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Dr VENKATESH THINGALU GOVINDAN PhD (Aero)
Chief Executive and Proprietor
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BRAINWARE scientific software solutions
YUGAPURUSH publications
Consulting Design Engineer and Professional Writer
INTRODUCTION & OBJECTIVE
Ability to understand the basic principles of mechanical and

electrical engineering together with the analogy that exists
interdisciplinary mode and hence to resolve the complexity of
electronic circuitry and to implement the code with help of
computational language in the computer to simulate the basic
physics. All together to ensure better civil infrastructure in the
social system towards enhanced life style and environment.
QUALIFICATIONS
Primary Education in Hindi Rashtra Basha Visharath through Dakshin

Bharath Hindi Prachar Sabha, at Madurai 1994.
Secondary School Education in Tamil through State Board of Tamil Nadu

1994, by Distance Education System.
Higher Secondary Education in English through State Board of Tamil Nadu

1996, by Distance Education System.
Graduation in Bachelor of Mechanical Engineering through Ministry of

Defence, Technical Entry Scheme at Lieutenant Rank 2000.
G-NIIT programme for training in C/ C++, JAVA Languages in UNIX

environment from 2000-2002.
Doctor of Philosopy, Integrated PhD in Aerospace Engineering from IISc -

DRDO University through QIP under Defence Research and Development
Service through Technical cadre from 2002 -2007.
Basic and Advanced Level professional training in CFD-FASTRAN, CFX and

Fluent-GAMBIT, VS - AERO, NISA / ANSYS.
Geometrical Dimensioning and Tolerance Basics
e-mail: yugapurush@yahoo.com yugapurush@outlook.com 1

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PROFESSIONAL EXPERIENCES
AutoCAD / AutoLisp course co-ordinator at SGJ Motors 1997-1999.
Software Engineer at Software Technology International, Naushua (PMR

Software Private Limited, Chennai) for E-commerce 2000-2001.
Scientist 'B' / Major in Aeronautical Development Establishment,

Bangalore Defence Research and Development Organization in Ministry of
Defence, Government of India from 2002-2007, service on hold.
Senior Engineer in Honeywell Technology Solutions Private Limited,

Bangalore from 2007 2008.
Assistant Manager in Larsen and Toubro Powai from July 2008 -October
2008.
Senior Engineer in ELGI coimbatore from October 2008 January 2009.
Lecturer in KLN College of Engineering, Pottapalayam from June 2009

December 2009.
Researcher at Indian Institute of Technology, Madras from Januaru 2010

January 2011.
Assistant Professor at Vel Tech High Tech Engineering College Avadi

Chennai from January 2011 April 2011.
Consulting Design Engineer at BRAINWARE engineering services, from July

2011 July 2013
Professional Writer at BRAINWARE engineering services, from July 2013 -

July 2016.
Proprietor at YUGAPURUSH publications from July 2016 July 2017.

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PROFESSIONAL EXPERTISE AND SKILL SETS
Mathematical understandings of physical system and Interpretation of

mathematical results to understand physics of the problem are the core
expertise. Computational skills in various programming languages related to the
development of software for scientific solutions to the design studies, analytical
and numerical studies are the major professional expertise acquired through
execution of many projects and able to gain the domain knowledge.
In that sense with the understanding about geometry primitives, the

contributions in parametric modeling aspects for automation of drafting and
assembly of components in CAD environment has made the significant impact in
mechanical engineering product design and development related activities.
Studies and simultaneous contributions in the cryptography using JAVA for

secured electronic transactions are carried for E-Commerce related activities
and investigated technologies that are essential for deployment of enterprise
based portal. It has made significant impact in the information technology and
e-commerce based communication network. It reflects the ability of performing
the sequential mathematical operations in binary mode, and stands as a
measure of doctoral level capability in the scientific application development.
Aerospace domain expertise acquired by contributing significantly through

projects, to start with analytical investigations of flow field in the radial flow
turbo-machine for the computation of slip parameter which governs energy
transfer characteristic and to study the influence of geometrical aspects over
flow field and performance of the turbo-machine have been carried out upon
developing scientific application.
Aerodynamics and Propulsion together investigated to study very basic Flight

Mechanics aspect of a typical air-vehicle. Integrated flight performance
evaluation demands the need for development of a typical software based on
atmosphere model, air-frame model, engine models for various type of engines,

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simplified flight mechanics model. Scientific computations related to the needful

performance calculations and mission planning are synchronized for the
development of software with a provision to accommodate the changes in any
model. Performance plots are generated automatically in the software to
understand the ability of the air-vehicle precisely and quickly. A typical scientific
software solutions for engine-airframe integrated performance studies and
mission planning and for the generation of plots to evaluate air-vehicle grade.
Six Degree of Freedom studies and simulation of free fall of an object from the
parent aircraft, a typical investigation to visualize graphically the location and
orientation of the object based on the roll-pitch-yaw angles, and nose tail
location information. Ability of handling graphical simulation at one software
environment along with mathematical model for flight parameter evaluation at
another software environment, together investigated and implemented as a
scientific software to simulate the trajectory of free fall object from parent
aircraft.
Flow simulations and related studies irrespective of their applications, whether

for external or internal flow, an involved process to carry out research and
development activities relevant to computational geometry, discretization of
domain, solving governing equations with treatment for boundary value
constraints, processing the results to visualize flow pattern and to evaluate
necessary parameters out of the primitive variables. Still utilization of
commercially available CFD packages for these purpose or development of CFD
code / Software to do these activities are the two major strategy considered in
this type of computational investigations. Computational domain discretization
for fluid flow simulation has been carried out in a typical computing
environment using standard trans-finite-interpolation and algebraic methods
using governing partial differential equations for conformal mapping to ensure
orthogonality and elliptic smoothness. This particular investigation is carried out

