CHAPTER 1: INTRODUCTION

1.1 Background Research

Vortex generators are littles fins located on the wing surface and act
as the aerodynamic devices.It can be seen projected from the airliner’s front
such as 737-800 airliner and also on the Short TakeOff and Landing (STOL)
like AAC Angel as mentioned by (Aleks Udris, 2015). The presence of vortex
generators creates vortices same as the wingtip role. High energy air into the
boundary layerwas pulled by the created vortices. They are essentially used
in many aircraft to decrease the stall speed and exist on transonic aircraft
purposely to keep control surfaces effective at high speeds.

Vortices are characterizing by the concept of circulation and velocity.

There is an area of region in a fluid which flow around the axis line either
straight or curved. Turbulent flow happens due to vortices which act the
major components to the flow. In aviation industry, aerodynamic efficiency
isessentials for the effective performance, cost and weight of the aircraft. The
designation and structure of aerodynamic operates for both commercial and
military aircraft. Aerodynamic gives improvement to the national security such
as maneuverability, efficiency and aircraft performance. When the air flows
enter the wing, pressure will decrease until it reaches the center of the lift. It
is about 25 percent down the chord.
 In aviation industry, designation of the vortex generator as an
aerodynamic device is created to delay the flow separation (Wikipedia
contributors, 2021). It can be recognized as a small vane that attach on the
lifting surfaces of the aircraft wing. People wonder how does the wing and the
control surfaces such as ailerons, elevators, rudders and flaps could improve
their effectiveness. When the aerofoil surface is having contact with air,
vortex will be created by the vortex generator. It will eliminate the slow
moving boundary layer of the air motion which in contact with the aerofoil
surface. Aerodynamic stalling and the flow separation will delay whereby
increase the efficiency of the wing and control surfaces of the aircraft.

1.2 Problem Statement

There were different issues addressed on this research research

such as the designation of the aerofoil of aircraft, and type and dimension of
vortex generators used on the aerofoil. All those criteria may affect the
aerodynamic performance of the aircraft. Airfoil designation design will be
referring to the NACA airfoil types. In this research pitch distance of vortex
generator will be focused. Lift coefficient and drag coefficient will be
compared.
1.3 Research Objectives

In this research, there are several objectives that needed to beidentified

as well as justified. By doing this research, I am able to;

1. To identify the problems that affect the airfoil’s performance whenwith

and without the vortex generator.

2. To determine the proper spacing of vortex generator that affect the

aerodynamic performance of the airfoil.

3. To compare the lift coefficient and drag coefficient of vortex

generator.
1.4 Research Question

Research Objective 1

To identify the problems that affect the airfoil’s performance when with and
without vortex generator.

What are the problems that affect the airfoil’s performance when with and
without vortex generator?

Research Objective 2

To determine the proper spacing of vortex generator that affect the

aerodynamic performance of airfoil.

What are the proper spacing of vortex generator that affect the aerodynamic
performance of airfoil?

Research Objective 3

To compare the lift coefficient and drag coefficient of vortex generator.

Which are the best lift coefficient and drag coefficient of vortex generator?
1.5 Significant Study

The finding of this report are purposely carry out to contribute important
data to the education institution or universities in Malaysia. The study is to
give more specific and info regarding the purpose of vortex generator. It
helps people to understand that there are lots of geometry parameters that
able to affect the aircraft performance for example the most common
parameter is vortex generator angle of attack. The research will be useful to
the aviation study and also student which may carry out some research
regarding the topic. Recommendation is to be obtain as well on which
spacing of vortex generator that is recommended to be used on aircraft wing
and control surfaces which may increase the aircraft flying efficiency.

1.6 Scope Limitation

The scope limitation of this research is focusing on educational

institution with more specific is to be carry out for universities in Malaysia.

