*50028* Reg. No.

Question Paper Code : 50028

B.E./B.Tech. DEGREE EXAMINATION, NOVEMBER/DECEMBER 2017

Fifth Semester
Aeronautical Engineering
AE 6503 : AERODYNAMICS – II
(Regulations 2013)

Time : Three Hours Maximum : 100 Marks

Gas tables may permitted

Answer ALL questions

PART – A (10×2=20 Marks)

1. State why the low speed gases were treated as incompressible flows ?

2. Sketch the variation of mass flow rate with exit pressure and total pressure in a
nozzle flow.

3. Compare isentropic compression and shock compression.

4. State the physical conditions must holds good across the slip line.

5. What is meant by small perturbation theory ?

6. State Prandtl-Glauert similarity rule.

7. What is meant by drag divergence Mach number ?

8. Why aerodynamic heating very important for hypersonic flows rather than
supersonic flows ?

9. List out the components of shock tube.

10. What is meant by plenum chamber ?

50028 -2- *50028*

PART – B (5×13=65 Marks)

11. a) Consider adiabatic air flow through a duct. At a certain section of the duct, the
flow area is 0.2 m2, the pressure is 80 kPa, the temperature is 5°C and the velocity
is 200 m/s. if at this section, the duct area is changing at a rate of 0.3 m2/m. Find
dp/dx, dV/dx and d ρ /dx.
a) Assuming incompressible flow. (5)
b) Taking compressibility into account. (8)
(OR)
b) i) Air flows through a nozzle which has inlet area of 10 cm2. If the air has a
velocity of 80 m/s, a temperature of 28°C and a pressure of 700 kPa at the
inlet section and a pressure of 250 kPa at the exit, find the mass flow rate
through the nozzle and assuming one dimensional isentropic flow the
velocity at the exit section of the nozzle. (8)
ii) An observer on the ground finds that an airplane flying horizontally at an
altitude of 6000 m has travelled 12 km from the overhead position before
the sound of the airplane is first heard. Estimate the speed at which the
airplane is flying. (5)

12. a) What is meant by mass – motion velocity ? And show that the mass – motion
velocity depends on the pressure ratio across the shock wave and the speed of
sound ahead of the wave.
(OR)
b) Air flow at Mach 4.0 and pressure 105 N/m2 is turned abruptly by a wall into
the flow with a turning angle of 20°, as shown in Fig. 12.b. If the shock is reflected
by another wall determine the flow properties M and p downstream of the
reflected shock.
*50028* -3- 50028

13. a) Derive an expression for the velocity potential equations and state the
assumptions made. And also discuss the various methods available to obtain
the solution for the equation.
(OR)
b) Using linearized theory, calculate the lift and drag coefficients for a flat plate
at a 5° angle of attack in a Mach 3 flow. Compare with the exact results. (5+8)

14. a) i) Show that the Cp,cr is a unique function of Mcr. (8)

ii) Write short note on supercritical airfoil. (5)

(OR)
b) Using shock-expansion theory, calculate the lift and drag coefficients of a
symmetrical diamond airfoil of semiangle θ = 10° at an angle of attack to the
free stream of 12° when upstream Mach number and pressure are 3.0 and 100
kPa.

15. a) The data of a Mach 2 supersonic wind tunnel is given below :

Pressure in the test section 0.69 bar
Area of cross section of the nozzle throat 1000 cm2
Ambient pressure 1.02 bar
Ambient temperature 311 K
The air is taken from the atmosphere and compressed continuously in a
multistage compressor to the reservoir pressure. The test section of tunnel
directly exhausts into the atmosphere. Determine :
a) Temperature of air in the test section
b) Mass flow rate of air
c) Cross sectional area of test section
d) Power required to drive the compressor.
Assume reversible flow throughout.
(OR)
b) i) With neat sketch explain the working principle of blow down supersonic wind
tunnel. (6)
ii) Explain the Mach-Zhanta interferometer techniques for flow visualisation. (7)
50028 -4- *50028*

PART – C (1×15=15 Marks)

