graduate level project become unaffordable due to the cost of
testing. This project describes the design and analysis of the open circuit, small size, economical
wind tunnel used for testing of the Aerodynamic model. This project uses computational fluid
dynamics to determine the theoretical values for wind tunnel which will be statistically
compared to actual values of fluid flow. An overall analysis and simulation of flow will also be
performed. Aerodynamics of any high-speed car or aeroplane can be studied by using the scale
model of an actual model by this apparatus.

Due to their ability to combine both types of data i.e. quantitative data and visualization,
wind tunnels are a critical instrument in the quick and thorough design process of anything that
involves fluid dynamics. In addition to gaining a further understanding of aerodynamics and
the importance of wind tunnels, the main objective of our project is to help us learn the process
that engineers go through to research, test, analyse and ultimately rectify scientific and
mathematical problems in our society.

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 Table of Contents

Certificate ……………………………………………………………….……....……………i

Project approval ………………………………………………………………………....…. ii

Declaration …………………………………………………………………………......…... iii

Abstract ………………………………………………………………………...…...…....…. iv

Table of Contents ………………………………………………………….……...…..….…. v

List of Figure ……………………………………………………………………...….….… vii

List of Table ……………….………………………………………………………...….…. viii

Chapter 1

INTRODUCTION.................................................................................................................... 1-5
1.1 History of Wind Tunnel .............................................................................................. 1
1.2 Overview of Wind Tunnel .......................................................................................... 2
1.3 Concept of Wind Tunnel ............................................................................................ 3
1.4 Types of Wind Tunnel ................................................................................................ 4
1.4.1 Open Circuit Wind Tunnel ................................................................................. 4
1.4.2 Close Circuit Wind Tunnel ................................................................................. 5

Chapter 2

LITERATURE REVIEW ....................................................................................................... 6-11

Chapter 3

PROBLEM DEFINITION .................................................................................................... 12-13

3.1 Problem Statement ..................................................................................................... 12
3.2 Objectives of Project .................................................................................................. 13

Chapter 4

METHODOLOGY .............................................................................................................. 14-33

4.1 Components of Wind Tunnel ..................................................................................... 14
4.1.1 Settling Chamber ................................................................................................. 14
4.1.2 Diffuser ................................................................................................................ 14
4.1.3 Axial fan .............................................................................................................. 15
v
 4.1.4 Contraction Section ............................................................................................. 15
4.1.5 Test Section ......................................................................................................... 15
4.1.6 Velocity meter ..................................................................................................... 16
4.2 Designing of Wind Tunnel ......................................................................................... 16
4.2.1 Selection of Primary Parameters ......................................................................... 16
4.2.2 Calculating the Dimension of Flow Region ........................................................ 17
4.2.3 CAD Modelling ................................................................................................... 19
4.2.4 Selection of Material ........................................................................................... 21
4.2.5 Analysis of Specimen .......................................................................................... 21
4.2.6 Selection of Measuring Instrument...................................................................... 26

Chapter 5

RESULTS AND DISCUSSION .............................................................................................. 34-36

5.1.1 Analysis for Pressure Region ........................................................................... 34
5.1.2 Analysis for Velocity Region ........................................................................... 35
5.1.3 Analysis for Thick Cylinder ............................................................................. 36

Chapter 6

CONCLUSION ................................................................................................................... 37-39

6.1 Design Conclusion ...................................................................................................... 37
6.2 Application of Wind Tunnel ....................................................................................... 38
6.3 Future Scope of Wind Tunnel .................................................................................... 38

Chapter 7

REFERENCE .......................................................................................................................... 40

Publications ............................................................................................................................. 44

Acknowledgement ................................................................................................................... 45

vi
 List of Figure

Figure 1.1 - Open circuit type Wind tunnel ................................................................................ 5

Figure 1.2 - Closed Circuit type Wind tunnel ............................................................................ 5
Figure 4.1 - Design Procedure for wind tunnel test rig ............................................................ 16
Figure 4.2 – 3D CAD model of Diffuser .................................................................................. 19
Figure 4.3 - 3D CAD of Test Section ....................................................................................... 19
Figure 4.4 - 3D CAD model of Contraction cone .................................................................... 20
Figure 4.5 - 3D CAD of Assembly ........................................................................................... 20
Figure 4.6 - 3D CAD of Axial Fan ........................................................................................... 21
Figure 4.7 - Cl v/s Alpha of NACA 4412................................................................................. 22
Figure 4.8 - Cl v/s Cd of NACA 4412 ...................................................................................... 22
Figure 4.9 - Cl/Cd v/s Alpha of NACA 4412 ........................................................................... 23
Figure 4.10 - Cm v/s Alpha of NACA 4412............................................................................. 23
Figure 4.11 - Cl v/s Alpha of Selig 1223 .................................................................................. 24
Figure 4.12 - Cl v/s Cd of Selig 1223 ....................................................................................... 24
Figure 4.13 - Cl/Cd v/s Alpha of Selig 1223 ............................................................................ 25
Figure 4.14 - Cm v/s Alpha of Selig 1223 ................................................................................ 25
Figure 4.15 - Cantilevered type Load cell ................................................................................ 26
Figure 4.16 - HX711 module .................................................................................................... 27
Figure 4.17- Analog to Digital Circuit for load cell ................................................................. 27
Figure 5.1 - Analysis for Pressure Region ................................................................................ 35
Figure 5.2 - Analysis for Velocity region ................................................................................. 35
Figure 5.3 - Analysis for Thick Cylinder ................................................................................. 36

vii
 List of Table

Table 4.1 - Axial fan Specification ........................................................................................... 17

Table 4.2 - Properties of Load cell ........................................................................................... 26

viii
 Chapter 1

Introduction
Wind tunnels is key tools for aerodynamics studies this is used to simulate the actual
flow condition of a prototype on a scale model by facilitating the actual flow conditions of a
prototype on a scale model one can study the aerodynamic property experienced by the
prototype model with reasonable accuracy.

It is a device in which air of uniform property are produced past the model. Basically it
a tubular passage for air or any other gases which are forced to produce a flow of uniform
properties in the test section. The model which has to undergo for aerodynamic studies are
mounted in the test section with suitable instrumentation for measuring the forces, pressure
distribution and other aerodynamic characteristics.