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for two and three dimensional arbitrarily shaped bodies, but limited to single
block but extend-able for multi-block with necessary book keeping.
Investigations over algorithms that are used for solving non-linear fluid flow
governing equations is of high importance as it dictates the necessary men and
machine hours and quality of the computational results. In that sense based on
the speed of vehicle, upon considering compressibility and quality of the flow, to
study the viscous effect as the turbulence and lift are the parameters of
interest. An existing standard formulation of Navier Stokes equations in the
form of Stream function Vorticity formulations has been implemented in a
typical standard environment for benchmark studies. This particular scientific
software can be applicable for Low Reynolds and highly viscous fluid flow regime
for two dimensional arbitrary geometry, further turbulence models also can be
incorporated to investigate flow over NLF (natural laminar flow) airfoils.
The limitations that are with Navier - Stokes Solver based on its approach in the
formulation of governing partial differential equations well addressed by the
global community as the need for / treatment for equation for the pressure
term. Further its approach adopts macroscopic formulation based on the
concept of continuum, because its of nature it demands different type of
formulation to account compressibility. In that sense based on kinetic theory of
gases, a typical formulation using Lattice Boltzmann Method has been
investigated and implemented to study various algorithms based on its ability in
resolving flow discontinuities and numerical dissipation. CFD code that has been
developed for this investigation in a typical computational environment may be
restricted to one dimensional time dependent flow physics using finite volume
approach. But with respect to turbulence, finite difference strategy may do
better as the CFD community refers it as DNS Direct Numerical Simulation. A
typical investigation has been carried out for higher order finite difference
methods to study error and stability analysis of FDM. An insight in to the basics
of turbulence certainly needful one to switch the solvers based on the demand

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of quality of flow simulation results. Absolutely no doubt to have a doctoral level

honor in the Aerospace based on the efforts that are channelized for these
projects by being with DRDO - IISc, Bangalore.
Unsteadiness of the flow and its pressure variable, flow separation due to
inherent geometrical shape or due to flow parameters certainly dictates load
over the structures, and related flow induced vibrations together referred as
aero-elasticity, in another sense the movement of any surfaces like control
surfaces of aircraft alter the flow pattern and hence the loads and related
moments, this also can be considered as aero - elasticity. Time dependent Three
dimensional simulation results of the radial turbocharger in the multi-block
computational domain have been investigated to resolve the flow unsteadiness,
to compute forcing function for finite element analysis part. Issues with aero-
elasticity, in addressing the transfer of pressure and other parameters over the
surface due to nature of mesh topology in a multi-block environment, handled
with a developed scientific software for mapping the needful parameter over the
surfaces of structure. This particular investigation is to study the concept called
'rotor mis-tuning' based on the unsteady flow simulation results.
Utilization of commercial CFD packages for flow simulation studies have been
carried out to predict the performance of turbo-machines like multi-stage axial
flow compressors toward design studies. Flow simulations for design studies of
thrust bearing to investigate the ability of thrust bearing to withstand loads.
Hydrodynamic flow simulations over stabilizer fin of the ship is carried out to
investigate cavitating phenomena simulation capabilities of a typical software.
Critically reviewed suitability of compressors for specific purpose and utilization

based on its type like reciprocating, screw and turbo compressors, as its
discharge flow parameters pressure and volume flow rate varies very high to
low, and low to very high. Based on the type of gas / nature of air, upon
considering the compressibility and atomic number the standardized test
procedure is evaluated.
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By being with the institutions of different type, academic qualities of the pupil
and personnel are investigated based on the qualifications that the personnel
hold for the profession and the nature of pupils with respect to their role in the
institution. In that sense to enhance the socio-economical balance and related
activities toward employment index and commerce, urban planning based
investigation and design studies in the form of 'MULTI PURPOSE TRADITIONAL
BUILDING DESIGN' is made available for public access and approval.
Professional experience and being with organizations of different nature,

corporate companies, and with institutions of various kind, the need for
strategic technology management and policies are very well investigated
towards sustainability of the social system. Utilization of natural resources
without compromising the comfort level only possible by the strategic
technology management and framing the polices related to that for justified
utilization of energy and resources for survival and stability. This particular
initiative is to project the need for certain major changes in the social system
with a perspective of survivability, corporate communications addressing to the
chairs of the elements in the government together integrated, towards the
genesis of the book VISION 2050 ( sustainability approach), and made available
for public access and approval.
Improvement in the performance of gas turbine with a provision to increase the

stagnation enthalpy by higher heat addition in the combustor demands flim
cooling techniques in the turbine due to material limitations. This particular
research needs critical investigation at near wall flow as boundary layer flow
and flow emanates from the flim holes together should form the flow around the
blade to provide desired performance and to limit the metal temperature of the
blade. This particular work is still in progress after detailed survey, an attempt
will be made to simulate the flow using in-house code.
Please find the references in support of contributions made by me in CFD and

related assignments.
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I hereby agree that above mentioned particulars are true and to ensure my
ability in accordance with that.
Yours truly,
Dr VENKATESH THINGALU GOVINDAN
MADURAI.
17/08/2017.
Reference : (In support of the contributions made by me in CFD algorithms and

mesh generation)
1. Dr. P.Srinivasamurthy Scientist E (2002) DRDO,ADE,Bangalore
2. Prof. P.C.Pandey IISc Department of Civil Engineering Bangalore
3. Prof. S.V.Raghurama Rao IISc Department of Aerospace Engineering Bangalore
4. Prof. S.Vengadesan IIT Madras Department of Applied Mechanics Chennai
5. Prof. K. Arul Prakash IIT Madras Department of Applied Mechanics Chennai

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HIGHLY VISCOUS LOW SPEED TURBULENT FLUID FLOW SIMULATION

STUDIES AND DESIGN INVESTIGATION FOR ROTATING BLADE AIRFOILS
APPLICABLE IN MICRO AIR VEHICLE AND TORPEDOES
ABSTRACT
Fluid flow simulations are the basic and essential methodology to start any airfoil design or
selection for blade element section of the propeller for air vehicle. The nature of fluid properties,
based on in which medium it is going to operate and the quality of flow during its operation due to
speed and geometry determines its performance. This statement in general may be referred as
Reynolds number (Re), to describe the flow physics but the entire design procedure is governed by
this particular parameter further it dictates the computational algorithm and governing equation
formulation in a specific manner to simulate the flow physics exactly to capture realistic behaviour
as per experimental flow visualization technique. This particular investigation, just based on this
number (Re) certainly helpful to analyse the design perspective in different manner, quality of flow
is widely criticized to analyse the airfoil performance based on the discrimination laminar or
turbulent. Experimental or numerical flow simulation studies, the requirements are extremely
different to capture the flow physics, Fluid of any kind with any nature, but the geometry of
different kind also governs this parameter this may be referred as scale effect based on
experimental methodology, but this should investigated in accordance with flat plat flow physics
while criticizing the quality of flow, as it governs the performance significantly with respect to
realistic flow over small, micro and nano geometrical bodies. Accountability of scale effect is far
different from this particular flow quality investigation because its effects are different and scaling
also carried out with certain limitations. This particular value, geometry (dimension and shape) is
the basis and outcome of this flow simulation studies. Shape of the geometry is the major criteria
while describing the flow quality and referred based on that, in particular natural laminar flow (NLF)
airfoil, high lift airfoil, highly cambered and symmetrical airfoil. Near wall flow physics are of great
importance to describe quality of flow, stream lines that reveal early turbulent flow due to flow
separation, this particular aspect also due to momentum loss due to loss of kinetic energy of the
fluid as the fluid flow over the surface of the geometry or its impact over at any part of the