16. a) A convergent-divergent nozzle is designed to expand air from a chamber in

which the pressure is 800 kPa and the temperature is 40°C to give a Mach
number of 2.7. The throat area of the nozzle is 0.08 m2. Find :
a) The exit area of the nozzle. (1)
b) The mass flow rate through the nozzle when operating under design
condition. (2)
c) The design back pressure. (2)
d) The lowest back pressure for which there is only subsonic flow in the
nozzle. (2)
e) The back pressure at which there will be a normal shock wave on the exit
plane of the nozzle. (2)
f) The back pressure below which there are no shock waves in the nozzle. (2)
g) The range of back pressure over which there are oblique shock wave in
the exhaust from the nozzle. (2)
h) The range of back pressure over which there are expansions waves in
the exhaust from the nozzle. (2)
(OR)
b) Air leaves the subsonic diffuser of a ramjet engine with a static pressure of
0.5516 × 105 N/m2. Between the diffuser exit and the combustion chamber inlet
sections, a liquid fuel is sprayed into the air, the fuel-air ratio being
f = 1/29. The fuel is vaporized and thoroughly mixed with the air and enters the
constant – area combustion chamber with a static temperature of 333.3 K and
an average velocity of 73.15 m/s. The fuel has a calorific value of 41,867 kJ/kg.
Assume that the working fluid has the same thermodynamic properties as air
before and after combustion and that friction is negligible. Calculate
a) the stagnation temperature after combustion
b) the Mach number after combustion
c) the final static temperature
d) the loss in stagnation pressure due to heat addition
e) the entropy change and
f) the final velocity of the combustion products.
Assume γ = 1.4, R = 287.04 J/kg-K and Cp = 1.0048 kJ/kg-K.
–––––––––––––
 QUESTION PAPER CODE: 50028
ANSWER KEY & SCHEME OF EVALUTAION
PART – A (10x2=20 Marks)

1. Gases at low speed (M<0.3) exhibit insignificant (very small) density changes thus making it possible to assume such
flows as incompressible flows.
(OR)
We have d ρ = ρτ dp ; for gas velocities less than about 0.3 of the speed of sound, the associated pressure changes are
small and even though compressibility (τ) is large for gases change in pressure experienced by the fluid (dp) may still be
small enough to dictate a small (dρ).

2.
The following is graphical representation of variation of mass flow rate ( m )
with exit and total pressure in a nozzle flow. Here pe 3 is exit pressure of a fully
expanded nozzle (isentropic solution) and p0 is settling chamber pressure (or)
total pressure.

3.
Shock wave compression is a very effective process. For a given decrease in specific volume
a shock wave creates a higher pressure increase than an isentropic compression. However,
the shock wave costs more because of the entropy increase and consequent total pressure
loss, i.e., the shock compression is less efficient than the isentropic compression.

4.
• The pressures must be same on either sides of a slip line. (Otherwise, the slip line will be curved and inconsistent with
its geometry.)
• The velocities on either sides of a slip line must be in the same direction, although they in general differ in magnitude.
(If the velocities are in different direction, there would be a chance of a complete void in the flow field in the vicinity of
the slip line.)

5. Small perturbation theory in aerodynamics represents the

problems where the uniform flow is changed (or perturbed)
only slightly. One such example is flow over a thin airfoil.
The perturbed flow is characterized by only a small deviation
of the flow from its original uniform state.

6. The relation between pressure coefficients for compressible and incompressible flow is known as Prandtl-Glauert Rule
and is given by,
Cpincompr
Cpcompr = (subsonic)
1 − M ∞2
It is a similarity rule which relates the incompressible flow over a given two-dimensional to subsonic compressible flow

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
 over the same profile. This rule is valid only up to Mach number approximately 0.7.
(Note: marks can be awarded if similar relation is written for lift or moment coefficients.)

7.
The freestream Mach number for which the drag (CD) starts increasing
steeply is called drag divergence Mach number. This large increase in
drag is associated with an extensive region of supersonic flow over the
airfoil, terminating in a shockwave. These shocks generally cause severe
flow separation downstream of the shocks, with an attendant large
increase in drag.

