Effects of Inlet Modification and Rocket-Rack Extension on the Longitudinal Trim and Low-Lift Drag of the Douglas F5D-1 Airplane as Obtained with a 0.125-Scale Rocket-Boosted Model between Mach Numbers of 0.81 and 1.64, TED No. NACA AD 399

NASA Technical Reports Server (NTRS)

Hastings, Earl C., Jr.; Dickens, Waldo L.

1957-01-01

A flight investigation was conducted to determine the effects of an inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model which was flight tested at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. Results indicate that the combined effects of the modified inlet and fully extended rocket racks on the trim lift coefficient and trim angle of attack were small between Mach numbers of 0.94 and 1.57. Between Mach numbers of 1.10 and 1.57 there was an average increase in drag coefficient of about o,005 for the model with modified inlet and extended rocket racks. The change in drag coefficient due to the inlet modification alone is small between Mach numbers of 1.59 and 1.64

EXPERIMENTAL AND MODEL-COMPUTED AREA AVERAGED VERTICAL PROFILES OF WIND SPEED FOR EVALUATION OF MESOSCALE URBAN CANOPY SCHEMES

EPA Science Inventory

Numerous urban canopy schemes have recently been developed for mesoscale models in order to approximate the drag and turbulent production effects of a city on the air flow. However, little data exists by which to evaluate the efficacy of the schemes since "area-averaged&quo...

Form drag in rivers due to small-scale natural topographic features: 1. Regular sequences

USGS Publications Warehouse

Kean, J.W.; Smith, J.D.

2006-01-01

Small-scale topographic features are commonly found on the boundaries of natural rivers, streams, and floodplains. A simple method for determining the form drag on these features is presented, and the results of this model are compared to laboratory measurements. The roughness elements are modeled as Gaussian-shaped features defined in terms of three parameters: a protrusion height, H; a streamwise length scale, ??; and a spacing between crests, ??. This shape is shown to be a good approximation to a wide variety of natural topographic bank features. The form drag on an individual roughness element embedded in a series of identical elements is determined using the drag coefficient of the individual element and a reference velocity that includes the effects of roughness elements further upstream. In addition to calculating the drag on each element, the model determines the spatially averaged total stress, skin friction stress, and roughness height of the boundary. The effects of bank roughness on patterns of velocity and boundary shear stress are determined by combining the form drag model with a channel flow model. The combined model shows that drag on small-scale topographic features substantially alters the near-bank flow field. These methods can be used to improve predictions of flow resistance in rivers and to form the basis for fully predictive (no empirically adjusted parameters) channel flow models. They also provide a foundation for calculating the near-bank boundary shear stress fields necessary for determining rates of sediment transport and lateral erosion.

Computation of Flow Over a Drag Prediction Workshop Wing/Body Transport Configuration Using CFL3D

NASA Technical Reports Server (NTRS)

Rumsey, Christopher L.; Biedron, Robert T.

2001-01-01

A Drag Prediction Workshop was held in conjunction with the 19th AIAA Applied Aerodynamics Conference in June 2001. The purpose of the workshop was to assess the prediction of drag by computational methods for a wing/body configuration (DLR-F4) representative of subsonic transport aircraft. This report details computed results submitted to this workshop using the Reynolds-averaged Navier-Stokes code CFL3D. Two supplied grids were used: a point-matched 1-to-1 multi-block grid, and an overset multi-block grid. The 1-to-1 grid, generally of much poorer quality and with less streamwise resolution than the overset grid, is found to be too coarse to adequately resolve the surface pressures. However, the global forces and moments are nonetheless similar to those computed using the overset grid. The effect of three different turbulence models is assessed using the 1-to-1 grid. Surface pressures are very similar overall, and the drag variation due to turbulence model is 18 drag counts. Most of this drag variation is in the friction component, and is attributed in part to insufficient grid resolution of the 1-to-1 grid. The misnomer of 'fully turbulent' computations is discussed; comparisons are made using different transition locations and their effects on the global forces and moments are quantified. Finally, the effect of two different versions of a widely used one-equation turbulence model is explored.

Summary of the Fourth AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Tinoco, Edward N.; Mani, Mori; Rider, Ben; Zickuhr, Tom; Levy, David W.; Brodersen, Olaf P.; Eisfeld, Bernhard; Crippa, Simone; Wahls, Richard A.;

A study of performance parameters on drag and heat flux reduction efficiency of combinational novel cavity and opposing jet concept in hypersonic flows

NASA Astrophysics Data System (ADS)

Sun, Xi-wan; Guo, Zhen-yun; Huang, Wei; Li, Shi-bin; Yan, Li

2017-02-01

The drag reduction and thermal protection system applied to hypersonic re-entry vehicles have attracted an increasing attention, and several novel concepts have been proposed by researchers. In the current study, the influences of performance parameters on drag and heat reduction efficiency of combinational novel cavity and opposing jet concept has been investigated numerically. The Reynolds-average Navier-Stokes (RANS) equations coupled with the SST k-ω turbulence model have been employed to calculate its surrounding flowfields, and the first-order spatially accurate upwind scheme appears to be more suitable for three-dimensional flowfields after grid independent analysis. Different cases of performance parameters, namely jet operating conditions, freestream angle of attack and physical dimensions, are simulated based on the verification of numerical method, and the effects on shock stand-off distance, drag force coefficient, surface pressure and heat flux distributions have been analyzed. This is the basic study for drag reduction and thermal protection by multi-objective optimization of the combinational novel cavity and opposing jet concept in hypersonic flows in the future.

Investigation of an Oscillating Surface Plasma for Turbulent Drag Reduction

NASA Technical Reports Server (NTRS)

Wilkinson, Stephen P.

2003-01-01

An oscillating, weakly ionized surface plasma has been investigated for use in turbulent boundary layer viscous drag reduction. The study was based on reports showing that mechanical spanwise oscillations of a wall can reduce viscous drag due to a turbulent boundary layer by up to 40%. It was hypothesized that the plasma induced body force in high electric field gradients of a surface plasma along strip electrodes could also be configured to oscillate the flow. Thin dielectric panels with millimeter-scale, flush- mounted, triad electrode arrays with one and two-phase high voltage excitation were tested. Results showed that while a small oscillation could be obtained, the effect was lost at a low frequency (less than 100Hz). Furthermore, a mean flow was generated during the oscillation that complicates the effect. Hot-wire and pitot probe diagnostics are presented along with phase-averaged images revealing plasma structure.

A supplemental catalog of atmospheric densities from satellite-drag analysis

NASA Technical Reports Server (NTRS)

Jacchia, L. G.; Slowey, J. W.

1972-01-01

The catalog of densities derived from satellite-drag analysis extends and supplements similar earlier publications. The densities were computed from nine artificial satellites for effective heights ranging from 300 to 1130 km, and are presented together with pertinent data that permit the location in time and space of the point to which they refer. The intervals covered vary between 1 and 6 years for the different satellites and average about 3.5 years for the nine satellites. The cutoff date for the data included is, in most cases, January 14, 1970.

A depth-averaged 2-D shallow water model for breaking and non-breaking long waves affected by rigid vegetation

USDA-ARS?s Scientific Manuscript database

This paper presents a depth-averaged two-dimensional shallow water model for simulating long waves in vegetated water bodies under breaking and non-breaking conditions. The effects of rigid vegetation are modelled in the form of drag and inertia forces as sink terms in the momentum equations. The dr...

Coordination of multiple appendages in drag-based swimming.

PubMed

Alben, Silas; Spears, Kevin; Garth, Stephen; Murphy, David; Yen, Jeannette

2010-11-06

Krill are aquatic crustaceans that engage in long distance migrations, either vertically in the water column or horizontally for 10 km (over 200,000 body lengths) per day. Hence efficient locomotory performance is crucial for their survival. We study the swimming kinematics of krill using a combination of experiment and analysis. We quantify the propulsor kinematics for tethered and freely swimming krill in experiments, and find kinematics that are very nearly metachronal. We then formulate a drag coefficient model which compares metachronal, synchronous and intermediate motions for a freely swimming body with two legs. With fixed leg velocity amplitude, metachronal kinematics give the highest average body speed for both linear and quadratic drag laws. The same result holds for five legs with the quadratic drag law. When metachronal kinematics is perturbed towards synchronous kinematics, an analysis shows that the velocity increase on the power stroke is outweighed by the velocity decrease on the recovery stroke. With fixed time-averaged work done by the legs, metachronal kinematics again gives the highest average body speed, although the advantage over synchronous kinematics is reduced.

Drag and heat flux reduction mechanism of blunted cone with aerodisks

NASA Astrophysics Data System (ADS)

Huang, Wei; Li, Lang-quan; Yan, Li; Zhang, Tian-tian

2017-09-01

The major challenge among a number of design requirements for hypersonic vehicles is the reduction of drag and aerodynamic heating. Of all these techniques of drag and heat flux reduction, application of forward facing aerospike conceived in 1950s is an effective and simpler technique to reduce the drag as well as the heat transfer rate for blunt nosed bodies at hypersonic Mach numbers. In this paper, the flow fields around a blunt cone with and without aerodisk flying at hypersonic Mach numbers are computed numerically, and the numerical simulations are conducted by specifying the freestream velocity, static pressure and static temperatures at the inlet of the computational domain with a three-dimensional, steady, Reynolds-averaged Navier-Stokes equation. An aerodisk is attached to the tip of the rod to reduce the drag and heat flux further. The influences of the length of rod and the diameter of aerodisk on the drag and heat flux reduction mechanism are analyzed comprehensively, and eight configurations are taken into consideration in the current study. The obtained results show that for all aerodisks, the reduction in drag of the blunt body is proportional to the extent of the recirculation dead air region. For long rods, the aerodisk is found not that beneficial in reducing the drag, and an aerodisk is more effective than an aerospike. The spike produces a region of recirculation separated flow that shields the blunt-nosed body from the incoming flow, and the recirculation region is formed around the root of the spike up to the reattachment point of the flow at the shoulder of the blunt body. The dynamic pressure in the recirculation area is highly reduced and thus leads to the decrease in drag and heat load on the surface of the blunt body. Because of the reattachment of the shear layer on the shoulder of the blunt body, the pressure near that point becomes large.

Flow field interactions between two tandem cyclists

NASA Astrophysics Data System (ADS)

Barry, Nathan; Burton, David; Sheridan, John; Thompson, Mark; Brown, Nicholas A. T.

2016-12-01

Aerodynamic drag is the primary resistive force acting on cyclists at racing speeds. Many events involve cyclists travelling in very close proximity. Previous studies have shown that interactions result in significant drag reductions for inline cyclists. However, the interaction between cyclist leg position (pedalling) and the vortical flow structures that contribute significantly to the drag on an isolated cyclist has not previously been quantified or described for tandem cyclists of varying separation. To this end, scale model cyclists were constructed for testing in a water channel for inline tandem configurations. Particle image velocimetry was used to capture time-averaged velocity fields around two tandem cyclists. Perhaps surprisingly, the wake of a trailing cyclist maintains strong similarity to the characteristic wake of a single cyclist despite a significant disturbance to the upstream flow. Together with streamwise velocity measurements through the wake and upstream of the trailing cyclist, this work supports previous findings, which showed that the trailing cyclist drag reduction is primarily due to upstream sheltering effects reducing the stagnation pressure on forward-facing surfaces.

Velocity and Drag Forces on motor-protein-driven Vesicles in Cells

NASA Astrophysics Data System (ADS)

Hill, David; Holzwarth, George; Bonin, Keith

2002-10-01

In cells, vesicle transport is driven by motor proteins such as kinesin and dynein, which use the chemical energy of ATP to overcome drag. Using video-enhanced DIC microscopy at 8 frames/s, we find that vesicles in PC12 neurites move with an average velocity of 1.52 0.66 μm/s. The drag force and work required for such steady movement, calculated from Stokes' Law and the zero-frequency viscosity of the cytoplasm, suggest that multiple motors are required to move one vesicle. In buffer, single kinesin molecules move beads in 8-nm steps, each step taking only 50 μs [1]. The effects of such quick steps in cytoplasm, using viscoelastic moduli of COS7 cells, are small [2]. To measure drag forces more directly, we are using B-field-driven magnetic beads in PC12 cells to mimic kinesin-driven vesicles. [1] Nishiyama, M. et al., Nat. Cell Bio. 3, 425-428 (2001). [2] Holzwarth, Bonin, and Hill, Biophys J 82, 1784-1790 (2002).

Calibration of averaging total pressure flight wake rake and natural-laminar-flow airfoil drag certification

NASA Technical Reports Server (NTRS)

Irani, E.; Snyder, M. H.

1988-01-01

An averaging total pressure wake rake used by the Cessna Aircraft Company in flight tests of a modified 210 airplane with a laminar flow wing was calibrated in wind tunnel tests against a five-tube pressure probe. The model generating the wake was a full-scale model of the Cessna airplane wing. Indications of drag trends were the same for both instruments.

A Summary of the Experimental Results for a Generic Tractor-Trailer in the Ames Research Center 7- by 10-Foot and 12-Foot Wind Tunnels

NASA Technical Reports Server (NTRS)

Storms, Bruce L.; Satran, Dale R.; Heineck, James T.; Walker, Stephen M.

2006-01-01

Experimental measurements of a generic tractor-trailer were obtained in two wind tunnels at Ames Research Center. After a preliminary study at atmospheric conditions in the 7- by 10-Foot Wind Tunnel, additional testing was conducted at Reynolds numbers corresponding to full-scale highway speeds in the 12-Foot Pressure Wind Tunnel. To facilitate computational modeling, the 1:8-scale geometry, designated the Generic Conventional Model, included a simplified underbody and omitted many small-scale details. The measurements included overall and component forces and moments, static and dynamic surface pressures, and three-component particle image velocimetry. This summary report highlights the effects of numerous drag reduction concepts and provides details of the model installation in both wind tunnels. To provide a basis for comparison, the wind-averaged drag coefficient was tabulated for all configurations tested. Relative to the baseline configuration representative of a modern class-8 tractor-trailer, the most effective concepts were the trailer base flaps and trailer belly box providing a drag-coefficient reduction of 0.0855 and 0.0494, respectively. Trailer side skirts were less effective yielding a drag reduction of 0.0260. The database of this experimental effort is publicly available for further analysis.

The aerodynamic analysis of the gyroplane rotating-wing system

NASA Technical Reports Server (NTRS)

Wheatley, John B

1934-01-01

An aerodynamic analysis of the gyroplane rotating-wing system is presented herein. This system consists of a freely rotating rotor in which opposite blades are rigidly connected and allowed to rotate or feather freely about their span axis. Equations have been derived for the lift, the lift-drag ratio, the angle of attack, the feathering angles, and the rolling and pitching moments of a gyroplane rotor in terms of its basic parameters. Curves of lift-drag ratio against lift coefficient have been calculated for a typical case, showing the effect of varying the pitch angle, the solidarity, and the average blade-section drag coefficient. The analysis expresses satisfactorily the qualitative relations between the rotor characteristics and the rotor parameters. As disclosed by this investigation, the aerodynamic principles of the gyroplane are sound, and further research on this wing system is justified.

Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers

NASA Technical Reports Server (NTRS)

Storms, Bruce; Salari, Kambiz; Babb, Alex

2008-01-01

The potential for energy savings by reducing the aerodynamic drag of rail cars is significant. A previous study of aerodynamic drag of coal cars suggests that a 25% reduction in drag of empty cars would correspond to a 5% fuel savings for a round trip [1]. Rail statistics for the United States [2] report that approximately 5.7 billion liters of diesel fuel were consumed for coal transportation in 2002, so a 5% fuel savings would total 284 million liters. This corresponds to 2% of Class I railroad fuel consumption nationwide. As part of a DOE-sponsored study, the aerodynamic drag of scale rail cars was measured in a wind tunnel. The goal of the study was to measure the drag reduction of various rail-car cover designs. The cover designs tested yielded an average drag reduction of 43% relative to empty cars corresponding to an estimated round-trip fuel savings of 9%.

Tomographic PIV investigation on coherent vortex structures over shark-skin-inspired drag-reducing riblets

NASA Astrophysics Data System (ADS)

Yang, Shao-Qiong; Li, Shan; Tian, Hai-Ping; Wang, Qing-Yi; Jiang, Nan

2016-04-01

Nature has shown us that the microstructure of the skin of fast-swimming sharks in the ocean can reduce the skin friction drag due to the well-known shark-skin effect. In the present study, the effect of shark-skin-inspired riblets on coherent vortex structures in a turbulent boundary layer (TBL) is investigated. This is done by means of tomographic particle image velocimetry (TPIV) measurements in channel flows over an acrylic plate of drag-reducing riblets at a friction Reynolds number of 190. The turbulent flows over drag-reducing riblets are verified by a planar time-resolved particle image velocimetry (TRPIV) system initially, and then the TPIV measurements are performed. Two-dimensional (2D) experimental results with a drag-reduction rate of around 4.81 % are clearly visible over triangle riblets with a peak-to-peak spacing s+ of 14, indicating from the drag-reducing performance that the buffer layer within the TBL has thickened; the logarithmic law region has shifted upward and the Reynolds shear stress decreased. A comparison of the spatial topological distributions of the spanwise vorticity of coherent vortex structures extracted at different wall-normal heights through the improved quadrant splitting method shows that riblets weaken the amplitudes of the spanwise vorticity when ejection (Q2) and sweep (Q4) events occur at the near wall, having the greatest effect on Q4 events in particular. The so-called quadrupole statistical model for coherent structures in the whole TBL is verified. Meanwhile, their spatial conditional-averaged topological shapes and the spatial scales of quadrupole coherent vortex structures as a whole in the overlying turbulent flow over riblets are changed, suggesting that the riblets dampen the momentum and energy exchange between the regions of near-wall and outer portion of the TBL by depressing the bursting events (Q2 and Q4), thereby reducing the skin friction drag.

Relationships between coordination, active drag and propelling efficiency in crawl.

PubMed

Seifert, Ludovic; Schnitzler, Christophe; Bideault, Gautier; Alberty, Morgan; Chollet, Didier; Toussaint, Huub Martin

2015-02-01

This study examines the relationships between the index of coordination (IdC) and active drag (D) assuming that at constant average speed, average drag equals average propulsion. The relationship between IdC and propulsive efficiency (ep) was also investigated at maximal speed. Twenty national swimmers completed two incremental speed tests swimming front crawl with arms only in free condition and using a measurement of active drag system. Each test was composed of eight 25-m bouts from 60% to 100% of maximal intensity whereby each lap was swum at constant speed. Different regression models were tested to analyse IdC-D relationship. Correlation between IdC and ep was calculated. IdC was linked to D by linear regression (IdC=0.246·D-27.06; R(2)=0.88, P<.05); swimmers switched from catch-up to superposition coordination mode at a speed of ∼1.55ms(-1) where average D is ∼110N. No correlation between IdC and ep at maximal speed was found. The intra-individual analysis revealed that coordination plays an important role in scaling propulsive forces with higher speed levels such that these are adapted to aquatic resistance. Inter-individual analysis showed that high IdC did not relate to a high ep suggesting an individual optimization of force and power generation is at play to reach high speeds. Copyright © 2014 Elsevier B.V. All rights reserved.

Average Skin-Friction Drag Coefficients from Tank Tests of a Parabolic Body of Revolution (NACA RM-10)

NASA Technical Reports Server (NTRS)

Mottard, Elmo J; Loposer, J Dan

1954-01-01

Average skin-friction drag coefficients were obtained from boundary-layer total-pressure measurements on a parabolic body of revolution (NACA rm-10, basic fineness ratio 15) in water at Reynolds numbers from 4.4 x 10(6) to 70 x 10(6). The tests were made in the Langley tank no. 1 with the body sting-mounted at a depth of two maximum body diameters. The arithmetic mean of three drag measurements taken around the body was in good agreement with flat-plate results, but, apparently because of the slight surface wave caused by the body, the distribution of the boundary layer around the body was not uniform over part of the Reynolds number range.

Metabolic responses associated with deer hunting.

PubMed

Peterson, A T; Steffen, J; Terry, L; Davis, J; Porcari, J P; Foster, C

1999-12-01

Deer hunting is a popular recreational activity with a high rate of cardiovascular events. Previous studies have demonstrated large HR responses during deer hunting. This study compared the HR and metabolic costs of maximal treadmill (TM) exercise with those of hiking while deer hunting and while dragging a deer. Healthy male volunteers (N = 16) performed a maximal TM exercise test, a 0.8-km hiking test, and a 0.4-km dragging test over lightly rolling terrain. VO2 was measured by portable spirometry and HR by radiotelemetry. HR averaged 74.0 +/- 7.0% and 89.1 +/- 4.5% of peak TM HR during the hike and drag, respectively. The peak HR observed during hiking and dragging was 83.2 +/- 6.0% and 94.9 +/- 4.2% of peak TM HR, respectively. VO2 averaged 62.2 +/- 15.8% and achieved a peak of 77.2 +/- 19.0% of TM VO2 while hiking. This corresponded to 86.8 +/- 17.3% and 108.1 +/- 22.3% of ventilatory threshold (VT), respectively. VO2 averaged 72.3 +/- 21.0% and achieved a peak of 91.2 +/- 21.4% of peak TM VO2 while dragging the deer. This corresponded to 101.5 +/- 27.7% and 128.5 +/- 26.8% of VT, respectively. The VO2/HR relationship showed significant (P < 0.05) difference between the dragging test and the TM test with a disproportionately high HR. The VO2/HR relationship between the hiking and TM tests was comparable. In part, the previously described large HR responses and high rate of cardiovascular complications associated with deer hunting may attributable to the elevated metabolic costs of associated activities.

Disturbance of eelgrass Zostera marina by commercial mussel Mytilus edulis harvesting in Maine: Dragging impacts and habitat recovery

USGS Publications Warehouse

Neckles, Hilary A.; Short, Frederick T.; Barker, Seth; Kopp, Blaine S.

2005-01-01

We studied the effects of commercial harvest of blue mussels Mytilus edulis on eelgrass Zostera marina L. in Maquoit Bay, Maine, USA, at a hierarchy of scales. We used aerial photography, underwater video, and eelgrass population- and shoot-based measurements to quantify dragging impacts within 4 sites that had been disturbed at different times over an approximate 7 yr interval, and to project eelgrass meadow recovery rates. Dragging had disturbed 10% of the eelgrass cover in Maquoit Bay, with dragged sites ranging from 3.4 to 31.8 ha in size. Dragging removed above- and belowground plant material from the majority of the bottom in the disturbed sites. One year following dragging, eelgrass shoot density, shoot height and total biomass of disturbed sites averaged respectively 2 to 3%, 46 to 61% and <1% that of the reference sites. Substantial differences in eelgrass biomass persisted between disturbed and reference sites up to 7 yr after dragging. Dragging did not affect physical characteristics of the sediment. The pattern and rate of eelgrass bed recovery depended strongly on initial dragging intensity; areas of relatively light dragging with many remnant eelgrass patches (i.e. patches that were missed by the mussel dredge) showed considerable revegetation in 1 yr. However, by developing recovery trajectories from measurements at sites disturbed in different years, we projected that it would require a mean of 10.6 yr for recovery of eelgrass shoot density within the areas of intense dragging characterizing most of the disturbed sites. A spatial simulation model based on measured rates of lateral patch-expansion (mean 12.5 cm yr-1) and new-patch recruitment (mean 0.19 patches m-2 yr-1) yielded a mean bed recovery time of 9 to 11 yr following dragging, depending on initial degree of plant removal. Model simulations suggested that with favorable environmental conditions, eelgrass beds might recover from dragging disturbance in 6 yr; conversely, recovery under conditions less conducive to eelgrass growth could require 20 yr or longer. This study shows that mussel dragging poses a severe threat to eelgrass in this region and that regulations to protect eelgrass from dragging impacts would maintain the integrity of a substantial amount of habitat.