1.1 History of Wind Tunnel

English military engineer and mathematician Benjamin Robins (1707–1751) invented

an arm apparatus to determine drag and did some of the first experiments in aviation theory. Sir
George Cayley (1773–1857) also used a whirling arm to measure the drag and lift of various

1
air foils. His whirling arm was 5 feet (1.5 m) long and attained top speeds between 10 and 20
feet per second (3 to 6 m/s).

Konstantin Tsiolkovsky built an open-section wind tunnel with a centrifugal blower in

1897, and determined the drag coefficients of flat plates, cylinders and spheres. In 1941 the US
constructed one of the largest wind tunnels at that time at Wright Field in Dayton, Ohio. This
wind tunnel starts at 45 feet (14 m) and narrows to 20 feet (6.1 m) in diameter. Two 40-foot
(12 m) fans were driven by a 40,000 hp electric motor. Large scale aircraft models could be
tested at air speeds of 400 mph (640 km/h).

In the United States, many wind tunnels have been decommissioned in the last 20 years
including some historic facilities. Pressure is brought to bear on remaining wind tunnels due to
declining or erratic usage, high electricity costs, and in some cases the high value of the real
estate upon which the facility sits. On the other hand, CFD validation still requires wind-tunnel
data, and this is likely to be the case for the foreseeable future. Studies have been done and
others are under way to assess future military and commercial wind tunnel needs, but the
outcome remains uncertain. More recently an increasing use of jet-powered, instrumented
unmanned vehicles ["research drones"] have replaced some of the traditional uses of wind
tunnels.

1.2 Overview of Wind Tunnel

One of the most important parts of wind tunnel is the flow visualization it provides. Sure
lift, drag and efficiency can all be calculated with complex equation. However, it is the visual
aspect of a wind tunnel and the controllable environment it provides that allows you to
physically see what will happen in multiple real life situations. You can create an environment
where you can see how a plane will react when it is taking off, cruising and landing. Then with
the same machine, you can see how air flows over the body of a race car when it is zooming
around a track to maximize its efficiency. The versatility and tangibility of a wind tunnel is
what makes it such an important part of aerodynamic research.

Being such an important part of aerodynamic research, it is important to continue to

promote wind tunnel testing. In this project, the ultimate goal is to research, design and analyse
in order to more fully understand basic concepts of aerodynamics and recognize the capabilities
and importance of wind tunnels in solving practical engineering problems.

2
1.3 Concept of Wind Tunnel

There are 5 main components to the wind tunnel. There’s the settling chamber, the
contraction cone, the test section, the diffuser and the drive section. The settling chamber
usually contains a honeycomb material to straighten airflow. The spinning fan creates a swirling
motion in the air that produces an undesirable effect in the test section. The honeycomb
eliminates this uneven air flow. The contraction cone increases the velocity of the air in the test
section without creating turbulence in the airflow. The test section is where objects are placed
and analysed. The diffuser connects the test section to the fan and slows the airflow down, again
without disturbing airflow. The drive section is the source of the wind and is chosen to produce
the desired velocity in the test section.

Engineers for verifying their calculations when a model is prepared, carry out the
aerodynamic tests that start from wind tunnel and end to ambient conditions. Forces and
moments measurement is the most purpose of test in the wind tunnels. The subsonic wind tunnel
is an intermittent blow down tunnel, which operates by high- pressure air flowing from storage
to either vacuum or atmosphere conditions. Mach numbers less than 1 are obtained by using a
controllable diffuser. Downstream of the test section is a hydraulically controlled pitch sector
that provides the capability of testing angles-of-attack ranging from (–2 to +12) degrees during
each run. The diffuser section has movable floor and ceiling panels, which are the primary
means of controlling the subsonic Mach numbers. As an intermittent blow down-type tunnel,
experiences large starting and stopping loads. This, along with the high dynamic pressures
encountered through the Mach range, requires models that can stand up to these loads

Wind tunnels work on the idea that a stationary model with air moving around it behaves
the same way a real, full-scale airplane moving through stationary air does. Sometimes only a
part of an airplane, like a wing or an engine, is tested in a wind tunnel. Here we are using an air
foil. The models, usually made out of steel or aluminium that is tested are loaded with many
instruments and sensors that report back to the computers in the control room. It's there that
scientists, engineers, and technicians can begin to understand how the airplane is performing.

3
1.4 Types of Wind Tunnel

Wind tunnel are broadly classified into two types on the arrangement of the airflow through
the test section are as follows

1.4.1 Open Circuit Wind Tunnel

In an open loop wind tunnel, there is an intake and an exhaust. There is no use for corners
and long diffusers but the power needed to drive the wind-tunnel is high because of the loss of
energy in the out- flowing air. The open circuit wind tunnel is the simplest and most affordable
to build. In these tunnels air is expelled directly into the laboratory and typically reinvested after
circulating through the lab, though some tunnels utilize instead a compressed gas source. In
addition to their low costs, open circuit tunnels are also advantageous because they have been
relatively immune to temperature fluctuations and large disturbances in return flow, provided
that the volume of the laboratory is much greater than that of the tunnel.

There are two basic types of open circuit tunnels

a. Suck down
b. Blower

The two are most easily differentiated by the location of the fan. Blower tunnels are the
most flexible because the fan is at the inlet of the tunnel, so the test section can be easily
interchanged or modified with seriously disrupting flow. These tunnels are so forgiving that
exit diffusers can often be completely omitted to allow easier access to test samples and
instruments, though the omission often results in a noticeable power loss. Suck down tunnels
are typically more susceptible to low frequency unsteadiness in the return flow than blowers,
though some claims have been made that intake swirl is less problematic in these tunnels
because it does not pass through the fan before entering the test section.

4
 Figure 1.1 - Open circuit type Wind tunnel

1.4.2 Close Circuit Wind Tunnel

As the name implies, closed circuit tunnels (also called closed return) form a enclosed
loop in which exhaust flow is directly returned to the tunnel inlet. In a closed loop wind tunnel,
the air is recirculated to improve efficiency for high speed testing. These tunnels are usually
larger and more difficult to build. They must be carefully designed in order to maximize
uniformity in the return flow. These tunnels are powered by axial fan(s) upstream of the test
section and sometime include multistage compressors, which are often necessary to create trans-
sonic and supersonic air speeds. Closed circuit wind-tunnels recirculate the air and thus
normally need less power to achieve a given low speed, and, above all, facilitate the
achievement of well controlled low conditions in the test section. The present, and most low-
speed tunnels used for research, are of the closed circuit type.