1.7 Summary

This research and analysis will provide an improvement to the vortex

generator aerodynamic performance. The energy will be transported
effectively into the boundary layer from the outer flow. Prevention of
separation on diffuser and wing and channel bend at supersonic and
subsonic speed scan be control as well.
 CHAPTER 2: LITERATURE REVIEW

2.1 Introduction of Vortex Generator

Vortex generator are highly efficient aerodynamic devices used widely

in both external and internal aerodynamics as mean of flow control. small
metal blades which installed on the external surfaces of the air transport and
cars. In aviation industry, it is usually located on both aircraft and wind
turbine blades closely to the leading edge of the airfoil. They also can be
seen attached on the vertical and horizontal stabilizer. Besides, row of vortex
generator is installed on A-4SU Super Skyhawk’s drooped leading edge slats
and the ram air intake mounted on the portside for the engine cooling. There
are also sometimes installed outside the windshield of the cockpit purposely
to reduce the noise from the outside entering the cockpit area. (Wikipedia
contributors, 2022b)

For my research, it focuses on the installation of vortex generator on

the aircraft’s wing with different value of pitch distance between the vortex
generator. The presence of vortex generator is most often used to delay the
flow separation. It creates vortices which energize the air as it flows over the
wing. Their job is to enhance safety by producing a lower stall speed. The
airflow over the wing is controlled by creating vortices. Vortices act to
energize the boundary layer. It managed to improve performance and control
authority at low air speeds and high angle of attack. As proven, the result of
Cessna 172 stall speed is decreased by 8 percent (JILL TALLMAN, 2022)
 Vortices are the air that swirling and formed on the aircraft wingtip.
There is high pressure ofair formed at the bottom of the wing and escapes
around the wingtip and moved up towards the lower pressure area on top of
the wing. The movements allow the formed of tunnel air which form arotation
under the wing area.

In multi engine aircraft, vortex generator may increase the

controllability during slow airspeed which in result will reduced the stall speed
and allowed slower approaches. Slow stall speed can cause a higher take-off
weight plus will improve the useful load. Purposely the vortex generator
operates to disrupt the air. Usually when the air flow on the aircraft’s surface
there will lift force created. Exceeded value of critical angle caused the wing
to stall due to separation of airflow from the upper surface of the wing.
2.2 Types of Vortex Generator

Vortex generators come in a variety of shapes and sizes, and they're

used in the aviation industry. Rectangular, triangular, gothic, ogive, and
parabolic vortex generators are all available. Please refer Figure 1 for
Triangular Vortex Generator, Figure 2 for Rectangular Vortex generator and
Figure 3 for Gothic Vortex Generator.

The most popular vortex generators are the gothic, rectangular, and
triangle vortex generators. Refer the figure below as reference. These
rectangularvortex generators, as the name implies, are the most often utilized
vortex generators in airplanes.These create large, powerful vortices with a
high vorticity, but they also produce the most drag, putting them at a
disadvantage to the other varieties.

The vortex generator's leading edge is where the flow separates.

Triangle Vortex Generators are triangular vortex generators that are
commonly used in airplanes. When compared to rectangular vortex
generators, these vortex generators provide the best drag reduction at
modest angles of attack (0-10°).(Kumar et al., 2016)

For identical angles of attack, the force varies between rectangular and
triangular vortex generators. For the same range of angle of attack, the drag
coefficient is somewhere between Rectangular and Triangular.
 Increased lift coefficient at high angles of attack, stall speed reduction,
increased aileron authority, better aerodynamic behavior at low speeds,
reduced minimum controlspeed, shorter take-off and landing distances,
steeper climbs, and an inexpensive and simple wayto improve aircraft
performance are all advantages of using vortex generators. When employed
poorly, the downsides include increased drag, reduced cruising speed, ice,
and sudden stall behaviour.

Figure 1 Triangular Vortex Generator

Figure 2 Rectangular Vortex generator

Figure 3 Gothic Vortex Generator
2.3 Working Principle of Vortex Generator

When the air glides over the wing, it becomes stuck to the surface,
causing lift. The wing willstall if the angle incidence of attack is increased.
The vortices are created by the generators themselves. The swirls of air
excite the air-layered surface above the wings, causing the air to stay
connected to the airfoil for a longer period of time

2.4 Flow Separation

Flow separation happen at high velocities whereby the fluid detaches from
the surface of a body. The prediction of point separation is depending on various
factors such as surface roughness or skin friction, Reynolds number and the level of
fluctuations in free stream. Region separation refer to the fluid separation from the
body.

