5. Compute a linear least-squares-fit of the calibration data and plot the resulting line on the same graph as the calibration data. Comment on the linearity of the pressure transducer and scannivalve. Part 3: Calibration of the Tunnel 1. Connect the micromanometer (calibrated in Part 2) across the wind-tunnel contraction in order to measure the static pressure drop.
To determine psub and pdesign, since A* = Athroat, use the subsonic and supersonic Mach numbers corresponding to isentropic flow with area ratio Aexit/Athroat: where Masub and Madesign are the subsonic and supersonic solutions, respectively, of Figure 1. CD nozzle theory For back pressures between psub and pdesign there are shocks inside the nozzle or in the exit jet. At pshock-exit a shock occurs at the exit plane. This value can be computed by assuming a normal shock with upstream values pdesign and Madesign and downstream pressure pshock-exit: The maximum mass flow rate occurs when the throat is sonic: Where, p = pressure; p0 = total pressure; Ma = Mach number; Γ = ratio of specific heat
The solid then is the insoluble compound, called a precipitate. Our objectives are to predict the amount of product produced in a precipitation reaction using stoichiometry. Also, we are to accurately measure the reactants and products of the
Water from a variety of sources that receive precipitation is being sampled. Using a pH meter, the pH of water samples is being measured. In the first approach using titration methods in combination with pH measurement, the volumes of sulfuric acid needed for reaching two different pH levels are being measured. Difference in the volume of sulfuric acid used, is an equivalent for the amount of CaCO3 expressed in grams per (gL-1) in the analyte. Therefore the alkalinity of water samples is being calculated.
Newton’s Second Law and the Work-Kinetic Energy Theorem October 13, 2010 Abstract This experiment utilizes an air track first as an inclined plane with the slider accelerating due to gravity and second as a level surface with the slider accelerating due to the pull of an attached free-falling object of known mass. In both cases, the Work performed is calculated based on formulas for mechanical work and for kinetic energy. The two results are compared. The first part yielded an average acceleration of 0.715 m/s2 (a 1.58% error) and the average result for the Work performed was 0.0204 N*m with only a 0.9% difference. The second part suffered critical errors due to improper data and the results are not significant or useful.
THE DESIGN WAS RELATIVELY THIN AT THE LEADING EDGE AND PROGRESSIVELY WIDENED TO A POINT OF GREATEST THICKNESS AS FAR AFT AS POSSIBLE. THE THEORY IN USING AN AIRFOIL OF THIS DESIGN WAS TO MAINTAIN THE ADHESION OF THE BOUNDARY LAYERS OF AIRFLOW WHICH ARE PRESENT IN FLIGHT AS FAR AFT OF THE LEADING EDGE AS POSSIBLE. ON NORMAL AIRFOILS THE BOUNDARY LAYER WOULD BE INTERRUPTED AT HIGH SPEEDS AND THE RESULTANT BREAK WOULD CAUSE A TURBULENT FLOW OVER THE REMAINDER OF THE FOIL. THIS TURBULENCE WOULD BE REALIZED AS DRAG UP THE POINT OF MAXIMUM SPEED AT WHICH TIME THE CONTROL SURFACES AND AIRCRAFT FLYING CHARACTERISTICS WOULD BE AFFECTED. THE FORMATION OF THE BOUNDARY LAYER IS A PROCESS OF LAYERS OF AIR FORMED ONE NEXT TO THE OTHER, IE; THE TERM LAMINAR IS DERIVED FROM THE LAMINATION PRINCIPLE
Terminal Velocity and the Effects of Viscosity Introduction: (Purpose, Background Information and Research Questions) The main purpose of this investigation is to find out how terminal velocity is affected by the viscosity of a variety of liquids. Some questions I had to ask myself was not just how viscosity would affect terminal velocity, but also what other factors can act on terminal velocity to create a change. These questions were: * Does the mass of the object affect terminal velocity? * Does the shape or the aerodynamics of the object affect terminal velocity? * Does the drag applied affect the terminal velocity of the object?
The specific heat constant for water, 4.184 J/g C, is used for this equation. The specific heat can be found by using The Law of Dulong and Petit: Eq. 3 Cs(aluminum) = slope x 1/atomic weight This equation is used to find specific heat from the graph that will be drawn based on the results of the metal specific heats. II. Materials and Procedure See General Chemistry 101/102 Laboratory Manual (pg.
The position of two wings should be relative to each other as if they were very close then the resultant force will be in opposite direction and thus cancel each other. Two wings produce more down force as the lift coefficient increases and the drag decreases. Table 1. Calculated value of Air Resistance Determination of Air Resistance Air resistance is the resistance offered by air to the movement of a vehicle. The air resistance has an influence on the performance, ride and stability of the vehicle and depends upon the size and shape of the body of the vehicle, its speed and the wind velocity.
Abstract: The purpose of this experiment was to utilize a Bourden Gage, a U-tube manometer and a water piezometer to analyze the behavior of a system placed under pressure, and to test the validity of the hydrostatic pressure equation. In order to accomplish these ends, the fluids within the system (air, water and mercury) must be considered incompressible. Experimental data upholds the validity of the hydrostatic pressure equation, as both the manometer and piezometer displayed a direct relationship between system pressure and fluid height. An analysis of percent error revealed a discrepancy between the accuracy of the manometer and piezometer. At low pressure, the manometer displayed a 100% error, which trailed off smoothly to a final value of 31% at high pressure.