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geometry. Boundary layer development and loss of energy due to shear stress determines the
transition from laminar to turbulent flow, boundary layer profile in the laminar region and turbulent
boundary layer profiles are very interesting to investigate as they are just representation of
momentum of the fluid at near wall flow. Higher Reynolds number flow based on higher velocity
with respect to unit dimension also develops turbulent flow with lesser laminar region this flow
physics should not be confused with the turbulent wake flow after laminar flow region or flow
separation point. Low momentum turbulent wake energy level is far away from high energy
turbulent flow, this particular statement is of great importance with respect to Low Re High Re
flow studies. Velocity and viscosity are the two values for the unit dimension to decide the quality
of the flow, the shape also has the ability to determine the flow over it is fully laminar or partly with
turbulent, low momentum turbulent wake region flow after laminar region or due to separation,
certainly with turbulent eddies. Any investigation either with experimental technique or with
numerical technique certainly should have the capability to resolve this particular flow physics. The
compressibility of the fluid which has the influence over quality of flow either as discontinuities or
with variation in enthalpy entropy gain due to compression and viscous dissipation. The
compressibility, it has the potential to induce another type of discontinuities like cavitation when
the local vapour pressure falls below the partial vapour pressure of the fluid, this particular flow
physics are very common when fluid is going to be referred as liquid and it becomes incompressible.
This particular discussion may be very general based on Reynolds number parameter, but this
investigation is restricted to low Reynolds number and highly viscous fluid with incompressible
nature that does not mean that the discontinuities which are very inherent in marine application
including propellers, naval fin stabilizers will not be considered. To carry out this particular
investigation either experimentally or numerically, to capture flow physics and related performance
parameter, flow visualization techniques and governing equation formulations are according to the
restrictions imposed by the fluid flow laws, should be considered. The numerical simulations with
stream function vorticity formulation may restrict investigation ability to two dimensional but has
the potential to include conformal mapping based grids to handle geometry of any shape, further
grid resolutions to capture near wall flow physics and turbulent flow also. Implementation of this

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formulation in the computational domain may prefer certain specific type of numerical scheme
based on the discretization nature of computational domain. Qualities of the results are absolutely
based on the preference of numerical scheme adopted for the solution of governing equations. The
ability of Finite Difference based flow solver has its superiority in resolving the turbulence quantities
with direct numerical simulation techniques with high order accuracy in finite difference
discretization, while finite volume methodology has its superiority in capturing discontinuities
including cavitation in unstructured computational domain. Provisions to include turbulence
modelling techniques also possible with these two schemes, but ease of implementation may
demand solver switching techniques based on nature of fluid flow domain discretization. Flow
discontinuities due to compressibility, and turbulence resolution level based on vortex shedding,
flow instability issues are the major flow physics that the numerical simulation able to capture.
AUTHOR
Ability to understand the basic principles of mechanical and electrical

engineering together with the analogy that exists interdisciplinary mode, and
hence to resolve the complexity of electronic circuitry and to implement the code
with help of computational language in the computer to simulate the basic
physics. All together to ensure better civil infrastructure in the social system
towards enhanced life style and environment.
MADURAI.
23/08/2017

Mobile: (+91)7402192033
References: (In support of the contribution made by me in this investigation and

development)
1. Dr. P. Srinivasamurthy Scientist E (2002) DRDO,ADE,Bangalore
2. Shri. P Dhandapani Scientist D (2002) DRDO ADE Bangalore
3. Prof. S. Vengadesan IIT Madras Department of Applied Mechanics Chennai
4. Prof. K. Arul Prakash IIT Madras Department of Applied Mechanics Chennai
5. Prof. Dhiman Chatterjee IIT Madras Department of Mechanical Engineering Chennai

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LATTICE BOLTZMANN METHOD BASED FINITE VOLUME

SOLVER FOR UNSTRUCTURED FLUID FLOW DOMAIN
ABSTRACT
The significance of Lattice Boltzmann approach in the formulation of governing

fluid flow equations is well understood by the computational fluid flow
community as it has the capability to yield essential governing equation
according to the nature of problems, as its genesis is from fundamentals of gas
dynamics and microscopic. The problems that are associated with the
development of solver based on nature of flow whether it is compressible or
incompressible, fluid flow velocity whether it is below or above acoustic wave
speed, discontinuities that the fluid domain experiences based on boundary
conditions, temporal variations in fluid flow properties, and quality of the flow
whether it is laminar or turbulent, In addition to these fluid flow parameters,
thermal characteristics enthalpy, which dictates the energy level of the fluid,
fluid properties in particular thermal conductivity, viscosity determines the
boundary layer development either with velocity or thermal, further the quality
turbulent nature is determined primarily by these two parameters. At present
solvers that are commercially used are based on Navier-Stokes Solver but with
certain issues based on its compressibility and formulation of governing
equations needs special treatment for flow discontinuities, further it is the
macroscopic level where the problems can not be handled as such. Many
formulations have been derived from the Navier-Stokes based on the need to
resolve the critical parameters of interest, like Stream-function Vorticity, Euler
etc., The pressure based and density based approach in the Navier Stoke
Equation solver are the existing methodology based on compressibility,
considered as the segregated solver and coupled solver for solving fluid flow

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equations. Non-linear nature of fluid flow equations and flow nature generally
dictates the algorithms that are essential for the solutions. In that sense Lattice
Boltzmann method also needs algorithms like Kinetic scheme, Relaxation
scheme based on approach in the linearization of governing equations with
respect to quality of solutions in the given domain. The computational domain
can not be handled as such for any solver, but the discretization method yields
domain with structured mesh or unstructured mesh. Fluid flow solver efficiency
is a strong function of the nature of discretized computational domain, the
geometrical shape and dimensions impose the preference of the discretization
techniques. Structured mesh generation technique and Unstructured mesh
generation technique may be two different strategy considered as major
approach in discretization but their superiority over one another and the need
for hybrid domain with transition elements should be considered for fluid flow
solver development. The computational domain should represent the shape of
the geometry as such and able to resolve near wall fluid flow aspects and
geometrical discontinuities. In that sense efficiency of the fluid flow solver
restricted to finite volume method should be investigated with Lattice
Boltzmann Method in the unstructured computational domain, but the
triangulation algorithm needs spatial points in the fluid flow domain to initialize
the algorithm for tetra/triangle primitives generation. The robustness and speed
of triangulation should be investigated along with the existing spatial point
generated by the trans-finite-interpolation with algebraic structured grid
generated by the governing equations. This particular approach may be hybrid
but the computational time and quality of unstructured mesh generated should
be investigated. Further the triangle can be transformed into quadrilateral to
generate pyramid or prism based on its need at location in the computational
domain. With respect to fluid flow solver, the finite volume method may be
applicable for general purpose flow simulation studies, but to resolve low speed
and highly viscous fluid flow with turbulent parameter, those are primitive
variable based, investigations should be carried out with lattice boltzmann
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method based finite volume solver in the unstructured computational domain