Figure 1.2 - Closed Circuit type Wind tunnel

5
 Chapter 2

Literature Review
Boshun Gao, 2017 [1] have studied the aerodynamics and flow physics of a typical transonic
RAE2822 airfoil at angles of attack (AOA) from 0 to 12 deg. and Mach numbers from 0.5 to
0.8 in ground effect by varying the ground clearance above the ground. They have concluded
that, for the flight near the flat ground surface, some interesting shock formations and flow
phenomenon are obtained due to transonic flow. For extreme conditions of very small ground
clearance, small AOA and high Mach numbers, a new coupling between the shock buffets on
the lower and the upper surface of the airfoil is observed.

P.Karava,T. Stathopoulous and A.K. Athienitis, 2016 [2] this paper reviews considerable
variation with discharge coefficient with opening porosity configuration, wind angle and
Reynolds number. Comparison of various study indicates significance differences in wind-
driven cross ventilation.

Jinli Liu and Zhichun Yang, 2016 [3] have presented an investigation of the influence of
microtab devices on the characteristics of the buffet load and shock oscillation to which the
6
NASA SC (2)-0714 supercritical airfoil is subjected in transonic air flow. The results show that
the shock oscillating range and moving average speed decrease substantially when the microtab
is installed in the middle region between the shock and trailing edges of the airfoil. This change
can suppress the shock oscillation and alleviate the buffet load of the NASA SC (2)-0714 airfoil.

Damien Szubert, 2016 [4] have presented an analysis on the turbulent flow around a
supercritical airfoil at high Reynolds number and in the transonic regime, involving shock-
wave/boundary layer interaction and buffet, by means of numerical simulation and turbulence
modelling. They carried URANS simulation and OES approach. The URANS simulations
based on the k−epsilon SST model have indicated a high turbulence diffusion level and a
decrease in the appearance of instabilities pas the trailing edge, as well as a short shock
amplitude. The OES approach provided an intermediate behaviour between the two mentioned
with a reasonably extended shock amplitude and capturing of the von Karm´an and shear- layer
vortices downstream and of the trailing edge.

Azizul Hasan, 2016 [5] have introduced, numerical study of some iterative methods for solving
non-linear equations. Many iterative methods for solving algebraic and transcendental
equations is presented by the different formulae. Using bisection method, second method is the
Newton’s iterative method and their results are compared. Newton’s method always uses two
iterations whereas the others take only one. They have concluded that the secant method is
formally the most effective from the Newton method, as iterating only a single function
evaluation per iteration. Analysis of efficiency from the numerical computation shows that
bisection method converges too slow but it will converge.

S. Derakhshan and A. Tavaziani, 2015 [6] They have presented this paper to simulate the
flow around horizontal wind turbine blade with Computational Flow Dynamics (CFD) using a
validated 3D Navier–Stokes flow solver. Their main objectives were to investigate different
turbulence models and aerodynamic performance of wind turbine blades. For simulation of flow
around wind turbine blade, Navier-Stokes equation was used with different turbulence models
include Sparlat-Allmaras, k-ε and SST k-ω. Finally, for prediction of performance of horizontal
axis wind turbine, k-ε turbulence model because the time required for total CPU time was less.

Hassam Nasarullah Chaudhry et al, 2015 [7] concludes the results for flow and thermal
characteristics of a subsonic close loop wind tunnel was carried out using numerical simulation
and experimental testing. Experiment testing was also conducted to validate the CFD findings
at the precise measurement location. The present study successfully highlighted the capacity of
7
using CFD and experimental techniques for characterizing the flow, turbulence and temperature
profile with in the entire physical domain of a closed loop wind tunnel.

Yong bai, 2015 [8] concludes the relation between fan motor frequency and the generated wind
speed. The wind speed varies linearly with frequency of fan motor and was equal to 0.25 times
of it. A very important phenomenon was observed that the exponent alpha of the power law
wind speed profile varies monotonically with respect to the frontal area density of the roughness
element.

Maximillian Hobson-Dupont, 2015 [9] performed a test on a small sized wind tunnel having test
section dimension 30.5 x 30.5 x 152.4 cm was shown to be able to simulate the ABL. A CFD
analysis showed that at a free stream velocity of 10m/s the natural wall boundary layer
development truncated the available test area by 35%. This analysis was partial validated by
experimental testing.

V. Nikolic, 2014 [10] they have concluded dynamic models which represent the real systems.
As an example, one gear couple has been presented. They performed operation on a gear couple.
They used Finite Elements Method to develop the real model of the geared set. On the basis of
the results, they concluded that the methodology developed to study the dynamic behavior of
complex systems is very efficient. It gives a lot of possibilities and can be easily upgraded for
analysis of other effects.

Neethu Merlin Rajan, 2014 [11] The aim of their work was to study the vibrational behavior
of vertical tail fin using Finite element analysis and to explore the possibility of using composite
material (GFRP) as a substitute for traditional Aluminum for Vertical Tail fin. They have
concluded that GFRP which attracts designers because of its lightweight characteristics as
compared to traditional Aluminum can be replaced for better performance and efficiency.

Zhengzheng Yan, 2013 [12] have presented a parallel Newton-Krylov-Schwarz method for the
numerical simulation of unsteady flows at high Reynolds number around a high-speed train
under crosswind. In this paper, they developed a parallel Newton-Krylov-Schwarz algorithm
for the fully implicit solution of the full 3D unsteady incompressible Navier-Stokes equations.
After the discretization, the nonlinear algebraic systems are solved by using an inexact Newton
method in each time step. They concluded that the algorithm and our software implementation
are robust with a wide range of Reynolds numbers up to 2.291×107.

8
Ming-Hui Huang, 2012 [13] have studied the aerodynamic behavior of bridges under skew
wind by performing a series of section model tests and a numerical analysis. Two types of deck
cross sections, with the width to depth ratios of 5 and 10, were used in the test. They concluded
that the analytical approach based on the flutter derivatives and aerodynamic coefficients
obtained from the section models under skew is valid and applicable.

Mansi Singh et al , 2013 [14] have concluded that models suitable for an aero foil should have
weight less than 0.15 kg in a small sized subsonic wind tunnel. And velocity profiles can be
studied for design of car and aero plane using this model. Due to their ability to combine both
types of data i.e. quantitative data and visualization, tunnel is a critical instrument in the quick
and thorough design process of anything that involves fluid dynamics

A.K. Mittal, D. Ghosh et al, 2013 [15] have concluded the CFD simulation can be used as an
alternative to wind tunnel and full scale testing if the CFD model is validated with experimental
results. So before the assessment of pedestrian wind characteristics whole surrounding as to be
model for actual determination of wind pressure near the pedestrian level.