Please refer Figure 4 Flow Separation point. Backflows happen when the
body recirculate at the low pressure region. In aviation, the separated region occurs
at theairfoil especially at larger angle of attack of more than 15 degrees. The airfoil
tends to stall due to lift drastically been reduced. The generated vibration by the
vortices near the body might cause thebody to resonate or vibrate to dangerous
condition.
 Figure 4 Flow Separation point

2.5 Flow on Aerofoil

Laminar flow, transition flow, and turbulent flow are the three forms of
airflow on an airfoil. Ina laminar flow, liquid or gas particles follow a regular
and parallel course. When the viscosity is high and the velocity is low,
laminar flow occurs. Transition flow is the mixing of laminar flow and
turbulence flow. Please refer Figure 5 Separation on Airfoil.

Figure 5 Separation on Airfoil

2.5.1 Laminar Flow and Turbulent Flow

When a fluid flows in parallel layers with no interruption between the

layers, it is known as laminar flow or streamline flow in pipes (or tubes).
Adjacent layers tend to glide past one another like playing cards at low
velocities since the fluid tends to move without lateral mixing.

There are no eddies, swirls, or cross-currents that run parallel to the

flow direction. Laminar flow is characterised by the ordered motion of the
fluid's particles, which all move parallel to the pipe walls in straight lines.
Diffusion between the layers of the liquid causes any lateral mixing, or mixing
at an angle to the flow direction. However, sluggish diffusion mixing may
occur if the tube's pipe diameter is tiny.

Chaos in the form of property changes characterises turbulent flow.

This includes a quick change in flow velocity and pressure both in space and
time. The fluid no longer moves in strata, in contrast to laminar flow, and
mixing across the tube is extremely effective. While flows with low Reynolds
numbers below 2300 often remain laminar, those with high Reynolds
numbers beyond 4000 are typically (though not always) turbulent.
Transitional flow is that which has a Reynolds number between 2300 and
4000.

When operated at different flow rates, laminar and turbulent flows can
coexist in the same tube network. A Vapourtec 1mm bore tubular reactor
flowing water at 10 ml/min has a Reynolds number that is only marginally
above 200.
2.6 Boundary Layer Theory

The motion of a fluid and an object produces aerodynamic force. The

fluid around the item gets agitated, and it begins to move around it. The
amount of the force is determined by a number of parameters, including the
object's velocity, form, fluid density, fluid viscosity, and compressibility.Due to
the adhesion of molecules on the surface, the force is mostly determined by
the fluid viscosity.

The force due to fluid movement will be affected by the viscosity of the
fluid, which will impact the molecules adhering to the object surface. Because
of the impact with the object's surface,particles will be delayed. The more one
gets away from the surface, the less the object has an impact on the collision.
At the surface, a zero value transforms into a stream value.

The Reynold number can be used to compare laminar and turbulent

flow. The Reynold number is calculated by multiplying velocity (v) by time
density (r) by characteristic length (l) dividedby viscosity coefficient (mu). As
one of them travels away from the wall or the surface, laminar flowin the
boundary layer is thought to occur with a low Reynold number and a uniform
change in streamwise velocity. Flow separation causes wing stalling at high
angles of attack. When the Reynold number is large and the stream-wise
velocity is recognised as unstable, the boundary layer is deemed turbulent.
This is referred to as swirling flow on the boundary layer.
 When an aeroplane wing is subjected to air flow, the pressure drops
until it reaches 25% below the wing chord. The pressure then begins to rise
again, causing the wind to flow from a low-pressured location to a high-
pressured area, causing an unfavourable pressure gradient.