with structured grid initialization.
AUTHOR
Ability to understand the basic principles of mechanical and

electrical engineering together with the analogy that exists
interdisciplinary mode and hence to resolve the complexity of
electronic circuitry and to implement the code with help of
computational language in the computer to simulate the basic
physics. All together to ensure better civil infrastructure in the
social system towards enhanced life style and environment.
MADURAI.
16/08/2017
Reference : (In support of contributions to the cfd algorithms and mesh

generation)
2. Prof. P.C.Pandey IISc Department of Civil Engineering Bangalore
3. Prof. S.V.Raghurama Rao IISc Department of Aerospace Engineering Bangalore

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FREE FALL ATTITUDE DYNAMICS SIMULATION OF FLIGHT VEHICLE WITH

STRUCTURAL CONSIDERATION
ABSTRACT
Prediction of dynamics of the flight vehicles are must to design and develop control law to place the
vehicle in space with desired attitude. It is quite involved process and based on the airframe design,
control surface design, actuator dynamics and propulsion system performance. Six degree of
freedom simulation of any free fall object generally considered based on the force and moments
that the object experiences due to its manoeuvre in particular lift -drag - side force and roll pitch
yaw moments. Aerodynamic coefficients of airframe, Control Surface Design Requirements,
Actuator system dynamics, and propulsion system performance parameters are the essential data
for simulation studies, but man-in-loop simulation and unmanned mission simulation requirements
are different at few stages. Flight vehicle in space generally experiences all kind of disturbances that
are highly unpredictable but can be sensed by the structural members of airframe and quantified
with the help of instruments. Reliability of the controls that the flight vehicle demands is very high
and of great importance as the safety considerations for passengers is very important and the cost
of the flight vehicle is also. The need for and significance of free fall attitude dynamics simulation is
different strategy from flight simulator that are used for pilot training and for combat simulator. It is
better to predict free fall attitude and trajectory of the flight vehicle prior to the clearance for
utilization, may be tedious but essential to understand the complete design parameters and to
ensure safety for passengers and flight. By this kind of simulator, investigations which are not
possible experimentally or for which the data are not available for other purpose can be carried out.
The requirements to develop this kind of simulators are the strong mathematical models at all sub-
system level with a provision to introduce flight conditions based on geo-locations and better
graphical visualizations with exact resolutions to get realistic appearance. To ensure safe flight and
to predict failure mode free fall attitude and trajectory this particular simulator with the provisions
for introducing sub-system level failure at any system is conceptually designed. It is not the
simulator that to get the feel for flight and sense for loads as like in pilot training simulator, here
failure mode simulation to predict the trajectory of flight vehicle upon introducing sub-system

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failure at any control surface, propulsion system, or at actuator system dynamics, and may be due to
atmospheric disturbance over airframe. Mathematical models for each and every sub system should
be considered and implemented with the consideration for the inter-relations and effects over one-
another. Graphical resolutions and realistic appearance of the flight object is also based on the
mathematical representation of the flight geometry. Computational Geometry can be easily
regenerated at every milliseconds at three dimensional level based on the instantaneous results
from the mathematical models. This simulator will not require any human sense based setup to get
feel for flight; it is mere observation of the typical flight in the graphical screen with the attitude
based on the results from core flight model. Recent flight accidents and its nature typically demands
for such kind of simulations with structural considerations. The surface of the airframe experiences
always loads due to flight vehicle speed and manoeuvre, in addition to that control surface
movement induces localized loads based on it deflection. Under normal operating design condition
it is easy to predict load factor based on speed and can be restricted due to structural limitations.
But during failure mode it is not possible to control load factor as the control surface deflections are
not able to maintain the attitude or flight path deviation including abrupt turn in any direction, this
tremendously increases the load factor instantaneously and locally. It is quite common and nature
to observe rupture of fuselage, empennage or wings after few seconds of uncontrolled flight
vehicle. This type of simulation is of great importance with respect to safety point of view and to
protect flight vehicles of very high value. Design iterations also can be carried out after this kind of
simulation studies as to get the structurally weak point to avoid rupture of flight vehicle and hence
fire. Technology that are needful for this type of simulation is already well proven by many
authorities but incorporation of such technologies for this simulation should be very systematic and
quite involved process. This type of simulators will be helpful to find out broken pieces of flight
vehicle during failure mode flight and free fall trajectory of the uncontrolled flight. This particular
simulation can be identified as aero-servo-elasticity problem of aerospace engineering and able to
provide meaningful and needful visual interpretation of mathematical model simulation results for
design and delivery of flight vehicles, and recovery process in the event of failure mode flight.

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References: (In support of the contribution made by me in the development of mathematical

models for flight vehicle and six degree of freedom trajectory simulation)
1. Shri P K Panda Scientist F (2002) DRDO Aeronautical Development Establishment Bangalore
2. Shri M R Gangur Scientist G (2002) DRDO Aeronautical Development Establishment

Bangalore
3. Shri N. Balachandran Scientist E (2002) DRDO Aeronautical Development Establishment

Bangalore
4. Prof P C Pandey Indian Institute of Science Department of Civil Engineering Bangalore
AUTHOR

engineering together with the analogy that exists interdisciplinary mode and
hence to resolve the complexity of electronic circuitry, and to implement the
code with help of computational language in the computer to simulate the basic
MADURAI.
26/08/2017

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AGILE PERFORMANCE OF FLIGHT VEHICLE BASED ON NAVIGATION AND GUIDANCE