Disturbance of eelgrass Zostera marina by commercial mussel Mytilus edulis harvesting in Maine: Dragging impacts and habitat recovery

USGS Publications Warehouse

Neckles, H.A.; Short, F.T.; Barker, S.; Kopp, B.S.

2005-01-01

We studied the effects of commercial harvest of blue mussels Mytilus edulis on eelgrass Zostera marina L. in Maquoit Bay, Maine, USA, at a hierarchy of scales. We used aerial photography, underwater video, and eelgrass population- and shoot-based measurements to quantify dragging impacts within 4 sites that had been disturbed at different times over an approximate 7 yr interval, and to project eelgrass meadow recovery rates. Dragging had disturbed 10% of the eelgrass cover in Maquoit Bay, with dragged sites ranging from 3.4 to 31.8 ha in size. Dragging removed above- and belowground plant material from the majority of the bottom in the disturbed sites. One year following dragging, eelgrass shoot density, shoot height and total biomass of disturbed sites averaged respectively 2 to 3 %, 46 to 61 % and <1 % that of the reference sites. Substantial differences in eelgrass biomass persisted between disturbed and reference sites up to 7 yr after dragging. Dragging did not affect physical characteristics of the sediment. The pattern and rate of eelgrass bed recovery depended strongly on initial dragging intensity; areas of relatively light dragging with many remnant eelgrass patches (i.e. patches that were missed by the mussel dredge) showed considerable revegetation in 1 yr. However, by developing recovery trajectories from measurements at sites disturbed in different years, we projected that it would require a mean of 10.6 yr for recovery of eelgrass shoot density within the areas of intense dragging characterizing most of the disturbed sites. A spatial simulation model based on measured rates of lateral patch-expansion (mean 12.5 cm yr-1) and new-patch recruitment (mean 0.19 patches m-2 yr-1) yielded a mean bed recovery time of 9 to 11 yr following dragging, depending on initial degree of plant removal. Model simulations suggested that with favorable environmental conditions, eelgrass beds might recover from dragging disturbance in 6 yr; conversely, recovery under conditions less conducive to eelgrass growth could require 20 yr or longer. This study shows that mussel dragging poses a severe threat to eelgrass in this region and that regulations to protect eelgrass from dragging impacts would maintain the integrity of a substantial amount of habitat.

Turbulent structure in low-concentration drag-reducing channel flows

NASA Technical Reports Server (NTRS)

Luchik, T. S.; Tiederman, W. G.

1988-01-01

A two-component laser-Doppler velocimeter was used to obtain simultaneous measurements of the velocity components parallel and normal to the wall in two fully developed well-mixed low-concentration drag-reducing channel flows and one turbulent channel flow. For the drag-reducing flows, the average time between bursts was found to increase. Although the basic structure of the fundamental momentum transport event is shown to be the same in these drag-reducing flows, the lower-threshold Reynolds-stress-producing motions were found to be damped, while the higher-threshold motions were not. It is suggested that some strong turbulent motions are needed to maintain extended polymer molecules, which produce a solution with properties that can damp lower threshold turbulence and thereby reduce viscous drag.

Reducing the pressure drag of a D-shaped bluff body using linear feedback control

NASA Astrophysics Data System (ADS)

Dalla Longa, L.; Morgans, A. S.; Dahan, J. A.

2017-12-01

The pressure drag of blunt bluff bodies is highly relevant in many practical applications, including to the aerodynamic drag of road vehicles. This paper presents theory revealing that a mean drag reduction can be achieved by manipulating wake flow fluctuations. A linear feedback control strategy then exploits this idea, targeting attenuation of the spatially integrated base (back face) pressure fluctuations. Large-eddy simulations of the flow over a D-shaped blunt bluff body are used as a test-bed for this control strategy. The flow response to synthetic jet actuation is characterised using system identification, and controller design is via shaping of the frequency response to achieve fluctuation attenuation. The designed controller successfully attenuates integrated base pressure fluctuations, increasing the time-averaged pressure on the body base by 38%. The effect on the flow field is to push the roll-up of vortices further downstream and increase the extent of the recirculation bubble. This control approach uses only body-mounted sensing/actuation and input-output model identification, meaning that it could be applied experimentally.

Optimal control of lift/drag ratios on a rotating cylinder

NASA Technical Reports Server (NTRS)

Ou, Yuh-Roung; Burns, John A.

1992-01-01

We present the numerical solution to a problem of maximizing the lift to drag ratio by rotating a circular cylinder in a two-dimensional viscous incompressible flow. This problem is viewed as a test case for the newly developing theoretical and computational methods for control of fluid dynamic systems. We show that the time averaged lift to drag ratio for a fixed finite-time interval achieves its maximum value at an optimal rotation rate that depends on the time interval.

Use of a pitot probe for determining wing section drag in flight

NASA Technical Reports Server (NTRS)

Saltzman, E. J.

1975-01-01

A wake traversing probe was used to obtain section drag and wake profile data from the wing of a sailplane. The transducer sensed total pressure defect in the wake as well as freestream total pressure on both sides of the sensing element when the probe moved beyond the wake. Profiles of wake total pressure defects plotted as a function of distance above and below the trailing edge plane were averaged for calculating section drag coefficients for flights at low dynamic pressures.

Sharp Transition in the Lift Force of a Fluid Flowing Past Nonsymmetrical Obstacles: Evidence for a Lift Crisis in the Drag Crisis Regime.

PubMed

Bot, Patrick; Rabaud, Marc; Thomas, Goulven; Lombardi, Alessandro; Lebret, Charles

2016-12-02

Bluff bodies moving in a fluid experience a drag force which usually increases with velocity. However in a particular velocity range a drag crisis is observed, i.e., a sharp and strong decrease of the drag force. This counterintuitive result is well characterized for a sphere or a cylinder. Here we show that, for an object breaking the up-down symmetry, a lift crisis is observed simultaneously to the drag crisis. The term lift crisis refers to the fact that at constant incidence the time-averaged transverse force, which remains small or even negative at low velocity, transitions abruptly to large positive values above a critical flow velocity. This transition is characterized from direct force measurements as well as from change in the velocity field around the obstacle.

Drag reduction using wrinkled surfaces in high Reynolds number laminar boundary layer flows

NASA Astrophysics Data System (ADS)

Raayai-Ardakani, Shabnam; McKinley, Gareth H.

2017-09-01

Inspired by the design of the ribbed structure of shark skin, passive drag reduction methods using stream-wise riblet surfaces have previously been developed and tested over a wide range of flow conditions. Such textures aligned in the flow direction have been shown to be able to reduce skin friction drag by 4%-8%. Here, we explore the effects of periodic sinusoidal riblet surfaces aligned in the flow direction (also known as a "wrinkled" texture) on the evolution of a laminar boundary layer flow. Using numerical analysis with the open source Computational Fluid Dynamics solver OpenFOAM, boundary layer flow over sinusoidal wrinkled plates with a range of wavelength to plate length ratios ( λ / L ), aspect ratios ( 2 A / λ ), and inlet velocities are examined. It is shown that in the laminar boundary layer regime, the riblets are able to retard the viscous flow inside the grooves creating a cushion of stagnant fluid that the high-speed fluid above can partially slide over, thus reducing the shear stress inside the grooves and the total integrated viscous drag force on the plate. Additionally, we explore how the boundary layer thickness, local average shear stress distribution, and total drag force on the wrinkled plate vary with the aspect ratio of the riblets as well as the length of the plate. We show that riblets with an aspect ratio of close to unity lead to the highest reduction in the total drag, and that because of the interplay between the local stress distribution on the plate and stream-wise evolution of the boundary layer the plate has to exceed a critical length to give a net decrease in the total drag force.

Spatially varying drag within a wave-exposed mangrove forest and on the adjacent tidal flat

NASA Astrophysics Data System (ADS)

Mullarney, Julia C.; Henderson, Stephen M.; Reyns, Johan A. H.; Norris, Benjamin K.; Bryan, Karin R.

2017-09-01

Mangroves have been shown to protect shorelines against damage from the combined hydrodynamic forces of waves and tides, owing to the presence of roots (pneumatophores) and tree trunks that enhance vegetative drag. However, field measurements within these environments are limited. We present field observations of flows from the seaward coast of Cù Lao Dung Island (Sóc Trăng Province) in the Mekong Delta, Vietnam. Measurements were made in two different seasons along a transect that crosses from mudflats to mangrove forest. Flows are also explored using an idealised numerical model. Both the data and model capture the flow transitions from mudflat across the fringing region to the forest interior. We observe a rotation of the obliquely incident flows toward an orientation nearly perpendicular to the vegetated/unvegetated boundary. The momentum balances governing the large-scale flow are assessed and indicate the relative importance of friction, winds and depth-averaged pressure forces. In the forest, drag coefficients were 10-30 times greater than values usually observed for bottom friction, with particularly effective friction in the regions of dense pneumatophores at the fringe and when water depths were lower than the height of the pneumatophores. Pressure gradient balances suggest that the drag induced by bottom friction from pneumatophores was dominant relative to drag from the larger, but sparser, tree trunks.

Drag reduction at a plane wall

NASA Technical Reports Server (NTRS)

Hill, D. C.

1993-01-01

The objective is to determine by analytical means how drag on a plane wall may be modified favorably using a minimal amount of flow information - preferably only information at the wall. What quantities should be measured? How should that information be assimilated in order to arrive at effective control? As a prototypical problem, incompressible, viscous flow, governed by the Navier-Stokes equations, past a plane wall at which the no-slip condition was modified was considered. The streamwise and spanwise velocity components are required to be zero, but the normal component is to be specified according to some control law. The challenge is to choose the wall-normal velocity component based on flow conditions at the wall so that the mean drag is as small as possible. There can be no net mass flux through the wall, and the total available control energy is constrained. A turbulent flow is highly unsteady and has detailed spatial structure. The mean drag on the wall is the integral over the wall of the local shear forces exerted by the fluid, which is then averaged in time; it is a 'macroscopic' property of the flow. It is not obvious how unsteady boundary control is to be applied in order to modify the mean flow most effectively, especially in view of the non- self-adjoint nature of the governing equations. An approximate analytical solution to the suboptimal scheme is pursued.

Suppression of dynamic stall with a leading-edge slat on a VR-7 airfoil

NASA Technical Reports Server (NTRS)

Mcalister, K. W.; Tung, C.

1993-01-01

The VR-7 airfoil was experimentally studied with and without a leading-edge slat at fixed angles of attack from 0 deg to 30 deg at Re = 200,000 and for unsteady pitching motions described by alpha equals alpha(sub m) + 10 deg(sin(wt)). The models were two dimensional, and the test was performed in a water tunnel at Ames Research Center. The unsteady conditions ranged over Re equals 100,000 to 250,000, k equals 0.001 to 0.2, and alpha(sub m) = 10 deg to 20 deg. Unsteady lift, drag, and pitching-moment measurements were obtained along with fluorescent-dye flow visualizations. The addition of the slat was found to delay the static-drag and static-moment stall by about 5 degrees and to eliminate completely the development of a dynamic-stall vortex during unsteady motions that reached angles as high as 25 degrees. In all of the unsteady cases studied, the slat caused a significant reduction in the force and moment hysteresis amplitudes. The reduced frequency was found to have the greatest effect on the results, whereas the Reynolds number had little effect on the behavior of either the basic or the slatted airfoil. The slat caused a slight drag penalty at low angles of attack, but generally increased the lift/drag ratio when averaged over the full cycle of oscillation.

CHARGED DUST GRAIN DYNAMICS SUBJECT TO SOLAR WIND, POYNTING–ROBERTSON DRAG, AND THE INTERPLANETARY MAGNETIC FIELD

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lhotka, Christoph; Bourdin, Philippe; Narita, Yasuhito, E-mail: christoph.lhotka@oeaw.ac.at, E-mail: philippe.bourdin@oeaw.ac.at, E-mail: yasuhito.narita@oeaw.ac.at

We investigate the combined effect of solar wind, Poynting–Robertson drag, and the frozen-in interplanetary magnetic field on the motion of charged dust grains in our solar system. For this reason, we derive a secular theory of motion by the means of an averaging method and validate it with numerical simulations of the unaveraged equations of motions. The theory predicts that the secular motion of charged particles is mainly affected by the z -component of the solar magnetic axis, or the normal component of the interplanetary magnetic field. The normal component of the interplanetary magnetic field leads to an increase ormore » decrease of semimajor axis depending on its functional form and sign of charge of the dust grain. It is generally accepted that the combined effects of solar wind and photon absorption and re-emmision (Poynting–Robertson drag) lead to a decrease in semimajor axis on secular timescales. On the contrary, we demonstrate that the interplanetary magnetic field may counteract these drag forces under certain circumstances. We derive a simple relation between the parameters of the magnetic field, the physical properties of the dust grain, as well as the shape and orientation of the orbital ellipse of the particle, which is a necessary conditions for the stabilization in semimajor axis.« less

Active Aerodynamic Load Reduction on a Rotorcraft Fuselage With Rotor Effects: A CFD Validation Effort

NASA Technical Reports Server (NTRS)

Allan, Brian G.; Schaeffler, Norman W.; Jenkins, Luther N.; Yao, Chung-Sheng; Wong, Oliver D.; Tanner, Philip E.

2015-01-01

A rotorcraft fuselage is typically designed with an emphasis on operational functionality with aerodynamic efficiency being of secondary importance. This results in a significant amount of drag during high-speed forward flight that can be a limiting factor for future high-speed rotorcraft designs. To enable higher speed flight, while maintaining a functional fuselage design (i.e., a large rear cargo ramp door), the NASA Rotary Wing Project has conducted both experimental and computational investigations to assess active flow control as an enabling technology for fuselage drag reduction. This paper will evaluate numerical simulations of a flow control system on a generic rotorcraft fuselage with a rotor in forward flight using OVERFLOW, a structured mesh Reynolds-averaged Navier-Stokes flow solver developed at NASA. The results are compared to fuselage forces, surface pressures, and PN flow field data obtained in a wind tunnel experiment conducted at the NASA Langley 14-by 22-Foot Subsonic Tunnel where significant drag and download reductions were demonstrated using flow control. This comparison showed that the Reynolds-averaged Navier-Stokes flow solver was unable to predict the fuselage forces and pressure measurements on the ramp for the baseline and flow control cases. While the CFD was able to capture the flow features, it was unable to accurately predict the performance of the flow control.

Flight Test of 31.2 Diameter Modified Ringsail Parachute Deployed at Mach 1.39, Dynamic Pressure 11 Pounds per Square Foot

NASA Technical Reports Server (NTRS)

Preisser, John S.; Eckstrom, Clinton V.; Murrow, Harold N.

1967-01-01

A 31.2-foot (9.51 meter) nominal diameter (reference area 764 ft(exp 2) (71.0 m(exp 2)) ringsail parachute modified to provide 15-percent geometric porosity was flight tested while attached to a 201-pound mass (91.2 kilogram) instrumented payload as part of the rocket launch portion of the NASA Planetary Entry Parachute Program (PEPP). The parachute deployment was initiated by the firing of a mortar at a Mach number of 1.39 and a dynamic pressure of 11.0 lb/ft(exp 2) (527 newtons/m(exp 2)) at an altitude of 122,500 feet (37.3 kilometers). The parachute deployed to suspension-line stretch (snatch force) in 0.35 second, and 0.12 second later the drag force increase associated with parachute inflation began. The parachute inflated in 0.24 second to the full-open condition for a total elapsed opening time of 0.71 second. The maximum opening load of 3970 pounds (17,700 newtons) came at the time the parachute was just fully opened. During the deceleration period, the parachute exhibited an average drag coefficient of 0.52 and oscillations of the parachute canopy were less than 5 degrees. During the steady-state terminal descent portion of the test period, the average effective drag coefficient (based on vertical descent velocity) was 0.52.

Observations on CFD Verification and Validation from the AIAA Drag Prediction Workshops

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.; Kleb, Bil; Vassberg, John C.

2014-01-01

The authors provide observations from the AIAA Drag Prediction Workshops that have spanned over a decade and from a recent validation experiment at NASA Langley. These workshops provide an assessment of the predictive capability of forces and moments, focused on drag, for transonic transports. It is very difficult to manage the consistency of results in a workshop setting to perform verification and validation at the scientific level, but it may be sufficient to assess it at the level of practice. Observations thus far: 1) due to simplifications in the workshop test cases, wind tunnel data are not necessarily the “correct” results that CFD should match, 2) an average of core CFD data are not necessarily a better estimate of the true solution as it is merely an average of other solutions and has many coupled sources of variation, 3) outlier solutions should be investigated and understood, and 4) the DPW series does not have the systematic build up and definition on both the computational and experimental side that is required for detailed verification and validation. Several observations regarding the importance of the grid, effects of physical modeling, benefits of open forums, and guidance for validation experiments are discussed. The increased variation in results when predicting regions of flow separation and increased variation due to interaction effects, e.g., fuselage and horizontal tail, point out the need for validation data sets for these important flow phenomena. Experiences with a recent validation experiment at NASA Langley are included to provide guidance on validation experiments.

Cotunneling Drag Effect in Coulomb-Coupled Quantum Dots.

PubMed

Keller, A J; Lim, J S; Sánchez, David; López, Rosa; Amasha, S; Katine, J A; Shtrikman, Hadas; Goldhaber-Gordon, D

2016-08-05

In Coulomb drag, a current flowing in one conductor can induce a voltage across an adjacent conductor via the Coulomb interaction. The mechanisms yielding drag effects are not always understood, even though drag effects are sufficiently general to be seen in many low-dimensional systems. In this Letter, we observe Coulomb drag in a Coulomb-coupled double quantum dot and, through both experimental and theoretical arguments, identify cotunneling as essential to obtaining a correct qualitative understanding of the drag behavior.

High Reynolds number analysis of flat plate and separated afterbody flow using non-linear turbulence models

NASA Technical Reports Server (NTRS)

Carlson, John R.

1996-01-01

The ability of the three-dimensional Navier-Stokes method, PAB3D, to simulate the effect of Reynolds number variation using non-linear explicit algebraic Reynolds stress turbulence modeling was assessed. Subsonic flat plate boundary-layer flow parameters such as normalized velocity distributions, local and average skin friction, and shape factor were compared with DNS calculations and classical theory at various local Reynolds numbers up to 180 million. Additionally, surface pressure coefficient distributions and integrated drag predictions on an axisymmetric nozzle afterbody were compared with experimental data from 10 to 130 million Reynolds number. The high Reynolds data was obtained from the NASA Langley 0.3m Transonic Cryogenic Tunnel. There was generally good agreement of surface static pressure coefficients between the CFD and measurement. The change in pressure coefficient distributions with varying Reynolds number was similar to the experimental data trends, though slightly over-predicting the effect. The computational sensitivity of viscous modeling and turbulence modeling are shown. Integrated afterbody pressure drag was typically slightly lower than the experimental data. The change in afterbody pressure drag with Reynolds number was small both experimentally and computationally, even though the shape of the distribution was somewhat modified with Reynolds number.

Effect of Surface Roughness on Polymer Drag Reduction with a High-Reynolds-Number Turbulent Boundary Layer

NASA Astrophysics Data System (ADS)

Elbing, Brian; Dowling, David; Solomon, Michael; Bian, Sherry; Ceccio, Steven

2007-11-01

A recent experiment at the U.S. Navy's Large Cavitation Channel (LCC) investigated the effect of wall roughness on wall-injection polymer drag reduction (PDR) within a high-Reynolds-number (10^7 to 2x10^8 based on downstream distance) turbulent boundary layer (TBL). Testing was performed in two parts: 1) PDR experiment on a 12.9 m long, 3.05 m wide hydro-dynamically smooth flat plate and 2) PDR experiment on the same model with the entire surface roughened. The roughness was produced by blowing glass beads into epoxy paint that was applied to the entire model. The roughened model had an average roughness height ranging between 307 and 1154 μm. Drag reduction was determined using six, stream-wise located integrated skin-friction balances. In addition to skin-friction measurements, sampling was performed at three stream-wise located ports. The sampling ports were used to determine the amount of degradation, if any, caused by the turbulent flow on the polymer. Both the skin-friction measurements and sampling analysis indicates that wall roughness in a turbulent boundary layer significantly increases degradation of the polymer solution.

Influence of short rear end tapers on the wake of a simplified square-back vehicle: wake topology and rear drag

NASA Astrophysics Data System (ADS)

Perry, Anna-Kristina; Pavia, Giancarlo; Passmore, Martin

2016-11-01

As vehicle manufacturers work to reduce energy consumption of all types of vehicles, external vehicle aerodynamics has become increasingly important. Whilst production vehicle shape optimisation methods are well developed, the need to make further advances requires deeper understanding of the highly three-dimensional flow around bluff bodies. In this paper, the wake flow of a generic bluff body, the Windsor body, based on a square-back car geometry, was investigated by means of balance measurements, surface pressure measurements and 2D particle image velocimetry planes. Changes in the wake topology are triggered by the application of short tapers (4 % of the model length) to the top and bottom edges of the base, representing a shape optimisation that is realistic for many modern production vehicles. The base drag is calculated and correlated with the aerodynamic drag data. The results not only show the effectiveness of such small devices in modifying the time average topology of the wake but also shed some light on the effects produced by different levels of upwash and downwash on the bi-stable nature of the wake itself.

Flow in linearly sheared two-dimensional foams: From bubble to bulk scale.

PubMed

Katgert, Gijs; Latka, Andrzej; Möbius, Matthias E; van Hecke, Martin

2009-06-01

We probe the flow of two-dimensional (2D) foams, consisting of a monolayer of bubbles sandwiched between a liquid bath and glass plate, as a function of driving rate, packing fraction, and degree of disorder. First, we find that bidisperse, disordered foams exhibit strongly rate-dependent and inhomogeneous (shear-banded) velocity profiles, while monodisperse ordered foams are also shear banded but essentially rate independent. Second, we adapt a simple model [E. Janiaud, D. Weaire, and S. Hutzler, Phys. Rev. Lett. 97, 038302 (2006)] based on balancing the averaged drag forces between the bubbles and the top plate F[over ]_{bw} and the averaged bubble-bubble drag forces F[over ]_{bb} by assuming that F[over ]_{bw} approximately v;{2/3} and F[over ]_{bb} approximately ( partial differential_{y}v);{beta} , where v and ( partial differential_{y}v) denote average bubble velocities and gradients. This model captures the observed rate-dependent flows for beta approximately 0.36 , and the rate independent flows for beta approximately 0.67 . Third, we perform independent rheological measurements of F[over ]_{bw} and F[over ]_{bb} , both for ordered and disordered systems, and find these to be fully consistent with the forms assumed in the simple model. Disorder thus leads to a modified effective exponent beta . Fourth, we vary the packing fraction phi of the foam over a substantial range and find that the flow profiles become increasingly shear banded when the foam is made wetter. Surprisingly, the model describes flow profiles and rate dependence over the whole range of packing fractions with the same power-law exponents-only a dimensionless number k that measures the ratio of the prefactors of the viscous drag laws is seen to vary with packing fraction. We find that k approximately (phi-phi_{c});{-1} , where phi_{c} approximately 0.84 corresponds to the 2D jamming density, and suggest that this scaling follows from the geometry of the deformed facets between bubbles in contact. Overall, our work shows that the presence of disorder qualitatively changes the effective bubble-bubble drag forces and suggests a route to rationalize aspects of the ubiquitous Herschel-Bulkley (power-law) rheology observed in a wide range of disordered materials.

Creating drag and lift curves from soccer trajectories

NASA Astrophysics Data System (ADS)

Goff, John Eric; Kelley, John; Hobson, Chad M.; Seo, Kazuya; Asai, Takeshi; Choppin, S. B.