Because of the energy losses caused by air movement from a low-

pressured to a high-pressured location, the flow is separated from the wing's
surface area. Because it is not affected by aircraft skin friction,air above the
boundary layer still has a lot of energy. The presence of a vortex generator
causes tiny wingtip vortices to generate. Combination of high- energy free-
stream air vortices and lower- energy boundary vortices.

2.6.1 Growth of Boundary Layer

There are two types of fluids in fluid dynamics: inviscid and viscous.
Simply put, an inviscid flow is one in which the viscosity is unimportant, or
one in which the viscosity is nil, whereas a viscous flow requires viscosity to
flow. Because both liquid and gas are considered fluids, any fluidmust have
viscosity. By a factor of 1000, the liquid is the most viscous fluid. When gas
bubbles are prone to moving inside a viscous liquid, the viscosity of the liquid
must be taken into account initially.In reality, there will be no velocity gradient
inside the bubble as a result of this. Figure 8 below shownthe Inviscid and
Viscous Flow
 Figure 6 Inviscid and Viscous Flow

The inviscid flow is determined using the Reynold number (Re). If the
number of inviscids in the Reynold number approaches infinity. When Re1 is
equal to 1, the flow is called viscous. This example demonstrates that fluid
velocities are exceedingly sluggish, resulting in high viscosities. If Re>>1, the
situation is similar to turbulence, where viscous forces may be minor in
comparison to inertial forces. When there are boundaries in the flow
surrounding the fluid, a boundary layer will almost certainly arise. It is
regarded as the viscous. As a result, the inviscid flow is only suitable fora
limited number of applications.
2.7 Drag and Lift Coefficient

Aerodynamicists utilise the drag coefficient to simulate all of the

complicated effects of form,tilt, and flow conditions on aircraft drag. This
equation is just a rewrite of the drag equation, in whichthe drag coefficient is
calculated in terms of the other variables. The drag coefficient Cd is
calculatedby multiplying the drag D by the following formula: density r divided
by half the velocity V squared times the reference area. This equation
provides a method for calculating the drag coefficient. We can set the velocity,
density, and area in a controlled setting (wind tunnel) and measure the drag
created. (Wikipedia contributors, 2022a)

Cd = D / (A * .5 * r * V^2)

The lift coefficient (CL) is a dimensionless coefficient that connects the

lift created by a lifting body to the fluid density surrounding it, the fluid velocity,
and a reference area. (Wikipedia contributors, 2020) Lift coefficient can be
calculated using numerical method from the collected data from the wind
tunnel test

Cl = L / (A * .5 * r * V^2)
 Here's how to figure out what the lift coefficient is. We can set the
velocity, density, and areain a controlled setting (wind tunnel) and measure
the lift created. We arrive at a value for the lift coefficient by dividing. Using
the lift equation, we can anticipate how much lift will be created undercertain
velocity, density (height), and area circumstances. (Wikipedia contributors,
2020)

The lift coefficient encapsulates the intricate relationships between

object form and lift. The downwash created towards the wing tips affects the
total lift coefficient of three- dimensional wings. The effects of air viscosity
and compressibility are also included in the lift coefficient. To apply the lift
coefficient appropriately, we must ensure that the viscosity and
compressibility are correct.
2.8 Airfoil on Airplane

An airplane produced lift force using its wing. Airfoil is the cross-
sectional shape of the wing. Airfoil has various properties such as the
chamber line, angle of attack and the chamber. Below is an example of the
airfoil with its properties. In Figure 7, it shows various properties of the airfoil.

Figure 7 Airfoil’s Properties

 CHAPTER 3: METHODOLOGY

3.0 Introduction

This chapter provides the method used to achieve the research

objectives. It provides the overview of the research and the flow from the
beginning until the end of the research. Objectives show that the purpose of
the research is to identify the problems parameters that affect the VGs
performance. The main issue will focus on the spacing between the VGs on
the airfoil. Data of lift coefficient of a plain airfoil are also needed to provide a
clear outcome of the VGs effectiveness. Collected data from previous cited
and journals are used to present the outcomes of this research. Concern
variables of Co-Rotating Vane type vortex generator was chosen to achieve
the main objectives.

