TURBULATOR GEOMETRY topologies can be made with this technique

The study was bas€d on obtaining data that arc more

INFLUENCE ON TRIPPING precise than those obtain€d in a previous investiSationof
EFFECTIVENESS BASED ON these effects. The previous investitationz was a practical
iest conduciedusinga largermodel ofthe same FX-63-137
LOW-SPEED WIND-TUNNEL DATA airfoil and a special giound{est rit
mounied atoP an
By M. Torres, Malvern Pennsylvania, USA, and D. J. automobile. Very little differences were observed between
Cappelleri, D. S. Anes, M. P. Beiter, and A. P. DeGuilio, the limited number of Z-pattern turbulator teometri€s
villanova University, villanova Pennsylvania, USA tested(Re =0.34x106to0.36x1ff),anditwasrecommended
Abstract that morgprecise data obtained in a wind tunnel may
A n erperiment was conducted to determine the relative demonstnte effects that could not be observed in this
tripping effectiveness of differeni turbulator{aPe earlier test. ln addition, while the previousstudy provided
$ometdes. Oil'flow photo$aphic data were obtained in qualitative obseNations, the present study includes
a low-speed wind tunnel for ihe upper surface of a quantitative data measuiements with a compaison of
Worimann FX-63 137 airfoil
two-dimensional wjng section.
MeaninttuI fl owvisualization data
were obtained for seveml turbulator
geometries that demonstrate
diff ereni degrees of effectivenessfor
each turbulator confituration
tested. A staiistical compilation of
the data quantitatively illustrate Wortmann FX63-1 37 Airfoil
increased trippinS ef fectiveness for
a specific con6Suration tested, over
the standard Z'paiterned tape
curently in use- Figure 1. Wortmann FX-63-137 Airfoil
l.lntroduction
The present investigation was
perf ormed to assess the ef fectiveness of different turbulator run-to-runvadability using smooth-wall transition data,
and a siatistical treatment of the results obtained.
teometries in a controlled 81ound{estexperiment usinBa
wing model employinga Wortmann FX-63137airfoil. The 2. Experimental Arrant€m€nt
selection of this airfoil was based on (1) ihe extent of A plastic, two-dimensional wingmodel was constructed
laminar flow expe.ted over the upper surface, and (2) the using a splin€ fit of published coordinaie points for the
use ofthisairfoil in a previous study whose resultswill be FX-63-137 airfoil.3 A chord of 6.0 inches (152.4 mm) and
discussed below. While different types ofturbulaior{ape span of24.0 inches (609.6 mm) were selected to provide a
teometries are considered effective in promoting reasonable simulation scale, compatibility with the
boundarylayer transition to avoid laminar separation, Villanova University 24-inch Open Circuii Wind Tunnel
several geometnes are considered tobe more effective for constmintt and a model scale large enough to enableuse
a given applicahon. Z-patterned
tape is commonly used in many
ground and fli8ht applications,
with90'and 60"wedte pattems on
the tape leadint edt€ (or both
leading and trailing edtes) being
the most common.
Numerous expe ments have
b€en conducted using oil-flow
visualization to qualitatively
understand the boundarylayer
behavior over aerodynamic
surfaces. Since the effect of the oil
fl ow on theboundarylayer motion F----. tn't
should be minimal for the model gE -
-9s
locations andfreestreamcondrtions
aL'*q
of interest in this study.'meaninStul
obseruations and quantitative
measurementsof the relevant flow Figure 2. Open Circuit Wind Tunnel

VOLUME XXIII, NO. 1 23

of commercially available tape thickness for
iurbulator fabrication. The model i{as finished in
white for these flow-visualization iests and was
polished to provjde an aerodynamically smooth
surface. The airfoil profile is shown in Fi$re 1.
The Villanova University 24-inch Open Circuit coNFtG. { coNFlG. 4
Wind TunneF is shown schematicaily in Fi$re 2.
While a quoted iurbulence of 2% was associated
with this facility, implying a relatively high
iurbulence factor,s the smooth-wall transition data
discussed in the following sections demonstrate
transjtion charactedstics that agree with published
resuits for this wing section. In addition, since the
primary focus of this study is not to define ai oil
coNFtG. 2 coNFtG, 5
pe ormance characteristict but to parameticaliy
assess different turbulator geometries at a fixed
freestream condition, the test facility was deemed
appropriate for this study. The 24 x 24 inch test
section walswere constructed of 3/4-inch Plexiglas
to facilitate model photography, and provide easy
model access. Model positioninS was limited to
antle-of-aliatl ddruslmenl\, mea\ured usinB a
vemier readint of the model mountint end-plate coNFtG. 3 coNFlG. 6
(disc) relative io the fixed tesrsection wall.
Fipre 4. Present StudvTurbulator Patrerns
The useofZ'pattemed tape is commonly found in
both ground and flight applications,'ro and most
paitems incorporate either 90" or60'patterns on the tape dircction isfron the iop of the figure toh'ard ih€ bottom).
ConfiSrrations 1 and 6 were produced usjng standard
pinking shears and have a wedge
antle of approximately 116 . The
k other patierns were produced usint
non-standard shears to easil],