Kashif Javed and Mazhar Ali, 2013 [16] experimented a contraction cone design aimed at
acquiring uniform and steady stream at its outlet section and avoidance of flow separation with
a desired velocity (i.e. 35 m/sec). Computational approach along with past research has been
used to select proper length and inflection point which are known to be basic parameters for
optimizing 2D-design of contraction cone through velocity contour profile investigation.

A.K. Roy and P. K. Bhargava, 2012 [17] have concluded that wind flow filed has been seen
influenced significantly in presence of the building structure in a various pattern and extent
which is responsible for increasing or decreasing the performance of the wind turbine installed
in these area. Wind incidence angle in all cases as shown a tremendous effect on the wind flow
around the building.

Nilton Koo Chwee Yang, 2012 [18] has explained testing parameter that are to be consider like
Reynolds number, Mach number, Froude number and boundary layer which are to be
considered while designing a Wind Tunnel and the condition for low speed wind speed wind
tunnel, high speed wind speed wind tunnel, Supersonic wind tunnel, and Hypersonic wind
tunnel. The project covered the process of design and fabrication of the small wind tunnel.

Robert Howell, Ning Qin et al, 2010 [19] have carried out research of small model on VAWT
turbine was been manufactured and tested over a range of operating condition. Computational

9
prediction of the performance coefficient of this turbine where carried out and a 3D simulation
was shown to be in reasonable good agreement with the experimental measurement, considering
errors and uncertainties in both CFD simulation and the wind tunnel measurement.

Harold Sherwood Boubreau III, 2009 [20] have designed a project using open ABL
calculation work sheet which is based on imperial and theoretical equation and serves as a
preliminary design for atmospheric boundary layer wind tunnel. The overall design flowed
general suggestion and requirements stipulated by the literacy resources. The wind tunnel was
tested using the cubra prob from turbulent flow instrumentation.

V.Ciobaca et al, 2009 [21] have presented paper a process chain for the simulation of open
wind tunnel test section was presented based on investigation of the DLR project For MEx II.
Experiment testing was also conducted to validate the CFD findings at the precise measurement
location.

Prof. Sigrid REITER, 2008 [22] presented Simulation results which shows that fluent is good
tool for evaluating critical effects of wind around buildings from the view point of pedestrian’s
comfort. A specific feature of the hybrid wind tunnel is existence of the feedback signal to
compensate the error in the pressure on the side wall of the cylinder and the feed forward signal
to adjust the upstream velocity boundary condition.

Fulvio Sartor and Sebastian Timme, 2005 [23] have described a numerical study of the flow
over a wing representative of a large civil aircraft at cruise condition is discussed. Reynolds-
averaged Navier-Stokes simulations are conducted on a half wing-body configuration, at
different Mach numbers and angles of attack. They concluded that at small angles of attack, the
shock-induced separation is limited and the simulations converge towards a steady state. For
each Mach number, a critical angle of attack exists where the separated region increases in size
and begins to oscillate.

Keisuke NISUGI et al, 2004 [24] have developed a flow analysis system, Namely the Hybrid
wind tunnel, which integrates the experimental measurement with a wind tunnel and the
corresponding numerical simulation with a computer. A specific feature of the hybrid wind
tunnel is existence of the feedback signal to compensate the error in the pressure on the side
wall of the cylinder and the feed forward signal to adjust the upstream velocity boundary
condition.

10
Antony Jameson, D. A. Caughey, 1977 [25] have evaluated the numerical method for
calculating transonic solutions to the full potential equation for general three-dimensional
bodies. The method is illustrated for a class of wing-body combinations for which a boundary
conforming finite-difference grid can be generated easily using a sequence of shearing
transformations and analytical conformal mapping.

G.J. MAYHEAD, 1973 [26] have used a wind tunnel to determine the drag coefficient of a
variety of commercial conifer tall. The drag coefficient varied within and between species and
with the wind speed. Fix drag coefficient where estimated for use in critical tree height
calculation. The practical application of drag coefficient and critical tree heights are discussed.
The drag coefficient was calculated for each trees for each wind speed from the formula.

Anthony S. Pototzky and Robert W. Moses, 1970 [27] they have described a reliable, simple,
but quite general buffet loads analysis method to use in the initial design phases of fighter-
aircraft development. The method is very similar to the random gust load analysis that is now
commonly available in a commercial code, which this analysis capability is based, with some
key modifications. The paper describes the theory and the implementation of the methodology.

11
 Chapter 3

Problem Definition
3.1 Problem Statement

After carrying out several research we found the following problem associated to existing
wind tunnel are as

1. The primary problem associated with wind tunnel is high cost.

2. The Existing Wind tunnel are not portable and consume large space.
3. This Model consumes high power to test even small sized aerodynamic model.
4. Also this wind tunnel is generally manufactured for industrial testing purpose this led to
lack of study about wind tunnel testing.
5. Wind tunnel wall influence the flow boundary layer and some sort of clogging.
6. Maintenance time is high.
All the above mention will be overcome by designing this wind tunnel to test Aerodynamic
model based on various design parameter while considering the cost parameter as criteria which
is to be minimized but also maintaining the efficiency of wind tunnel.

12
3.2 Objectives of Project

The following objectives of the project are as follows

1. To design the wind tunnel using various parameters.
2. To Study the velocity profile using the air/smoke on air foil.
3. To measure lift, drag and moment coefficient for different velocities.
4. To obtain the considerable results of scale aerodynamic model for graduate project study
purpose.
5. To minimize the required power for wind tunnel.
6. To study actual Dynamic behaviour of aerodynamic model in wind tunnel test.
7. To minimize the effect cost required for testing of RC aircraft and various other aero
projects.
8. To obtain Institutional benefits for Academics Crouse studies.

13
 Chapter 4

Methodology
4.1 Components of Wind Tunnel

4.1.1 Settling Chamber

The settling chamber is located between the fan or wide angle diffuser and the
contraction and contains the honeycombs and screens used to moderate longitudinal variations
in the flow. Screens in the chamber should be spaced at 0.2 cm diameters apart so that flow
disturbed by the first screen can settle before it encounters the second.