8. Hypersonic vehicles are associated with the high-temperature shock layers which transfer large amounts of heat to the
surface of the vehicle. This hot shock layer which is thin and close to surface makes the aerodynamic heating a very
important design consideration for hypersonic vehicle design.
9.
Components of a shock tube:
• Driver section
• Driven section
• Diaphragm

10. A plenum chamber is a pressurised housing containing a gas at positive pressure (pressure higher than surroundings).
One function of the plenum is to equalize pressure for more even distribution, because of irregular supply or demand. A
plenum chamber is analogous to settling chamber in a supersonic tunnel and is placed before the nozzle of a hypersonic
wind tunnel.
PART – B (5x13=65 Marks)
(Evaluation scheme is as per the question paper)

Q. No Solution Procedure

11. a) The continuity equation gives

dA dV dρ
ρV + ρA + VA =
0
dx dx dx
Hence, using the given data

p 80 ×103
ρ =
= = 1.003kg / m3
RT 287 + 278
It follows that,

dV dρ
1.003 × 200 × 0.3 + 1.003 × 0.2 × + 200 × 0.2 × =
0 -------- (a)
dx dx
dρ
(a) Assuming incompressible flow, i.e., assuming that = 0 , the above equation gives
dx
dV 200 × 0.3
=
− =
−300(m / s ) / m
dx 0.2
Also, since in incompressible flow, the conservation of momentum equation gives
1 dp dV
− =
V
ρ dx dx
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
 From this, it follows that
dp dp
= 200 × 300 × 1.003 ⇒ = 6.02 × 104 Pa / m = 60.2kPa / m
dx dx
dρ
(b) With compressibility effects accounted for, i.e., when ≠ 0 , the conservation of momentum equation
dx
1 dp dV dp dV
still gives: − =
V , i.e. , = − ρV
ρ dx dx dx dx
dT dV
Conservation of energy gives: cP +V =
0
dx dx
dp  dρ dT 
=
From the perfect gas law, p = ρRT, it follows that: R T +ρ 
dx  dx dx 
dV  dρ dT 
i.e., using the momentum equation result: − ρV = R T +ρ 
dx  dx dx 
dT V dV
However, the conservation of energy gives: = −
dx cP dx

dV  d ρ ρV dV 
so the above equation becomes: − ρV = R T − 
dx  dx cP dx 
d ρ  V V  ρ dV
which can be rearranged to give: =  − 
dx  cP R  T dx
Substituting the given values of the variables into this equation then gives

d ρ  200 200  1.003 dV dV

= −  −1.795 ×10−3
= ------------ (b)
dx 1004 287  278 dx dx
Substituting this back into Equation (a) then gives

dV dV
60.18 + 1.003 × 0.2 × − 200 × 0.2 × (1.795 ×10−3 ) =
0
dx dx
dV m/s
Therefore, = −467.3
dx m
Substituting this result back into Equation (b) then gives

dρ kg/ m3
= (−1.795 ×10−3 ) × (−467.3) = 0.839
dx m
which then gives

dp dV
− ρV
= =
9.37 ×104 Pa / m =
93.7 kPa / m
dx dx
The values obtained, taking compressibility into account, are therefore very different from those obtained when
compressibility is ignored, i.e., compressibility effects cannot be ignored in the flow situation being considered
here.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
11. b) The flow situation being considered is shown in Figure.
i) The mass flow rate is given by

p1 700 ×103
m= ρ1V1 A1= × V1 × A1= × 80 ×10−3= 0.648kg / s
RT1 287 × 301
V1 80 80 80
Also, M= = = = = 0.23
γ RT 1.4 × 287 × 301 347.77
1
a1
γ
 γ − 1 2  γ −1
1+ M1 
p  2
Therefore, since isentropic relations give 2 =  
p1 1 + γ − 1 M 2 
 
2
2
1.4
 1.4 − 1 2
1.4 −1
1 + 0.23
250  2 
It follows that = 
700  1 + 1.4 − 1 M 2 
 
2
2
Solving this equation for M2 then gives M2 = 1.335. However, since the flow is assumed isentropic
γ −1
T2  p2  γ
= 
T1  p1 
So T2 = 301 × (250/700)1/3.5 = 224.3 K.

Hence, V2 = M 2 × a2 = 1.335 × 1.4 × 287 × 224.3K = 400.8m / s

Therefore, the exit velocity is 400.8 m/s.