+ produce the pattems illusiraied. The

leadinS-edge arcs shown for
confiturations 2,4, and 5 are
appronmat€ly circularin planform.
The selection of ihese candidate
paitems evolved tuom preliminary
wind{unnel test runs performed io
optimize the photographic settints
and oll-flow application procedure
used for the subsequent pimary
lt€p hoighl, thickn63 (0.008. 0.0t6, 0.024 inch) wind'tunnel runs.
Final turbulator{ape patierns
o: leedim-adge w.dg..ngl! (6tr. 9O", 120". 180") were pre-cui from Scotch (3M)
"Super Strentth Packadnt Tape."
lspo winh {norninally0.35 inch lor allconfigs.)
This tape provided a hith-contrast
w€dge pitc}l (norninrlv 0.20 inch for all c!nfi0r.) color for photographic resolution,
and turbulator step height (tape
thickness) could be varied by usin8
Figure 3. Previous Study?Turbulaior Patterns multiple layers of tape and verifying
the composite thickness with a
mi.rometer ThP nomina I thi.kness
leading edte with either a straight trailing edge, or on both of a sintle layer oftape was 0.0030 inch (0.076 mm).
leading and trailing edges. while the prcvious study': In order to obtain valid and meaningful data, a consistent
examined60',90', 120',and180' (flat)l€adint-edtewedte procedure was used to apply the oil film, conduct the test
angles (FiSure 3), the current study incorporated the testint run, and photoSraph the results. Prior to each run, a thin
of six different pattems as shown in Fi&re 4 (the flow coat of oil was brushed over the uppei winS surface in

24 TECHNICAL SOABING
spanwise strokes. The selected oil
wasused (dark) SAE 10W-40motor COIIIPARISOII OF IURBUIATOR EFFECIIVEN€SS

oil, based on ihe successful results

obtained in prior tround and
flithi-iest applications.ronr For
additional photogaphic contrast/ a
small amount of dark blue food
colodng was added to the oil. The
ambient temperature duringthe test
was aPProximately room 0.125
temperature, therefore the mixturc
of additional thinnint atents was
not necessary durjnt this test. 0.too

Resulting oil-flow patterns were

photographed durint and
immediaiely aft er each run to rccord
the fresh streaks before any Rur{.lo{ut{ vaRtATloN ot SlrooTH.wALL TRA||SITION
signifi cant "wind-off" effects could
perturb the streak pattern.
3. Oil-Flow Visualization Data

A test matrix was developed to

*indlunnel entries in a
conduct all
methodical, logical, and efficient :i
order, and to maximize the
usefulness of the information
obiained in order io turther modify
the matrix for maximum run 0.525
efficiencv and data accuracy as the
tesi proceeded (i-e., io maximize the
output per run while collectinS a
complete, valid, and meanintful
Figure 5. TurbL aior Effectiv€ness and Run Varjability
database). Th€ pimarytestsequence
involvedr (1) smooth-wall (no
turbulator) runs at zero angle of
attack, and at various Reynolds COIIIPARISON OF EFFECTIVENESS STATISTICS (MEAN ! lo)
numbers to determine where, and
0.200
if, natural transition occursj (2)
selecting a nominal Reynolds
number to conduct trip-heitht (&) 0.175
effects for a nominal tu$ulator
pattem, and establishinS the height
(xt -xi/c
that is marginally effective for 0.150
I
lll- l- .--
0.115 #.1
specific trip locations (r ); and (3) o 138 '.ho.laa' fp.13s
selectint a nominal trip location to
o.125
conduct runs that parametrically
vary trip teometry (the main focus
ofthisstudy). Preliminary runs w€rc 0.100
conducted to establish test
requirements for photographic
lithting, camera placement, and o075
appropiate run times. For camera
convenience, ihe model was Figure 5. Turbulator Ef fectiveness Staiisti.s
mounted invelted. The nominal test
conditions achieved were Rs =0.35x106('r =110ft/s,33.5 the left side of the model and leavint the ight side with no
m/ s). turbu lator. This served the imPortant PurPose of assessing
Afier the smooth-wall runs w€r€ conducted, runs with any runto-run variabiliiy during ihe test, and Provided
turbulatorswere p€rformedby applying the turbulaiorto tare references for comparjson with "turbulator_on" flos'

