DAYANANDA SAGAR COLLEGE OF ENGINEERING

DEPARTMENT OF AERONAUTICAL ENGINEERING

Kumaraswamy Layout, Bengaluru-560078

A report on the case study of the topic

“Boundary layer separation over a 2D Airfoil”

Submitted By
Sanjay.S (1DS16AE042)
Raghu.B.S (1Ds16AE035)
Saathvik Bhat (1DS16AE039)
Pragath.P (1DS17AE404)
6th semester
Department of Aeronautical Engineering

To
Dharmendra.P
(Subject teacher of Aerodynamics-2)
Assistant Professor
Department of Aeronautical Engineering

AAT-2 Marks awarded out of 5

*AAT-Alternate Assessment Tool

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 TABLE OF CONTENTS
Chapter-1............................................................................ Error! Bookmark not defined.

Boundary Layer Separation over a 2D airfoil ......... Error!

Bookmark not defined.
1.1. Abstract ............................................................ Error! Bookmark not defined.

1.2. Introduction .................................................... Error! Bookmark not defined.

1.3. Theory on boundary layer separation ……………………………………………4

1.4. Boundary layer separation……………………………………………………….5
1.5. Literature review…………………………………………………………………6
1.5.1 Starting Vortex……………………………………………………………...6
1.5.2 Wing Stall…………………………………………………………………...7
1.6. methodology ................................................... Error! Bookmark not defined.

1.7. ........................................................................................................................... 7

1.8. ......................................................................... Error! Bookmark not defined.

1.8.1. ...................................................................... Error! Bookmark not defined.

1.8.2.………………………………………………………………...9
1.8.3. ……………………………………..10
1.8.4. ………………………………………………..11

1.9. .............................................................................................................. ...13

1.10. ...................................................................................................................... 14

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Boundary Layer Separation over a 2D Airfoil

CHAPTER 1

Boundary layer separation over 2D airfoil

1.1. ABSTRACT
The concept of a boundary layer is crucial to the understanding of the flow around an
obstacle at large Reynolds numbers. Far from the object, as long as the incident flow is not
turbulent, the terms corresponding to viscous forces, in the Navier-Stokes equation, are
negligible; the flow velocity profile is then effectively that of an ideal fluid. The transition
between the solution corresponding to ideal fluid far from the boundary walls, and the zero-
velocity condition at the walls themselves, occurs over a region known as a boundary layer.
The seminar thus provides the necessary complement to the first seminar, which discussed
the airfoil in ideal fluids.
A sensor concept for detection of boundary layer separation (flow separation, stall) and
reattachment on airfoils is introduced in this paper. Boundary layer separation and
reattachment are phenomena of fluid mechanics showing characteristics of extinction and
even inversion of the flow velocity on an overflowed surface. The flow sensor used in this
work is able to measure the flow velocity in terms of direction and quantity at the sensor's
position and expected to determine those specific flow conditions. Therefore, an array of
thermal flow sensors has been integrated on an airfoil and placed in a wind tunnel for
measurement. Sensor signals have been recorded at different wind speeds and angles of
attack for different positions on the airfoil. The sensors used here are based on the change
of temperature distribution on a membrane (calorimetric principle). Thermopiles are used
as temperature sensors in this approach offering a baseline free sensor signal, which is
favorable for measurements at zero flow. Measurement results show clear separation points
(zero flow) and even negative flow values (back flow) for all sensor positions. In addition
to standard silicon-based flow sensors, a polymer based flexible approach has been tested
showing similar results.

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Boundary Layer Separation over a 2D Airfoil

1.2 INTRODUCTION
Boundary layer separation (also flow separation, stall) on overflowed surfaces is a common
effect in fluid mechanics. Due to its unstable flow profile combined with drag increase,
high energy loss and—in case of airfoils—reduced lift, this effect is mostly unwanted for
most applications and even dangerous in aviation. The use of shear stress sensors for online
detection and even prevention of flow separation could give a better understanding of this
still incompletely understood effect.