2017-07-01

Trajectory analysis is an alternative to using wind tunnels to measure a soccer ball’s aerodynamic properties. It has advantages over wind tunnel testing such as being more representative of game play. However, previous work has not presented a method that produces complete, speed-dependent drag and lift coefficients. Four high-speed cameras in stereo-calibrated pairs were used to measure the spatial co-ordinates for 29 separate soccer trajectories. Those trajectories span a range of launch speeds from 9.3 to 29.9 m s-1. That range encompasses low-speed laminar flow of air over a soccer ball, through the drag crises where air flow is both laminar and turbulent, and up to high-speed turbulent air flow. Results from trajectory analysis were combined to give speed-dependent drag and lift coefficient curves for the entire range of speeds found in the 29 trajectories. The average root mean square error between the measured and modelled trajectory was 0.028 m horizontally and 0.034 m vertically. The drag and lift crises can be observed in the plots of drag and lift coefficients respectively.

Statistical Analysis of the AIAA Drag Prediction Workshop CFD Solutions

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.; Hemsch, Michael J.

2007-01-01

The first AIAA Drag Prediction Workshop (DPW), held in June 2001, evaluated the results from an extensive N-version test of a collection of Reynolds-Averaged Navier-Stokes CFD codes. The code-to-code scatter was more than an order of magnitude larger than desired for design and experimental validation of cruise conditions for a subsonic transport configuration. The second AIAA Drag Prediction Workshop, held in June 2003, emphasized the determination of installed pylon-nacelle drag increments and grid refinement studies. The code-to-code scatter was significantly reduced compared to the first DPW, but still larger than desired. However, grid refinement studies showed no significant improvement in code-to-code scatter with increasing grid refinement. The third AIAA Drag Prediction Workshop, held in June 2006, focused on the determination of installed side-of-body fairing drag increments and grid refinement studies for clean attached flow on wing alone configurations and for separated flow on the DLR-F6 subsonic transport model. This report compares the transonic cruise prediction results of the second and third workshops using statistical analysis.

Drag Prediction for the NASA CRM Wing-Body-Tail Using CFL3D and OVERFLOW on an Overset Mesh

NASA Technical Reports Server (NTRS)

Sclafani, Anthony J.; DeHaan, Mark A.; Vassberg, John C.; Rumsey, Christopher L.; Pulliam, Thomas H.

2010-01-01

In response to the fourth AIAA CFD Drag Prediction Workshop (DPW-IV), the NASA Common Research Model (CRM) wing-body and wing-body-tail configurations are analyzed using the Reynolds-averaged Navier-Stokes (RANS) flow solvers CFL3D and OVERFLOW. Two families of structured, overset grids are built for DPW-IV. Grid Family 1 (GF1) consists of a coarse (7.2 million), medium (16.9 million), fine (56.5 million), and extra-fine (189.4 million) mesh. Grid Family 2 (GF2) is an extension of the first and includes a superfine (714.2 million) and an ultra-fine (2.4 billion) mesh. The medium grid anchors both families with an established build process for accurate cruise drag prediction studies. This base mesh is coarsened and enhanced to form a set of parametrically equivalent grids that increase in size by a factor of roughly 3.4 from one level to the next denser level. Both CFL3D and OVERFLOW are run on GF1 using a consistent numerical approach. Additional OVERFLOW runs are made to study effects of differencing scheme and turbulence model on GF1 and to obtain results for GF2. All CFD results are post-processed using Richardson extrapolation, and approximate grid-converged values of drag are compared. The medium grid is also used to compute a trimmed drag polar for both codes.

Atmospheric drag model calibrations for spacecraft lifetime prediction

NASA Technical Reports Server (NTRS)

Binebrink, A. L.; Radomski, M. S.; Samii, M. V.

1989-01-01

Although solar activity prediction uncertainty normally dominates decay prediction error budget for near-Earth spacecraft, the effect of drag force modeling errors for given levels of solar activity needs to be considered. Two atmospheric density models, the modified Harris-Priester model and the Jacchia-Roberts model, to reproduce the decay histories of the Solar Mesosphere Explorer (SME) and Solar Maximum Mission (SMM) spacecraft in the 490- to 540-kilometer altitude range were analyzed. Historical solar activity data were used in the input to the density computations. For each spacecraft and atmospheric model, a drag scaling adjustment factor was determined for a high-solar-activity year, such that the observed annual decay in the mean semimajor axis was reproduced by an averaged variation-of-parameters (VOP) orbit propagation. The SME (SMM) calibration was performed using calendar year 1983 (1982). The resulting calibration factors differ by 20 to 40 percent from the predictions of the prelaunch ballistic coefficients. The orbit propagations for each spacecraft were extended to the middle of 1988 using the calibrated drag models. For the Jaccia-Roberts density model, the observed decay in the mean semimajor axis of SME (SMM) over the 4.5-year (5.5-year) predictive period was reproduced to within 1.5 (4.4) percent. The corresponding figure for the Harris-Priester model was 8.6 (20.6) percent. Detailed results and conclusions regarding the importance of accurate drag force modeling for lifetime predictions are presented.

Cloud motion in relation to the ambient wind field

NASA Technical Reports Server (NTRS)

Fuelberg, H. E.; Scoggins, J. R.

1975-01-01

Trajectories of convective clouds were computed from a mathematical model and compared with trajectories observed by radar. The ambient wind field was determined from the AVE IIP data. The model includes gradient, coriolis, drag, lift, and lateral forces. The results show that rotational effects may account for large differences between the computed and observed trajectories and that convective clouds may move 10 to 20 degrees to the right or left of the average wind vector and at speeds 5 to 10 m/sec faster or slower than the average ambient wind speed.

Application of two procedures for dual-point design of transonic airfoils

NASA Technical Reports Server (NTRS)

Mineck, Raymond E.; Campbell, Richard L.; Allison, Dennis O.

1994-01-01

Two dual-point design procedures were developed to reduce the objective function of a baseline airfoil at two design points. The first procedure to develop a redesigned airfoil used a weighted average of the shapes of two intermediate airfoils redesigned at each of the two design points. The second procedure used a weighted average of two pressure distributions obtained from an intermediate airfoil redesigned at each of the two design points. Each procedure was used to design a new airfoil with reduced wave drag at the cruise condition without increasing the wave drag or pitching moment at the climb condition. Two cycles of the airfoil shape-averaging procedure successfully designed a new airfoil that reduced the objective function and satisfied the constraints. One cycle of the target (desired) pressure-averaging procedure was used to design two new airfoils that reduced the objective function and came close to satisfying the constraints.

The Relationship between Power Generated by Thrust and Power to Overcome Drag in Elite Short Distance Swimmers.

PubMed

Gatta, Giorgio; Cortesi, Matteo; Zamparo, Paola

At constant average speed (v), a balance between thrust force (Ft) and drag force (Fd) should occur: Ft-Fd = 0; hence the power generated by thrust forces (Pt = Ft·v) should be equal to the power needed to overcome drag forces at that speed (Pd = Fd·v); the aim of this study was to measure Pt (tethered swims), to estimate Pd in active conditions (at sprint speed) and to compare these values. 10 front crawl male elite swimmers (expertise: 93.1 ± 2.4% of 50 m world record) participated to the study; their sprint speed was measured during a 30 m maximal trial. Ft was assessed during a 15 s tethered effort; passive towing measurement were performed to determine speed specific drag in passive conditions (kP = passive drag force/v2); drag force in active conditions (Fd = kA·v2) was calculated assuming that kA = 1.5·kP. Average sprint speed was 2.20 ± 0.07 m·s-1; kA, at this speed, was 37.2 ± 2.7 N·s2·m-2. No significant differences (paired t-test: p > 0.8) were observed between Pt (399 ± 56 W) and Pd (400 ± 57 W) and a strong correlation (R = 0.95, p < 0.001) was observed between these two parameters. The Bland-Altman plot indicated a good agreement and a small, acceptable, error (bias: -0.89 W, limits of agreement: -25.5 and 23.7 W). Power thrust experiments can thus be suggested as a valid tool for estimating a swimmer's power propulsion.

CFD Simulation of a Wing-In-Ground-Effect UAV

NASA Astrophysics Data System (ADS)

Lao, C. T.; Wong, E. T. T.

2018-05-01

This paper reports a numerical analysis on a wing section used for a Wing-In-Ground-Effect (WIG) unmanned aerial vehicle (UAV). The wing geometry was created by SolidWorks and the incompressible Reynolds-averaged Navier-Stokes (RANS) equations were solved with the Spalart–Allmaras turbulence model using CFD software ANSYS FLUENT. In FLUENT, the Spalart-Allmaras model has been implemented to use wall functions when the mesh resolution is not sufficiently fine. This might make it the best choice for relatively crude simulations on coarse meshes where accurate turbulent flow computations are not critical. The results show that the lift coefficient and lift-drag ratio derived excellent performance enhancement by ground effect. However, the moment coefficient shows inconsistency when the wing is operating in very low altitude - this is owing to the difficulty on the stability control of WIG vehicle. A drag polar estimation based on the analysis also indicated that the Oswald (or span) efficiency of the wing was improved by ground effect.

Observed drag coefficients in high winds in the near offshore of the South China Sea

DOE PAGES

Bi, Xueyan; Liu, Yangan; Gao, Zhiqiu; ...

2015-07-14

This paper investigates the relationships between friction velocity, 10 m drag coefficient, and 10 m wind speed using data collected at two offshore observation towers (one over the sea and the other on an island) from seven typhoon episodes in the South China Sea from 2008 to 2014. The two towers were placed in areas with different water depths along a shore-normal line. The depth of water at the tower over the sea averages about 15 m, and the depth of water near the island is about 10 m. The observed maximum 10 min average wind speed at a heightmore » of 10 m is about 32 m s⁻¹. Momentum fluxes derived from three methods (eddy covariance, inertial dissipation, and flux profile) are compared. The momentum fluxes derived from the flux profile method are larger (smaller) over the sea (on the island) than those from the other two methods. The relationship between the 10 m drag coefficient and the 10 m wind speed is examined by use of the data obtained by the eddy covariance method. The drag coefficient first decreases with increasing 10 m wind speed when the wind speeds are 5–10 m s⁻¹, then increases and reaches a peak value of 0.002 around a wind speed of 18 m s⁻¹. The drag coefficient decreases with increasing 10 m wind speed when 10 m wind speeds are 18–27 m s⁻¹. A comparison of the measurements from the two towers shows that the 10 m drag coefficient from the tower in 10 m water depth is about 40% larger than that from the tower in 15 m water depth when the 10 m wind speed is less than 10 m s⁻¹. Above this, the difference in the 10 m drag coefficients of the two towers disappears.« less

Observed drag coefficients in high winds in the near offshore of the South China Sea

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bi, Xueyan; Liu, Yangan; Gao, Zhiqiu

This paper investigates the relationships between friction velocity, 10 m drag coefficient, and 10 m wind speed using data collected at two offshore observation towers (one over the sea and the other on an island) from seven typhoon episodes in the South China Sea from 2008 to 2014. The two towers were placed in areas with different water depths along a shore-normal line. The depth of water at the tower over the sea averages about 15 m, and the depth of water near the island is about 10 m. The observed maximum 10 min average wind speed at a heightmore » of 10 m is about 32 m s⁻¹. Momentum fluxes derived from three methods (eddy covariance, inertial dissipation, and flux profile) are compared. The momentum fluxes derived from the flux profile method are larger (smaller) over the sea (on the island) than those from the other two methods. The relationship between the 10 m drag coefficient and the 10 m wind speed is examined by use of the data obtained by the eddy covariance method. The drag coefficient first decreases with increasing 10 m wind speed when the wind speeds are 5–10 m s⁻¹, then increases and reaches a peak value of 0.002 around a wind speed of 18 m s⁻¹. The drag coefficient decreases with increasing 10 m wind speed when 10 m wind speeds are 18–27 m s⁻¹. A comparison of the measurements from the two towers shows that the 10 m drag coefficient from the tower in 10 m water depth is about 40% larger than that from the tower in 15 m water depth when the 10 m wind speed is less than 10 m s⁻¹. Above this, the difference in the 10 m drag coefficients of the two towers disappears.« less

Continuum theories for fluid-particle flows: Some aspects of lift forces and turbulence

NASA Technical Reports Server (NTRS)

Mctigue, David F.; Givler, Richard C.; Nunziato, Jace W.

1988-01-01

A general framework is outlined for the modeling of fluid particle flows. The momentum exchange between the constituents embodies both lift and drag forces, constitutive equations for which can be made explicit with reference to known single particle analysis. Relevant results for lift are reviewed, and invariant representations are posed. The fluid and particle velocities and the particle volume fraction are then decomposed into mean and fluctuating parts to characterize turbulent motions, and the equations of motion are averaged. In addition to the Reynolds stresses, further correlations between concentration and velocity fluctuations appear. These can be identified with turbulent transport processes such as eddy diffusion of the particles. When the drag force is dominant, the classical convection dispersion model for turbulent transport of particles is recovered. When other interaction forces enter, particle segregation effects can arise. This is illustrated qualitatively by consideration of turbulent channel flow with lift effects included.

A Computational Study of an Oscillating VR-12 Airfoil with a Gurney Flap

NASA Technical Reports Server (NTRS)

Rhee, Myung

2004-01-01

Computations of the flow over an oscillating airfoil with a Gurney-flap are performed using a Reynolds Averaged Navier-Stokes code and compared with recent experimental data. The experimental results have been generated for different sizes of the Gurney flaps. The computations are focused mainly on a configuration. The baseline airfoil without a Gurney flap is computed and compared with the experiments in both steady and unsteady cases for the purpose of initial testing of the code performance. The are carried out with different turbulence models. Effects of the grid refinement are also examined and unsteady cases, in addition to the assessment of solver effects. The results of the comparisons of steady lift and drag computations indicate that the code is reasonably accurate in the attached flow of the steady condition but largely overpredicts the lift and underpredicts the drag in the higher angle steady flow.

Drag Prediction for the DLR-F4 Wing/Body using OVERFLOW and CFL3D on an Overset Mesh

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Buning, Pieter G.; Rumsey, Christopher L.

2002-01-01

This paper reviews the importance of numerical drag prediction in an aircraft design environment. A chronicle of collaborations between the authors and colleagues is discussed. This retrospective provides a road-map which illustrates some of the actions taken in the past seven years in pursuit of accurate drag prediction. The advances made possible through these collaborations have changed the manner in which business is conducted during the design of all-new aircraft. The subject of this study is the DLR-F4 wing/body transonic model. Specifically, the work conducted herein was in support of the 1st CFD Drag Prediction Workshop, which was held in conjunction with the 19th Applied Aerodynamics Conference in Anaheim, CA during June, 2001. Comprehensive sets of OVERFLOW simulations were independently performed by several users on a variety of computational platforms. CFL3D was used on a limited basis for additional comparison on the same overset mesh. Drag polars based on this database were constructed with a CFD-to-Test correction applied and compared with test data from three facilities. These comparisons show that the predicted drag polars fall inside the scatter band of the test data, at least for pre-buffet conditions. This places the corrected drag levels within 1% of the averaged experimental values. At the design point, the OVERFLOW and CFL3D drag predictions are within 1-2% of each other. In addition, drag-rise characteristics and a boundary of drag-divergence Mach number are presented.

Analysis of Manning’s and Drag Coefficients for Flexible Submerged Vegetation

NASA Astrophysics Data System (ADS)

Yusof, Khamaruzaman Wan; Mujahid Muhammad, Muhammad; Mustafa, Muhammad Raza Ul; Azazi Zakaria, Nor; Gahani, Aminuddin Ab.

2017-06-01

Accurate determination of flow resistance is of great significance in modelling of open channels that will convey water efficiently. Although, resistance or drag induced by vegetation have been systematically studied for several decades, estimating of the resistance remain as a challenge. This is because most of previous studies use artificial vegetation to investigate flow - vegetation interactions. To overcome this, the present study evaluates the vegetation resistance in terms of Manning’s roughness coefficient and drag coefficient using a natural flexible vegetation (cow grass) under submerged condition. From the experimental result obtained, it was observed that the Manning’s and drag coefficients decreased with the increasing in average velocity. Also, graphical relationship between Manning’s coefficient, n and drag coefficient, CD has been developed with R2 = 0.9465, which indicate that there exist a strong correlation between n and CD, and one can use the proposed graphical model to predict the n - values corresponding to the CD - values.

Assessing the failure of continuum formula for solid-solid drag force using discrete element method in large size ratios

NASA Astrophysics Data System (ADS)

Jalali, Payman; Hyppänen, Timo

2017-06-01

In loose or moderately-dense particle mixtures, the contact forces between particles due to successive collisions create average volumetric solid-solid drag force between different granular phases (of different particle sizes). The derivation of the mathematical formula for this drag force is based on the homogeneity of mixture within the calculational control volume. This assumption especially fails when the size ratio of particles grows to a large value of 10 or greater. The size-driven inhomogeneity is responsible to the deviation of intergranular force from the continuum formula. In this paper, we have implemented discrete element method (DEM) simulations to obtain the volumetric mean force exchanged between the granular phases with the size ratios greater than 10. First, the force is calculated directly from DEM averaged over a proper time window. Second, the continuum formula is applied to calculate the drag forces using the DEM quantities. We have shown the two volumetric forces are in good agreement as long as the homogeneity condition is maintained. However, the relative motion of larger particles in a cloud of finer particles imposes the inhomogeneous distribution of finer particles around the larger ones. We have presented correction factors to the volumetric force from continuum formula.

Lift, Drag, and Pressure Distribution Effects Accompanying Drag-Reducing Polymer Injection on Two-Dimensional Hydrofoil

DTIC Science & Technology

1975-10-01

associated with drag- reducing polymers since Wu’s discovery of pump effects in 1969(16) Some of the research has involved tests on propellers finite span...AD-A022 433 LIFT, DRAG, AND PRESSURE DISTRIBUTION EFFECTS ACCOMPANYING DRAG- REDUCING POLYMER INJECTION ON TWO-DIMENSIONAL HYDROFOIL Daniel H. Fruman...et al Hydronautits, IncorponAted "Prepared f’or: Office of Naval Research October 197’ .!. S.IIE KA NTO CmaY - t 093103 A pprove!- for p~thic relpsa

Invariant Type-B characteristics of drag-reducing microalgal biopolymer solutions

NASA Astrophysics Data System (ADS)

Gasljevic, K.; Hall, K.; Chapman, D.; Matthys, E. F.

2017-05-01

The drag-reducing properties of polysaccharides from marine microalgae were investigated. They were compared to two drag-reducing additives studied extensively in the past, synthetic poly(ethylene) oxide, one of the most effective drag-reducing additives; and Xanthan Gum, another biopolymer often considered a model polymer for chemical and rheological research. Compared to Xanthan Gum, the most effective polymers from our microalgae show a higher drag-reducing efficiency in terms of necessary concentration to achieve a given level of drag reduction. In addition, they show a striking Type-B drag reduction behavior, which may be a very useful quality in most drag reduction applications, thanks to the independence of the drag reduction level on flow conditions such as velocity, shear stress, and tube diameter. With these polymers from microalgae we did not see evidence of Type-A behavior over the wide range of conditions studied (including pipe diameters up to 52 mm). Importantly, this suggests that the Drag Reduction coefficient in pipe flow for ideal drag-reducing solutions such as the polysaccharides investigated here is invariant at a given additive concentration of flow or solution parameters like ionic strength and can be used as a solution property to predict its drag reduction effectiveness over a wide range of conditions. On the contrary, Xanthan Gum showed evidence of both Type-A behavior in large diameter pipes and Type-B behavior in smaller ones. The polymers from microalgae also showed high resistance to degradation. Considering that these microalgae are very effective producers of polysaccharides (both extracellular and intracellular), they appear to be very promising additives for drag reduction applications.

2-D eddy resolving simulations of flow past a circular array of cylindrical plant stems

NASA Astrophysics Data System (ADS)

Chang, Kyoungsik; Constantinescu, George; Park, Sanghyun

2018-04-01

In the present study, 2-D large eddy simulations (LES) are conducted for flow past a porous circular array with a solid volume fraction (SVF) of 8.8%, 15.4% and 21.5%. Such simulations are relevant to understanding flow in natural streams and channels containing patches of emerged vegetation. In the simulations discussed in the paper, the porous cylinder of diameter D contains a variable number of identical solid circular cylinders (rigid plant stems) of diameter d = 0.048 D. Most of the simulations are conducted at a Reynolds number of 2 100 based on the diameter D and the velocity of the steady uniform incoming flow. Though in all cases wake billows are shed in the regions where the separated shear layers (SSLs) forming on the sides of the porous cylinder interact, the effect of these wake billows on the mean drag is different. While in the high SVF case (21.5%), the total drag force oscillates quasi-regularly in time, similar to the canonical case of a large solid cylinder, in the cases with a lower SVF the shedding of the wake billows takes place sufficiently far from the cylinder such that the unsteady component of the total drag force is negligible. The mean amplitude of the oscillations of the drag force on the individual cylinders is the largest in a streamwise band centered around the center of the porous cylinder, where the wake to wake interactions are the strongest. In all cases the maximum drag force on the individual cylinders is the largest for the cylinders directly exposed to the flow, but this force is always smaller than the one induced on a small isolated cylinder and the average magnitude of the force on the cylinders directly exposed to the flow decreases monotonically with the increase in the SVF. Predictions of the global drag coefficients, Strouhal numbers associated with the wake vortex shedding and individual forces on the cylinders in the array from the present LES are in very good agreement with those of 2-D direct numerical simulations conducted on finer meshes, which suggests LES is a better option to numerically investigate flow in channels containing canopy patches, given that LES is computationally much less expensive than DNS at high Reynolds number. To prove this point, the paper also discusses results of 2-D LES conducted at a much higher Reynolds number, where the near-wake flow is strongly turbulent. For the higher Reynolds number cases, where the influence of the turbulence model is important, the effect of the sub-grid scale model and the predictive capabilities of the unsteady Reynolds averaged Navier-Stokes (RANS) approach to predict flow past porous cylinders are discussed.

A Similarity Criterion for Supersonic Flow Past a Cylinder with a Frontal High-Porosity Cellular Insert

NASA Astrophysics Data System (ADS)

Mironov, S. G.; Poplavskaya, T. V.; Kirilovskiy, S. V.; Maslov, A. A.

2018-03-01

We have experimentally and numerically studied the influence of the ratio of the diameter of a cylinder with a frontal gas-permeable porous insert made of nickel sponge to the average pore diameter in the insert on the aerodynamic drag of this model body in supersonic airflow ( M ∞ = 4.85, 7, and 21). The analytical dependence of the normalized drag coefficient on a parameter involving the Mach number and the ratio of cylinder radius to average pore radius in the insert is obtained. It is suggested to use this parameter as a similarity criterion in the problem of supersonic airflow past a cylinder with a frontal high-porosity cellular insert.

Dedicated vertical wind tunnel for the study of sedimentation of non-spherical particles.

PubMed

Bagheri, G H; Bonadonna, C; Manzella, I; Pontelandolfo, P; Haas, P

2013-05-01

A dedicated 4-m-high vertical wind tunnel has been designed and constructed at the University of Geneva in collaboration with the Groupe de compétence en mécanique des fluides et procédés énergétiques. With its diverging test section, the tunnel is designed to study the aero-dynamical behavior of non-spherical particles with terminal velocities between 5 and 27 ms(-1). A particle tracking velocimetry (PTV) code is developed to calculate drag coefficient of particles in standard conditions based on the real projected area of the particles. Results of our wind tunnel and PTV code are validated by comparing drag coefficient of smooth spherical particles and cylindrical particles to existing literature. Experiments are repeatable with average relative standard deviation of 1.7%. Our preliminary experiments on the effect of particle to fluid density ratio on drag coefficient of cylindrical particles show that the drag coefficient of freely suspended particles in air is lower than those measured in water or in horizontal wind tunnels. It is found that increasing aspect ratio of cylindrical particles reduces their secondary motions and they tend to be suspended with their maximum area normal to the airflow. The use of the vertical wind tunnel in combination with the PTV code provides a reliable and precise instrument for measuring drag coefficient of freely moving particles of various shapes. Our ultimate goal is the study of sedimentation and aggregation of volcanic particles (density between 500 and 2700 kgm(-3)) but the wind tunnel can be used in a wide range of applications.