ALONG WITH INERTIAL SENSORS AND AIR DATA TRANSDUCERS
ABSTRACT
Ability of the aircraft to carry out basic and all kinds of manoeuvre based on its airframe
configuration, propulsion system and control surface ability generally referred as agility. Departure
of flight from take-off point to landing with all kinds of manoeuvre in a prescribed flight path is
generally referred as navigation and guidance, as the flight has to move and the attitude of flight
vehicle should be controlled. Dynamics that are involved in the launch and landing are very critical
and hence should have the reference for geo-location information of the launch point. This
particular information is very vital as it governs rest of the communication about the information
regarding flight vehicles geo-location. Navigation and Guidance of the flight vehicle is having the
dependency over ground control station to get the updates regarding relative geo-location
information, but based on the flight performance with reference to launch point geo-location at any
point in the space flight vehicles on-board processor has the ability to compute attitude of the
flight vehicle instantaneously using the inertial sensors that are integrated with flight airframe, in
addition to that well mounted air data transducer to compute air angles (,) and body angles (,
, ). Guidance of the flight vehicle refers the information about the other flight vehicles those are
in the space for travel to avoid mid-air collisions. It is purely function of communication systems that
are with flight vehicle and support from ground control station. This particular concept in the
aerospace technology has been referred as inertial Navigation and Guidance. Advancements in
the communication engineering triggered the need for very basic system called Global Positioning
System to locate the each and every point with the help of satellite system. The concept behind this
GPS also very simple but needs a lot of effort to implement as it demands huge number of satellites
at various locations. Natural co-ordinate concept of the triangle to get the properties at any point in
the triangle is the basis for this GPS. Upon using three geo-locations information, it is easy to
compute latitude longitude of any geo-location based on the natural co-ordinate system. This kind
of GPS enabled communication system is proven technology at many communication devices but in
aviation industry it will be helpful to avoid mid-air collisions as the information regarding other

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flight vehicle in the space formally has to be received from Ground Control Station, this ensures
flight and passengers safety. Two different standard flights are also can not be entertained as it
violate norms of aviation industry, in that sense the agile performance of flight vehicle should be
considered to react quickly as the information regarding other objects in space (birds, flying
machine) even with GCS can not be received. The agility of the flight vehicle refers navigation
guidance and control to carry out flight operations very quickly to avoid air-accidents and to ensure
safety of flight vehicle. Role of on-board processors in the flight vehicle is to compute the needful
information based on the inertial sensors, air data transducers, system feed-back like flap position,
engine throttle etc., Mathematical models that the on-board processor utilizes should be robust
and to provide exact solutions based on sensor information, feed-back signals, in that sense the
behaviour of various sensors, transducers can be mapped to needful order of polynomials. In
addition to these very crucial aerodynamic co-efficient of flight vehicle and actuator dynamics,
engine behaviour parameters are mathematically modelled and logged to enable agility very
precisely. GPS and Inertial Navigation based system both are needful but can act as parallel
redundant system. Ensuring agile performance of flight vehicle demands the investigation about
various sensors, transducers, system dynamics and behaviour of propulsion system, along with
airframe nature and quality.

models for six degree of freedom trajectory model and air data sensors)
2. Shri A R Devaraj Scientist F (2002) DRDO Aeronautical Development Establishment Bangalore
3. Shri Wing Commander (Retd) Srikrishna Scientist E (2007) DRDO Aeronautical Development
Establishment Bangalore
4. Prof N. Sitaram Indian Institute of Technology Department of Mechanical Engineering

Madras

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AUTHOR

MADURAI.
27/08/2017

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ELECTRO MECHANICAL ANALOGY INVESTIGATIONS OF FLUID FLOW DEVICES

WITH ELECTRONIC COMPONENTS TO DEVELOP SIMULATION MODEL FOR
ACTUATORS
ABSTRACT
Basic understandings that are associated with fluid flow parameters and with electricity parameters
should be clear to develop the simulation model for hydraulic and pneumatic system design. Fluid
flow variables pressure and velocity are usually compared with voltage and current variables of
electricity; this particular reference holds the relation to enforce governing basic laws of
engineering principles. Pressure loss due to the flow of fluid based on the velocity due to friction of
the channel has the very direct comparison with voltage drop of the electricity due to its flow in
wire based on its value of current. Starting from this basic analogy, every aspects of fluid flow is
related with electricity flow. The devices that the fluid flow circuit demands for certain
measurements, energy transformation process and transfer process to perform a definite work
along with pipeline network including surge tank are easily related with equivalent electronic and
electrical system. This particular approach is the usual practice to simulate the hydraulic or
pneumatic actuation system performance. This particular actuation system is the electro-
mechanical design based integrated platform to carry out desired work by the actuators. The
parameters that characterize nature of the system are peak pressure that the hydraulic or
pneumatic system can withstand to face the loads and moments based on its stiffness and volume
flow rate which is of great importance as its variation in magnitude in the constant pressure system
meets the instantaneous power demand by the actuator. If the analogy is extended here to refer
pressure as voltage and velocity component of volume flow rate as current, then it is easy to
understand the system performance. Under normal operating conditions system pressure
fluctuations are not entertained while ability of the system to provide variation in the volume flow
rate is referred as response to the instantaneous load variation over the actuator. To characterize
this flow velocity in terms of electrical current, it is must to investigate unsteadiness of the flow with
nature of current related with certain parameters like amplitude, frequency, phase, inverted
alternating electricity or steady direct electricity. These considerations either directly or indirectly

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considered while designing the simulation model of the actuators. Unsteadiness of the fluid flow
should be considered with alternating electricity flow and other form of electricity flow, it should
not compared with voltage fluctuations as it is strongly related with system pressure. Any system
design has the basis with reference system pressure; it has to be built in the system with power
source and hydraulics or pneumatics as a working fluid medium. Development of the simulation
model is not that much very direct to begin with, the mechanical system understanding and its
electrical equivalent should be brought together. Mechanical sub systems and electrical devices
have to be investigated to characterize its functionality in terms of mathematical formulation, so
called transfer functions. The process of simulation development and physical model development
is an inter-related exercise with reversible nature. The essential and need for the equivalent
electrical analogy is to analyse the system design and characterize its functionality with respect to
input and output, the genesis of transfer function is because of this analogy. The equivalent
electrical analogy of mechanical physical system demands better understanding of electronic
components that are used to exhibit the desired system behaviour. This particular approach in the
development process requires better understanding of electronic components (resistor, capacitor,
diode, transistor BJT and MOSFET etc., ) behaviour with respect to corresponding fluid flow device
( load, surge tank, nozzle/diffuser, convergent - divergent nozzle / convergent divergent diffuser
etc., ). Further Analog Digital system discrimination based on the nature of components used in
the electrical equipment needs different kind of approach in the simulation model and evaluation.
This particular investigation may not be new but the understanding of electricity flow and fluid flow
along with the components to develop the simulation model lead to go for a discipline called
MECHATRONICS. Dynamics of the system can be studied using this type of simulation model and to
see the steady state or transient response for input signal. The integration of any sub - system with
another system and its dependency triggers to go for control-system design and law to make the
system operational. The kind of disturbance or input that the sub-system demands to attain the
desired state based on the characterization of the whole system with a feedback together to go for
control law design. In that sense implementation of any changes in the sub system at component
level requires the simulation model prior to physical development, analogy investigation of