4.1.2 Diffuser

Diffusers are chambers that slowly expand along their length, allowing fluid pressure to
increase and decreasing fluid velocity. Angles slightly larger than 5 degrees do increase pressure
recovery, but can also lead to boundary layer separation and thus flow unsteadiness. Exit
diffusers are located downstream of the test section and are used to recover pressure flow Wide

14
angle diffusers are located between the fan and the settling chamber and are necessary in order
to facilitate the use of a beneficial contraction section.

4.1.3 Axial fan

Axial fans are popular in open circuit tunnels, and are almost always found in closed
circuit tunnels. In larger tunnels, pre-rotation vanes called stators are commonly positioned
upstream of the fan, substantially decreasing swirl in the exit flow. Axial fans have a relatively
limited effective operating range as the reduction it pressures increase through the fan as the
blades approach stall speeds is far more abrupt than in centrifugal blowers. Care must also be
given to choosing the proper blade size, shape and spacing in order to prevent shock wave
production, stalling, and backflow.

4.1.4 Contraction Section

Contractions sections are located between the settling chamber and the test sections and
serve to both increase mean velocities at the test section inlet and moderate inconsistencies in
the uniformity of the flow. Large contraction ratios and short contraction lengths are generally
more desirable as they reduce the power loss across the screens and the thickness of boundary
layers. Small tunnels typically have contraction ratios between 4 and 9.

4.1.5 Test Section

The test section is the chamber in which measurements and observations are made and
its shape and size are largely determined by the testing requirements. The test section should be
long enough that flow disturbances resulting from a contraction are sufficiently damped before
the reaching the test object. However, care should be taken not to make this section too long as
this will lead to detrimental. The settling chamber is located between the fan or wide angle
diffuser and the contraction and contains the honeycombs used to moderate longitudinal
variations in the flow.

15
4.1.6 Velocity meter

A velocity meter is a digital device used to measure wide range of air flow from 1m/s
to 35m/s. it gives a very accurate results on the LCD screen and other part of device was fitted
into the test section.

4.2 Designing of Wind Tunnel

Figure 4.1 - Design Procedure for wind tunnel test rig

4.2.1 Selection of Primary Parameters

1. Test Section
According to the initial assumption the test section was considered to be cylindrical cross-
section, the airspeed to be 20 m/s and air mass flow rate around 5000 – 5200 CMH the value
of the diameter of the cylinder for test section was calculated as below.

16
Since, Mass flow rate (Q) = Cross section area (A) x velocity (V)

(5100/3600) = A x 20

A = 0.0703 m2

A = π/4x d2

Diameter (d) = 0.299 m

Assuming, Diameter of cylindrical cross section to be 30 cm

2. Axial Fan

According to the above calculation and assumption of the airspeed & mass flow rate, the axial
fan was selected to best suit the configuration. As the axial fan was to rotate on variable RPM
so the 3-phase motor was choosing over which a variable frequency drive was connected to
vary the RPM of the motor.

Table 4.1 - Axial fan Specification

Motor supply 3- Phase

Motor Power 1000 watt

Numbers of Blades 6 (six)

Air flow 6000 CMH

speed 1440 rpm

Impeller Diameter 20 inch

4.2.2 Calculating the Dimension of Flow Region

1. Contraction Cone

The contraction cone ration can vary from 4-9 for a low speed wind tunnel thus according to
the length of the contraction cone and contraction ratio with respect to the test section the
dimensions of the cone were chosen as

17
Contraction ratio = (90*90) / (30*30) = 9

90*90 cm2 (for outer end)

30*30 cm2 (for inner end)

Length will be according to the similar ratio of L/D = 0.77

Length = 90*0.77

Length of Contraction cone was calculated to be 70 cm.

The Head loss was calculated as below

Hl = K x (V/2g)

K: Resistance of Coefficient

V: Average velocity

Hl: Head loss

K = (1.2 + 160/Re) ((d1/d2)4 - 1) x (sin (theta/2))

K = 160 x (sin (theta/2))

K = 100

Hl = 100 x (12/2 x 9.81)

(Head loss) Hl = 61.16 (approx.)

2. Diffuser

The diffuser is designed according to the diffuser angle of the diffuser cone. It is designed such
that the angle of diffusion (φ) should be around 11⁰ . Thus we have considered

Angle of diffusion as φ/2 = 5.7o

Thus the outer diameter of the diffuser will be calculated as

Do = Di + (2 x (Ld x tan φ/2))

Do = 300 + (2 x (1000 x tan5.71))

Outer Diameter of Diffuser (Do) was calculated to be 50 cm.

18
4.2.3 CAD Modelling

As far as the Designing is concern which is the most important step in the every project
journey after complicated calculation and try and error. We finally design the CAD model as
shown below one by one according to the calculation and considering manufacturing aspect by
using the CAD software known as “Solid works 2016.”

1. Diffuser

Figure 4.2 – 3D CAD model of Diffuser

2. Test Section

Figure 4.3 - 3D CAD of Test Section

19
3. Contraction Cone

Figure 4.4 - 3D CAD model of Contraction cone

4. Wind Tunnel Assembly

Figure 4.5 - 3D CAD of Assembly

20
 5. Axial Fan

Figure 4.6 - 3D CAD of Axial Fan

4.2.4 Selection of Material

After calculating theoretical stresses and performing structural analysis for different
material on different part following was selected. The material for contraction cone, diffuser
and mounting stand was Mild steel due to its cost effectiveness and weld ability. Material for
test section was confirmed to be acrylic due to its refractive property.

4.2.5 Analysis of Specimen

For actual experimentation many aerofoils were selected like NACA 4412, Selig 1223
following results would be verified by experimentation the following graphs were plotted by
using the software name known as “XFLR 5”.

21
1. NACA 4412 Properties

Figure 4.7 - Cl v/s Alpha of NACA 4412

Figure 4.8 - Cl v/s Cd of NACA 4412

22
Figure 4.9 - Cl/Cd v/s Alpha of NACA 4412

Figure 4.10 - Cm v/s Alpha of NACA 4412

23
2. Selig 1223 Properties

Figure 4.11 - Cl v/s Alpha of Selig 1223

Figure 4.12 - Cl v/s Cd of Selig 1223

24
Figure 4.13 - Cl/Cd v/s Alpha of Selig 1223

Figure 4.14 - Cm v/s Alpha of Selig 1223

25
4.2.6 Selection of Measuring Instrument

1. Load Cell

A load cell is a transducer that is used to create an electrical signal whose magnitude is directly
proportional to the force being measured. This load cell can be used to calculated values of lift
force, drag force and moment.