3.1 Research Instrument

The research is constructed in a qualitative methodology in which the

research instrument data are collected through observation. The observation
is made from the online sources such as cite, journals and articles. Selected
designation of vortex generator is precisely made. Vane type of VGs with the
co-rotating placement on the airfoil is determined. Variations of parameters

2
that may affect the output performance of the product is concerns. These
parameters limitation are as thickness of VGs, shape, height or placement
either co-rotating or counter rotating.

Numerous of sources are compared and analyzed regarding the lift

coefficient and drag coefficient. Below are lists of plotted graph and
simulation air flow that indicates the VGs performance.

 VG’s Lift Enhancement of Different Height

 Influence of Spacing Between Adjacent VG

 Comparison of Lift Coefficient

 Comparison of Drag Coefficient

 Vorticity Streamlines and Contours in flow domain

 Vortex core radius

 Core Spacing with flow direction

 Pressure Lost Coefficient and VGs spacing

2
3.2 Research Flow Chart

START

Determine the problem case

Define the objective, problem statement, scope

limitation

Source of information

Literature Review

Methodology

Data Collection

Results comparison and optimization

Conclusion and recommendations

END

3
3.4 Research Procedure

Firstly, the analysis of literature discussed about the formation of air

and how does the flow separation occur when the air made a contact with the
surface area of the aircraft. The study of various advantages and
disadvantages of using VG on the airflow to prevent massive flow separation
that will reduce the aircraft lift performance. More consequences that will be
concern may give impact to the VGs performance. Identification of the case
problem of this research is done. The objective, problem statement and
scope limitations also being define throughout the research. Data collection
from the sources is made and proceed with the optimization of the results.
Final step will end with the conclusion and recommendation.

3.5 Data Analysis

To analyze the data, the vortex generator performance is depending on

few concern parameters such as:

 Spacing of VG

 Height of VG

 Angle of Attack VG

This study is carry out purposely to compare the lift coefficient and
drag coefficient of VGs. Wind tunnel and Computational Fluid Dynamic
results are taken to contribute the data and results.

4
 CHAPTER 4: RESULT AND DISCUSSION

4.1 Introduction

The data has been collected through two journals which using different
ways to carry out the test. Two journals of different data gained from two
different techniques of data tested. The first test was run inside the wind
tunnel and the other method was performed using the simulation inside
Computational Fluid Design. There are few parameters identify will affect the
performance of the airfoil. Variation of the non-geometric factors were varied
because they may influence the performance of the vortex generator. The
non- geometric factors include the spanwise row density, chordwise row
location, VG angle of incidence which is relative to the freestream.

Not only are the rectangular planform VG’s easier to manufacture, their
greatest lift (and therefore most substantial tip vortex) is gained at an angle of
incidence shallow enough to keep the amount of VG frontal area to a
minimum. This VG proved to be the best candidate of those tested. Vortex
generators should be tall enough to extend beyond the local boundary layer.
Insufficient mixing between the high-velocity and low-velocity surface layers
is a problem with so-called “micro” VG’s of the vane type. Figure 4 shows 2
VG configurations, the only variable being VG height.

5
4.2 Results

In the first journal, the result was gained from the wind tunnel test data.
The test was performed inside the 36” ×52” closed test section and subsonic
wind tunnel. Reynold Number of 7.2×105 was used upon the test to prevent
any overstressing happen inside the experiment area. The landing speed of
Piper Cherokee Wing was taken which state the value of 85ft per second.
The scale of ¼ scale model was used to construct the model of the wing to
identify the performance of the aircraft wing with and without vortex generator.
The model was made from laminated birch veneered plywood. After finished
the manufacturing process, the parts will be joined, filled, sanded and painted
to get the better model. The flat plate vane type of vortex generator was
chosen.