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electronic components with fluid flow device is the must and essential for this kind of critical system
development. An attempt has been made to develop a power measurement device digitally based
on the knowledge level and understandings about fluid flow electricity flow analogy.
AUTHOR

MADURAI.
24/08/2017
Reference : (In support of contributions made by me in the field investigations and studies related
to actuator development)
1. Shri. Harish Chandra Scientist F (2002) DRDO,ADE,Bangalore
2. Prof. Ashok Joshi IIT Department of Aerospace Engineering Bombay
3. Prof. T. Christopher Government College of Engineering Trinelveli INDIA

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CARTESIAN GRID BASED IMMERSED BOUNDARY METHOD FOR MOVING AND

FLEXIBLE BODY PROBLEMS WITH LOCAL GRID REFINEMENT
ABSTRACT
Fluid flow simulations are based on the discretization nature of computational domain in particular
the type of algorithm and preference over schemes that are used to solve the governing equations
and nature of the computational geometry also considered. The resolutions that are needed in the
fluid flow simulation results are also based on the nature of discretization and type of algorithm
that are used to generate the computational domain. In particular Structured, Unstructured and
Cartesian grid generation algorithms are quite commonly used to generate computational fluid
domain in addition to that quality of the generated grid irrespective of its type also governs the
simulation results. Preference over one particular type of grid is mostly based on the nature of
geometry, to generate good quality grids for computational domain. Fluid flow domains enclosing
the body are may be referred as external flow over the body, based on the structural movement of
the body it can be further identified as either stationary or moving/oscillating body. The grid
structure requirement for this kind of fluid flow domain needs special consideration for grid
generation as the instantaneous movement of the body alters the grid pattern and needs control
over quality for better solutions. In few cases simultaneous solution for grid generation and fluid
flow also preferred. In certain cases the surface / membrane of the structure may undergo
deformations due to the surface pressures, it may be considered as aero-elastic problem or
aerodynamics of deformable bodies. It is not that much easy to generate grid pattern for such kind
of simulations, it has to be instantaneous and simultaneous to ensure better results in terms of grid
and solution. Nature of discretization of governing fluid flow equations like finite difference, finite
volume or finite element method also restricts the preference over particular grid pattern based on
geometry dimensions (1D , 2D and 3D), shape of surface, and resolutions in the results of
simulations. Finite difference methodology may be preferred to resolve simulation results with
better quality and able to ensure turbulence quantities with higher order terms in discretization,
solver based on this kind can utilize structured grid or Cartesian grid based on the nature of surface
definition. Similarly finite volume method also performs better with structured, unstructured or

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Cartesian grid and having potential to capture flow discontinuities. But cartesian grid may do better
with geometries in two dimension of any shape with good quality results, for three dimensional
surface definition this may not be easier to adopt. For moving / oscillating bodies and for
deformable bodies this type of cartesian grid in two dimension generally solve the governing
equations easily and simultaneously with grid regeneration. The need for near wall flow physics
simulation is to have set of dense layer growth based exponential growth rate in grid size. Further
adaptive mesh refinement at necessary location based on the need for resolution of simulation
results with turbulence parameter. Moving body or Oscillating body like relief axi-symmetric bodies
or control surface flaps in a fluid medium requires dynamic mesh or re-mesh based on new
geometry orientation. This particular constraint may prefer Cartesian grid with near wall refinement
and adaptive grid refinement process to capture turbulent vortices out of simulation results.
Deformable bodies like ram-air parachute surface membrane which deforms due to surface
pressure. In this case the body is moving or oscillating but it deforms hence the shape of the body
changes rather than its location. This also needs adaptive mesh refinement nearer to the surface of
the deformable bodies. The definition of shape of the body is purely based on number of points and
their closeness nearer to the curvatures. Immersed boundary method needs the consideration for
the first Cartesian cell just nearer to the geometry and its cell centre defines the coordinate point
for the shape. Based on the re-mesh at every time step using new location and the attitude
information simulation results are generated using previous time step steady state solutions, this
simulation is certainly a transient simulation. This can be the needful fluid flow simulation to study
the free fall object attitude and trajectory and aero-elasticity of deformable bodies in two
dimensions.

models for flight vehicle and six degree of freedom trajectory simulation)
2. Shri M R Gangur Scientist G (2002) DRDO Aeronautical Development Establishment

Bangalore

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3. Shri N. Balachandran Scientist E (2002) DRDO Aeronautical Development Establishment

Bangalore
4. Prof P C Pandey Indian Institute of Science Department of Civil Engineering Bangalore
5. Dr. P Srinivasamurthy Scientist E (2002) DRDO Aeronautical Development Establishment

Bangalore
AUTHOR

MADURAI.
26/08/2017

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CONTROLS FOR COMBUSTION PROCESS IN THE POWER PLANT OF FLIGHT VEHICLE

ABSTRACT
Power plant of the flight vehicle in any form is to produce thrust to meet the drag at any particular
speed, but energy for that should be given to the power plant in the form of fuel and air. The way
how the air has been utilized for the combustion process in the power plant defines the category of
flight vehicle as air-breathing vehicle, and rockets with integrated oxidizer. Similarly based on the
nature of combustion process power plant has been referred as gas turbine engine, reciprocating
engine, solid rocket motor, and liquid engines. Air breathing nature of gas turbine engine and
reciprocating engine need fuel admission in certain form and the combustion process carried out in
a chamber and the control for the process is also very specific based on the combustion nature.
Trans-atmospheric flight vehicles also need power plant for propulsion but by its nature of purpose
it can not hold air breathing propulsion system as a part of its airframe. But still the type of power
plant that has been utilized for power generation towards thrust and acceleration are in two major
categories based on the type of fuel and oxidizer either as solid or liquid form. The combustion
process is very different in these types of power plant as the admission of fuel and oxidizer based
on the requirements over the control for combustion. Applications of these two types of power
plant are restricted as the controls for combustion govern the nature of airframe of the flight
vehicle based on its reusability. Nature of fuel and oxidizer whether as solid for in liquid form also
govern the controls for combustion process, based on this nature the power and hence thrust
augmentation levels are different. These characteristics of these power plant further restricts their
applications as the control over combustion governs the thrust generation with reference to time,
irrespective of the power level. The way how the controls in the combustion process govern the
power generation also ensures safety and hazardous nature of the power plant. Any type of power
plant can not be integrated with flight vehicle as its application should not violate safety norms and
standards. Apart from air breathing engines combustion in which combustion process can be easily
controlled by the air and fuel admission very precisely along with pressure of combustion chamber
and hence referred as safest power plant for flight vehicle within atmospheric, power plants in