1.3. THEORY ON BOUNDARY LAYER SEPARATION

When flow separation occurs on a certain surface, the velocity boundary layer becomes
detached from it, leading to unsteady flow conditions [2–4]. The phenomenon can
basically be explained by the pressure conditions existing on the surface [4]: Figure
1(a) shows an aerofoil within a certain flow. When a fluid particle reaches the aerofoil’s
profile at the front (side facing the flow), it will be redirected and therefore accelerated up
to a maximum velocity. From that velocity peak down to the trailing edge, the fluid is
then decelerated again due to an increasing static pressure (region of adverse pressure
gradient)—a behaviour also known as pressure recovery or diffusion [5]. When assuming
an inviscid flow—this can only be done at an adequate distance from the aerofoil and its
boundary layers—the pressure conditions can be approximated by Bernoulli's equation

∇∇ (pstat+ (ρ/2) u*2) =0;

Where pstat is the static pressure, ρ2u2 the dynamic pressure and ∇⃗ the Nabla-operator ∇ =
(∂/∂x, ∂/∂y, ∂/∂z). Considering the airfoil's profile in combination with Equation (1), it is
assumed that a particle passing the airfoil has a constant total energy undergoing a
transformation from high static (pressure) energy into high kinetic energy and back to static
(pressure) energy again. The velocity of the particle in flow direction is thereby, of course,
correlated to the kinetic energy leading to a low velocity at the front, a maximum velocity
in the middle and a low velocity again at the airfoil's rear (side not facing the flow)

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Boundary Layer Separation over a 2D Airfoil

Fig: illustrates two types of flow separation.

However, both types can be led back to the same explanation above. The pressure based
flow separation, shown in Figure 1(a), is caused by an adverse pressure gradient occurring
at profiles without sharp edges (e.g., airfoil). In case of geometrical aberration (e.g., house
wall), as shown in Figure 1(b), a flow separation is called geometrically-based [1,3].
A mathematical explanation of the flow separation background for the stationary case can
be given by the Navier–Stokes equation [6]:

1.4. BOUNDARY LAYER SEPARATION

Let us assume that the velocity of the external potential flow vx decreases with the
distance x downstream of the leading edge of the plate, as would be the case, for example,
in a divergent flow. Outside the boundary layer, the pressure p(x) increases with distance,
since the pressure gradient ∂p/∂x in this direction obeys Bernoulli's equation:
∂p /∂x= ρfv ∂v /∂x> 0
Moreover, because variations in pressure in the transverse direction are negligible, we
and an identical longitudinal pressure gradient within the boundary layer. Thus, in the low-
velocity regions near the wall, the dynamics of the fluid elements is affected by two opposing
effects; on one hand the positive pressure gradient ∂p/∂x slows down the their motion; on
the other hand, momentum transfer by viscous diffusion from higher velocity regions tends
to accelerate them. If the velocity gradient ∂v/∂x is sufficiently large in magnitude there will
be a reversal of the direction of the flow near the wall. This phenomenon characterizes
boundary layer separation. In the opposite case of a positive, downstream, velocity gradient,
the corresponding pressure gradient ∂p/∂x is negative, the fluid near the wall is accelerated,
and the boundary thins out.
In a number of real experiment cases, the boundary layer separates only at a certain,
known as the separation point, beyond which a recirculation zone appears. Flow regions in
which recirculation occurs are generally very unstable. The minimum value of Reynolds
number at which instabilities can be easily amplified then decreases to values of a few tens.
The drag force then increases substantially; we observe such an effect for bodies that lack
an `aerodynamic profile. In contrast, the drag force is quite low for an aerodynamically
shaped body from which the boundary layer does not separate, and for which the resultant
wake is very narrow.