Figure 4.2 a.) Vortex Generator with Flat Plane

The selection of the VG and its concern variables are shown (see
Table). Aluminum sheet with thickness of 0.0115” was constructed.
Comparison between the shortest height of 0.05” and 0.2”. Three planforms
(see Figure ? below ) of different taper also included to see if there are any
perceptible effect on the vortex generator performances.

6
 Figure 4.2 b.) VGs with different edges

Table 4.2 VGs Type and Concern Variable

7
4.2.1 Comparison of VG’s different heights

Data collected shows that the taller VG (0.5”) gain the better result of
lift coefficient compared to VG of height 0.2”. The data still not that fully
achieve and cannot be predict as the best because the test is only performed
by two different heights of vortex generator.

Figure 4.2.1 a.) VG’s Lift Enhancement of Different Height

8
 The objective seems to be identify through the collection data of VG
with three types of spacing (2”, 3”, 4”). The demonstration shows spacing of
3” decrease in drag and increase in lift. Meanwhile the configuration with
spacing 2” and 4” reveal opposite output in both lift and drag. Proper spacing
is needed for the placement of the vortex generator on the airfoil. The
placement of less or more have their own advantages and disadvantages to
the VG’s performance. The objective seems to be identify through the
collection data of VG with three types of spacing (2”, 3”, 4”). The
demonstration shows spacing of 3” decrease in drag and increase in lift.
Meanwhile the configuration with spacing 2” and 4” reveal opposite output in
both lift and drag. Proper spacing is needed for the placement of the vortex
generator on the airfoil. The placement of less or more have their own
advantages and disadvantages to the VG’s performance.

Figure 4.2.1 b.) Influence of Spacing Between Adjacent VG

9
4.2.2 Experimental Set Up

The test section used in this set up is 1.5 ×3×4.5 m3. The maximum
speed used inside the wind tunnel is 62 m/s. The tested airfoil's chord length
was 0.8 metres, its span 1.5 metres, and its thickness was 21% of C. The
VGs were set up 0.2 times the chord length away from the airfoil's leading
edge. The test airfoil with the VGs attached is shown in Figure 5. Table 3
displays the VGs' geometrical dimensions. The airfoil's chord-based
Reynolds number was 1 106, and the tunnel's wind speed was set at 18.2
m/s. The airfoil's AoA ranged from 10 to 25 degrees.

In figure below, (see Figure ?) the demonstration of the DU93-W-210

airfoil's shows the results from wind tunnel testing without VGs. The test
results in this research were provided by NCEPU. The wind tunnel test
findings from Delft University are NPU, while those from Northwest
Polytechnic University are NPU. The wind tunnel test findings in this research
were comparable to those obtained by NPU and Delft before a stall AoA (8°)
for the airfoil lift coefficient, as can be observed by comparing the results of
the three wind tunnels. The lift coefficient recorded in the wind tunnel after
the stall AoA was somewhat greater than that recorded in the other two wind
tunnels. The drag coefficient matched the outcomes of the simulations before
the stall AoA.

10
 Figure 4.2.2 i.)Comparison of a) Lift Coefficient b.) Drag Coefficient

The counter-pressure gradient effect caused the streamlines to bend at

x > 20H when /H = 7, and the flow became irregular. The streamlines were
twisted at x > 20H and /H = 9, indicating that the VGs were unable to
sufficiently suppress the flow separation. Figure 11b illustrates how the
distance between the two vortices steadily grew as the VG spacing increased.
When /H = 7 and /H = 9 downstream of x/H = 15, the shape of the vortices
was erratic and there was no discernible vortex core, but the area
surrounding the vortices increased. The two vortices were nearer to one
another and the concentrated vortices' shape was still intact at /H = 3 and /H
= 5. Considering the intense

11
 Figure 4.2.2 ii.) Vorticity streamlines and contours in flow domain

The z grew gradually as the VG spacing increased. The radial range of

action is represented by the radius of the vortex core. The ideal distance
when VGs are utilized to prevent flow separation, according to theory, is
when the vortex radius r equals the space between the two vortex cores, or
z/2 (half the distance). However, the vortices' radius grew in the direction of
the flow and they somewhat veered in that direction. Because of this, the
radius of the vortices and the distance between them cannot be constant
along the flow direction. VGs prevented the formation of vortices when z/2 r
was the separation between vortices. The drop in the vorticity was caused by
the development of a zone where the vortices could not act when z/2 > r.