11. b) It is assumed that the net disturbance produced by the aircraft is weak, i.e.,
ii) that, as indicated by the wording of the question, basically what is being
investigated is how far the aircraft will have traveled from the overhead
position when the sound waves emitted by the aircraft are first heard by the
observer. If the discussion of Mach waves given above is considered, it will
be seen that, as indicated in figure, the aircraft will first be heard by the
observer when the Mach wave emanating from the nose of the aircraft
reaches the observer.
For altitudes, H, of from 0 m (sea level) to 11,019 m the temperature in the atmosphere is given by T = 288.16 –
0.0065H so, at the mean altitude of 2500 m, the temperature is 288.16 – (0.0065 × 2500) = 271.9 K. Hence, the
mean speed of sound is given by

a = γ RT = 1.4 × 287.04 × 271.9 =330.6m / s

From figure, it will be seen that if α is the Mach angle based on the mean speed of sound, then
=tan α 6000
= /12, 000 0.5
tan α
However, since sin α = 1/ M it follows that= 1/ M 2 − 1 ; thus
=M =
(1/ 0.5) 2
+ 1 2.236
Hence, it follows that
Velocity of the aircraft is 2.236 X 330.6 = 739.244 m/s.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
12. a) Consider again the stationary normal shock wave. the continuity,
momentum, and energy equations are, respectively,
ρ1u1 = ρ 2u2
p1 + ρ1u12 =p2 + ρ 2u22
u12 u12
h1 + =+
h1
2 2
From figure (a), for a stationary wave, interpretation of ul and u2 is easily
seen as

u1 = velocity of the gas ahead of the shock wave, relative to the wave
u2 = velocity of gas behind the shock wave, relative to the wave

From figure (b), for a moving wave,

W = velocity of the gas ahead of the shock wave, relative to the wave
W - up = velocity of the gas behind the shock wave, relative to the wave
Hence, for a moving shock wave the normal-shock continuity, momentum, and energy equations are,
ρ1W ρ 2 (W − u p ) (1)
=
p1 + ρ1W 2 = p2 + (W − u p ) 2 .(2)
2 (W − u p ) 2
h1 + W =
h1 +  (3)
2 2
rearranging these equations:

ρ1
W − up =
W ..(4)
ρ2
Substituting equation (4) in to (2) and then rearranging,
2
ρ 
p1 + ρ1W = p2 + W  1 
2 2

 ρ2 
 ρ 
p2 −=p1 ρ1W 2 1 − 1 
 ρ2 
p2 − p1
W2 =
ρ1 (1 − ρ1 / ρ 2 )
p2 − p1  ρ 2 
W2 =   (5)
ρ 2 − ρ1  ρ1 
Returning to equation (1)

ρ2
= (W − u p )
W  (6)
ρ1
Substituting eqn. (6) into eqn. (5)

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
 2
ρ  p2 − p1  ρ 2 
(W − u p )  2  =
2
 
 ρ1  ρ 2 − ρ1  ρ1 
p2 − p1  ρ1 
(W − u p ) 2 =   (7)
ρ 2 − ρ1  ρ 2 
Substituting eqns. (5) and (7) in to (3) and recalling that h = e + p/ρ to obtain

p1 1  p − p1  ρ 2   p2 1  p2 − p1  ρ1  
e1 + +  2    =e2 + +      (8)
ρ1 2  ρ 2 − ρ1  ρ1   ρ 2 2  ρ 2 − ρ1  ρ 2  
Equation (8) algebraically simplifies to

p1 + p2  1 1 
=
e2 − e1  − 
2  ρ1 ρ 2 
p1 + p2
=
e2 − e1 ( v1 − v2 ) (9)
2
Equation (9) is Hugoniot equation

For a calorically perfect gas e = cvT and v = RT / p , hence eqn.(9) becomes

 γ + 1 p2 
+
T2 p2  γ − 1 p1 
=   ...............(10)
T1 p1  1 + γ + 1 p2 
 γ −1 p 
 1 

 γ + 1  p2  
 1+  
ρ 2  γ − 1  p1  
And similarly = ..............(11)
ρ1  γ + 1 + p2 
 γ − 1 p 
 1

W
Define the moving shock Mach number as Ms =
a1
Incorporating this definition along with the calorically perfect gas relations into eqns. (1) to (3),

p2 2γ
we obtain =
1+ ( M − 1)....................(12)
p1 γ +1 s

γ + 1  p2 
Solving for =
Ms, M s  − 1 + 1............(13)
2γ  p1 

W γ + 1  p2 
However, Ms = , eqn. (13)=
yields W a1  − 1 + 1.........(14)
a1 2γ  p1 
it relates the wave velocity of the moving shock wave to the pressure ratio across the wave and the speed of sound of
the gas into which the wave is propagating. A shock wave propagating into a stagnant gas induces a mass motion