Performance study of winglets on tapered wing with curved trailing edge

NASA Astrophysics Data System (ADS)

Ara, Ismat; Ali, Mohammad; Islam, Md. Quamrul; Haque, M. Nazmul

2017-06-01

Induced drag is the result of wingtip vortex produced from generating lift by finite wing. It is one of the main drags that an aircraft wing encounters during flight. It hampers aircraft performance by increasing fuel consumption and reducing endurance, range and speed. Winglets are used to reduce the induced drag. They weakens wingtip vortex and thus reduces induced drag. This paper represents the experimental investigation to reduce induced drag using winglet at the wingtip. A model of tapered wing with curved trailing edge (without winglet) as well as two similar wings with blended winglet and double blended winglet are prepared using NACA 4412 aerofoil in equal span and surface area. All the models are tested in a closed circuit subsonic wind tunnel at air speed of 108 km/h (0.09 Mach). Reynolds number of the flow is 2.28 × 105 on the basis of average chord length of the wings. The point surface static pressures at different angles of attack from -4° to 24° are measured for each of the wing and winglet combinations through different pressure tapings by using a multi-tube water manometer. From the static pressure distribution, lift coefficient, drag coefficient and lift to drag ratio of all models are calculated. From the analysis of calculated values, it is found that both winglets are able to minimize induced drag; however, the tapered curved trailing edge span with blended winglet provides better aerodynamic performance.

Flight Investigation at High Speeds of the Drag of Three Airfoils and a Circular Cylinder Representing Full-Scale Propeller Shanks

NASA Technical Reports Server (NTRS)

Barlow, William H

1946-01-01

Tests have been made at high speeds to determine the drag of models, simulating propeller shanks, in the form of a circular cylinder and three airfoils, the NACA 16-025, the NACA 16-040, and the NACA 16-040 with the rear 25 percent chord cut off. All the models had a maximum thickness of 4 1/2 inches to conform with average propeller-shank dimensions and a span of 20 1/4 inches. For the tests the models were supported perpendicular to the lower surface of the wing of an XP-51 airplane. A wake-survey rake mounted below the wing directly behind the models was used to determine profile drag of Mach numbers of 0.3 to 0.8 over a small range of angle of attack. The drag of the cylinder was also determined from pressure-distribution and force measurements.

Assessment of the Unstructured Grid Software TetrUSS for Drag Prediction of the DLR-F4 Configuration

NASA Technical Reports Server (NTRS)

Pirzadeh, Shahyar Z.; Frink, Neal T.

2002-01-01

An application of the NASA unstructured grid software system TetrUSS is presented for the prediction of aerodynamic drag on a transport configuration. The paper briefly describes the underlying methodology and summarizes the results obtained on the DLR-F4 transport configuration recently presented in the first AIAA computational fluid dynamics (CFD) Drag Prediction Workshop. TetrUSS is a suite of loosely coupled unstructured grid CFD codes developed at the NASA Langley Research Center. The meshing approach is based on the advancing-front and the advancing-layers procedures. The flow solver employs a cell-centered, finite volume scheme for solving the Reynolds Averaged Navier-Stokes equations on tetrahedral grids. For the present computations, flow in the viscous sublayer has been modeled with an analytical wall function. The emphasis of the paper is placed on the practicality of the methodology for accurately predicting aerodynamic drag data.

Theory of concentration dependence in drag reduction by polymers and of the maximum drag reduction asymptote.

PubMed

Benzi, Roberto; Ching, Emily S C; Horesh, Nizan; Procaccia, Itamar

2004-02-20

A simple model of the effect of polymer concentration on the amount of drag reduction in turbulence is presented, simulated, and analyzed. The qualitative phase diagram of drag coefficient versus Reynolds number (Re) is recaptured in this model, including the theoretically elusive onset of drag reduction and the maximum drag reduction (MDR) asymptote. The Re-dependent drag and the MDR are analytically explained, and the dependence of the amount of drag on material parameters is rationalized.

Engineering drag currents in Coulomb coupled quantum dots

NASA Astrophysics Data System (ADS)

Lim, Jong Soo; Sánchez, David; López, Rosa

2018-02-01

The Coulomb drag phenomenon in a Coulomb-coupled double quantum dot system is revisited with a simple model that highlights the importance of simultaneous tunneling of electrons. Previously, cotunneling effects on the drag current in mesoscopic setups have been reported both theoretically and experimentally. However, in both cases the sequential tunneling contribution to the drag current was always present unless the drag level position were too far away from resonance. Here, we consider the case of very large Coulomb interaction between the dots, whereby the drag current needs to be assisted by cotunneling events. As a consequence, a quantum coherent drag effect takes place. Further, we demonstrate that by properly engineering the tunneling probabilities using band tailoring it is possible to control the sign of the drag and drive currents, allowing them to flow in parallel or antiparallel directions. We also show that the drag current can be manipulated by varying the drag gate potential and is thus governed by electron- or hole-like transport.

Full-Scale Wind-Tunnel Investigation of the Drag Characteristics of an HU2K Helicopter Fuselage

NASA Technical Reports Server (NTRS)

Scallion, William I.

1963-01-01

An investigation was conducted in the Langley full-scale tunnel to determine the drag characteristics of the HU2K helicopter fuselage. The effects of body shape, engine operation, appendages, and leakage on the model drag were determined. The results of the tests showed that the largest single contribution to the parasite drag was that of the rotor hub installation which produced about 80 percent of the drag of the sealed and faired production body. Fairings on the rotor hub and blade retentions, or a cleaned-up hub and retentions, appeared to be the most effective single modifications tested. The total drag of all protuberances and air leakage also contributed a major part of the drag - an 83-percent increase over the drag of the sealed and faired production body. An additional increment of drag was caused by the basic shape of the fuselage - 19 percent more than the drag obtained when the fuselage shape was extensively refaired. Another sizable increment of drag was caused by the engine oil-cooler exit which gave a drag of 8 percent of that of the sealed and faired production body.

Multiparticle imaging technique for two-phase fluid flows using pulsed laser speckle velocimetry. Final report, September 1988--November 1992

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hassan, T.A.

1992-12-01

The practical use of Pulsed Laser Velocimetry (PLV) requires the use of fast, reliable computer-based methods for tracking numerous particles suspended in a fluid flow. Two methods for performing tracking are presented. One method tracks a particle through multiple sequential images (minimum of four required) by prediction and verification of particle displacement and direction. The other method, requiring only two sequential images uses a dynamic, binary, spatial, cross-correlation technique. The algorithms are tested on computer-generated synthetic data and experimental data which was obtained with traditional PLV methods. This allowed error analysis and testing of the algorithms on real engineering flows.more » A novel method is proposed which eliminates tedious, undersirable, manual, operator assistance in removing erroneous vectors. This method uses an iterative process involving an interpolated field produced from the most reliable vectors. Methods are developed to allow fast analysis and presentation of sets of PLV image data. Experimental investigation of a two-phase, horizontal, stratified, flow regime was performed to determine the interface drag force, and correspondingly, the drag coefficient. A horizontal, stratified flow test facility using water and air was constructed to allow interface shear measurements with PLV techniques. The experimentally obtained local drag measurements were compared with theoretical results given by conventional interfacial drag theory. Close agreement was shown when local conditions near the interface were similar to space-averaged conditions. However, theory based on macroscopic, space-averaged flow behavior was shown to give incorrect results if the local gas velocity near the interface as unstable, transient, and dissimilar from the average gas velocity through the test facility.« less

Multiparticle imaging technique for two-phase fluid flows using pulsed laser speckle velocimetry

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hassan, T.A.

1992-12-01

The practical use of Pulsed Laser Velocimetry (PLV) requires the use of fast, reliable computer-based methods for tracking numerous particles suspended in a fluid flow. Two methods for performing tracking are presented. One method tracks a particle through multiple sequential images (minimum of four required) by prediction and verification of particle displacement and direction. The other method, requiring only two sequential images uses a dynamic, binary, spatial, cross-correlation technique. The algorithms are tested on computer-generated synthetic data and experimental data which was obtained with traditional PLV methods. This allowed error analysis and testing of the algorithms on real engineering flows.more » A novel method is proposed which eliminates tedious, undersirable, manual, operator assistance in removing erroneous vectors. This method uses an iterative process involving an interpolated field produced from the most reliable vectors. Methods are developed to allow fast analysis and presentation of sets of PLV image data. Experimental investigation of a two-phase, horizontal, stratified, flow regime was performed to determine the interface drag force, and correspondingly, the drag coefficient. A horizontal, stratified flow test facility using water and air was constructed to allow interface shear measurements with PLV techniques. The experimentally obtained local drag measurements were compared with theoretical results given by conventional interfacial drag theory. Close agreement was shown when local conditions near the interface were similar to space-averaged conditions. However, theory based on macroscopic, space-averaged flow behavior was shown to give incorrect results if the local gas velocity near the interface as unstable, transient, and dissimilar from the average gas velocity through the test facility.« less

Drag reduction in hydrocarbon-aluminum soap polymer systems

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zakin, J.L.; Lee, K.C.

1972-01-01

While the drag-reducing capability of solutions of aluminum soap in hydrocarbons in turbulent flow has been known for over 20 yr, investigations of the effects of concentration, soap type, and aging on drag reduction have only recently begun. The effects of aging, shear stress, and the presence of peptizers on drag reduction of hydrocarbon dispersions of aluminum soaps at relatively low concentrations were studied. These systems showed an apparent upper critical shear stress above which drag reduction was gradually lost. Degradation of the soap micelle structure occurred relatively rapidly above this point and recovery was slow. The effect of peptizersmore » is complex. In some situations, it enhanced and in others reduced the drag-reducing ability of the soap polymers. (13 refs.)« less

Effect of Afterbody-Ejector Configurations on the Performance at Transonic Speeds of a Pylon-Supported Nacelle Model having a Hot-Jet Exhaust

NASA Technical Reports Server (NTRS)

Swihart, John M.; Mercer, Charles E.; Norton, Harry T., Jr.

1959-01-01

An investigation of several afterbody-ejector configurations on a pylon-supported nacelle model has been completed in the Langley 16-foot transonic tunnel at Mach numbers from 0.80 to 1.05. The propulsive performance of two nacelle afterbodies with low boattailing and long ejector spacing was compared with a configuration corresponding to a turbojet-engine installation having a highly boattailed afterbody with a short ejector. The jet exhaust was simulated with a hydrogen peroxide turbojet simulator. The angle of attack was maintained at 0 deg, and the average Reynolds number based on body length was 20 x 10(exp 6). The results of the investigation indicated that the configuration with a conical afterbody with smooth transition to a 15 deg boattail angle had large beneficial jet effects on afterbody pressure-drag coefficient and had the best thrust-minus-drag performance of the afterbody-ejector configurations investigated.

Importance of Variable Density and Non-Boussinesq Effects on the Drag of Spherical Particles

NASA Astrophysics Data System (ADS)

Ganguli, Swetava; Lele, Sanjiva

2017-11-01

What are the forces that act on a particle as it moves in a fluid? How do they change in the presence of significant heat transfer from the particle, a variable density fluid or gravity? Last year, using particle-resolved simulations we quantified these effects on a single spherical particle and on particles in periodic lattices when O(10-3) 50%) in the absolute drag are observed as λ approaches unity. Oppenheimer, et al. (2016) [1] have proposed a theoretical formula for the drag of a heated sphere at extremely low Re. We show that when Re >O(10), inertial effects completely dominate the drag while when Re

Mechanics of undulatory swimming in a frictional fluid.

PubMed

Ding, Yang; Sharpe, Sarah S; Masse, Andrew; Goldman, Daniel I

2012-01-01

The sandfish lizard (Scincus scincus) swims within granular media (sand) using axial body undulations to propel itself without the use of limbs. In previous work we predicted average swimming speed by developing a numerical simulation that incorporated experimentally measured biological kinematics into a multibody sandfish model. The model was coupled to an experimentally validated soft sphere discrete element method simulation of the granular medium. In this paper, we use the simulation to study the detailed mechanics of undulatory swimming in a "granular frictional fluid" and compare the predictions to our previously developed resistive force theory (RFT) which models sand-swimming using empirically determined granular drag laws. The simulation reveals that the forward speed of the center of mass (CoM) oscillates about its average speed in antiphase with head drag. The coupling between overall body motion and body deformation results in a non-trivial pattern in the magnitude of lateral displacement of the segments along the body. The actuator torque and segment power are maximal near the center of the body and decrease to zero toward the head and the tail. Approximately 30% of the net swimming power is dissipated in head drag. The power consumption is proportional to the frequency in the biologically relevant range, which confirms that frictional forces dominate during sand-swimming by the sandfish. Comparison of the segmental forces measured in simulation with the force on a laterally oscillating rod reveals that a granular hysteresis effect causes the overestimation of the body thrust forces in the RFT. Our models provide detailed testable predictions for biological locomotion in a granular environment.

Mechanics of Undulatory Swimming in a Frictional Fluid

PubMed Central

Ding, Yang; Sharpe, Sarah S.; Masse, Andrew; Goldman, Daniel I.

2012-01-01

The sandfish lizard (Scincus scincus) swims within granular media (sand) using axial body undulations to propel itself without the use of limbs. In previous work we predicted average swimming speed by developing a numerical simulation that incorporated experimentally measured biological kinematics into a multibody sandfish model. The model was coupled to an experimentally validated soft sphere discrete element method simulation of the granular medium. In this paper, we use the simulation to study the detailed mechanics of undulatory swimming in a “granular frictional fluid” and compare the predictions to our previously developed resistive force theory (RFT) which models sand-swimming using empirically determined granular drag laws. The simulation reveals that the forward speed of the center of mass (CoM) oscillates about its average speed in antiphase with head drag. The coupling between overall body motion and body deformation results in a non-trivial pattern in the magnitude of lateral displacement of the segments along the body. The actuator torque and segment power are maximal near the center of the body and decrease to zero toward the head and the tail. Approximately 30% of the net swimming power is dissipated in head drag. The power consumption is proportional to the frequency in the biologically relevant range, which confirms that frictional forces dominate during sand-swimming by the sandfish. Comparison of the segmental forces measured in simulation with the force on a laterally oscillating rod reveals that a granular hysteresis effect causes the overestimation of the body thrust forces in the RFT. Our models provide detailed testable predictions for biological locomotion in a granular environment. PMID:23300407

Statistical Analysis of CFD Solutions From the Fifth AIAA Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.

2013-01-01

A graphical framework is used for statistical analysis of the results from an extensive N-version test of a collection of Reynolds-averaged Navier-Stokes computational fluid dynamics codes. The solutions were obtained by code developers and users from North America, Europe, Asia, and South America using a common grid sequence and multiple turbulence models for the June 2012 fifth Drag Prediction Workshop sponsored by the AIAA Applied Aerodynamics Technical Committee. The aerodynamic configuration for this workshop was the Common Research Model subsonic transport wing-body previously used for the 4th Drag Prediction Workshop. This work continues the statistical analysis begun in the earlier workshops and compares the results from the grid convergence study of the most recent workshop with previous workshops.

Rigid spherical particles in highly turbulent Taylor-Couette flow

NASA Astrophysics Data System (ADS)

Bakhuis, Dennis; Verschoof, Ruben A.; Mathai, Varghese; Huisman, Sander G.; Lohse, Detlef; Sun, Chao

2016-11-01

Many industrial and maritime processes are subject to enormous frictional losses. Reducing these losses even slightly will already lead to large financial and environmental benefits. The understanding of the underlying physical mechanism of frictional drag reduction is still limited, for example, in bubbly drag reduction there is an ongoing debate whether deformability and bubble size are the key parameters. In this experimental study we report high precision torque measurements using rigid non-deformable spherical particles in highly turbulent Taylor-Couette flow with Reynolds numbers up to 2 ×106 . The particles are made of polystyrene with an average density of 1.036 g cm-3 and three different diameters: 8mm, 4mm, and 1.5mm. Particle volume fractions of up to 6% were used. By varying the particle diameter, density ratio of the particles and the working fluid, and volume fraction of the particles, the effect on the torque is compared to the single phase case. These systematic measurements show that adding rigid spherical particles only results in very minor drag reduction. This work is financially supported by Netherlands Organisation for Scientific Research (NWO) by VIDI Grant Number 13477.

Motorcycle Drag Reduction using a Streamlined Object Ahead of the Rider

NASA Astrophysics Data System (ADS)

Selvamuthu, Thirukumaran; Thangadurai, Murugan

2018-05-01

Aerodynamics design of various components plays a significant role in reducing the overall drag of the vehicle to improve the fuel efficiency. In the present study, the effects of a semi-ellipsoidal structure placed ahead of a rider on the HONDA CBR 600 RR bike have been studied in detail for Reynolds number varying from 1.24 to 3.72 million. Three-dimensional numerical simulations were performed by solving the Reynolds averaged Navier-Stokes equations with the SST k-ω turbulence model. The numerical results were validated with the wind tunnel testing performed on a 1:12 scale down model using an external pyramidal balance. It has been observed that the wake pattern behind the vehicle, pressure and velocity distribution over the vehicle were modified remarkably by the inclusion of semi-ellipsoidal structure compared to the model with the rider. The drag coefficient of the bike was increased about 16% by placing a dummy rider over the vehicle. However, it decreased substantially and reached close to the base model value when the semi-ellipsoidal structure placed ahead of the rider. Further, the inclusion of semi-ellipsoidal structure produced a negative lift which improves the traction on the road compared to the base model.

Numerical investigation of drag and heat flux reduction mechanism of the pulsed counterflowing jet on a blunt body in supersonic flows

NASA Astrophysics Data System (ADS)

Zhang, Rui-rui; Huang, Wei; Yan, Li; Li, Lang-quan; Li, Shi-bin; Moradi, R.

2018-05-01

To design a kind of aerospace vehicle, the drag and heat flux reduction are the most important factors. In the current study, the counterflowing jet, one of the effective drag and heat flux reduction concepts, is investigated numerically by the two-dimensional axisymmetric Reynolds-averaged Navier-Stokes equations coupled with the SST k-ω turbulence model. An axisymmetric numerical simulation mode of the counterflowing jet on the supersonic vehicle nose-tip is established, and the numerical method employed is validated by the experimental schlieren images and experimental data in the open literature. A pulsed counterflowing jet scheme is proposed, and it uses a sinusoidal function to control the total and static pressures of the counterflowing jet. The obtained results show that the long penetration mode does not exist in the whole turnaround, even in a relatively small range of the jet total and static pressures, and this is different from the phenomenon obtained under the steady condition in the open literature. At the same time, it is observed that the variation of the physical parameters, such as the Stanton number induced by the pulsed jet, has an obvious periodicity and hysteresis phenomenon.

Large Fizeau's light-dragging effect in a moving electromagnetically induced transparent medium.

PubMed

Kuan, Pei-Chen; Huang, Chang; Chan, Wei Sheng; Kosen, Sandoko; Lan, Shau-Yu

2016-10-03

As one of the most influential experiments on the development of modern macroscopic theory from Newtonian mechanics to Einstein's special theory of relativity, the phenomenon of light dragging in a moving medium has been discussed and observed extensively in different types of systems. To have a significant dragging effect, the long duration of light travelling in the medium is preferred. Here we demonstrate a light-dragging experiment in an electromagnetically induced transparent cold atomic ensemble and enhance the dragging effect by at least three orders of magnitude compared with the previous experiments. With a large enhancement of the dragging effect, we realize an atom-based velocimeter that has a sensitivity two orders of magnitude higher than the velocity width of the atomic medium used. Such a demonstration could pave the way for motional sensing using the collective state of atoms in a room temperature vapour cell or solid state material.

A proof of the theorem regarding the distribution of lift over the span for minimum induced drag

NASA Technical Reports Server (NTRS)

Durand, W F

1931-01-01

The proof of the theorem that the elliptical distribution of lift over the span is that which will give rise to the minimum induced drag has been given in a variety of ways, generally speaking too difficult to be readily followed by the graduate of the average good technical school of the present day. In the form of proof this report makes an effort to bring the matter more readily within the grasp of this class of readers.

Drag Reduction Control for Flow over a Hump with Surface-Mounted Thermoacoustic Actuator

DTIC Science & Technology

2015-01-06

integrating qwall over the actuator stripe and taking the average over one oscillation period. This gives Q̇ = 2σq̂/π. Now we can define the drag...itself to produce acoustic waves, the input AC current sinusoidally heats this membrane due to Joule heating and creates surface pressure...such that its heat ca- pacity per unit area (HCPUA) is at least two orders of magnitude smaller than that of the metal . Since the output acoustic power

Investigation of drag and heat reduction induced by a novel combinational lateral jet and spike concept in supersonic flows based on conjugate heat transfer approach

NASA Astrophysics Data System (ADS)

Zhu, Liang; Chen, Xiong; Li, Yingkun; Musa, Omer; Zhou, Changsheng

2018-01-01

When flying at supersonic or hypersonic speeds through the air, the drag and severe heating have a great impact on the vehicles, thus the drag reduction and thermal protection studies have attracted worldwide attention. In the current study, the Reynolds-averaged Navier-Stokes (RANS) equations coupled with the shear stress transport (SST) k - ω turbulence model have been employed to investigate the flow behavior induced by a novel combinational lateral jet and spike concept in supersonic flows. A coupling conjugate heat transfer (CHT) approach has been applied to investigate the thermal protection, which takes the heat transfer of structure into consideration. After the code was validated by the available experimental results and the gird independency analysis was carried out, the influences of the spike length ratio, lateral jet pressure ratio and lateral jet location on the drag and heat reduction performance are analyzed comprehensively. The obtained results show that a remarkable reduction in the drag and heat flux is achieved when a lateral jet is added to the spike. This implies that the combinational lateral jet and spike concept in supersonic flows have a great benefit to the drag and heat reduction. Both the drag and heat reduction decrease with the increase of the lateral jet pressure ratio, and the heat flux is more sensitive to the lateral jet pressure ratio. The lateral jet should not be located in the bottom of the spike in order to realize better drag and heat reduction performance. The drag and heat flux could be reduced by about 45% by reasonable lateral jet location. The drag decreases with the increase of the spike length ratio whereas the heat flux is affected by the spike length ratio just in a certain range.

Muscle activation in young men during a lower limb aquatic resistance exercise with different devices.

PubMed

Borreani, Sebastien; Colado, Juan Carlos; Furio, Josep; Martin, Fernando; Tella, Víctor

2014-05-01

Little research has been reported on the effects of using different devices with resistance exercises in a water environment. This study compared muscular activation of lower extremity and core muscles during leg adduction performed at maximum velocity with drag and floating devices of different sizes. A total of 24 young men (mean age 23.20 ± 1.18 years) performed 3 repetitions of leg adduction at maximum velocity using 4 different devices (ie, large/small and drag/floating). The maximum amplitude of the electromyographic root mean square of the adductor longus, rectus abdominis, external oblique on the dominant side, external oblique on the nondominant side, and erector lumbar spinae were recorded. Electromyographic signals were normalized to the maximum voluntary isometric contraction (MVIC). Unexpectedly, no significant (P > 0.05) differences were found in the neuromuscular responses among the different devices used; the average activation of agonist muscle adequate for neuromuscular conditioning was 40.95% of MVIC. In addition, external oblique activation is greater on the contralateral side to stabilize the body (average, 151.74%; P < 0.05). Therefore, if maximum muscle activation is required, the kind of device is not relevant. Thus, the choice should be based on economic factors.