VOLUME XXI]1, NO. 1 25

pattems. This was achievable due to the pr€dolninantly
two dimensional flos' over the airfoil at zero angle of
attack. Therepeaiabilityof smooth-wall transition location
was demonsirated for all smooth-wall runs (no turbulator
on n]odcl), and th€ righi side ol ihe wjng for all oiher
"turbuiator'on" runs performed. In addition, the
snooth'wall transition locaiion m€asured for this
installation arran8ement, r /. = 0.63-0.67, aSrees r'ith
published daia fortheFX-63-t3Tairfoiiaisimilar R€ynolds
Aft€r primary runs were completed with a sjngle
turbulator configlration on the left side of the model,
additional repeat runs were conducted to demonstrate
daia repeaiability. ln addition, runs with thiee turbulator
configurations on the left side weie perfomed to detemline
ifthe "two-dimensionality" ofthe flow provided minimal
spanwise effects in order to obtain more confi gu ra tion data
per run. While this was demonstrated, it was carefuily
implemented, sinceclose examination of the photo details
do indicate spanwise effects on a small scale (of the order
ofthe turbulatorpattern's spanwise pitch, p), ther€fore the
spanwise extent of a given confi8uraiion was always
significanily larger (approximately several inches) ihan
thissmall-scale effect (on the order of several millimeters).
4. Turbulator Ef{ectiveness Comparisons
The definition of turbulator effectiveness used in this
studyisthe distance downstream of theturbulatorleading
edge wh€rethefl owbecomes tullyturbulent, ase!.idenced
b), the ihinner oil film over the airfoil surface, (r ' n ) / c
with smaller distances indicating greater effectivgncs! (all
xare measured from the wint leadint edge). In FiSxre 5, a
comparison of turbulaior effectiveness is shown for the 6
configurations tested. The bottom of Figure 5 also shows
lhe run ro run vdridbilil) (\ for lhc smooth, righr srde of
rhe modFl) for earh cone.pohdinS run ar rhe rop of ligure
5. Thiswas provided togive an indication ofthe variability
€xperienced and assi$ed to each run. AI runs shown
wereobtainedatRe = 0.3sx106, c! = O r/.= 0.43-0.44, and
t = 0.006 inch (0.1s ftm). For procedur! consisiency, the
same analyst performed the examinaiion ofeach photo in
an atiempt to minimize any additional variability due to
photo interpretation.
The mean and standard deviation of effeciiveness for
each confituration were calculated and are shown in Fiture
6. Whlle the standard configurations (confiturations 1 a nd
5) show similar perfornance, slight differences are shown
for confi$rations 2 throuth 5. Confi$ration 5 clearly
demonstrates significanily more effectiveness than the
other configuraiions considered. The standard deviation
bounds for confi8lration 5, based on the data shown in
Figure 5, barely overlap the bounds of any other
configuration tested.
It is unknown why configuration 5 is so much more
effective than confituration 4 unless the tniling edge of
the configuration-4 turbulator provides a canceling effect
to the tripping generated by the leading-edge pattem
(configurations 4and 5 incorporate the sameleading-edge
pattem).
26
s. Conclusio,rs and Recommendations
An assessnent of the dat.1 otrlain€d shorLs lhat thc
turbulator configuraiions siudied dcmonstrale diffcrent
trippint effectiveness. OneconfitLrration (configu ra tjon :)
provided results that clearl), (t€monstraie great€r tripping
€ft€ctiveness compa r€d to sianda rd Z-patt erned t! rbu lat orr
(confi$rations 1 and 6). Application of turbul.rtors \\ ith
increased effeciivcness nray p(^ide benefits in o\rrr1l
aeiodynamicperformnn.e for glidcr :rnd general aviriion,
marine/hydrodynamic applications, and control surl;rcr
development in unnanned or nicro acrial vehi.lcs (UAV,
MAY), since thesc vchiclcsare expectcd io opcratc in low