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Boundary Layer Separation over a 2D Airfoil

1.5. LITERATURE REVIEW

1.5.1 Starting Vortex

As disscussed, the effects of viscosity are crucial for the generation of lift FL. If the
flow were to be potential througout the fluid, it would remain so at every instant of time,
even after a change in the velocity of the wing, and the lift force on the wing would remain
zero according to the Kutta-Joukowsky theorem
FL = ρvΓ
It is the presence of vorticity, concentrated in the boundary layer, that allows circulation to
be created: the flow outside the boundary layer, nonetheless, remains potential. Consider
the consequences of such an assumption: the inital circulation of the velocity v of the fluid
is zero along a curve C(t0) surrouding the section of a wing; we assume that the wing is
caused to move in a fluid at rest and that the C(t0) is located su-ciently far from the wall so
that the flow can be considered as ideal everywhere along this curve.
Also, in accordance with Kelvin's theorem the circulation is zero at all later times around
the curve C(t), made up of elements orginally located on C(t0) and carried along by the
flow. We therefore see a vortex appear at the trailing edge of the wing; the circualtion,−Γ,
of the velocity of fluid around this starting vortex must be equal and opposite to the value
Γ, around the wing, so that the total circulation along C(t) remains zero.

Fig: The image above is the ONERA Simulation of the wing-tip vortex separation.

According to Helmhlotz's theorem, these vortices always consist of the same air particles
so that they leave the wing approximately with the velocity v in the form of two
interwoven lines. As it was seen in the previous seminar the flow around an infinite long
airfoil can be replaced by a flow due to a linear vortex in the wing. This is permisable
also for a finite wing so that the simplest of picture of the situation is given by three linear
vortices. As we also know that a linear vortex cannot terminate in the interiror of the fluid

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Boundary Layer Separation over a 2D Airfoil

but only at infinity or at a surface. It is clear therefore that the ‘bound` vortex of the wing
cannot end at the tips but must be continued into infinity as a `free’ vortex.

If the airplane has started some place, the starting vortex closes the two long free-vortex
lines at the other end so that the total vortex picture consist of a very long rectangle.
However we should also know that every time the airspeed or the angle of incidence
changes, a new vortex is shed of the trailing edge. Therefore the popular belief that only a
starting vortex is present should be modified with the fact that the starting vortex is
followed by a wake of later simillar vortices. But again the starting vortex is important for
the formation of initial circulation dictated by the Kutta condition.

1.5.2 Wing stall

we had shown how lift increases with the angle of incidence α, but we had also stipulated
that this is true only up to a certain value of the angle of incidence. This angle is also
known as the critical angle of incidence αc. If we increase the angle of incidence beyond
αc experimental results show a very definite decrease of the lift.

Fig: Three sequences of air flow over an airfoil at a high angle of attack.The bottom
image shows the fully stalled wing. Lift is roughly inverse to the boundary layer
separation, while drag is proportional to the width of the wake.

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Boundary Layer Separation over a 2D Airfoil

METHODOLOGY :

Naca aerofoil .data file (4312)

As specified by the literature review :

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Boundary Layer Separation over a 2D Airfoil

GEOMETRY :
Fig : 2D geometry of aerofoil with boundary continum

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Boundary Layer Separation over a 2D Airfoil

FIG : SPECIFIC BOUNDARY CONDITIONS APPLIED

MESH :

Mesh used = Quadrilateral mesh

Min face size = 2.89*10-3 mm
Max face size = 0.22 mm

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Boundary Layer Separation over a 2D Airfoil

Details of nodes and elements used :

Results and analysis :

Fig : velocity countour

Fig : velocity vectors over boundary layer seperation 2D aerofoil

Fig : vectors over entire aerofoil (boundary layer seperation )

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Boundary Layer Separation over a 2D Airfoil

Fig : dynamic pressure countour

Fig : static pressure countour

Fig : Velocity angle countour

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Boundary Layer Separation over a 2D Airfoil

Plots variations over aerofoil 2D :

Initial velocity : 10000m/s

Fig : lift plot variations

Fig : drag plot variations :

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Boundary Layer Separation over a 2D Airfoil

Entire residual plot variations :

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