Interface between hospital and fire authorities--a concept for management of incidents in hospitals.

PubMed

Gretenkort, Peter; Harke, Henning; Blazejak, Jan; Pache, Bernd; Leledakis, Georgios

2002-01-01

Although every hospital needs a security plan for the support of immobile patients who do not possess autonomous escape capabilities, little information exists to assist in the development of practical patient evacuation methods. 1) In hospitals during disasters, incident leadership of the fire authorities can be supported effectively by hospital executives experienced in the management of mass casualties; and 2) As an alternative for canvas carry sheets, rescue drag sheets can be employed for emergency, elevator-independent, patient evacuation. A hospital evacuation exercise was planned and performed to obtain experiences in incident command and to permit calculation of elevator-independent patient transport times. Performance of incident leadership was observed by means of pre-defined checklists. The effectiveness and efficiency of carrying teams with five persons each were compared to those with a rescue drag sheet employed by a single person. Incident command for hospitals during a disaster is enhanced considerably by pre-defined and trained executives who are placed at the immediate disposal of the fire authorities. For elevator-independent patient transport, the rescue drag sheet was superior to conventional carrying measures because of a reduced number of transport personnel required to move each patient. With this method, patient transport times averaged 54 m/min. flat and 18 seconds for one floor descent. Experiences from a hospital during an evacuation exercise provided decision criteria for changes in the disaster preparedness plan. Hospital incident leadership was assigned to executives-in-charge in close co-operation with the fire authorities. All beds were equipped with a rescue drag sheet. Both concepts may help to cope with an emergency evacuation of a hospital.

Modeling the effects of small turbulent scales on the drag force for particles below and above the Kolmogorov scale

NASA Astrophysics Data System (ADS)

Gorokhovski, Mikhael; Zamansky, Rémi

2018-03-01

Consistently with observations from recent experiments and DNS, we focus on the effects of strong velocity increments at small spatial scales for the simulation of the drag force on particles in high Reynolds number flows. In this paper, we decompose the instantaneous particle acceleration in its systematic and residual parts. The first part is given by the steady-drag force obtained from the large-scale energy-containing motions, explicitly resolved by the simulation, while the second denotes the random contribution due to small unresolved turbulent scales. This is in contrast with standard drag models in which the turbulent microstructures advected by the large-scale eddies are deemed to be filtered by the particle inertia. In our paper, the residual term is introduced as the particle acceleration conditionally averaged on the instantaneous dissipation rate along the particle path. The latter is modeled from a log-normal stochastic process with locally defined parameters obtained from the resolved field. The residual term is supplemented by an orientation model which is given by a random walk on the unit sphere. We propose specific models for particles with diameter smaller and larger size than the Kolmogorov scale. In the case of the small particles, the model is assessed by comparison with direct numerical simulation (DNS). Results showed that by introducing this modeling, the particle acceleration statistics from DNS is predicted fairly well, in contrast with the standard LES approach. For the particles bigger than the Kolmogorov scale, we propose a fluctuating particle response time, based on an eddy viscosity estimated at the particle scale. This model gives stretched tails of the particle acceleration distribution and dependence of its variance consistent with experiments.

Four and eight faceted domes effects on drag force and image in missile application

NASA Astrophysics Data System (ADS)

Sakarya, Doǧan Uǧur

2017-10-01

Drag force effect is an important aspect of range performance in missile applications. Depending on domes geometry, this effect can be decreased. Hemispherical domes have great image uniformity but more drag force has an effect on it. Four and eight faceted domes decrease drag force. However, environment reflections cause a noise in a system. Also depending on the faceted domes shape, sun and other sources in the environment are deformed in the face of them and these deformed objects result in a false target in an image. In this study; hemispherical, four faceted and eight faceted domes are compared with respect to drag force. Furthermore, images are captured by using these manufactured domes. To compare domes effects on images, scenarios are generated and automatic target acquisition algorithm is used.

Flight tests of external modifications used to reduce blunt base drag

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1988-01-01

The effectiveness of a trailing disk (the trapped vortex concept) in reducing the blunt base drag of an 8-in diameter body of revolution was studied from measurements made both in flight and in full-scale wind-tunnel tests. The experiment demonstrated the significant base drag reduction capability of the trailing disk to Mach 0.93. The maximum base drag reduction obtained from a cavity tested on the flight body of revolution was not significant. The effectiveness of a splitter plate and a vented-wall cavity in reducing the base drag of a quasi-two-dimensional fuselage closure was studied from base pressure measurements made in flight. The fuselage closure was between the two engines of the F-111 airplane; therefore, the base pressures were in the presence of jet engine exhaust. For Mach numbers from 1.10 to 1.51, significant base drag reduction was provided by the vented-wall cavity configuration. The splitter plate was not considered effective in reducing base drag at any Mach number tested.

Gliding Swifts Attain Laminar Flow over Rough Wings

PubMed Central

Lentink, David; de Kat, Roeland

2014-01-01

Swifts are among the most aerodynamically refined gliding birds. However, the overlapping vanes and protruding shafts of their primary feathers make swift wings remarkably rough for their size. Wing roughness height is 1–2% of chord length on the upper surface—10,000 times rougher than sailplane wings. Sailplanes depend on extreme wing smoothness to increase the area of laminar flow on the wing surface and minimize drag for extended glides. To understand why the swift does not rely on smooth wings, we used a stethoscope to map laminar flow over preserved wings in a low-turbulence wind tunnel. By combining laminar area, lift, and drag measurements, we show that average area of laminar flow on swift wings is 69% (n = 3; std 13%) of their total area during glides that maximize flight distance and duration—similar to high-performance sailplanes. Our aerodynamic analysis indicates that swifts attain laminar flow over their rough wings because their wing size is comparable to the distance the air travels (after a roughness-induced perturbation) before it transitions from laminar to turbulent. To interpret the function of swift wing roughness, we simulated its effect on smooth model wings using physical models. This manipulation shows that laminar flow is reduced and drag increased at high speeds. At the speeds at which swifts cruise, however, swift-like roughness prolongs laminar flow and reduces drag. This feature gives small birds with rudimentary wings an edge during the evolution of glide performance. PMID:24964089

Influence of non-adiabatic wall conditions on the cross-flow around a circular cylinder

DOE Office of Scientific and Technical Information (OSTI.GOV)

Macha, J.M.; Shafa, K.S.

1984-02-01

The drag and heat transfer of a finite length circular cylinder in a cross-flow have been investigated in a wind tunnel at surface-to-freestream temperature ratios from 1.0 to 2.1 for freestream Reynolds numbers of 2.2 x 10/sup 5/ and 4.4 x 10/sup 5/. The measured surface pressures were integrated to determine the effect of cylinder temperature on the drag coefficient, and the average Nusselt number was calculated from the electrical power required to heat the cylinder. For the freestream Reynolds number of 4.4 x 10/sup 5/, the experimental data show that increasing the cylinder temperature caused a reverse-transition from supercriticalmore » to subcritical flow. As a result of the increased size of the low-velocity wake region, C /SUB D/ increased by 21 percent and Nu /SUB d/ decreased by 26 percent.« less

Correlation Between Geometric Similarity of Ice Shapes and the Resulting Aerodynamic Performance Degradation: A Preliminary Investigation Using WIND

NASA Technical Reports Server (NTRS)

Wright, William B.; Chung, James

1999-01-01

Aerodynamic performance calculations were performed using WIND on ten experimental ice shapes and the corresponding ten ice shapes predicted by LEWICE 2.0. The resulting data for lift coefficient and drag coefficient are presented. The difference in aerodynamic results between the experimental ice shapes and the LEWICE ice shapes were compared to the quantitative difference in ice shape geometry presented in an earlier report. Correlations were generated to determine the geometric features which have the most effect on performance degradation. Results show that maximum lift and stall angle can be correlated to the upper horn angle and the leading edge minimum thickness. Drag coefficient can be correlated to the upper horn angle and the frequency-weighted average of the Fourier coefficients. Pitching moment correlated with the upper horn angle and to a much lesser extent to the upper and lower horn thicknesses.

An integrated aerodynamic/propulsion study for generic aero-space planes based on waverider concepts

NASA Technical Reports Server (NTRS)

Emanuel, G.; Rasmussen, M. L.

1991-01-01

Research efforts related to the development of a unified aerospace plane analysis based on waverider technology are summarized. Viscous effects on the forebodies of cone-derived waverider configurations were studied. A simple means for determining the average skin friction coefficient of laminar boundary layers was established. This was incorporated into a computer program that provides lift and drag coefficients and lift/drag ratio for on-design waveriders when the temperature and Reynolds number based on length are specified. An effort was made to carry out parabolized Navier-Stokes (PNS) calculations for cone-derived waveriders. When the viscous terms were turned off (in the Euler mode) computations for elliptic cone-derived waveriders could be carried out for a wide range of on-design and off-design situations. Work related to waveriders derived from power law shocks is described in some detail.

Use of magnetic sails for advanced exploration missions

NASA Technical Reports Server (NTRS)

Andrews, Dana G.; Zubrin, Robert M.

1990-01-01

The magnetic sail, or magsail, is a field effect device which interacts with the ambient solar wind or interstellar medium over a considerable volume of space to generate drag and lift forces. Two theories describing the method of thrust generation are analyzed and data results are presented. The techniques for maintaining superconductor temperatures in interplanetary space are analyzed and low risk options presented. Comparisons are presented showing mission performance differences between currently proposed spacecraft using chemical and electric propulsion systems, and a Magsail propelled spacecraft capable of generating an average thrust of 250 Newtons at a radius of one A.U. The magsail also provides unique capabilities for interstellar missions, in that at relativistic speeds the magnetic field would ionize and deflect the interstellar medium producing a large drag force. This would make it an ideal brake for decelerating a spacecraft from relativistic speeds and then maneuvering within the target star system.

Wind-Tunnel Investigations of Blunt-Body Drag Reduction Using Forebody Surface Roughness

NASA Technical Reports Server (NTRS)

Whitmore, Stephen A.; Sprague, Stephanie; Naughton, Jonathan W.; Curry, Robert E. (Technical Monitor)

2001-01-01

This paper presents results of wind-tunnel tests that demonstrate a novel drag reduction technique for blunt-based vehicles. For these tests, the forebody roughness of a blunt-based model was modified using micomachined surface overlays. As forebody roughness increases, boundary layer at the model aft thickens and reduces the shearing effect of external flow on the separated flow behind the base region, resulting in reduced base drag. For vehicle configurations with large base drag, existing data predict that a small increment in forebody friction drag will result in a relatively large decrease in base drag. If the added increment in forebody skin drag is optimized with respect to base drag, reducing the total drag of the configuration is possible. The wind-tunnel tests results conclusively demonstrate the existence of a forebody dragbase drag optimal point. The data demonstrate that the base drag coefficient corresponding to the drag minimum lies between 0.225 and 0.275, referenced to the base area. Most importantly, the data show a drag reduction of approximately 15% when the drag optimum is reached. When this drag reduction is scaled to the X-33 base area, drag savings approaching 45,000 N (10,000 lbf) can be realized.

The effects of radiation drag on radial, relativistic hydromagnetic winds

NASA Technical Reports Server (NTRS)

Li, Zhi-Yun; Begelman, Mitchell C.; Chiueh, Tzihong

1992-01-01

The effects of drag on an idealized relativistic MHD wind of radial geometry are studied. The astrophysical motivation is to understand the effects of radiation drag on the dynamics of a jet or wind passing through the intense radiation field of an accreting compact object. From a critical point analysis, it is found that a slow magnetosonic point can appear in a dragged flow even in the absence of gravitational force, as a result of a balance between the drag force and the combination of thermal pressure and centrifugal forces. As in the undragged case, the Alfven point does not impose any constraints on the flow. Although it is formally possible for a dragged flow to possess more than one fast magnetosonic point, it is shown that this is unlikely in practice. In the limit of a 'cold', centrifugally driven flow, it is shown that the fast magnetosonic point moves to infinite radius, just as in the drag-free case. For a given mass flux, the total energy output carried to infinity, and the final partition between the kinetic energy and the Poynting flux, are the same for the dragged and the drag-free flows. The main effects of radiation drag are to increase the amount of energy and angular momentum extracted from the source and to redistribute the regions where acceleration occurs in the flow. This is accomplished through the storage and release of magnetic energy, as a result of additional winding and compression of the field caused by the action of the drag. For a relativistic wind, the dissipated energy can exceed the final kinetic energy of the flow and may be comparable to the total flow energy (which is dominated by Poynting flux). The energy lost to radiation drag will appear as a Doppler-boosted beam of scattered radiation, which could dominate the background radiation if the flow is well-collimated.

A study about the split drag flaps deflections to directional motion of UiTM's blended wing body aircraft based on computational fluid dynamics simulation

NASA Astrophysics Data System (ADS)

Mohamad, Firdaus; Wisnoe, Wirachman; Nasir, Rizal E. M.; Kuntjoro, Wahyu

2012-06-01

This paper discusses on the split drag flaps to the yawing motion of BWB aircraft. This study used split drag flaps instead of vertical tail and rudder with the intention to generate yawing moment. These features are installed near the tips of the wing. Yawing moment is generated by the combination of side and drag forces which are produced upon the split drag flaps deflection. This study is carried out using Computational Fluid Dynamics (CFD) approach and applied to low subsonic speed (0.1 Mach number) with various sideslip angles (β) and total flaps deflections (δT). For this research, the split drag flaps deflections are varied up to ±30°. Data in terms of dimensionless coefficient such as drag coefficient (CD), side coefficient (CS) and yawing moment coefficient (Cn) were used to observe the effect of the split drag flaps. From the simulation results, these split drag flaps are proven to be effective from ±15° deflections or 30° total deflections.

Tail thrust of bluefish Pomatomus saltatrix at different buoyancies, speeds, and swimming angles.

PubMed

Ogilvy, C S; DuBois, A B

1982-06-01

1. The tail thrust of bluefish Pomatomus saltatrix was measured using a body accelerometer at different water speeds, buoyancies, and angles of water flow to determine the contribution of tail thrust in overcoming parasitic drag, induced drag, and weight directed along the track. The lengths and weights of the fish averaged 0.52 m and 1.50 kg respectively. 2. The tail thrust overcoming parasitic drag in Newtons, as measured during neutral buoyancy, was: 0.51 x speed + 0.15, with a standard error of estimate of 0.09 N. 3. When buoyancy was altered by the introduction or removal of air from a balloon implanted in the swim bladder, the tail thrust was altered by an amount of the same order as the value calculated for the induced drag of the pectoral fins. 4. The component of weight directed backward along the track was the weight in water multiplied by the sine of the angle of the swimming tunnel relative to horizontal. When this force was added to the calculated induced drag and tail thrust measured at neutral buoyancy, the rearward force equal to the tail thrust, at 45 ml negative buoyancy, 0.5 m s-1, and 15 degrees head up, was 0.12 N due to weight + 0.05 N due to induced drag + 0.40 N due to parasitic drag = 0.57 N total rearward force. 5. The conditions required for gliding were not achieved in our bluefish because the drag exceeded the component of the weight in water directed forward along the track at speeds above the stalling speed of the pectoral fins.

Effect of Boattail and Sidewall Curvature on Nozzle Drag Characteristics

NASA Technical Reports Server (NTRS)

Capone, Francis J.; Deere, Karen A.; Bangert, Linda S.; Pao, Paul S.

1999-01-01

The NASA-industry team has sponsored several studies in the last two years to address the installed nozzle boattail drag issues. Some early studies suggested that nozzle boattail drag could be as much as 25 to 40 percent of the subsonic cruise. As part of this study tests have been conducted at NASA-Langley to determine the uninstalled drag characteristics of a proposed nozzle. The overall objective was to determine the effects of nozzle external flap curvature and sidewall boattail variations. This test would also provide data for validating CFD predictions of nozzle boattail drag.

Determination of the myosin step size from mechanical and kinetic data.

PubMed Central

Pate, E; White, H; Cooke, R

1993-01-01

During muscle contraction, work is generated when a myosin cross-bridge attaches to an actin filament and exerts a force on it through some power-stroke distance, h. At the end of this power stroke, attached myosin heads are carried into regions where they exert a negative force on the actin filament (the drag stroke) and where they are released rapidly from actin by ATP binding. Although the length of the power stroke remains controversial, average distance traversed in the drag-stroke region can be determined when one knows both rate of cross-bridge dissociation and filament-sliding velocity. At maximum contraction velocity, the average force exerted in the drag stroke must balance that exerted in the power stroke. We discuss here a simple model of cross-bridge interaction that allows one to calculate the force exerted in the drag stroke and to relate this to the power-stroke distance h traversed by cross-bridges in the positive-force region. Both the rate at which myosin can be dissociated from actin and the velocity at which an actin filament can be translated have been measured for a series of myosin isozymes and for different substrates, producing a wide range of values for each. Nonetheless, we show here that the rate of myosin dissociation from actin correlates well with the velocity of filament sliding, providing support for the simple model presented and suggesting that the power stroke is approximately 10 nm in length. PMID:8460156

Effects of stern-foil submerged elevation on the lift and drag of a hydrofoil craft

NASA Astrophysics Data System (ADS)

Suastika, K.; Apriansyah

2018-03-01

Effects of the stern-foil submerged elevation on the lift and drag of a hydrofoil craft are studied by using computational fluid dynamics (CFD) and by considering three alternative stern-foil submerged elevations. The submerged elevation of the front foil is kept constant in all the alternatives. From among the alternatives, the deepest stern-foil placement results in the highest stern-foil lift with the highest foil’s lift-to-drag ratio. However, considering the lift-to-drag ratio of the whole foil-strut-hull system, the shallowest stern-foil placement results in the highest lift-to-drag ratio. The struts and the foil’s submerged elevation significantly affects the drag of the whole foil-strut-hull system.

Computational study of the effect of Reynolds number and motion trajectory asymmetry on the aerodynamics of a pitching airfoil at low Reynolds number

NASA Astrophysics Data System (ADS)

Hammer, Patrick R.

It is well established that natural flyers flap their wings to sustain flight due to poor performance of steady wing aerodynamics at low Reynolds number. Natural flyers also benefit from the propulsive force generated by flapping. Unsteady airfoils allow for simplified study of flapping wing aerodynamics. Limited previous work has suggested that both the Reynolds number and motion trajectory asymmetry play a non-negligible role in the resulting forces and wake structure of an oscillating airfoil. In this work, computations are performed to on this topic for a NACA 0012 airfoil purely pitching about its quarter-chord point. Two-dimensional computations are undertaken using the high-order, extensively validated FDL3DI Navier-Strokes solver developed at Wright-Patterson Air Force Base. The Reynolds number range of this study is 2,000-22,000, reduced frequencies as high as 16 are considered, and the pitching amplitude varies from 2° to 10°. In order to simulate the incompressible limit with the current compressible solver, freestream Mach numbers as low as 0.005 are used. The wake structure is accurately resolved using an overset grid approach. The results show that the streamwise force depends on Reynolds number such that the drag-to-thrust crossover reduced frequency decreases with increasing Reynolds number at a given amplitude. As the amplitude increases, the crossover reduced frequency decreases at a given Reynolds number. The crossover frequency data show good collapse for all pitching amplitudes considered when expressed as the Strouhal number based on trailing edge-amplitude for different Reynolds numbers. Appropriate scaling causes the thrust data to become nearly independent of Reynolds number and amplitude. An increase in propulsive efficiency is observed as the Reynolds number increases while less dependence is seen in the peak-to-peak lift and drag amplitudes. Reynolds number dependence is also seen for the wake structure. The crossover reduced frequency to produce a switch in the wake vortex configuration from von Karman (drag) to reverse von Karman (thrust) patterns decreases as the Reynolds number increases. As the pitching amplitude increases, more complex structures form in the wake, particularly at the higher Reynolds numbers considered. Although both the transverse and streamwise spacing depend on amplitude, the vortex array aspect ratio is nearly amplitude independent for each Reynolds number. Motion trajectory asymmetry produces a non-zero average lift and a decrease in average drag. Decomposition of the lift demonstrates that the majority of the average lift is a result of the component from average vortex (circulatory) lift. The average lift is positive at low reduced frequency, but as the reduced frequency increases at a given motion asymmetry, an increasing amount of negative lift occurs over a greater portion of the oscillation cycle, and eventually causes a switch in the sign of the lift. The maximum value, minimum value, and peak-to-peak amplitude of the lift and drag increase with increasing reduced frequency and asymmetry. The wake structure becomes complex with an asymmetric motion trajectory. A faster pitch-up produces a single positive vortex and one or more negative vortices, the number of which depends on the reduced frequency and asymmetry. When the airfoil motion trajectory is asymmetric, the vortex trajectories and properties in the wake exhibit asymmetric behavior.

Underwater drag-reducing effect of superhydrophobic submarine model.

PubMed

Zhang, Songsong; Ouyang, Xiao; Li, Jie; Gao, Shan; Han, Shihui; Liu, Lianhe; Wei, Hao

2015-01-01

To address the debates on whether superhydrophobic coatings can reduce fluid drag for underwater motions, we have achieved an underwater drag-reducing effect of large superhydrophobic submarine models with a feature size of 3.5 cm × 3.7 cm × 33.0 cm through sailing experiments of submarine models, modified with and without superhydrophobic surface under similar power supply and experimental conditions. The drag reduction rate reached as high as 15%. The fabrication of superhydrophobic coatings on a large area of submarine model surfaces was realized by immobilizing hydrophobic copper particles onto a precross-linked polydimethylsiloxane (PDMS) surface. The pre-cross-linking time was optimized at 20 min to obtain good superhydrophobicity for the underwater drag reduction effect by investigating the effect of pre-cross-linking on surface wettability and water adhesive property. We do believe that superhydrophobic coatings may provide a promising application in the field of drag-reducing of vehicle motions on or under the water surface.

The effects on cruise drag of installing long-duct refan-engine nacelles on the McDonnell Douglas DC-8-50 and -61

NASA Technical Reports Server (NTRS)

Callaghan, J. T.; Donelson, J. E.; Morelli, J. P.

1973-01-01

A high-speed wind tunnel test was conducted to determine the effect on cruise performance of installing long-duct refan-engine nacelles on the DC-8-50 and -61 models. Drag data and wing/pylon/nacelle channel pressure data are presented. At a typical cruise condition there exists a very small interference drag penalty of less than one-percent of total cruise data for the Refan installation. Pressure data indicate that some supersonic flow is present in the inboard channel of the inboard refan nacelle installation, but it is not sufficient to cause any wave drag on boundary layer separation. One pylon modification, which takes the form of pylon bumps, was tested. It resulted in a drag penalty, because its design goal of eliminating shock-related interference drag was not required and the bump thus became a source of additional parasite drag.

Concurrent field measurements of turbulent velocities, plant reconfiguration and drag forces on Ranunculus penicillatus

NASA Astrophysics Data System (ADS)

Paul, Maike; Thomas, Robert E.; Keevil, Gareth M.