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which combustion is due to the fuel and oxidizer in the premixed form referred as solid rocket
motor the control for combustion is a predetermined based on the chemical composition of solid
propellants. As a refinement for this type of combustion process and to have control over thrust
augmentation level based on time frame, liquid engines in which fuel and oxidizer are separately
sprayed in the chamber. Combustion process in the liquid engines may be with control and desired
thrust profile can be achieved based on controls, still the aspects relevant to safety restricts its
application for trans-atmospheric region. Still in rare cases these type of power plant is used to
propel the flight vehicle during launch phase with their own risk. Control over combustion process
itself decides the nature of propulsion system that has to be integrated with airframe of the flight
vehicle to ensure safety and operation. Initiation of combustion process and the requirements to
stabilize the flow and its associated pressure in the chamber for combustion process is also has the
basis for type of power plant. With respect to air breathing engines as the controls over the
combustion process can be done by with the air and fuel admission, the initiation of combustion in
the chamber is steady and slow, but based on engine speed with the help of auxiliary power
devices. In case of solid rocket motor in which combustion process initiation itself function of
pressure of the chamber; the combustion process is predetermined based on the composition of
solid rocket propellant. With respect to liquid engines the combustion initiation can be controlled
by the admission of rich mixture of fuel and oxidizer as the provision for combustion initiation but
the combustion chamber pressure is of varying nature to achieve the desired thrust profile not like
solid rocket motor. These characteristics of power plants with respect to combustion initiation
requirements trigger the flow physics investigation to stabilize the flame in the chamber and
maintain the desired pressure in the chamber. Reacting flow that are in the power plant combustion
chamber of air breathing engines, solid rocket motor and in the liquid engines should have different
type of flame structure, and controls that it demands to stabilize the flame and to ensure exhaust
emission norms of combustible products. The flow physics investigations in these combustion
processes reveal the need for numerical algorithms to simulate the reacting flow with a motive to
predict temperature profile and exhaust emissions. The entire combustion process confined to the
chamber because of its nature many interesting flow physics starting from turbulent mixing to

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resonating wave patterns can be observed. It is not the flow pattern visualization of interest but
combustion stability and flame stabilization which are determining the complete and control over
the combustion process.
AUTHOR

MADURAI.
28/08/2017
References : (In support of contributions made by me in the combustion studies of power plant)
2. Dr. P Srinivasamurthy Scientist E (2002) DRDO Aeronautical Development Establishment

Bangalore
3. Ansys Fluent India (pvt) Limited Pune INDIA

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VIBRATION OF TURBO-MACHINERY BLADES BASED ON AERO-ELASTICITY DUE TO

UNSTEADY FLOW AND MISTUNING OF BLADE FREQUENCIES
ABSTRACT
Energy transformation or energy transfer process either from the fluid to the fluid as a part of
power generation process may prefer either reciprocating or rotating machines based on the
operational requirements. Nature of the machine based on the design criteria may experience issue
related to vibrations due to is operation and also because of the flow behaviour. Flow induced
structural vibrations and also acoustical effects over the structural members are significant as these
considerations have the impact over structural integrity. Unsteadiness of the flow nature also based
on the kind of energy transfer action enforced over the fluid either by Rota-dynamic action and
reciprocating motion. Turbo-machine based energy transfer process is due to rota-dynamic action
over the fluid along with necessary energy transformation process. Change in fluid momentum due
to rota-dynamic action based on energy transfer process is the basis for turbo-machine. Vibrations
that are due to mechanical rota-dynamics are due to the integral assembly of the turbo-machinery
blades. Unsteadiness of the flow due to operating condition or because of transient behaviour of
the turbo-machine, Vibrations which are considered as the major sources of undetermined reasons
for failure may be induced by the flow unsteadiness or because of mechanical considerations.
Vibrations can be resolved by its nature of virtue with some reference value called frequencies.
Flow induced vibrations can lead to structural deflection due to the variation in loading pattern
along span-wise and chord-wise direction of the blade. Mechanical integration of the blade with the
hub region of the stator/rotor also the consideration factor related to vibration, but frequencies and
associate modal shapes have to be investigated as they have the direct influence over the
mechanical strength irrespective of the material. Vibrations that are induced due to the
unsteadiness of the flow along with rota-dynamic action complicate the investigation procedure,
but life cycle prediction of turbo-machinery components. Variation in the structural strength due to
vibration may direct as to select appropriate material and blade shape, along with dimension. This
statement is inclusive of the considerations that are related to the aero-elasticity. Based on the

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operating condition vibration nature of the blades varies as a whole, but blade-to-blade variation in
vibration signature which has been referred as mistuning of blades impact the strength of individual
blade, may lead up to the breaking of blade. Computational procedures and utilization of
technologies for this kind of investigation certainly the different kind of methodology with
involvement and better understanding to study about aero-elastic behaviour of the system. Flow
induced vibrations and the material considerations are of the interest in the optimum and cost
effective aerodynamic shape and design process, but its dependency over full flow simulation and
other kind of techniques demand the effort as part of fluid-structure-interaction process.
Generalization of the procedure in transferring the unsteady flow simulation results for mechanical
engineering analysis irrespective of type of turbo-machines (axial, radial, mixed flow) certainly the
necessary middle-ware application as it has to map the essential flow simulation results or
computed parameters over the blade and hub region to carry out mechanical engineering analysis.
AUTHOR

engineering together with the analogy that exists inter-disciplinary mode and
hence to resolve the complexity of electronic circuitry, and able to implement the
MADURAI.
03/09/2017

Mobile: (+91)7402192033
References: (In support of the contributions made by me in the field of turbo-machine and aero-
elasticity)
2. Mr. Avadhooth Kulkarni Principal Engineer Honeywell USA