Figure 4.15 - Cantilevered type Load cell

The following configuration of load cell was selected according to the Lift, Drag, Weight
maximum induce load in gram.

Table 4.2 - Load cell configuration

Number of Load cell 6 (Six)

Load cell Type cantilevered type

Material Aluminium

Maximum load 3000 g

26
 2. Analog to digital Circuit for load cell

As the load cell is the only load sensor which can sense the weight induced over it accordingly.
To calibrate and digitalise the load cell to show the varying load inducing over it a circuit as to
build which can convert analog reading to digital values by mean of HX711 module as shown
below in figures.

Figure 4.16 - HX711 module

Figure 4.17- Analog to Digital Circuit for load cell

27
 3. Arduino Coding for Load cell

The load cell is coded by using Arduino Software and initially one by one load cell was
calibrated and then coded according to measure lift, drag and weight as shown

a. Calibration Code

#include "HX711.h"

#define L1_DOUT 2
#define L1_CLK 3
float L1_CF = -1178;
HX711 L1_SCALE(L1_DOUT, L1_CLK);

#define L2_DOUT 4
#define L2_CLK 5
float L2_CF = -733;
HX711 L2_SCALE(L2_DOUT, L2_CLK);

#define L3_DOUT 2
#define L3_CLK 3
float L3_CF = -680;
HX711 L3_SCALE(L3_DOUT, L3_CLK);

#define L4_DOUT 4
#define L4_CLK 5
float L4_CF = -698;
HX711 L4_SCALE(L4_DOUT, L4_CLK);

#define L5_DOUT 8 //10

#define L5_CLK 9 //11
float L5_CF = -650;
HX711 L5_SCALE(L5_DOUT, L5_CLK);

#define L6_DOUT 10
#define L6_CLK 11
float L6_CF = -660;
HX711 L6_SCALE(L6_DOUT, L6_CLK);

#define CALIB_RATE 1 // CHANGE HERE(OPTIONAL): For faster/minimal rate

change while calibration.
HX711 &CALIB_LOAD_CELL = L1_SCALE; // CHANGE HERE: Point to HX711
object that needs to be calibrate.
float &CALIB_FACTOR = L1_CF; // CHANGE HERE: Point to initial
Calibration factor as declared.

28
void setup() {
Serial.begin(9600);
Serial.println("Remove all weight from scale for calibration,
initializing setup...");
delay(3000);
reset_scale(CALIB_LOAD_CELL, CALIB_FACTOR, true);
}

void loop() {
calibrate();
Serial.print(read_scale(CALIB_LOAD_CELL), 1);
Serial.print(" grams");
Serial.print(" calibration_factor: ");
Serial.print(CALIB_FACTOR);
Serial.print(" raw reading: ");
Serial.print(CALIB_LOAD_CELL.read());
Serial.println();
}

void calibrate() {
if(Serial.available()) {
char temp = Serial.read();
if(temp == '+' || temp == 'a') {
CALIB_FACTOR += CALIB_RATE;
reset_scale(CALIB_LOAD_CELL, CALIB_FACTOR, false);
}
else if(temp == '-' || temp == 'z') {
CALIB_FACTOR -= CALIB_RATE;
reset_scale(CALIB_LOAD_CELL, CALIB_FACTOR, false);
}
else if(temp == 't')
reset_scale(CALIB_LOAD_CELL, CALIB_FACTOR, true);
}
}

void reset_scale(HX711 &is, float &calibration_factor, bool reset) {

if (reset) {
delay(2000);
Serial.print("Resetting.");
is.set_scale(); // set scale to DEFAULT
is.tare(); // reset scale to 0
Serial.print(" Zero factor reading is ");
Serial.print(is.read_average());
}
Serial.print(" Calibration set to ");
is.set_scale(calibration_factor);
Serial.println(calibration_factor);
}

29
float read_scale(HX711 &is) {
return is.get_units();
}

b. Code for measurement of Lift and Drag

#include "HX711.h"

#define L3_DOUT 2
#define L3_CLK 3
float L3_CF = -680;
HX711 L3_SCALE(L3_DOUT, L3_CLK);

#define L4_DOUT 4
#define L4_CLK 5
float L4_CF = -698;
HX711 L4_SCALE(L4_DOUT, L4_CLK);

#define L5_DOUT 8
#define L5_CLK 9
float L5_CF = -650;
HX711 L5_SCALE(L5_DOUT, L5_CLK);

#define L6_DOUT 10
#define L6_CLK 11
float L6_CF = -660;
HX711 L6_SCALE(L6_DOUT, L6_CLK);

void setup() {
Serial.begin(9600);
delay(1000);
Serial.println("Remove all weight from scale, initializing
setup...");
reset_all();
}

void loop() {
Serial.print("Lift: ");
float lift = read_scale(L3_SCALE) + read_scale(L4_SCALE);
Serial.print(lift, 1);
Serial.print(" gms | ");

Serial.print("Drag: ");
float drag = read_scale(L5_SCALE) + read_scale(L6_SCALE);
Serial.print(drag, 1);
Serial.print(" gms");
30
 Serial.println();
// To listen the inputs
if(Serial.available()) {
char temp = Serial.read();
// To reset all load cells
if(temp == 't'){
Serial.println("Resetting all load cells...");
reset_all();
}
}
}

void reset_scale(HX711 &is, float &calibration_factor, bool reset) {

if (reset) {
delay(1000);
Serial.print("Resetting.");
is.set_scale(); // set scale to DEFAULT
is.tare(); // reset scale to 0
Serial.print(" Zero factor reading is ");
Serial.print(is.read_average());
}
Serial.print(" Calibration set to ");
is.set_scale(calibration_factor);
Serial.println(calibration_factor);
}

float read_scale(HX711 &is) {

return is.get_units();
}

void reset_all() {
Serial.println("for L3");
reset_scale(L3_SCALE, L3_CF, true);
Serial.println("for L4");
reset_scale(L4_SCALE, L4_CF, true);
Serial.println("for L5");
reset_scale(L5_SCALE, L5_CF, true);
Serial.println("for L6");
reset_scale(L6_SCALE, L6_CF, true);
}

31
 c. Code for measurement of Weight

#include "HX711.h"

#define L1_DOUT 2
#define L1_CLK 3
float L1_CF = -1178;
HX711 L1_SCALE(L1_DOUT, L1_CLK);