2013-04-01

In lowland rivers, seasonal patterns of in-stream macrophyte growth and decay have significant implications for flood risk. For a given discharge, flood risk is increased when dense macrophyte canopies reduce flow areas, increase blockage ratios and alter reach-scale roughness values. These factors combine and can increase the flow depth. Conversely, submerged vegetation is exposed to drag forces exerted by the flow, which may be sufficient to damage limbs or dislodge plants. The classical drag equation suggests that the force exerted by fluid flows upon submerged vegetation is a function of the fluid properties, the projected area of the vegetation, and the square of the flow velocity. However, very few studies have simultaneously monitored all of these parameters, resulting in significant uncertainty in the estimation of the coefficient that relates these parameters to the drag force and also the related roughness parameters that control the flow depth for a given discharge. To our knowledge, this study presents the first concurrent field measurements of turbulent velocities, plant reconfigurations and drag forces acting on Ranunculus penicillatus ssp. pseudofluitans (Syme) S.D.Webster. Measurements were undertaken in an artificially straightened reach of the chalk-bed River Wylye, near Longbridge Deverill, Wiltshire, UK. The reach is 5.7 m wide and during measurements there was a mean flow depth of 0.28 m and an average discharge of 0.28 m³s-1. The reach is cleared of vegetation up to three times a year for flood defence purposes, but Ranunculus p. grows back within several weeks. Measurements were carried out after re-growth, when plants were fully developed with a mean length of 0.75 m and on average 6 nodes along the stem. The distances between the nodes increased from the base towards the tip and each node produced a capillary leaf, sometimes in conjunction with a branch. Floating leaves and flowers were not present. Plants were attached to a custom-made drag sensor that was deployed flush with the streambed. Simultaneously, a profiling Acoustic Doppler Velocimeter (Nortek Vectrino-II) was deployed 0.5 m upstream of the plants. Also, a video camera was installed with its field of view perpendicular to the mean flow direction, in order to record plant motion and reconfiguration associated with turbulent velocity and drag fluctuations. Measurements were repeated while the Vectrino-II was consecutively deployed at four vertical positions to: 1. obtain a velocity profile through the entire water column and 2. study which vertical position correlated most strongly to the drag force. Velocity measurements confirmed that turbulent structures were present throughout the water column and a response to these fluctuations was observed in the drag measurements. Responses lagged in time due to the horizontal distance between Vectrino-II and drag sensor position. Additionally, spectral analysis showed that the drag fluctuates with a frequency of 0.5 Hz which corresponds well with the undulating, quasi-sinusoidal, plant motion observed on the video footage. This motion was associated with the downstream propagation of coherent eddies.

Studies of Aerodynamic Drag.

DTIC Science & Technology

1982-12-01

31. Strouhal number vs Reynolds number - Effect of Wind tunnel Blockage. 150- P ecrit 100- 50k- o present d Qta o Mitry (1977) --Shair et ati (1963) 0...forces measured by the balance. 4.12 Final Tests A comprehensive set of drag measurements was taken with the new drag plates, the drag plates being

Drag measurements on a laminar flow body of revolution in Langley's 13 inch magnetic suspension and balance system. M.S. Thesis

NASA Technical Reports Server (NTRS)

Dress, David A.

1988-01-01

Low-speed wind tunnel drag force measurements were taken on a laminar flow body of revolution free of support interference. This body was tested at zero incidence in the NASA Langley 13 inch Magnetic Suspension and Balance System (MSBS). The primary objective of these tests was to substantiate the drag force measuring capabilities of the 13 inch MSBS. A secondary objective was to obtain support interference free drag measurements on an axisymmetric body of interest. Both objectives were met. The drag force calibrations and wind-on repeatability data provide a means of assessing the drag force measuring capabilities of the 13 inch MSBS. The measured drag coefficients for this body are of interest to researchers actively involved in designing minimum drag fuselage shapes. Additional investigations included: the effects of fixing transition; the effects of fins installed in the tail; surface flow visualizations using both liquid crystals and oil flow; and base pressure measurements using a one-channel telemetry system. Two drag prediction codes were used to assess their usefulness in estimating overall body drag. These theoretical results did not compare well with the measured values because of the following: incorrect or non-existent modeling of a laminar separation bubble on the body and incorrect of non-existent estimates of base pressure drag.

Evaluation of Blended Wing-Body Combinations with Curved Plan Forms at Mach Numbers Up to 3.50

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

This investigation is a continuation of the experimental and theoretical evaluation of the effects of wing plan-form variations on the aerodynamic performance characteristics of blended wing-body combinations. The present report compares previously tested straight-edged delta and arrow models which have leading-edge sweeps of 59.04 and 70-82 deg., respectively, with related models which have plan forms with curved leading and trailing edges designed to result in the same average sweeps in each case. All the models were symmetrical, without camber, and were generally similar having the same span, length, and aspect ratios. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local wing chords in a streamwise direction. The wing sections were computed by varying their shapes along with the body radii (blending process) to match the selected area distribution and the given plan form. The models were tested with transition fixed at Reynolds numbers of roughly 4,000,000 to 9,000,000, based on the mean aerodynamic chord of the wing. The characteristic effect of the wing curvature of the delta and arrow models was an increase at subsonic and transonic speeds in the lift-curve slopes which was partially reflected in increased maximum lift-drag ratios. Curved edges were not evaluated on a diamond plan form because a preliminary investigation indicated that the curvature considered would increase the supersonic zero-lift wave drag. However, after the test program was completed, a suitable modification for the diamond plan form was discovered. The analysis presented in the appendix indicates that large reductions in the zero-lift wave drag would be obtained at supersonic Mach numbers if the leading- and trailing-edge sweeps are made to differ by indenting the trailing edge and extending the root of the leading edge.

Direct measurements of lift and drag on shallowly submerged cobbles in steep streams: Implications for flow resistance and sediment transport

NASA Astrophysics Data System (ADS)

Lamb, Michael P.; Brun, Fanny; Fuller, Brian M.

2017-09-01

Steep mountain streams have higher resistance to flow and lower sediment transport rates than expected by comparison with low gradient rivers, and often these differences are attributed to reduced near-bed flow velocities and stresses associated with form drag on channel forms and immobile boulders. However, few studies have directly measured drag and lift forces acting on bed sediment for shallow flows over coarse sediment, which ultimately control sediment transport rates and grain-scale flow resistance. Here we report on particle lift and drag force measurements in flume experiments using a planar, fixed cobble bed over a wide range of channel slopes (0.004 < S < 0.3) and water discharges. Drag coefficients are similar to previous findings for submerged particles (CD ˜ 0.7) but increase significantly for partially submerged particles. In contrast, lift coefficients decrease from near unity to zero as the flow shallows and are strongly negative for partially submerged particles, indicating a downward force that pulls particles toward the bed. Fluctuating forces in lift and drag decrease with increasing relative roughness, and they scale with the depth-averaged velocity squared rather than the bed shear stress. We find that, even in the absence of complex bed topography, shallow flows over coarse sediment are characterized by high flow resistance because of grain drag within a roughness layer that occupies a significant fraction of the total flow depth, and by heightened critical Shields numbers and reduced sediment fluxes because of reduced lift forces and reduced turbulent fluctuations.

On the diverse roles of fluid dynamic drag in animal swimming and flying

PubMed Central

2018-01-01

Questions of energy dissipation or friction appear immediately when addressing the problem of a body moving in a fluid. For the most simple problems, involving a constant steady propulsive force on the body, a straightforward relation can be established balancing this driving force with a skin friction or form drag, depending on the Reynolds number and body geometry. This elementary relation closes the full dynamical problem and sets, for instance, average cruising velocity or energy cost. In the case of finite-sized and time-deformable bodies though, such as flapping flyers or undulatory swimmers, the comprehension of driving/dissipation interactions is not straightforward. The intrinsic unsteadiness of the flapping and deforming animal bodies complicates the usual application of classical fluid dynamic forces balance. One of the complications is because the shape of the body is indeed changing in time, accelerating and decelerating perpetually, but also because the role of drag (more specifically the role of the local drag) has two different facets, contributing at the same time to global dissipation and to driving forces. This causes situations where a strong drag is not necessarily equivalent to inefficient systems. A lot of living systems are precisely using strong sources of drag to optimize their performance. In addition to revisiting classical results under the light of recent research on these questions, we discuss in this review the crucial role of drag from another point of view that concerns the fluid–structure interaction problem of animal locomotion. We consider, in particular, the dynamic subtleties brought by the quadratic drag that resists transverse motions of a flexible body or appendage performing complex kinematics, such as the phase dynamics of a flexible flapping wing, the propagative nature of the bending wave in undulatory swimmers, or the surprising relevance of drag-based resistive thrust in inertial swimmers. PMID:29445037

Humanized HLA-DR4.RagKO.IL2RγcKO.NOD (DRAG) mice sustain the complex vertebrate life cycle of Plasmodium falciparum malaria.

PubMed

Wijayalath, Wathsala; Majji, Sai; Villasante, Eileen F; Brumeanu, Teodor D; Richie, Thomas L; Casares, Sofia

2014-09-30

Malaria is a deadly infectious disease affecting millions of people in tropical and sub-tropical countries. Among the five species of Plasmodium parasites that infect humans, Plasmodium falciparum accounts for the highest morbidity and mortality associated with malaria. Since humans are the only natural hosts for P. falciparum, the lack of convenient animal models has hindered the understanding of disease pathogenesis and prompted the need of testing anti-malarial drugs and vaccines directly in human trials. Humanized mice hosting human cells represent new pre-clinical models for infectious diseases that affect only humans. In this study, the ability of human-immune-system humanized HLA-DR4.RagKO.IL2RγcKO.NOD (DRAG) mice to sustain infection with P. falciparum was explored. Four week-old DRAG mice were infused with HLA-matched human haematopoietic stem cells (HSC) and examined for reconstitution of human liver cells and erythrocytes. Upon challenge with infectious P. falciparum sporozoites (NF54 strain) humanized DRAG mice were examined for liver stage infection, blood stage infection, and transmission to Anopheles stephensi mosquitoes. Humanized DRAG mice reconstituted human hepatocytes, Kupffer cells, liver endothelial cells, and erythrocytes. Upon intravenous challenge with P. falciparum sporozoites, DRAG mice sustained liver to blood stage infection (average 3-5 parasites/microlitre blood) and allowed transmission to An. stephensi mosquitoes. Infected DRAG mice elicited antibody and cellular responses to the blood stage parasites and self-cured the infection by day 45 post-challenge. DRAG mice represent the first human-immune-system humanized mouse model that sustains the complex vertebrate life cycle of P. falciparum without the need of exogenous injection of human hepatocytes/erythrocytes or P. falciparum parasite adaptation. The ability of DRAG mice to elicit specific human immune responses to P. falciparum parasites may help deciphering immune correlates of protection and to identify protective malaria antigens.

Experimental study of the effect of drag reducing agent on pressure drop and thermal efficiency of an air cooler

NASA Astrophysics Data System (ADS)

Peyghambarzadeh, S. M.; Hashemabadi, S. H.; Saffarian, H.; Shekari, F.

2016-01-01

Effect of polymeric drag reduction agents (DRAs) on pressure drop and heat transfer was studied. Aqueous solutions of carboxy methyl cellulose were used inside an air-finned heat exchanger. Despite the previous studies which indicated the importance of drag reduction just in turbulent flow, results of this study in laminar flow indicated that the addition of DRA increases drag reduction, and decreases the overall heat transfer coefficient.

A Study on the Effects of J2 Perturbations on a Drag-Free Control System for Spacecraft in Low Earth Orbit

NASA Technical Reports Server (NTRS)

Vess, Melissa Fleck; Starin, Scott R.

2003-01-01

Low Earth Orbit (LEO) missions provide a unique means of gathering information about many of Earth s aspects such as climate, atmosphere, and gravitational field. Among the greatest challenges of LEO missions are designing, predicting, and maintaining the spacecraft orbit. The predominant perturbative forces acting on a spacecraft in LEO are J2 and higher order gravitational components, the effects of which are fairly easy to predict, and atmospheric drag, which causes the greatest uncertainty in predicting spacecraft ephemeris. The continuously varying atmospheric drag requires increased spacecraft tracking in order to accurately predict spacecraft location. In addition, periodic propulsive maneuvers typically must be planned and performed to counteract the effects of drag on the spacecraft orbit. If the effects of drag could be continuously and autonomously counteracted, the uncertainty in ephemeris due to atmospheric drag would essentially be eliminated from the spacecraft dynamics. One method of autonomous drag compensation that has been implemented on some missions is drag-free control. Drag-free control of a spacecraft was initially proposed in the 1960's and is discussed extensively by Lange. His drag-free control architecture consists of a free-floating proof mass enclosed within a spacecraft, isolating it from external disturbance forces such as atmospheric drag and solar radiation pressure. Under ideal conditions, internal disturbance forces can be ignored or mitigated, and the orbit of the proof mass depends only on gravitational forces. A sensor associated with the proof mass senses the movement of the spacecraft relative to the proof mass. Using the sensor measurements, the spacecraft is forced to follow the orbit of the proof mass by using low thrust propulsion, thus counteracting any non-gravitational disturbance forces. If the non-gravitational disturbance forces are successfully removed, the spacecraft s orbit will be affected only by well-known gravitational forces and will thus be easier to predict.

Drag measurements on a laminar-flow body of revolution in the 13-inch magnetic suspension and balance system

NASA Technical Reports Server (NTRS)

Dress, David A.

1989-01-01

Low speed wind tunnel drag force measurements were taken on a laminar flow body of revolution free of support interference. This body was tested at zero incidence in the NASA Langley 13 in. Magnetic Suspension and Balance System (MSBS). The primary objective of these tests was to substantiate the drag force measuring capabilities of the 13 in. MSBS. The drag force calibrations and wind-on repeatability data provide a means of assessing these capabilities. Additional investigations include: (1) the effects of fixing transition; (2) the effects of fins installed in the tail; and (3) surface flow visualization using both liquid crystals and oil flow. Also two simple drag prediction codes were used to assess their usefulness in estimating overall body drag.

EFFECTIVENESS OF NYLON DRAG STRAPS FOR BRAKING MONORAIL SLEDS.

DTIC Science & Technology

Velocity versus coast distance measurements on two monorail rocket sleds were conducted on the Holloman track to obtain numerical information on the...sleds and the drag straps. The straps as described are shown to increase the effective drag area of the monorail sleds used by approximately one square

Flow drag and heat transfer characteristics of drag-reducing nanofluids with CuO nanoparticles

NASA Astrophysics Data System (ADS)

Wang, Ping-Yang; Wang, Xue-Jiao; Liu, Zhen-Hua

2017-02-01

A new kind of aqueous CuO nanofluid with drag-reducing performance was developed. The new working fluid was an aqueous CTAC (cetyltrimethyl ammonium chloride) solution with CuO nanoparticles added and has both special effects of drag-reducing and heat transfer enhancement. An experiment was carried out to investigate the forced convective flow and heat transfer characteristics of conventional drag reducing fluid (aqueous CTAC solution) and the new drag-reducing nanofluid in a test tube with an inner diameter of 25.6 mm. Results indicated that there were no obvious differences of the drag-reducing characteristics between conventional drag reducing fluid and new drag-reducing nanofluid. However, their heat transfer characteristics were obvious different. The heat transfer characteristics of the new drag-reducing nanofluid significantly depend on the liquid temperature, the nanoparticle concentration and the CTAC concentration. The heat transfer enhancement technology of nanofluid could be applied to solve the problem of heat transfer deterioration for conventional drag-reducing fluids.

Interference Effects and Drag of Struts on a Monoplane Wing

NASA Technical Reports Server (NTRS)

Ward, Kenneth E

1931-01-01

Tests were conducted in the Variable Density Wind Tunnel of the NACA to determine the importance of the interference effects and drag of struts on a monoplane. Inclined struts were placed upon a Gottingen 387 airfoil in the lower surface positions and in two upper surface positions. Tests were made at values of Reynolds Number comparable with those obtained in flight. It was found that the interference drag of struts may be as great as the drag of the struts alone.

Drag reduction in homogeneous turbulence by scale-dependent effective viscosity.

PubMed

Benzi, Roberto; Ching, Emily S C; Procaccia, Itamar

2004-08-01

We demonstrate, by using suitable shell models, that drag reduction in homogeneous turbulence is usefully discussed in terms of a scale-dependent effective viscosity. The essence of the phenomenon of drag reduction found in models that couple the velocity field to the polymers can be recaptured by an "equivalent" equation of motion for the velocity field alone, with a judiciously chosen scale-dependent effective viscosity that succinctly summarizes the important aspects of the interaction between the velocity and the polymer fields. Finally, we clarify the differences between drag reduction in homogeneous and in wall bounded flows.

The Effects of Some Surface Irregularities on Wing Drag

NASA Technical Reports Server (NTRS)

Drag, Manley

1939-01-01

The N.A.C.A. has conducted tests to provide more complete data than were previously available for estimating the effects of common surface irregularities on wing drag. The irregularities investigated included: brazier-head and countersunk rivets, spot welds, several types of sheet-metal joints, and surface roughness. Tests were also conducted to determine the over-all effect of manufacturing irregularities incidental to riveted aluminum alloy and to spot-welded stainless-steel construction. The tests were made in the 8-foot high speed wind tunnel at Reynolds Numbers up to 18,000,000. The results show that any of the surface irregularities investigated may increase wing drag enough to have important adverse effects on high-speed performance and economy. A method of estimating increases in wing drag caused by brazier-head rivets and lapped joints under conditions outside the range of the tests is suggested. Estimated drag increases due to rivets and lapped joints under conditions outside the range of the tests is suggested. Estimated drag increases due to rivets and lapped joints on a wing of 20-foot chord flying at 250 miles per hour are shown.

Fluid drag reduction and efficient self-cleaning with rice leaf and butterfly wing bioinspired surfaces

NASA Astrophysics Data System (ADS)

Bixler, Gregory D.; Bhushan, Bharat

2013-08-01

Researchers are continually inspired by living nature to solve complex challenges. For example, unique surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we present an overview of rice leaf and butterfly wing fluid drag and self-cleaning studies. In addition, we examine two other promising aquatic surfaces in nature known for such properties, including fish scales and shark skin. Morphology, drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of wettability, viscosity, and velocity. Liquid repellent coatings are utilized to recreate or combine various effects. Discussion is provided along with conceptual models describing the role of surface structures related to low drag, self-cleaning, and antifouling properties. Modeling provides design guidance when developing novel low drag and self-cleaning surfaces for applications in the medical, marine, and industrial fields.

Leidenfrost vapour layer moderation of the drag crisis and trajectories of superhydrophobic and hydrophilic spheres falling in water.

PubMed

Vakarelski, Ivan U; Chan, Derek Y C; Thoroddsen, Sigurdur T

2014-08-21

We investigate the dynamic effects of a Leidenfrost vapour layer sustained on the surface of heated steel spheres during free fall in water. We find that a stable vapour layer sustained on the textured superhydrophobic surface of spheres falling through 95 °C water can reduce the hydrodynamic drag by up to 75% and stabilize the sphere trajectory for the Reynolds number between 10(4) and 10(6), spanning the drag crisis in the absence of the vapour layer. For hydrophilic spheres under the same conditions, the transition to drag reduction and trajectory stability occurs abruptly at a temperature different from the static Leidenfrost point. The observed drag reduction effects are attributed to the disruption of the viscous boundary layer by the vapour layer whose thickness depends on the water temperature. Both the drag reduction and the trajectory stabilization effects are expected to have significant implications for development of sustainable vapour layer based technologies.

Superhydrophobic and polymer drag reduction in turbulent Taylor-Couette flow

NASA Astrophysics Data System (ADS)

Rajappan, Anoop; McKinley, Gareth H.

2017-11-01

We use a custom-built Taylor-Couette apparatus (radius ratio η = 0.75) to study frictional drag reduction by dilute polymer solutions and superhydrophobic (SH) surfaces in turbulent flows for 15000 < Re < 86000 . By monitoring the torque-speed scaling we show that the swirling flow becomes fully turbulent above Re = 15000 and we focus on measurements in this regime. By applying SH coatings on the inner cylinder, we can evaluate the drag reducing performance of the coating and calculate the effective slip length in turbulent flow using a suitably modified Prandtl-von Kármán analysis. We also investigate drag reduction by dilute polymer solutions, and show that natural biopolymers from plant mucilage can be an inexpensive and effective alternative to synthetic polymers in drag reduction applications, approaching the same maximum drag reduction asymptote. Finally we explore combinations of the two methods - one arising from wall slip and the other due to changes in turbulence dynamics in the bulk flow - and find that the two effects are not additive; interestingly, the effectiveness of polymer drag reduction is drastically reduced in the presence of an SH coating on the wall. This study was financially supported by the Office of Naval Research (ONR) through Contract No. 3002453814.

Statistical Analysis of CFD Solutions from the 6th AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Derlaga, Joseph M.; Morrison, Joseph H.

2017-01-01

A graphical framework is used for statistical analysis of the results from an extensive N- version test of a collection of Reynolds-averaged Navier-Stokes computational uid dynam- ics codes. The solutions were obtained by code developers and users from North America, Europe, Asia, and South America using both common and custom grid sequencees as well as multiple turbulence models for the June 2016 6th AIAA CFD Drag Prediction Workshop sponsored by the AIAA Applied Aerodynamics Technical Committee. The aerodynamic con guration for this workshop was the Common Research Model subsonic transport wing- body previously used for both the 4th and 5th Drag Prediction Workshops. This work continues the statistical analysis begun in the earlier workshops and compares the results from the grid convergence study of the most recent workshop with previous workshops.

Plasma drag on a dust grain due to Coulomb collisions

NASA Technical Reports Server (NTRS)

Northrop, T. G.; Birmingham, T. J.

1990-01-01

Expressions are given for the drag due to Coulomb collisions on a charged dust grain moving through a plasma. The commonly used Chandrasekhar (1943) result does not include large scattering angles or plasma collective effects. An equation given by Morfill et al. (1980) which does include large scattering angles, is limited to one-dimensional plasma particle motion and can give at least an order of magnitude too much drag. This paper also makes use of an analogy between the drag problem and problems in electrostatics. This analogy permits generalization to any isotropic plasma of an observation made by Chandrasekhar for a Maxwellian, namely, that the drag is independent of the presence or absence of plasma particles moving faster than the grain. Finally, the contribution of plasma collective effects to the drag is studied with the inclusion of large scattering angles.

SPARSE—A subgrid particle averaged Reynolds stress equivalent model: testing with a priori closure

PubMed Central

Davis, Sean L.; Sen, Oishik; Udaykumar, H. S.

2017-01-01

A Lagrangian particle cloud model is proposed that accounts for the effects of Reynolds-averaged particle and turbulent stresses and the averaged carrier-phase velocity of the subparticle cloud scale on the averaged motion and velocity of the cloud. The SPARSE (subgrid particle averaged Reynolds stress equivalent) model is based on a combination of a truncated Taylor expansion of a drag correction function and Reynolds averaging. It reduces the required number of computational parcels to trace a cloud of particles in Eulerian–Lagrangian methods for the simulation of particle-laden flow. Closure is performed in an a priori manner using a reference simulation where all particles in the cloud are traced individually with a point-particle model. Comparison of a first-order model and SPARSE with the reference simulation in one dimension shows that both the stress and the averaging of the carrier-phase velocity on the cloud subscale affect the averaged motion of the particle. A three-dimensional isotropic turbulence computation shows that only one computational parcel is sufficient to accurately trace a cloud of tens of thousands of particles. PMID:28413341

SPARSE-A subgrid particle averaged Reynolds stress equivalent model: testing with a priori closure.

PubMed

Davis, Sean L; Jacobs, Gustaaf B; Sen, Oishik; Udaykumar, H S

2017-03-01

A Lagrangian particle cloud model is proposed that accounts for the effects of Reynolds-averaged particle and turbulent stresses and the averaged carrier-phase velocity of the subparticle cloud scale on the averaged motion and velocity of the cloud. The SPARSE (subgrid particle averaged Reynolds stress equivalent) model is based on a combination of a truncated Taylor expansion of a drag correction function and Reynolds averaging. It reduces the required number of computational parcels to trace a cloud of particles in Eulerian-Lagrangian methods for the simulation of particle-laden flow. Closure is performed in an a priori manner using a reference simulation where all particles in the cloud are traced individually with a point-particle model. Comparison of a first-order model and SPARSE with the reference simulation in one dimension shows that both the stress and the averaging of the carrier-phase velocity on the cloud subscale affect the averaged motion of the particle. A three-dimensional isotropic turbulence computation shows that only one computational parcel is sufficient to accurately trace a cloud of tens of thousands of particles.