toverylowRe)'noldsnunrbercondiiiorlsr:whrre theronlrol
of laminar flow scparation, and cf6cicni aerodlna]nic
pe ormance, may requirc Iurther dcvrloFment !vork.
It is recommendcd that as addilional daia on
turbulator-iape geometry effecis become available fronr
tuture Sround and flight tesis, and to the exteni that anv
siSn)ficant effects are dcmonstrat€d, ihcsc results should
be gathered,correlaied and madc a!ailablc k) thcsoarirE,/
aerodynamics .ommLrnity. Ii is nlso recommenclL'd thii
infrar€d (lR) theflnography techniqL,es, successfully used
in $ound and flight-test ! isualization of dobal tran!iiion
paitemrr6beincorporated in f uiure studi€sasth€se inragint
sysi€ms are perfecied, nlinjaturizcd, and be.ome nrore
affordable.
A.knowledSements
This study was performed for th€ partial furfillment of
s€nior desiSn proj€ct r€quirementsb)' th€ authors associated
(ith Villanova Univcrcjty, and ai ihe su8Ecstjon and
co'sponsorship of th€ lead auiho.. Thc nrajor sponsor of
lhr. proie.l $d. V:lld|o.d, n\,r.ir\ D,frrlrrr,nr .r
Mechanical Ensjneerins, and Drs. Chari€s H Nlarston and
I.WalterHaIringi.,n of Villanova Uni!ersity'sD€p.lrtInent
of Mechanical En8ineering are gratciDllv acknorvledged
for ensuring the availabilitv of ihc Open Cjrcujt lvind
Tunnel,andfortheirtechnicalconsultationthroughouiihe
project.
References
1. Squire, L. C., "The Motion ofa Thin Oil Sheet Under ihe
Boundary Layer on a Body," latnnt oJ FtLLid Mecttanics,
Vol. 11, Pt.2, 1960, pp. 161'179.
2. Torres, M., "A Practical ln\estlgation of the Effect of
Turbulaior Ceorneiry on'l rippint Effecti!,eness for a
Wortmann FX-63-137 Airfoil," 7i.l,,i.a/ Sonrtrs, Vol.
21, No. 3, July 1997, pp.9t) 93.
3. Althaus, D., Nrcdrr5grsr/ra'rdrsk.itsp/ofi1c, FIiedr. Vie\!eB
& Sohn Verlatstesellschaft mbH, Braunschwcig.i
Weisbaden, 1996, p. 393.
4. Anon., "Wind Tunnel Performance Evaluation,'
EngineerinB Laboratory DesjBn, Inc., Lake City,
Minnesota, May 1990.
5. Rae, W. H., and Pope, 4., Lolu Sped WnldTunnel Testi'li,
2nd ea., rohn Wiley & Sons, Inc., New York, 198i1, p.
t49.
6. Althaut D., "Pe ormance Improvenlent on Tailplan€s
by Turbulators," Technical Soaring, Vol. 15, No. 4,
October 1991, pp. 125'128.
TECHNICAL SOABING
7. Boermans, L.M.M., and Bennis, F., "Design and
Windtunnel Tests of an Ai oil for the Horizontal
Tailplane of a Standard Class Sallplane," Technical
SoarinS, Vol. 16, No. 2, Aptil 1992, pp. 35-40.
L Baker, R. E., "An InvestiSation Into Petfotmance
Enhancem€nt of a Sports-Class Saitplane by Use of
Turbulator Tapes," Technical Saaring, Yol.20, No.3,
llily 1996, pp. 78-81 .
9. CollinS,D., "Discus Winglet WindTunnelTest," S€imitar
USA (u&,&,. sliaer. cam/scinitar/dscTDngh. htnt), May
1998.
10. Johnson, R. H., "A Flitht Test Evaluation ofthe Venhls
2b ls-Meter Sailplane, Part 2," Sorr;a& Vol.60, No.6,
June lcq5. PP l5-22
11.Johnson, R. H., "A FlithtTest Evaluation ofthe Super
Ximanp Motortlider," Soating, Vol.60, No. 12,
December 1995, pp. 35-40.
voLUME XX t, NO. 1 27
12. Pichou, T., et al., "Effect of Tripping Laminar-
to-TurbulentBoundaryLayerTmnsition onTip Vortex
Cavitation," SNAME /ournal oJ Ship Research, !o1. 41,
No. 1, March 1992 pp. 1-9.
13. Howard,R.M., andO'LearyJ. F., "Flowfield Study of
a Close-Coupled Canard ConJi$ntion," AIAA/o /rdl
of Airuaf ,v cl.31,No.4,July-A utust 1994, pp.908-914.
14. Simons,M.,Mod?l,4trctufI Aercd! omics,2ndea, Atgos
House, Hertfordshire, Gieat Britain, 1993, p. 118.
15. Se1i8, M. S., and Guglielmo, J..1., "High-Lifi Low
Relarolds Number Airfoil Design," AIAA loutnal of
AircrcJt, vol 34, No. 1. IanuaryFebr[ary 1997, pp.
72-79.
16. van Dam, C. P., et al., "In-FlightBoundary-Layer State
Measurcments on a High-Lift System: Slat," AIAA
lournal of Ailcnft,vo1.34, No. 5, November-Dec€mb€r
1997 , pp. 748-756.