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IMPORTANCE OF INCOMPRESSIBLE FLOW PHYSICS INVESTIGATIONS FOR NAVAL

STABILITY DYNAMICS
ABSTRACT
Fluid compressibility that determines nature of fluid medium as the major governing parameter
irrespective of other fluid properties, based on this factor flow physics investigations have to be
carried out for any design studies applicable to the vehicle that sails in those medium. The dynamics
of the vehicle related to stability based on the forces that vehicle experiences due to its movement
in that medium. The behaviour of fluid and its impact over the structures of vehicle as it moves in
the fluid medium due to the changes in the primitive variables associated with momentum,
pressure, temperature and density if it is compressible fluid. Flow physics investigation is to resolve
the changes in flow field including discontinuities and quality degradation due to energy dissipation
related issues. The nature of discontinuities is based on the compressibility either it may be shock as
in the case of compressible gas but as cavitation in the incompressible fluid medium. Because of
these discontinuities the flow field experiences increased temperature as in the case of shock which
has the basis with continuity, and decreased local pressure based bubble formation and burst
referred as cavitation which has the basis with pressure-momentum. This particular cavitation is so
related with incompressible fluid flow based on the speed of vessel or operating speed of
incompressible turbo-machine. Incompressible fluid has viscosity of higher magnitude and hence
turbulent related vortex dynamics are significant and its behaviour is far away from compressible
fluid. Acoustics are of high importance while investigating the flow field based on the difference in
compressibility. Moving naval vessel in the sea can be the typical domain of interest for
incompressible fluid flow investigation. Operating speed of the propeller and speed of the vessel
directly related with this cavitation, as the performance of the propeller and stability of the vessel
governed by this issue. The stabilizer which is to control the stability of the vessel during sailing may
have to oscillate for stability. The flow dynamics and flow field around the stabilizer is of high
importance as the oscillations of stabilizer fin based on speed of the vessel both together govern
the flow field and stability dynamics of the naval vessel. The computational investigation or
experimental investigation may be helpful to carry out flow visualization and to compute
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parameters for stability dynamics. Based on the order of magnitude scale down model is generally
adopted to perform experimental based flow visualization and for stability parameter investigation
for naval vessel. The computation of parameter for stability may be very direct but the discontinuity
which has the basis for cavitation may not be so as the formation of bubbles based on the exposed
surface area and random. It is not like shock formation as it is the strong function forward speed of
flight vehicle while cavitation is local random effect due to reduce local pressure. This restriction
directs to prefer computational investigation for such flow simulation over naval stabilizer fin to
avoid un-necessary compromise in the quality of flow visualization due to scale effect. The
challenges involved in the numerical simulation of incompressible fluid flow including such kind of
localized random effect due to reduced pressure may direct to prefer appropriate algorithm and
scheme for solution. This particular numerical flow simulation may prefer special treatment for
governing equation formulation also to ease the computation based on the problem of interest and
resolution in the simulation results.
AUTHOR

engineering together with the analogy that exists inter-disciplinary mode and
hence to resolve the complexity of electronic circuitry, and able to implement the
MADURAI. 06/09/2017

Mobile: (+91)7402192033
References: (In support of the contributions made by me in the field of turbo-machine and naval
system)
1. Dr. P. Srinivasamurthy Scientist E (2002) DRDO, Aeronautical Development Establishment

Bangalore
2. Mr. A T Ramchandani General Manager Technology Services Larsen and Toubro Powai Mumbai

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INTRODUCTION & OBJECTIVE

Ability to understand the basic principles of mechanical and

Primary Education in Hindi Rashtra Basha Visharath through Dakshin

Secondary School Education in Tamil through State Board of Tamil Nadu

Higher Secondary Education in English through State Board of Tamil Nadu

Graduation in Bachelor of Mechanical Engineering through Ministry of

G-NIIT programme for training in C/ C++, JAVA Languages in UNIX

Doctor of Philosopy, Integrated PhD in Aerospace Engineering from IISc -

Basic and Advanced Level professional training in CFD-FASTRAN, CFX and

Geometrical Dimensioning and Tolerance Basics

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 1

AutoCAD / AutoLisp course co-ordinator at SGJ Motors 1997-1999.

Software Engineer at Software Technology International, Naushua (PMR

Scientist 'B' / Major in Aeronautical Development Establishment,

Senior Engineer in Honeywell Technology Solutions Private Limited,

Senior Engineer in ELGI coimbatore from October 2008 January 2009.

Lecturer in KLN College of Engineering, Pottapalayam from June 2009

Researcher at Indian Institute of Technology, Madras from Januaru 2010

Assistant Professor at Vel Tech High Tech Engineering College Avadi

Consulting Design Engineer at BRAINWARE engineering services, from July

Professional Writer at BRAINWARE engineering services, from July 2013 -

Proprietor at YUGAPURUSH publications from July 2016 July 2017.

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 2

PROFESSIONAL EXPERTISE AND SKILL SETS

Mathematical understandings of physical system and Interpretation of

In that sense with the understanding about geometry primitives, the

Studies and simultaneous contributions in the cryptography using JAVA for

Aerospace domain expertise acquired by contributing significantly through

Aerodynamics and Propulsion together investigated to study very basic Flight

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 3

simplified flight mechanics model. Scientific computations related to the needful

Flow simulations and related studies irrespective of their applications, whether

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 4

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 5

of quality of flow simulation results. Absolutely no doubt to have a doctoral level

Critically reviewed suitability of compressors for specific purpose and utilization

Professional experience and being with organizations of different nature,

Improvement in the performance of gas turbine with a provision to increase the

Please find the references in support of contributions made by me in CFD and

Dr VENKATESH THINGALU GOVINDAN

Reference : (In support of the contributions made by me in CFD algorithms and

1. Dr. P.Srinivasamurthy Scientist E (2002) DRDO,ADE,Bangalore

2. Prof. P.C.Pandey IISc Department of Civil Engineering Bangalore

3. Prof. S.V.Raghurama Rao IISc Department of Aerospace Engineering Bangalore

4. Prof. S.Vengadesan IIT Madras Department of Applied Mechanics Chennai

5. Prof. K. Arul Prakash IIT Madras Department of Applied Mechanics Chennai

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 8

HIGHLY VISCOUS LOW SPEED TURBULENT FLUID FLOW SIMULATION

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 1

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 2

Dr VENKATESH THINGALU GOVINDAN

Ability to understand the basic principles of mechanical and electrical

Dr VENKATESH THINGALU GOVINDAN

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 3

References: (In support of the contribution made by me in this investigation and

2. Shri. P Dhandapani Scientist D (2002) DRDO ADE Bangalore

3. Prof. S. Vengadesan IIT Madras Department of Applied Mechanics Chennai

4. Prof. K. Arul Prakash IIT Madras Department of Applied Mechanics Chennai

5. Prof. Dhiman Chatterjee IIT Madras Department of Mechanical Engineering Chennai

e-mail: yugapurush@yahoo.com yugapurush@outlook.com 4

LATTICE BOLTZMANN METHOD BASED FINITE VOLUME

The significance of Lattice Boltzmann approach in the formulation of governing

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method based finite volume solver in the unstructured computational domain

Dr VENKATESH THINGALU GOVINDAN