Fluid-Dynamics of Underwater Flight in Sea Butterflies: Analysis using Tomographic PIV

NASA Astrophysics Data System (ADS)

Adhikari, D.; Murphy, D. W.; Webster, D. R.; Yen, J.

2014-11-01

Sea butterflies, Limacina helicina, swim in sea water with a pair of gelatinous ``wings'' (or parapodia). Their unique propulsion mechanism has been hypothesized to consist of a combination of drag-based propulsion (rowing) and lift-based propulsion (flapping). Drag-based propulsion utilizes maximum drag on the wings during power stroke, followed by minimum drag during recovery stroke. Lift-based propulsion, in contrast, utilizes a pressure difference between the top and bottom of the wings. We present the 3D kinematics of a free-swimming sea butterfly and its induced volumetric velocity field using tomographic PIV. Both upstroke and downstroke motions propel the animal (1 - 3 mm) upward in a sawtooth-like trajectory with average speed of 5 - 15 mm/s (Re = 5 - 45) and roll the calcareous shell forwards-and-backwards at 4 - 5 Hz. The rolling motion effectively positions the wings such that they stroke downward during both the power and recovery strokes, hence inducing upward motion during both phases. A clap-and-fling mechanism is observed at the beginning of the flapping cycle. As the wings come into contact, the velocity of the organism is 2 mm/s. During fling motion, high (unsteady) lift causes the organism velocity to reach 35 mm/s. Separation vortices are observed during the fling motion, and vortices with an opposite sense of rotation form closer to the base of the wing due to the upward translation of the organism. The separation vortices shed into the wake, as the organism translates upward, in the form of separate vortex pairs.

Extension of suboptimal control theory for flow around a square cylinder

NASA Astrophysics Data System (ADS)

Fujita, Yosuke; Fukagata, Koji

2017-11-01

We extend the suboptimal control theory to control of flow around a square cylinder, which has no point symmetry on the impulse response from the wall in contrast to circular cylinders and spheres previously studied. The cost functions examined are the pressure drag (J1), the friction drag (J2), the squared difference between target pressure and wall pressure (J3) and the time-averaged dissipation (J4). The control input is assumed to be continuous blowing and suction on the cylinder wall and the feedback sensors are assumued on the entire wall surface. The control law is derived so as to minimize the cost function under the constraint of linearized Navier-Stokes equation, and the impulse response field to be convolved with the instantaneous flow quanties are numerically obtained. The amplitide of control input is fixed so that the maximum blowing/suction velocity is 40% of the freestream velocity. When J2 is used as the cost function, the friction drag is reduced as expected but the mean drag is found to increase. In constast, when J1, J3, and J4 were used, the mean drag was found to decrease by 21%, 12%, and 22%, respectively; in addition, vortex shedding is suppressed, which leads to reduction of lift fluctuations.

A simplified analysis of propulsion installation losses for computerized aircraft design

NASA Technical Reports Server (NTRS)

Morris, S. J., Jr.; Nelms, W. P., Jr.; Bailey, R. O.

1976-01-01

A simplified method is presented for computing the installation losses of aircraft gas turbine propulsion systems. The method has been programmed for use in computer aided conceptual aircraft design studies that cover a broad range of Mach numbers and altitudes. The items computed are: inlet size, pressure recovery, additive drag, subsonic spillage drag, bleed and bypass drags, auxiliary air systems drag, boundary-layer diverter drag, nozzle boattail drag, and the interference drag on the region adjacent to multiple nozzle installations. The methods for computing each of these installation effects are described and computer codes for the calculation of these effects are furnished. The results of these methods are compared with selected data for the F-5A and other aircraft. The computer program can be used with uninstalled engine performance information which is currently supplied by a cycle analysis program. The program, including comments, is about 600 FORTRAN statements long, and uses both theoretical and empirical techniques.

Drag reduction of nata de coco suspensions in circular pipe flow

NASA Astrophysics Data System (ADS)

Warashina, J.; Ogata, S.

2015-04-01

Reducing pipe friction by adding a drag-reducing agent has attracted interest as a means to reduce energy consumption. In addition to reducing drag, these agents are required to have a low environmental load and conserve natural resources. However, no drag-reducing agent currently satisfies both these conditions. We focused on nata de coco and found that the nata de coco fiber reduced drag by up to 25%. With respect to the mechanism of drag reduction by nata de coco fiber, the relationship between drag-reduction phenomena and the fiber form of nata de coco was investigated by visualization. We also found that the drag-reduction effect appeared to be due to the formation of networks of tangled fibers of nata de coco. However, drag reduction did not occur in the case in which fibers of nata de coco did not form networks.

Roles of size and kinematics in drag reduction for two tandem flexible foils

NASA Astrophysics Data System (ADS)

Chao, Li-Ming; Zhang, Dong; Pan, Guang

2017-11-01

The effect of size and kinematics difference between two tandem flexible foils on drag reduction have been numerically studied. Compared with single foil, it is found that the kinematics difference between two foils would not play a significant role in reducing drag, while the size difference between two foils significantly affects the drag reduction in this two foil system. For leading foil, it always enjoys drag reduction and the highest drag reduction can be observed at bigger size difference and gap distance between two foil as 22%. For trailing foil, it suffers drag increase when the gap distance between two foils is smaller, while it enjoys drag decrease when the size difference between two foils is bigger enough. The hydrodynamic interaction between such actively undulated foils also has been uncovered and used to explain the mechanisms of drag reduction.

Effect of Rocket-Motor Operation on the Drag of Three 1/5-Scale Hermes A-3A Models in Free Flight

NASA Technical Reports Server (NTRS)

Jackson, H. Herbert

1954-01-01

Three 1/5-scale models of the Hermes A-3A missile have been flown to determine the effect of rocket-motor operation on the drag corresponding to various altitude and Mach number combinations. The flights covered a Mach number range from 0.5 to 1.8, and ratios of jet-exit static pressure to free-stream static pressure from 0.8 to 1.8. The results indicate that the power-on drag of the missile should be the same as the power-off drag at Mach number 1.3 and slightly less than the power-off drag at Mach number 1.55.

WAVDRAG- ZERO-LIFT WAVE DRAG OF COMPLEX AIRCRAFT CONFIGURATIONS

NASA Technical Reports Server (NTRS)

Craidon, C. B.

1994-01-01

WAVDRAG calculates the supersonic zero-lift wave drag of complex aircraft configurations. The numerical model of an aircraft is used throughout the design process from concept to manufacturing. WAVDRAG incorporates extended geometric input capabilities to permit use of a more accurate mathematical model. With WAVDRAG, the engineer can define aircraft components as fusiform or nonfusiform in terms of non-intersecting contours in any direction or more traditional parallel contours. In addition, laterally asymmetric configurations can be simulated. The calculations in WAVDRAG are based on Whitcomb's area-rule computation of equivalent-bodies, with modifications for supersonic speed. Instead of using a single equivalent-body, WAVDRAG calculates a series of equivalent-bodies, one for each roll angle. The total aircraft configuration wave drag is the integrated average of the equivalent-body wave drags through the full roll range of 360 degrees. WAVDRAG currently accepts up to 30 user-defined components containing a maximum of 50 contours as geometric input. Each contour contains a maximum of 50 points. The Mach number, angle-of-attack, and coordinates of angle-of-attack rotation are also input. The program warns of any fusiform-body line segments having a slope larger than the Mach angle. WAVDRAG calculates total drag and the wave-drag coefficient of the specified aircraft configuration. WAVDRAG is written in FORTRAN 77 for batch execution and has been implemented on a CDC CYBER 170 series computer with a central memory requirement of approximately 63K (octal) of 60 bit words. This program was developed in 1983.

A Transonic Wind-Tunnel Investigation of a Seaplane Configuration having a 40 Deg Sweptback Wing, TED No. NACA DE 387

NASA Technical Reports Server (NTRS)

Hieser, Gerald; Kudlacik, Louis; Gray, W. H.

1956-01-01

During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.

The Effect of Surface Irregularities on Wing Drag. I. Rivets and Spot Welds. 1; Rivets and Spot Welds

NASA Technical Reports Server (NTRS)

Hood, Manley J.

1938-01-01

Tests have been conducted in the NACA 8-foot high-speed wind tunnel to determine the effect of exposed rivet heads and spot welds on wing drag. Most of the tests were made with an airfoil of 5-foot chord. The air speed was varied from 80 to 500 miles per hour and the lift coefficient from 0 to 0.30. The increases in the drag of the 5-foot airfoil varied from 6%, due to countersunk rivets, to 27%, due to 3/32-inch brazier-head rivets, with the rivets in a representative arrangement. The drag increases caused by protruding rivet heads were roughly proportional to the height of the heads. With the front row of rivets well forward, changes in spanwise pitch had negligible effects on drag unless the pitch was more than 2.5% of the chord. Data are presented for evaluating the drag reduction attained by removing rivets from the forward part of the wing surface; for example, it is shown that over 70% of the rivet drag is caused by the rivets on the forward 30% of the airfoil in a typical case.

The force balance of sea ice in a numerical model of the Arctic Ocean

NASA Astrophysics Data System (ADS)

Steele, Michael; Zhang, Jinlun; Rothrock, Drew; Stern, Harry

1997-09-01

The balance of forces in the sea ice model of Hibler [1979] is examined. The model predicts that internal stress gradients are an important force in much of the Arctic Ocean except in summer, when they are significant only off the northern coasts of Greenland and the Canadian Archipelago. A partition of the internal stress gradient between the pressure gradient and the viscous terms reveals that both are significant, although they operate on very different timescales. The acceleration term is generally negligible, while the sum of Coriolis plus sea surface tilt is small. Thus the seasonal average force balance in fall, winter, and spring is mostly between three terms of roughly equal magnitudes: air drag, water drag, and internal stress gradients. This is also true for the monthly average force balance. However, we find that there is a transition around the weekly timescale and that on a daily basis the force balance at a particular location and time is often between only two terms: either between air drag and water drag or between air drag and internal stress gradients. The model is in agreement with the observations of Thorndike and Colony [1982] in that the correlation between geostrophic wind forcing and the model's ice velocity field is high. This result is discussed in the context of the force balance; we show that the presence of significant internal stress gradients does not preclude high wind-ice correlation. A breakdown of the internal stress gradient into component parts reveals that the shear viscous force is far from negligible, which casts strong doubt on the theoretical validity of the cavitating fluid approximation (in which this component is neglected). Finally, the role of ice pressure is examined by varying the parameter P*. We find a strong sensitivity in terms of the force balance, as well as ice thickness and velocity.

Drag reduction through self-texturing compliant bionic materials

PubMed Central

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-01

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction. PMID:28053309

Drag reduction through self-texturing compliant bionic materials.

PubMed

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-05

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction.

Drag reduction through self-texturing compliant bionic materials

NASA Astrophysics Data System (ADS)

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-01

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction.

Effect of Reynolds number and turbulence on airfoil aerodynamics at -90-degree incidence

NASA Technical Reports Server (NTRS)

Stremel, Paul M.

1994-01-01

A method has been developed for calculating the viscous flow about airfoils with and without deflected flaps at -90 deg incidence. This method provides for the solution of the unsteady incompressible Navier-Stokes equations by means of an implicit technique. The solution is calculated on a body-fitted computational mesh using a staggered-grid method. The vorticity is defined at the node points, and the velocity components are defined at the mesh-cell sides. The staggered-grid orientation provides for accurate representation of vorticity at the node points and the continuity equation at the mesh-cell centers. The method provides for the noniterative solution of the flowfield and satisfies the continuity equation to machine zero at each time step. The method is evaluated in terms of its stability to predict two-dimensional flow about an airfoil at -90-deg incidence for varying Reynolds number and laminar/turbulent models. The variations of the average loading and surface pressure distribution due to flap deflection, Reynolds number, and laminar or turbulent flow are presented and compared with experimental results. The comparisom indicate that the calculated drag and drag reduction caused by flap deflection and the calculated average surface pressure are in excellent agreement with the measured results at a similar Reynolds number.

Bis-urea-based supramolecular polymer: the first self-assembled drag reducer for hydrocarbon solvents.

PubMed

Sabadini, Edvaldo; Francisco, Kelly R; Bouteiller, Laurent

2010-02-02

The hydrodynamic drag reduction phenomenon, also termed the Toms effect, is an unusual case involving macromolecules in solution in which the resistance to flow is reduced comparatively to that of the pure solvent. Although the effect is relatively well characterized, it is still unclear from the molecular viewpoint. The presence of some amount of a polymer with high molecular weight can produce large levels of drag reduction in turbulent flow as a result of the interactions of the long structures with the small vortices developed during the flow. For this reason, the effect is very attractive in the pumping process because a significant amount of energy can be saved. In aqueous systems, giant micelles can be spontaneously formed, driven by the hydrophobic effect, and are effective drag reducers. Giant micelles are interesting in promoting drag reduction because the noncovalent and reversible aggregation of the surfactant molecules avoids mechanical degradation, which typically occurs with classical polymers, due to irreversible scission of the backbone. In this letter, we present the first hydrodynamic drag reducer for hydrocarbons based on a self-assembled polymer formed from the reversible aggregation of bis-urea monomers. This system forms two competitive polymeric structures--the tube (T) and the filament (F) forms--which are in equilibrium with each other. Our rheology results in octane and toluene are fully consistent with calorimetry data and show that only the longest form, T, is able to promote the drag reduction effect.

The economic impact of drag in general aviation

NASA Technical Reports Server (NTRS)

Neal, R. D.

1975-01-01

General aviation aircraft fuel consumption and operating costs are closely linked to drag reduction methods. Improvements in airplane drag are envisioned for new models; their effects will be in the 5 to 10% range. Major improvements in fuel consumption over existing turbofan airplanes will be the combined results of improved aerodynamics plus additional effects from advanced turbofan engine designs.

The simulation and experimental validation on gas-solid two phase flow in the riser of a dense fluidized bed

NASA Astrophysics Data System (ADS)

Wang, Xue-Yao; Jiang, Fan; Xu, Xiang; Wang, Sheng-Dian; Fan, Bao-Guo; Xiao, Yun-Han

2009-06-01

Gas-solid flow in dense CFB (circulating fluidized bed)) riser under the operating condition, superficial gas 15.5 m/s and solid flux 140 kg/m2s using Geldart B particles (sand) was investigated by experiments and CFD (computational fluid dynamics) simulation. The overall and local flow characteristics are determined using the axial pressure profiles and solid concentration profiles. The cold experimental results indicate that the axial solid concentration distribution contains a dilute region towards the up-middle zone and a dense region near the bottom and the top exit zones. The typical core-annulus structure and the back-mixing phenomenon near the wall of the riser can be observed. In addition, owing to the key role of the drag force of gas-solid phase, a revised drag force coefficient, based on the EMMS (energy-minimization multi-scale) model which can depict the heterogeneous character of gas-solid two phase flow, was proposed and coupled into the CFD control equations. In order to find an appropriate drag force model for the simulation of dense CFB riser, not only the revised drag force model but some other kinds of drag force model were used in the CFD. The flow structure, solid concentration, clusters phenomenon, fluctuation of two phases and axial pressure drop were analyzed. By comparing the experiment with the simulation, the results predicted by the EMMS drag model showed a better agreement with the experimental axial average pressure drop and apparent solid volume fraction, which proves that the revised drag force based on the EMMS model is an appropriate model for the dense CFB simulation.

Wind Tunnel Investigation of the Effects of Slot Shape and Flap Location on the Characteristics of a Low-Drag Airfoil Equipped with a 0.25-Chord Slotted Flap

NASA Technical Reports Server (NTRS)

Weisman, Yale; Holtzclaw, Ralph W.

1944-01-01

Tests were conducted at dynamic pressure of 50 lb per square foot with lift drag and pitch moment measurements throughout useful angle of attack range for constant flap deflection and position of a low-drag airfoil. Two slots were investigated and practical flap paths were selected for each Slot shape had a negligible effect on the maximum lift coefficient flap deflected, the rounded-entry slot had lower profile drag.

Averaged Propulsive Body Acceleration (APBA) Can Be Calculated from Biologging Tags That Incorporate Gyroscopes and Accelerometers to Estimate Swimming Speed, Hydrodynamic Drag and Energy Expenditure for Steller Sea Lions

PubMed Central

Trites, Andrew W.; Rosen, David A. S.; Potvin, Jean

2016-01-01

Forces due to propulsion should approximate forces due to hydrodynamic drag for animals horizontally swimming at a constant speed with negligible buoyancy forces. Propulsive forces should also correlate with energy expenditures associated with locomotion—an important cost of foraging. As such, biologging tags containing accelerometers are being used to generate proxies for animal energy expenditures despite being unable to distinguish rotational movements from linear movements. However, recent miniaturizations of gyroscopes offer the possibility of resolving this shortcoming and obtaining better estimates of body accelerations of swimming animals. We derived accelerations using gyroscope data for swimming Steller sea lions (Eumetopias jubatus), and determined how well the measured accelerations correlated with actual swimming speeds and with theoretical drag. We also compared dive averaged dynamic body acceleration estimates that incorporate gyroscope data, with the widely used Overall Dynamic Body Acceleration (ODBA) metric, which does not use gyroscope data. Four Steller sea lions equipped with biologging tags were trained to swim alongside a boat cruising at steady speeds in the range of 4 to 10 kph. At each speed, and for each dive, we computed a measure called Gyro-Informed Dynamic Acceleration (GIDA) using a method incorporating gyroscope data with accelerometer data. We derived a new metric—Averaged Propulsive Body Acceleration (APBA), which is the average gain in speed per flipper stroke divided by mean stroke cycle duration. Our results show that the gyro-based measure (APBA) is a better predictor of speed than ODBA. We also found that APBA can estimate average thrust production during a single stroke-glide cycle, and can be used to estimate energy expended during swimming. The gyroscope-derived methods we describe should be generally applicable in swimming animals where propulsive accelerations can be clearly identified in the signal—and they should also prove useful for dead-reckoning and improving estimates of energy expenditures from locomotion. PMID:27285467

Effect of Ice Formations on Section Drag of Swept NACA 63A-009 Airfoil with Partical-span Leading-edge Slat for Various Modes of Thermal Ice Protection

NASA Technical Reports Server (NTRS)

Von Glahn, Uwe H; Gray, Vernon H

1954-01-01

Studies were made to determine the effect of ice formations on the section drag of a 6.9-foot-chord 36 degree swept NACA 63A-009 airfoil with partial-span leading-edge slat. In general, the icing of a thin swept airfoil will result in greater aerodynamic penalties than for a thick unswept airfoil. Glaze-ice formations at the leading edge of the airfoil caused large increases in section drag even at liquid-water content of 0.39 gram per cubic meter. The use of an ice-free parting strip in the stagnation region caused a negligible change in drag compared with a completely unheated airfoil. Cyclic de-icing when properly applied caused the drag to decrease almost to the bare-airfoil drag value.

The Effect of Nose Shape on the Drag of Bodies of Revolution at Zero Angle of Attack

NASA Technical Reports Server (NTRS)

Seiff, Alvin; Sandahl, Carl A.

1951-01-01

The subject of this paper is the drag of the nose section of bodies of revolution at zero angle of attack. The magnitude of the nose drag in relation to the total drag is very distinctly a function of the body design and the Mach number. It can range from a very small fraction of the total drag of the order of 10 percent to a very large fraction as high as 80 percent. The natural objective of nose design is to minimize the drag, but this objective is not always the primary one. Sometimes other factors overshadow the desire for minimum drag. The most conspicuous example of this is the proposal of guidance engineers that large-diameter spheres and other very blunt shapes be used at the nose tip. This paper will attempt to discuss both phases of the problem, noses for minimum drag and noses with very blunt tips. The state of the theory will also be reviewed and recent theoretical developments described, since the theory still remains a very valuable tool for assaying the effects of compromises in design and departure from shapes for which experimental data are available.

Frictional Magneto-Coulomb Drag in Graphene Double-Layer Heterostructures.

PubMed

Liu, Xiaomeng; Wang, Lei; Fong, Kin Chung; Gao, Yuanda; Maher, Patrick; Watanabe, Kenji; Taniguchi, Takashi; Hone, James; Dean, Cory; Kim, Philip

2017-08-04

Coulomb interaction between two closely spaced parallel layers of conductors can generate the frictional drag effect by interlayer Coulomb scattering. Employing graphene double layers separated by few-layer hexagonal boron nitride, we investigate density tunable magneto- and Hall drag under strong magnetic fields. The observed large magnetodrag and Hall-drag signals can be related with Laudau level filling status of the drive and drag layers. We find that the sign and magnitude of the drag resistivity tensor can be quantitatively correlated to the variation of magnetoresistivity tensors in the drive and drag layers, confirming a theoretical formula for magnetodrag in the quantum Hall regime. The observed weak temperature dependence and ∼B^{2} dependence of the magnetodrag are qualitatively explained by Coulomb scattering phase-space argument.

Longitudinal Aerodynamic Characteristics and Effect of Rocket Jet on Drag of Models of the Hermes A-3A and A-3B Missiles in Free Flight at Mach Numbers From 0.6 to 2.0

NASA Technical Reports Server (NTRS)

Jackson, H. Herbert

1955-01-01

A free-flight investigation over a Mach number range from 0.6 to 2.0 has been conducted to determine the longitudinal aerodynamic characteristics and effect of rocket jet on zero-lift drag of 1/5-scale models of two ballistic-type missiles, the Hermes A-3A and A-3B. Models of both types of missiles exhibited very nearly linear normal forces and pitching moments over the angle-of-attack range of 8 deg to -4 deg and Mach number range tested. The centers of pressure for both missiles were not appreciably affected by Mach number over the subsonic range; however, between a Mach number of 1.02 and 1.50 the center of pressure for the A-3A model moved forward 0.34 caliber with increasing Mach number. At a trim angle-of-attack of approximately 30 deg, the A-3A model indicated a total drag coefficient 30% higher than the power-off zero-lift drag over the subsonic Mach number range and 10% higher over the supersonic range. Under the conditions of the present test, and excluding the effect of the jet on base drag, there was no indicated effect of the propulsive jet on the total drag of the A-3A model. The propulsive jet operating at a jet pressure ratio p(sub j)/p(sub o) of 0.8 caused approximately 100% increase in base drag over the Mach number range M = 0.6 to 1.0. This increase in base drag amounts to 15% of the total drag. An underexpanded jet operating at jet pressure ratios corresponding approximately to those of the full-scale missile caused a 22% reduction in base drag at M = 1.55 (p(sub j)/p(sub o) = 1.76) but indicated no change at M = 1.30 (p(sub j)/p(sub o) = 1.43). At M = 1.1 and p(sub j)/p(sub o) = 1.55, the jet caused a 50% increase in base drag.