#define L2_DOUT 4
#define L2_CLK 5
float L2_CF = -733;
HX711 L2_SCALE(L2_DOUT, L2_CLK);

void setup() {
Serial.begin(9600);
delay(1000);
Serial.println("Remove all weight from scale, initializing
setup...");
reset_all();
}

void loop() {
Serial.print("Weight: ");
float weight = read_scale(L1_SCALE) + read_scale(L2_SCALE);
Serial.print(weight, 1);
Serial.print(" gms");
Serial.println();

// To listen the inputs

if(Serial.available()) {
char temp = Serial.read();
// To reset all load cells
if(temp == 't'){
Serial.println("Resetting all load cells...");
reset_all();
}
}
}

void reset_scale(HX711 &is, float &calibration_factor, bool reset) {

if (reset) {
delay(2000);
Serial.print("Resetting.");
is.set_scale(); // set scale to DEFAULT
is.tare(); // reset scale to 0
Serial.print(" Zero factor reading is ");

32
 Serial.print(is.read_average());
}
Serial.print(" Calibration set to ");
is.set_scale(calibration_factor);
Serial.println(calibration_factor);
}

float read_scale(HX711 &is) {

return is.get_units();
}

void reset_all() {
Serial.println("for L1");
reset_scale(L1_SCALE, L1_CF, true);
Serial.println("for L2");
reset_scale(L2_SCALE, L2_CF, true);
}

33
 Chapter 5

Results and Discussion

The following results were obtained by using analysis software named as “Solid Works 2016”
for different condition as shown below.

5.1.1 Analysis for Pressure Region

Following graph was plotted by performing flow simulation and adding the boundary
conditions we can observe minimum pressure drop is at ‘Test section’ which is 100499.03Pa
(Pascal). We can also observe that minimum pressure is almost equal to atmospheric pressure.
This is the reason the material for test section was selected to be Acrylic.

34
 Figure 5.1 - Analysis for Pressure Region

5.1.2 Analysis for Velocity Region

Following graph was plotted by performing flow simulation and adding the boundary
conditions we can observe maximum velocity was observed at test section which is around 22
m/s as shown in figure

Figure 5.2 - Analysis for Velocity region

35
 5.1.3 Analysis for Thick Cylinder

For calculating the thickness of the cylinder and cone the following analysis was performed to
confirm with theoretical value, following graph was plotted.

Figure 5.3 - Analysis for Thick Cylinder

36
 Chapter 6

Conclusion
6.1 Design Conclusion

The following conclusions would be derived from the above results after model testing
for our project. The designing and fabrication of the wind tunnel is done for subsonic velocity
of fluid inside the tunnel.

1. The velocity profile will be depicted by the graphs which will be plotted. The profile will
show that the fluid i.e. smoke flowing inside the tunnel has high turbulence.
2. Lift and drag coefficients for the test section can be calculated for the aerofoil.
3. This model is suitable for an aerofoil of weight less than 0.15 kg. And the study can be done
using different aerofoils with variant weights, materials and designs.
4. By looking at the way the smaller model acts in the wind tunnel, we get an idea of how a
real life-sized airplane of the same design will probably fly.
5. Aerodynamics of any high speed car or airplane can be studied using this model.
6. Velocity profile can be studied for the design of cars and air planes using this model.

37
7. The testing of the aerofoil, propeller blades and turbine blades can be done through this
apparatus.
8. Load cell apparatus was successfully coded and executed according to the requirement of
the Wind tunnel testing rig for measurement of Lift, Drag and Weight.
Hence it is worth working on this project as it helps to explore new areas of study and
learning through practical knowledge and understand the application of the various theoretical
concepts, laws and equations.

6.2 Application of Wind Tunnel Test Rig

The following application of the project designed are as follows

1. Scientists and engineers can use this wind tunnel test rig to study the pressures, forces, and
air flow direction affecting an airplane.
2. Pressure is measured by small devices called pressure taps that are placed at various
locations on the surface of the model.
3. Forces are recorded by sensors in the structures that support the model in the test section.
4. The direction that air flows around the model can be seen by the way tufts, small yarn-like
strands attached to the model, flap around.
5. Smoke is blown into the test section to make it easier to see how the air is flowing. From
these different kinds of measurements, a great deal can be learned about the model being
tested.
6. Some engineers can put models of spacecraft, cars, trucks, trains, even road signs, buildings,
or entire cities in wind tunnels to see how to improve their designs.

6.3 Future Scope of Wind Tunnel

The following can be future amendments for different results to be obtained

1. The fan with pointed and sleek twin and three blades can be preferred for higher speeds
which should be placed on the leading end of the tunnel.
2. High H.P motor exhaust can be applied to the tunnel for higher outputs in velocity.
3. The modifications can be made in the design of aerofoil i.e. the aerofoil with different
configurations can be tested for respective velocities and the profile.

38
4. The material and the weight of the aerofoil can also be varied for the observation of different
lift and drag forces.
5. For studying the profile fluid different gases can be used such as dry NH3 gas can also be
used instead of incense sticks.
6. Honeycomb can be placed just before the test section. Although it does not make much
difference in reducing the turbulence, yet cheaper and less time consuming.
7. Thus with these beneficial and profound aspects, this model leads to the effective learning
and practical applications of the concepts studied by us.

39
 Chapter 7

Reference
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[1] Boshun Gao, Aerodynamics and shock buffet of a transonic airfoil in ground effect,
Washington university in St. Louis, 2017.
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A review of discharge coefficient”, International Journal of Ventilation, Vol 3, 2016,
pp.255-266
[3] Jinli Liu and Zhichun Yang, numerical study on transonic shock oscillation suppression
and buffet load alleviation for a supercritical airfoil using a microtab, engineering
application of computational fluid mechanics, Vol. 10, 2016, pp. 529-544.
[4] Damien Szubert, Ioannis Asproulias, Fernando Grossi, Régis Duvigneau, Yannick
Hoarau, Marianna Braza, Numerical study of the turbulent transonic interaction and
transition location effect involving optimization around a supercritical airfoil, Institute
de Mecanique des Fluides de Toulouse, 2015.

