Jordan University of Science & Technology

Aeronautical Engineering Department

Aeronautical Lab I
AE (444)

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Abstract

This experiment involved working with the demonstration wind tunnel mounted
with a prototype model that includes a NACA 2412 airfoil . Testing was conducted
at 2 speeds , with the elevator raised up by 2 degrees at every recording to
increase the angle of attack and thus observe the change in lift . Important
characteristics such as Wing span , Aspect ratio , and Reynold’s number were taken
into consideration with the calculations involved . Stalling was observed at an
angle of attack of 13 degrees . The flow seperations ( and the resultant model
instability ) was also clearly observed at a certain value ( TIFF threads assist in this
observation ) . The recordings prompted the charting of CL - α graph , which is
considered one of the most important tools in the aviation industry . Theoretical
Specifications of the NACA 2412 airfoil also assisted in the experiment by
validating experimental values obtained from the readings of lift .
Table of Contents :

Objectives ………………………………………………………………………… 1
Theory ………………………………………………………………………………..2
Data and Results ………………………………………………………………. 3
Sample Calculations …………………………………………………………. 5
Discussion …………………………………………………………………………. 6
Conclusion ……………………………………………………………………….. 6

List of Figures and tables :

Figure 1 : Airspeed Gauge ……………………………………………………………………..…1

Figure 2 : AOA and Lift readings…………………………………………………………..………1
Figure 3: Slap Angle Controller …………………………………………..………………..2
Figure 4: Flight Demonstration Wind Tunnel …….…………………………………..2
Figure 5: Prototype Data …………………...………………………………………………….2
Figure 6 : Airspeed Handle ……………………………………………………………………….2

Table 1 : Recordings of AoA and L at V=22 knots………… ………………………..3

Table 2 : Recordings of AoA and L at V=27 knots..………………………………… 3
Table 3:comparison between theoretical and experimental data (22
knots)…………………………………………………………………………………………………..……4
Table 4: comparison between theoretical and experimental data (27 knots)
…………………………………………………………………………………………………………………..4

Figure 7 : Cl vs AOA (22 knots) ………………………………………………………………5

Figure 8 : Cl vs AOA (27 knots).................................................5
Objectives:
- Understand the fundamentals of airfoil nomenclature .
- Plot the Cl-α graph
- Calculate the 𝐶𝐿(𝑚𝑎𝑥) and stall lift .
- Discussing the effect of changing reynolds number on Cl-α graph

Figure 1 : Airspeed Gauge Figure 2 : : AOA and Lift readings

Figure 3 : Slap Angle Controller Figure 4:Flight Demonstration Wind Tunnel

Figure 5: Prototype Data Figure 6: Airspeed Handle

Theory :

•𝑃 = ρ𝑅𝑇
ρ𝑉𝐶
• 𝑅𝑒 = µ
1 2
•𝑞 = 2
ρ𝑉
𝐿
• 𝐶𝑙 = 𝑞𝑆

NACA 2412 airfoil

Data and Results :
Table 1 : Recordings of AoA and L at V=22 knots

Velocity = 22 knots
Slap angle AoA L Cl
0 1 1.6 0.65
2 2 2.2 0.89
4 3 2.6 1.05
6 4 3.2 1.29
8 7 4.3 1.74
10 7.5 4.4 1.78
12 8 4.4 1.78
14 9 4.7 1.90
16 10 5 2.02
18 11.5 5.2 2.10
20 12 5.3 2.14

Table 2 : Recordings of AoA and L at V=27 knots

Velocity = 27 knots
Slap angle AoA L Cl
0 1.5 2.4 0.64

2 3.5 3.4 0.91

4 5 4.2 1.13

6 5 4.4 1.18

8 8 5.5 1.48

10 8 5.7 1.53

12 9 5.9 1.58

14 11 6.6 1.77

16 11.5 6.7 1.80

18 13 6.8 1.83

20 13 STALL ERROR
Figure 7 : Cl vs AOA (22 knots)

Figure 8 : Cl vs AOA (27 knots)

Table 3:comparison between theoretical and experimental data (22 knots)

Zero lift Cl at zero

Airspeed Cl-max AoA AoA Lift slope stall angle
Experimental
11.31 2.14 -2.4 0.32 0.128 N/A
Value

NACA 2412 11.31 1.29 -2 0.2 0.1 14.4

Table 4: comparison between theoretical and experimental data (27 knots)

Zero lift Cl at zero

Airspeed Cl-max AoA AoA Lift slope stall angle
Experimental
13.89 1.83 -2.4 0.31 0.1034 13
Value

NACA 2412 13.89 1.29 -2 0.2 0.1 14.4

Sample Calculations :
22 𝑘𝑛𝑜𝑡𝑠 * 0. 52 = 11. 31 𝑚/𝑠

𝑃 100000
ρ= 𝑅𝑇
= 287*297
= 1. 1731

ρ𝑉𝐶 1.1731*11.31*0.152
𝑅𝑒 = µ
= −5 = 108387
1.859*10
2 2
𝑞 = 0. 5 * ρ𝑉 = 0. 5 * 1. 1731 * (11. 31) = 75. 029

𝐿 1.6
𝐶𝑙 = 𝑞𝑆
= 75.029*0.033
= 0. 64
Discussion :

There is an obvious difference in airfoil characteristics with the changing of

Reynold’s number value . Lift decreases and drag increases when Reynolds number
is decreased, flow separates at higher AOA..The lift coefficient Cl increases with
increase in AOA , but at a certain value of AoA the flow separates and circulation
occurs , resulting in the loss of lift . The Aspect ratio (AR) gets bigger as Cl
becomes greater and lift slope increases , and therefore , the stall angle gets
smaller . Changes also occur on airfoil characteristics depending on the type of
airfoil used , because of its camber , thickness , etc …..

Conclusion :
● stalling happens at approximately α = 13 in this experiment .
● “TIFF” threads mounted on aircraft model allow users to detect flow
separation .
● There was a good accuracy in calculations relating theoretical and
experimental values
● The highest possible stall angle for most general use aircrafts is
approximately 15 degrees .
● The wing Aspect Ratio plays a significant role in how airfoils perform when
it comes to the differential relation between the lift coefficient and the
angle of attack .
● Boundary layers cause flow separation near the end of the airfoil , causing
pressure drops and the circulation of the flow ,resulting in vortices . These
vortices also account to the total drag on an aircraft wing .