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
with velocity up behind the wave.
 ρ 
From eqn. (1),=
up W 1 − 1  ..........(15)
 ρ2 
Substituting (10) and (14) in (15) and simplifying, we obtain,
1
 2γ  2


a1 p2   γ + 1 
=up  − 1 
γ  p1   p2 + γ − 1 
 p γ +1 
 1 
Therefore, the mass-motion velocity up also depends on the pressure ratio across the wave and the speed of sound of
the gas ahead of the wave.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
14 (a)
ii.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Supercritical Airfoils:
The purpose of a supercritical airfoil is to increase the value of Mdrag-divergence, although Mcr may change very
little. The shape of a supercritical airfoil is compared with an NACA 64-series airfoil in Figure.

The supercritical airfoil has a relatively flat top, thus encouraging a region of supersonic flow with lower local
values of M than the NACA 64 series. In turn, the terminating shock is weaker, thus creating less drag.

the
supercritical airfoil shows more desirable flow-field characteristics; namely, the extent of the supersonic flow is
closer to the surface, the local supersonic Mach numbers are lower, and the terminating shock wave is weaker. As a
result, the value of Mdrag-divergence will be higher for the supercritical airfoil. Experimental data given in figure.

Because the top of the supercritical airfoil is relatively flat, the forward 60 percent of the airfoil has negative
camber, which lowers the lift. To compensate, the lift is increased by having extreme positive camber on the
rearward 30 percent of the airfoil. This is the reason for the cusp-like shape of the bottom surface near the trailing
edge.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
15. b) Blowdown-Type Wind Tunnels:
i) Essential features of the intermittent blowdown wind tunnels are schematically shown in Figure:

The air is accelerated to the desired supersonic Mach number in the working section of the tunnel by passing it
through a convergent–divergent nozzle. The air must then be decelerated back to a subsonic Mach number after it
leaves the working section. This is usually done by fitting a convergent– divergent diffuser to the tunnel. Under
ideal circumstances, the flow will be accelerated to a supersonic Mach number in the nozzle and then back to a
subsonic Mach number in the diffuser, the throat area of the diffuser under these circumstances ideally then being
equal to the throat area of the nozzle.
Advantages:
• They are the simplest among the high-speed tunnel types and most economical to build.
• Large-size test-sections and high Mach numbers (up to M = 4) can be obtained.
•Constant blowing pressure can be maintained and running time of considerable duration can be achieved.
Disadvantages:
• Charging time to running time ratio will be very high for large-size tunnels.
• Stagnation temperature in the reservoir drops during the tunnel run, thus changing the Reynolds number of the
flow in the test-section.
• An adjustable (automatic) throttling valve between the reservoir and settling chamber is necessary for constant
stagnation pressure (temperature-varying) operation.
• Starting load is high (no control possible).
• Reynolds number of flow is low due to low static pressure in the test-section.

15. b)
ii) Interferometer System:
Consider a ray of light that is split into two by a beam splitter as shown in figure1. The splitter plate can be a
partially mirrored surface that reflects some of the light striking it and transmits the remainder of the light. The two
light rays formed in this way follow different paths and are then superimposed on the screen. Now there will be a
phase shift between the beams because they follow paths of different length and, as a result, the two rays can
reinforce each other giving a bright area on the screen, or they can tend to cancel each other out giving a dark area
on the screen. Whether the two rays reinforce or annul each other depends only on the difference between the
lengths of the paths taken
by the rays if, on these paths, the rays pass through the same media. A series of fringes is, therefore, formed on the
screen because the relative lengths of the paths followed by the two rays will depend on the position on the screen
being considered as indicated by points q and p shown in figure1.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Now consider what happens if there is a density change in the gas through which one of the rays from the beam
splitter passes. The times taken by the two rays to traverse their respective paths now differ from the times taken
when the media were the same along the two paths. As a result, there is a change in the fringe pattern due to the
density differences along the two paths. The changes in the fringe pattern will depend on the density differences
and, in fact, by measuring the fringe shift a measure of the density differences in the flow can be obtained. Actually,
interferometers usually use mirrors rather than lenses, the set-up then resembling that shown schematically in
figure2.

Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai
Prepared by Surendra Bogadi, Dept. of Aeronautical Engineering, Rajalakshmi Engineering College, Chennai