12
 Figure 4.2.2 c.) Vortex core radius and core spacing with flow direction

One can see how much lower C-P is when VGs are added as opposed
to when it is clean. When VGs were installed, the CP in the calculation
domain was lower than it was before VGs were introduced. When /H = 5, the
CP was the lowest of the group and the maximum CP was decreased by
30.95%. When /H = 9, the CP was at its maximum and decreased by 2.37%
from that without VGs. As a result, /H = 5 was better for flow management.

13
Figure 4.2.2 d.) Pressure lost coefficient and VGs spacing

14
 CHAPTER 5 CONCLUSION

5.1 Introduction

In this chapter, conclusion was made from all the data that had been
collected throughout the study which were include discussions and results
collected. Despite taking into the account the constraints, all of the results are
consistent with the research’s goals.

5.2 Conclusion

The first objective is to identify the problems that affect the airfoil’s
performance when with and without vortex generator. In Figure 4.?, it shows
that the clean wing shows the result without construction of vortex generator.
By interpreting the data, the graph shows wing without VG does not give too
much impact to the lift coefficient and drag coefficient instead the data will
record negative result of lift coefficient when there are too much added vortex
generator to the wing of vice-verse. As aware the vortex generator is
purposely installed to transport the energy into the boundary layer of the
outer flow. When there are too much vortex generators install on the aircraft
wing they will also degrade the performance of the aircraft lift.

The second objective is to determine the proper spacing vortex

15
generator that affect the aerodynamic performance of the airfoil. In the first
article the test was carried out using three different random spacing which
are 2 inch, 3 inch and 4 inch. The data recorded through these three types of
spacing shows that the spacing of 3 inch generate the lift instantaneously and
decrease in drag. Meanwhile, surprisingly the data of spacing 2 inch and 4
inch appeared opposite output in both lift and drag.

By referring to the Figure ? (contour), it has illustrated the contour

pressure gradient and the streamlines of the air on the vortex generator of
spacing 3, 5, 7, and 9 (inch). The flow begins to bend and twist when x reach
20H at the spacing of 7 inch. It tends to show uneven flow on the output
simulation. Moreover, the streamlines break and twisted at x>20H and
spacing of 9 inch. This stipulates that the separation was unsuccessfully
defeated.

Besides on Figure? the vortices started to grow bigger as the spacing

increased. By referring to x/H 15 with the spacing of 7 inch and 9 inch the
vortices gone inconsistent hence undetectable vortex core. Concentrated
vortices shape was still complete at spacing of 3 inch and 5 inch. Theory said
the vortices increases in the direction of the flow. With the spacing of 5 inch
the pressure lost coefficient is said to be the lowest and maximum decreased
by -30.95%. which shows that spacing of 5 inch has a better flow
management. In other word, the requirement needed to achieve the third
objective which is to compare the lift coefficient and drag coefficient of vortex
generator also can be clearly prove here. Proper spacing need to be choose
and design during the installation of vortex generator on the airfoil. The
number of less or more placement of vortex generator on the airfoil have their
own advantages and disadvantages to the vortex generator aerodynamic
performance.

16
 Lastly, the objective of this research is to recommend the type of vortex
generator’s spacing that affect the VG’s performance. From this research it
shows that small or large value of spacing used also may not help to increase
the efficiency of VG. Meanwhile moderate value is better for example when
the listed spacing is 2, 4, 6, 8 and 10 (inch) then the best option is to choose
the moderate value which is 4 or 6 inch. The placing of the vortex generator
is basically not just depending on the spacing of VG’s from another. There
are also variety of parameters that have to be concern.