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[5] Azizul Hasan, Numerical Study of Some Iterative Methods for Solving Nonlinear
Equations, International Journal of Engineering Science Invention, Vol. 5, 2016, pp.01-
10.
[6] S. Derakhshan and A. Tavaziani, Study of Wind Turbine Aerodynamic Performance
Using Numerical Methods, Journal of Clean Energy Technologies, Vol. 3, 2015.
[7] Hassam Nasarullah Chaudhry, John Kaiser Calautit, At El., “CFD and Experimental
study on the effect of progressive heating on fluid flow inside a thermal wind tunnel”,
Computation ISSN 2079-3197, 2015, pp.15-24.
[8] Yong bai, “The new wind tunnel step and evaluation of flow characteristics with/without
passive devices”, University of windsor, 2015, pp.1- 15.
[9] Maximillian Hobson-Dupont, “Design the development a small scale wind tunnel
simulating atmospheric boundary layer”, Master’s theses.4543, 2015, pp.36-74.
[10] V. Nikolic, D. Djekic, A. Radakovic, Dz. Pu cic, Numerical Methods for Solving the Dynamic
Behavior of Real Systems, Scientific Publications of The State University of Novi Pazar, Vol. 6,
2014, pp.25-34.
[11] Neethu Merlin Rajan, Aman Kalra, Pawan G Rebinal, Ramesh Sharma, a finite approach tp
modal parameter estimation of vertical tail fin, IOSR journal of Mechanical and Civil Engineering,
Vol. 11, 2014, pp.30-34.
[12] Zhengzheng Yan, Rongliang Chen, Yubo Zhao and Xiao-Chuan Cai, A Scalable
Numerical Method for Simulating Flows Around High-speed Train Under Crosswind
Condition, Z. Yan al. / Comput. Phys., Vol. 10, 2013, pp.01-15.
[13] Ming-Hui Huang, Yuh-Yi Lin and Ming-Xi Weng, Flutter and Buffeting Analysis of
Bridges Subjected to Skew Wind, Department of Civil Engineering, Tamkang
University, Tamsui, Taiwan 251, R.O.C., Vol. 15, 2012, pp. 401-413.
[14] Mansi Singh, Neha Singh and Suneel Kumar Yadav, “Review of design and construction
of an open circuit low speed wind tunnel”, Global journal Inc (USA), volume 13, 2013,
pp.1- 23.
[15] A.K. Mittal, D. Ghosh, Et al., “Wind flow simulation in the vicinity of tall buildings
through CFD”, The eighth Asia-Pacific on wind engineering ,2013, pp.682-690
[16] Kashif Javed and Mazhar Ali, “Wind tunnel analysis at Low velocity”, Journal of
Clean Energy Technologies, Vol 12, 2013, pp. 204 – 215.

41
 [17] A.K. Roy and P. K. Bhargava, “CFD modelling of wind flow around buildings for
wind energy conversion”, National conference on emerging trains of energy
conservation in buildings, 2012, pp.1-10.
[18] Nilton Koo Chwee Yang, “Design of wind tunnel”, Universiti Malaysia pahang , 2012,
pp. 1-24.
[19] Robert Howell, Ning Qin, At El., “Wind tunnel and numerical study of a small vertical
axis wind turbine”, Renewable energy an International journal, volume 35, 2010,
pp.412- 422
[20] Harold Sherwood Boubreau III, Design, “Construction and testing of an Open
atmospheric boundary layer wind tunnel”, University of Florida, 2009, pp.1-68.
[21] V.Ciobaca, S.Melber-wilkanding and M.Pott-Pollinske, “A CDF process chain for
simulating open wind tunnel test sections”, Deutsches zentrun fur Luft und Raumfahrt,
2009, pp.1-9
[22] Prof. Sigrid REITER, “Validation process for CFD simulation of wind around
buildings”, European built environment CAE conference, 2008, pp.1-18.
[23] Fulvio Sartor and Sebastian Timme, Mach number effects on buffecting flow on a half
wing-body configuration, Research associate - University of Liverpool L69 3GH [UK],
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[24] Keisuke NISUGI, Toshiyuki HAYASE and Atsushi SHIRAI, “Fundamental study of
hybrid wind tunnel integrating numerical simulation and experiment in analysis of flow
field”, JSME International Journal, volume 47 B(3), 2004, pp.9-12
[25] Antony Jameson, D. A. Caughey, Numerical Calculation of Transonic Potential Flow
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[26] G.J. MAYHEAD, “Some drag coefficients for British forest trees derived from wind
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Websites,

[28] https://en.wikipedia.org/wiki/Wind_tunnel#History
[29] https://www.academia.edu/8230792
[30] https://neutrium.net/fluid_flow/pressure-loss-from-fittings-expansion-and-reduction-
in-pipe-size/

42
[31] https://eng-software.com/about-us/press/2016/4/understanding-the-distinction-
between-total-static-and-dynamic-pressure/
[32] http://discoverarmfield.com/en/products/view/c15/computer-controlled-subsonic-
wind-tunnel
[33] https://learn.sparkfun.com/tutorials/load-cell-amplifier-hx711-breakout-hookup-guide

43
 Publications

[1] Pranit Bangera, Akshay Baswa, Siddhesh Baviskar, Swapnil Raut, 2018, “Design and
Analysis of Wind Tunnel Testing Rig”, International Journal of Advanced in
Management, Technology and Engineering Sciences, Volume 8 Issue IV (April 2018),
pp. 303 – 312.

[2] Akshay Baswa, Pranit Bangera, Siddhesh Baviskar, Swapnil Raut, 2018, “Design and
Analysis of Wind Tunnel Test Rig”, International Journal of Advance Research, Ideas
and Innovations in Technology, pp. 120 – 124.

44
 Acknowledgement

Firstly, we would like to express our sincere gratitude to our supervisor, Prof. Niyati
Raut (Head of Mechanical Department) and Prof. Swapnil Raut for their guidance, useful
comments, remarks and engagement through the learning process of this research work.
Furthermore, we would like to thank Dr. Arun Kumar (Principal), VIVA Institute of
Technology, Virar, for his timely help.

We extend our sincere thanks to Mr. Amit Baswa and Ms. Kinnari Shetty for their
valuable time and support during my research work. My heartfelt gratitude also goes to all our
graduate colleagues and faculty members of Mechanical Engineering Department for
supporting us in direct or indirect way throughout our time at VIVA Institute of Technology,
Virar.

Finally, we must express our very profound gratitude to our parents for providing us
with unfailing support and continuous encouragement throughout my year of study. Praises and
thanks to God, the Almighty for his showers of blessing throughout our research work to
complete the research successfully.

(Pranit Padmanabha Bangera)

(Akshay Tikku Baswa)

(Siddhesh Dilip Baviskar)

Date:

Place:

45