17
5.3 RECOMMENDATION

The test is recommended to be operate using the Computational Fluid

Dynamic to observe the flow separation simulation. It offers a comprehensive
set of tools to solve and manage the fluid mechanic problems. Some of the
function of CFD are to analyze the thermal analysis of the building
construction, help to develop innovative medical devices and also undergo
the prediction of the vehicles aerodynamics. Specific outcomes surface flow
topology of skin friction such as the wall streamlines and with different types
of singular points and the rules how it happens. CFD is said to be more
practical as the boundary layer separation can be interpreted and observe on
the computed result.

Besides by choosing the CFD it may vary the output of the experiment
as it can identify the separation in the computed flow field is to determine and
visualize the coalescing skin friction lines on the surface as the streamlines
around the uplifting structure vertical. In this research it is planned to be
visualize the flow separation using CFD. However, there are some issue
regarding time consumption and problem to run the software within short
period. It is recommended to be done during FYP1 to ensure the data can be
process

Next recommendation is to perform wind tunnel test. This is the key for
the design improvement of a product. In this case, wind tunnel test helps the
engineer to enhance the performance of the airfoil with and without vortex
generator. The test findings will help them to validate predictions and refine
the design of vortex generator that affect its aerodynamic performance. Thus,
sound of the aircraft also can be measure as they move through air.

18
 The optimization of concern variables that will affect the performance
of VG also required to be specify. The test should be continued in more
specific by using different types of VG. Provide the vortex generator in
counter rotating placement by considering them in many rows, various angle
of attack and thickness. Variation upon their limitation parameters that will
affect VGs performance are very important to make sure the outcome can be
compare and achieve a better result.

19
 REFERENCE

Abdullah, A., ’Ammar Kamsani, M., & Abdullah, K. (2017). Effect of ground proximity
on the flowover STOL CH750 multi-element airfoil. IOP Conference Series:
Materials Science and Engineering, 243, 012022.
https://doi.org/10.1088/1757-899x/243/1/012022

Chen, J., Wang, Z., Zhang, J., Zhang, L., & Wu, G. (2015). Numerical Simulation for
Changes inAerodynamic Characteristics Along the Spanwise of “Diamond
Back” Wing. Procedia Engineering, 99, 566– 574.
https://doi.org/10.1016/j.proeng.2014.12.572

Fouatih, O. M., Medale, M., Imine, O., & Imine, B. (2016). Design optimization of the
aerodynamicpassive flow control on NACA 4415 airfoil using vortex
generators. European Journal of Mechanics - B/Fluids, 56,82–96.
https://doi.org/10.1016/j.euromechflu.2015.11.006

Cite this page - wikipedia. (2020, December 15). In Lift Coefficient.

https://en.wikipedia.org/w/index.php?title=Special:CiteThisPage&pa
ge=Lift_coefficient&id=9 94316602&wpFormIdentifier=titleform#APA_style

Cite this page - wikipedia. (2022, June 11). In Drag Coefficient.

https://en.wikipedia.org/w/index.php?title=Special:CiteThisPage&pa
ge=Drag_coefficient&id=1092661081&wpFormIdentifier=titleform#APA_style

Tallman, J. (2016, July 14). What are those things on the wings? |. WHAT ARE
THOSE THINGSON THE WINGS? Retrieved June 17, 2022,
fromhttps://blog.aopa.org/aopa/2016/07/14/what-are- those-things-on-the-
wings/

20
Vortex generator. (2021, November 27). In Wikipedia.
https://en.wikipedia.org/w/index.php?title=Vortex_generator&oldid=10574744
42

Vortex generators: Preventing stalls at high and low speeds. (2015, January 9).
Boldmethod FlightTraining. Retrieved June 17, 2022, from
https://www.boldmethod.com/learn-to- fly/aerodynamics/vortex- generators/

Ayudia, S. A., Arkundato, A., & Rohman, L. (2020). Study of Vortex Generator Effect
on AirfoilAerodynamics Using the Computational Fluids Dynamics Method.
Computational And Experimental Research In Materials And Renewable
Energy, 3(2), 23. https://doi.org/10.19184/cerimre.v3i2.23547

21