The Effect of Volumetric Porosity on Roughness Element Drag

NASA Astrophysics Data System (ADS)

Gillies, John; Nickling, William; Nikolich, George; Etyemezian, Vicken

2016-04-01

Much attention has been given to understanding how the porosity of two dimensional structures affects the drag force exerted by boundary-layer flow on these flow obstructions. Porous structures such as wind breaks and fences are typically used to control the sedimentation of sand and snow particles or create micro-habitats in their lee. Vegetation in drylands also exerts control on sediment transport by wind due to aerodynamic effects and interaction with particles in transport. Recent research has also demonstrated that large spatial arrays of solid three dimensional roughness elements can be used to reduce sand transport to specified targets for control of wind erosion through the effect of drag partitioning and interaction of the moving sand with the large (>0.3 m high) roughness elements, but porous elements may improve the effectiveness of this approach. A thorough understanding of the role porosity plays in affecting the drag force on three-dimensional forms is lacking. To provide basic understanding of the relationship between the porosity of roughness elements and the force of drag exerted on them by fluid flow, we undertook a wind tunnel study that systematically altered the porosity of roughness elements of defined geometry (cubes, rectangular cylinders, and round cylinders) and measured the associated change in the drag force on the elements under similar Reynolds number conditions. The elements tested were of four basic forms: 1) same sized cubes with tubes of known diameter milled through them creating three volumetric porosity values and increasing connectivity between the tubes, 2) cubes and rectangular cylinders constructed of brass screen that nested within each other, and 3) round cylinders constructed of brass screen that nested within each other. The two-dimensional porosity, defined as the ratio of total surface area of the empty space to the solid surface area of the side of the element presented to the fluid flow was conserved at 0.519 for the cubes and 0.525 for the mesh forms. Results from the study indicate that as volumetric porosity increases, the force of drag on an element increases although the 2-dimensional porosity remains unchanged for the case of the cube forms. The mesh forms show a similar result that with increasing number of internal forms present, drag increases, but the drag curves are different, suggesting the kind of porosity has an effect on drag. An important scaling parameter that controls drag on the cubes is the permeability (K) of the element, which is a function of the diameter of the tubes and the porosity. K seems to be of lesser importance for controlling drag on the mesh forms. We hypothesize that the drag force data do not universally collapse as a function of permeability due to Reynolds number dependency on flow conditions within the elements that can be laminar, transitional, or turbulent even though flow exterior to the forms is fully turbulent. For the mesh forms, the greatest effect on drag occurs with the addition of the first internal form with subsequent additions showing very little additional effect.

Magnetically tunable 1D Coulomb drag: Theory

NASA Astrophysics Data System (ADS)

Tylan-Tyler, Anthony; Tang, Yuhe; Levy, Jeremy

In this work, we examine the Coulomb drag effect in 1D nanowires in close proximity, focusing on experimental parameters relevant to complex-oxide nanostructures. Previous work on this problem examined Coulomb drag through quantum point contacts, where effective capacitive coupling between the 2D leads of the system generates the drag voltage. In our case, the entire system is composed of 1D components and thus a more careful treatment of the Coulomb interactions is required. This more complex environment then leads to the ability to switch the drag voltage by an applied magnetic field without altering the current supplied to the drive system. We gratefully acknowledge financial support from ONR N00014-15-1-2847 and DOE DE-SC0014417.

Studies of drag on the nanocomposite superhydrophobic surfaces

NASA Astrophysics Data System (ADS)

Brassard, Jean-Denis; Sarkar, D. K.; Perron, Jean

2015-01-01

The nanocomposite thin films of stearic acid (SA)-functionalized ZnO nanoparticles incorporated in epoxy polymer matrix have been achieved. The X-ray diffraction (XRD) studies show the formation of zinc stearate on ZnO nanoparticles as the confirmation of SA-functionalization of ZnO nanoparticles in the thin films. Morphological analyses reveal the presence of micro-holes with the presence of irregular nanoparticles. The measured root mean square (rms) roughness of the thin film is found to be 12 ± 1 μm with the adhesion of 5B on both glass and aluminum substrates. The wetting property shows that the surface of the film is superhydrophobic with the contact angle of water of 156 ± 4° having contact angle hysteresis (CAH) of 4 ± 2°. The average terminal velocity in the water of the as-received glass spheres and superhydrophobic spheres were found to be 0.66 ± 0.01 m/s and 0.72 ± 0.01 m/s respectively. Consequently, the calculated average coefficients of the surface drag of the as-received glass sphere and superhydrophobic glass sphere were 2.30 ± 0.01 and 1.93 ± 0.03, respectively. Hence, the drag reduction on the surface of superhydrophobic glass sphere is found to be approximately 16% lower than as-received glass sphere.

Drag reduction by a linear viscosity profile.

PubMed

De Angelis, Elisabetta; Casciola, Carlo M; L'vov, Victor S; Pomyalov, Anna; Procaccia, Itamar; Tiberkevich, Vasil

2004-11-01

Drag reduction by polymers in turbulent flows raises an apparent contradiction: the stretching of the polymers must increase the viscosity, so why is the drag reduced? A recent theory proposed that drag reduction, in agreement with experiments, is consistent with the effective viscosity growing linearly with the distance from the wall. With this self-consistent solution the reduction in the Reynolds stress overwhelms the increase in viscous drag. In this Rapid Communication we show, using direct numerical simulations, that a linear viscosity profile indeed reduces the drag in agreement with the theory and in close correspondence with direct simulations of the FENE-P model at the same flow conditions.

Effects of Fineness Ratio and Reynolds Number on the Low-Speed Crosswind Drag Characteristics of Circular and Modified-Square Cylinders

NASA Technical Reports Server (NTRS)

McKinney, Linwood W.

1960-01-01

A wind-tunnel investigation has been made on modified-square and circular cylinders to determine the effects of fineness ratio and Reynolds numbers on the crosswind drag characteristics. Fineness ratios from 2 to 14 were investigated over a Reynolds number range from approximately 300,000 to 1,650,000 which corresponded to Mach numbers from 0.057 to 0.377.The result of the investigation show that at supercraft Reynolds numbers the drag coefficient of the circular cylinder increases with increasing Reynolds number for all fineness ratios but at low fineness ratios this effect is considerably less than at higher fineness ratios. For circular cylinders in the high fineness-ratio range there is a reduction in drag as the fineness ratio is decreased except for Reynolds numbers of 900,000 and 1,000,000, whereas at low fineness ratios the opposite trend generally occurs. The addition of hemispherical ends to the circular cylinder gave a substantial decrease in drag at a fineness ratio of 3.27 but the effect was negligible at fineness ratios of 5.27 and 10. The finite-length modified-square cylinder gave the reduction in drag over the two-dimensional modified-square cylinder for the complete range of test Reynolds numbers with the lowest fineness ratio giving the lowest drag at Reynolds numbers above 3O0,OOO.

Modification of the mean near-wall velocity profile of a high-Reynolds number turbulent boundary layer with the injection of drag-reducing polymer solutions

NASA Astrophysics Data System (ADS)

Elbing, Brian R.; Perlin, Marc; Dowling, David R.; Ceccio, Steven L.

2013-08-01

The current study explores the influence of polymer drag reduction on the near-wall velocity distribution in a turbulent boundary layer (TBL) and its dependence on Reynolds number. Recent moderate Reynolds number direct numerical simulation and experimental studies presented in White et al. [Phys. Fluids 24, 021701 (2012)], 10.1063/1.3681862 have challenged the classical representation of the logarithmic dependence of the velocity profile for drag-reduced flows, especially at drag reduction levels above 40%. In the present study, high Reynolds number data from a drag reduced TBL is presented and compared to the observations of White et al. [Phys. Fluids 24, 021701 (2012)], 10.1063/1.3681862. Data presented here were acquired in the TBL flow on a 12.9-m-long flat plate at speeds to 20.3 m s-1, achieving momentum thickness based Reynolds number to 1.5 × 105, which is an order of magnitude greater than that available in the literature. Polyethylene oxide solutions with an average molecular weight of 3.9 × 106 g mol-1 were injected into the flow at various concentrations and volumetric fluxes to achieve a particular level of drag reduction. The resulting mean near-wall velocity profiles show distinctly different behavior depending on whether they fall in the low drag reduction (LDR) or the high drag reduction (HDR) regimes, which are nominally divided at 40% drag reduction. In the LDR regime, the classical view that the logarithmic slope remains constant at the Newtonian value and the intercept constant increases with increasing drag reduction appears to be valid. However, in the HDR regime the behavior is no longer universal. The intercept constant continues to increase linearly in proportion to the drag reduction level until a Reynolds-number-dependent threshold is achieved, at which point the intercept constant rapidly decreases to that predicted by the ultimate profile. The rapid decrease in the intercept constant is due to the corresponding increase in the profile slope in the HDR regime. There was significant scatter in the observed slope in the HDR regime, but the scatter did not appear to be Reynolds number dependent. Finally, the ultimate profiles for flows at maximum drag reduction were examined and did not exhibit a logarithmic functional relationship, which is the classical empirical relationship suggested by Virk [J. Am. Inst. Chem. Eng. 21, 625-656 (1975)], 10.1002/aic.690210402.

A Computational and Experimental Study of Nonlinear Aspects of Induced Drag

NASA Technical Reports Server (NTRS)

Smith, Stephen C.

1996-01-01

Despite the 80-year history of classical wing theory, considerable research has recently been directed toward planform and wake effects on induced drag. Nonlinear interactions between the trailing wake and the wing offer the possibility of reducing drag. The nonlinear effect of compressibility on induced drag characteristics may also influence wing design. This thesis deals with the prediction of these nonlinear aspects of induced drag and ways to exploit them. A potential benefit of only a few percent of the drag represents a large fuel savings for the world's commercial transport fleet. Computational methods must be applied carefully to obtain accurate induced drag predictions. Trefftz-plane drag integration is far more reliable than surface pressure integration, but is very sensitive to the accuracy of the force-free wake model. The practical use of Trefftz plane drag integration was extended to transonic flow with the Tranair full-potential code. The induced drag characteristics of a typical transport wing were studied with Tranair, a full-potential method, and A502, a high-order linear panel method to investigate changes in lift distribution and span efficiency due to compressibility. Modeling the force-free wake is a nonlinear problem, even when the flow governing equation is linear. A novel method was developed for computing the force-free wake shape. This hybrid wake-relaxation scheme couples the well-behaved nature of the discrete vortex wake with viscous-core modeling and the high-accuracy velocity prediction of the high-order panel method. The hybrid scheme produced converged wake shapes that allowed accurate Trefftz-plane integration. An unusual split-tip wing concept was studied for exploiting nonlinear wake interaction to reduced induced drag. This design exhibits significant nonlinear interactions between the wing and wake that produced a 12% reduction in induced drag compared to an equivalent elliptical wing at a lift coefficient of 0.7. The performance of the split-tip wing was also investigated by wing tunnel experiments. Induced drag was determined from force measurements by subtracting the estimated viscous drag, and from an analytical drag-decomposition method using a wake survey. The experimental results confirm the computational prediction.

Experimental Investigation of Convoluted Contouring for Aircraft Afterbody Drag Reduction

NASA Technical Reports Server (NTRS)

Deere, Karen A.; Hunter, Craig A.

1999-01-01

An experimental investigation was performed in the NASA Langley 16-Foot Transonic Tunnel to determine the aerodynamic effects of external convolutions, placed on the boattail of a nonaxisymmetric nozzle for drag reduction. Boattail angles of 15 and 22 were tested with convolutions placed at a forward location upstream of the boattail curvature, at a mid location along the curvature and at a full location that spanned the entire boattail flap. Each of the baseline nozzle afterbodies (no convolutions) had a parabolic, converging contour with a parabolically decreasing corner radius. Data were obtained at several Mach numbers from static conditions to 1.2 for a range of nozzle pressure ratios and angles of attack. An oil paint flow visualization technique was used to qualitatively assess the effect of the convolutions. Results indicate that afterbody drag reduction by convoluted contouring is convolution location, Mach number, boattail angle, and NPR dependent. The forward convolution location was the most effective contouring geometry for drag reduction on the 22 afterbody, but was only effective for M < 0.95. At M = 0.8, drag was reduced 20 and 36 percent at NPRs of 5.4 and 7, respectively, but drag was increased 10 percent for M = 0.95 at NPR = 7. Convoluted contouring along the 15 boattail angle afterbody was not effective at reducing drag because the flow was minimally separated from the baseline afterbody, unlike the massive separation along the 22 boattail angle baseline afterbody.

New Analysis of Solute Drag in AA5754 by Precise Determination of Point Defect Generation and the Orowan Relation

NASA Astrophysics Data System (ADS)

Diak, Brad J.; Penlington, Alex; Saimoto, Shig

Serrated deformation in Al-Mg alloys creates problems that affect consumer product acceptability. This effect is usually attributed to the Portevin-LeChâtelier effect. In this study the inverse PLC effect due to solute drag on moving dislocations is examined in AA5754. The drag mechanism is dependent on the diffusivity of the solute which is in-turn dependent on the point defect evolution during deformation. Experimental determination of the parabolic James-Barnett drag profile by strain rate change experiments indicates the peak stress is centered at 1.5×10-9m/s, which requires a mechanical formation energy for vacancies of 0.4eV/at. A new slip-based constitutive relation was used to determine the evolution of vacancy volume fraction with deformation with strain, which is greater than the volume fraction of vacancies predicted by the solute drag profile.

Drag crisis moderation by thin air layers sustained on superhydrophobic spheres falling in water.

PubMed

Jetly, Aditya; Vakarelski, Ivan U; Thoroddsen, Sigurdur T

2018-02-28

We investigate the effect of thin air layers naturally sustained on superhydrophobic surfaces on the terminal velocity and drag force of metallic spheres free falling in water. The surface of 20 mm to 60 mm steel or tungsten-carbide spheres is rendered superhydrophobic by a simple coating process that uses a commercially available hydrophobic agent. By comparing the free fall of unmodified spheres and superhydrophobic spheres in a 2.5 meter tall water tank, it is demonstrated that even a very thin air layer (∼1-2 μm) that covers the freshly dipped superhydrophobic sphere can reduce the drag force on the spheres by up to 80%, at Reynolds numbers from 10 5 to 3 × 10 5 , owing to an early drag crisis transition. This study complements prior investigations on the drag reduction efficiency of model gas layers sustained on heated metal spheres falling in liquid by the Leidenfrost effect. The drag reduction effects are expected to have significant implications for the development of sustainable air-layer-based energy saving technologies.

Measuring the Drag Force on a Falling Ball

ERIC Educational Resources Information Center

Cross, Rod; Lindsey, Crawford

2014-01-01

The effect of the aerodynamic drag force on an object in flight is well known and has been described in this and other journals many times. At speeds less than about 1 m/s, the drag force on a sphere is proportional to the speed and is given by Stokes' law. At higher speeds, the drag force is proportional to the velocity squared and is…

Grid Quality and Resolution Issues from the Drag Prediction Workshop Series

NASA Technical Reports Server (NTRS)

Mavriplis, Dimitri J.; Vassberg, John C.; Tinoco, Edward N.; Mani, Mori; Brodersen, Olaf P.; Eisfeld, Bernhard; Wahls, Richard A.; Morrison, Joseph H.; Zickuhr, Tom; Levy, David;

Computational analysis of blunt, thin airfoil sections at supersonic and subsonic speeds

NASA Astrophysics Data System (ADS)

Goodsell, Aga Myung

The past decade has brought renewed interest in commercial supersonic aircraft design. Recent wing designs have included regions of low sweep resulting in supersonic leading edges at cruise. Thin biconvex sections are used in those regions to minimize wave drag and skin-friction drag. However, airfoil sections with sharp leading edges exhibit poor aerodynamic behavior at subsonic flight conditions. Blunt leading edges may improve performance by delaying the onset of separation at subsonic and transonic speeds. Their disadvantage is that they increase both wave drag, due to the formation of a detached bow wave, and skin-friction drag, from a loss of laminar flow. The effect of adding bluntness to a 4%-thick biconvex section was investigated using computational analysis tools. The aerodynamic performance of biconvex sections with circular leading edges was computed at supersonic, transonic, and takeoff conditions. At supersonic cruise, the increase in wave drag due to bluntness is a function of Mach number and leading-edge diameter. Some of the drag penalty is offset by the suction created downstream of the circular leading edge. The possibility of further drag reduction was explored with the development of a semi-analytical method to design blunt airfoil shapes which minimize wave drag. The effect on the transition location was evaluated using linear stability analyses of laminar boundary-layer profiles and the eN method. The analysis showed that laminar boundary layers on blunt airfoil sections are considerably less stable to Tollmien-Schlichting waves than that on a sharp biconvex. At transonic speeds, the results suggest a possible improvement in the lift-to-drag ratio over a limited range of angles of attack. At the takeoff condition, slight blunting of the leading edge does improve the lift-to-drag ratio at low angles of attack, but has little effect on maximum lift. It is concluded that the benefit of a blunt leading edge at off-design conditions is not sufficient to warrant the resulting drag penalty at supersonic cruise. Furthermore, if maintaining laminar flow is critical to the design and some bluntness is necessary for manufacturing purposes, then the leading-edge diameter should be minimized to prevent transition and to reduce wave drag.

Performance of 26 Meter Diameter Ringsail Parachute in a Simulated Martian Environment

NASA Technical Reports Server (NTRS)

Whitlock, Charles H.; Bendura, Richard J.; Cotrane, Lucille C.

1967-01-01

Inflation, drag, and stability characteristics of an 85.3-foot (26-meter) nominal diameter ringsail parachute deployed at a Mach number of 1.15 and at an altitude of 132,600 feet (40.42 kilometers) were obtained from the first flight test of the Planetary Entry Parachute Program. After deployment, the parachute inflated to the reefed condition. However, the canopy was unstable and produced low drag in the reefed condition. Upon disreefing and opening to full inflation, a slight instability in the canopy mouth was observed initially. After a short time, the fluctuations diminished and a stable configuration was attained. Results indicate a loss in drag during the fluctuation period prior to stable inflation. During descent, stability characteristics of the system were such that the average pitch-yaw angle from the local vertical was less than 10 degrees. Rolling motion between the payload and parachute canopy quickly damped to small amplitude.

Towards Petascale DNS of High Reynolds-Number Turbulent Boundary Layer

NASA Astrophysics Data System (ADS)

Webster, Keegan R.

In flight vehicles, a large portion of fuel consumption is due to skin-friction drag. Reduction of this drag will significantly reduce the fuel consumption of flight vehicles and help our nation to reduce CO 2 emissions. In order to reduce skin-friction drag, an increased understanding of wall-turbulence is needed. Direct numerical simulation (DNS) of spatially developing turbulent boundary layers (SDTBL) can provide the fundamental understanding of wall-turbulence in order to produce models for Reynolds averaged Navier-Stokes (RANS) and large-eddy simulations (LES). DNS of SDTBL over a flat plate at Retheta = 1430 - 2900 were performed. Improvements were made to the DNS code allowing for higher Reynolds number simulations towards petascale DNS of turbulent boundary layers. Mesh refinement and improvements to the inflow and outflow boundary conditions have resulted in turbulence statistics that match more closely to experimental results. The Reynolds stresses and the terms of their evolution equations are reported.

Bioinspired surfaces for turbulent drag reduction

PubMed Central

Golovin, Kevin B.; Gose, James W.; Perlin, Marc; Ceccio, Steven L.; Tuteja, Anish

2016-01-01

In this review, we discuss how superhydrophobic surfaces (SHSs) can provide friction drag reduction in turbulent flow. Whereas biomimetic SHSs are known to reduce drag in laminar flow, turbulence adds many new challenges. We first provide an overview on designing SHSs, and how these surfaces can cause slip in the laminar regime. We then discuss recent studies evaluating drag on SHSs in turbulent flow, both computationally and experimentally. The effects of streamwise and spanwise slip for canonical, structured surfaces are well characterized by direct numerical simulations, and several experimental studies have validated these results. However, the complex and hierarchical textures of scalable SHSs that can be applied over large areas generate additional complications. Many studies on such surfaces have measured no drag reduction, or even a drag increase in turbulent flow. We discuss how surface wettability, roughness effects and some newly found scaling laws can help explain these varied results. Overall, we discuss how, to effectively reduce drag in turbulent flow, an SHS should have: preferentially streamwise-aligned features to enhance favourable slip, a capillary resistance of the order of megapascals, and a roughness no larger than 0.5, when non-dimensionalized by the viscous length scale. This article is part of the themed issue ‘Bioinspired hierarchically structured surfaces for green science’. PMID:27354731

The Effects of Surface Waviness and of Rib Stitching on Wing Drag

NASA Technical Reports Server (NTRS)

Hood, Manley J

1939-01-01

Surface waviness and rib stitching have been investigated as part of a series of tests to determine the effects on wing drag of common surface irregularities. The tests were made in the N.A.C.A. 8-foot high-speed wind tunnel at Reynolds Numbers up to 17,000,000. The results of the tests showed that the waviness common to airplane wings will cause no serious increase in drag unless the waviness exists on the forward part of the wing, where it may cause premature transition or premature compressibility effects. Waves 3 inches wide and 0.048 inch high, for example, increased the drag 1 percent when they covered the rear 67 percent of both surfaces and 10 percent when they covered the rear 92 percent. A single wave 3 inches wide and only 0.020 inch high at the 10.5-percent-chord point on the upper surface caused transition to occur on the wave and increased the drag 6 percent. Rib stitching increased the drag 7 percent when the rib spacing was 6 inches; the drag increment was proportional to the number of ribs for wider spacings. About one-third of the increase was due to premature transition at the forward ends of the stitching.

Computational Fluid Dynamics (CFD) Simulation of Drag Reduction by Riblets on Automobile

NASA Astrophysics Data System (ADS)

Ghazali, N. N. N.; Yau, Y. H.; Badarudin, A.; Lim, Y. C.

2010-05-01

One of the ongoing automotive technological developments is the reduction of aerodynamic drag because this has a direct impact on fuel reduction, which is a major topic due to the influence on many other requirements. Passive drag reduction techniques stand as the most portable and feasible way to be implemented in real applications. One of the passive techniques is the longitudinal microgrooves aligned in the flow direction, known as riblets. In this study, the simulation of turbulent flows over an automobile in a virtual wind tunnel has been conducted by computational fluid dynamics (CFD). Three important aspects of this study are: the drag reduction effect of riblets on smooth surface automobile, the position and geometry of the riblets on drag reduction. The simulation involves three stages: geometry modeling, meshing, solving and analysis. The simulation results show that the attachment of riblets on the rear roof surface reduces the drag coefficient by 2.74%. By adjusting the attachment position of the riblets film, reduction rates between the range 0.5%-9.51% are obtained, in which the position of the top middle roof optimizes the effect. Four riblet geometries are investigated, among them the semi-hexagon trapezoidally shaped riblets is considered the most effective. Reduction rate of drag is found ranging from -3.34% to 6.36%.

Bioinspired surfaces for turbulent drag reduction.

PubMed

Golovin, Kevin B; Gose, James W; Perlin, Marc; Ceccio, Steven L; Tuteja, Anish

2016-08-06

In this review, we discuss how superhydrophobic surfaces (SHSs) can provide friction drag reduction in turbulent flow. Whereas biomimetic SHSs are known to reduce drag in laminar flow, turbulence adds many new challenges. We first provide an overview on designing SHSs, and how these surfaces can cause slip in the laminar regime. We then discuss recent studies evaluating drag on SHSs in turbulent flow, both computationally and experimentally. The effects of streamwise and spanwise slip for canonical, structured surfaces are well characterized by direct numerical simulations, and several experimental studies have validated these results. However, the complex and hierarchical textures of scalable SHSs that can be applied over large areas generate additional complications. Many studies on such surfaces have measured no drag reduction, or even a drag increase in turbulent flow. We discuss how surface wettability, roughness effects and some newly found scaling laws can help explain these varied results. Overall, we discuss how, to effectively reduce drag in turbulent flow, an SHS should have: preferentially streamwise-aligned features to enhance favourable slip, a capillary resistance of the order of megapascals, and a roughness no larger than 0.5, when non-dimensionalized by the viscous length scale.This article is part of the themed issue 'Bioinspired hierarchically structured surfaces for green science'. © 2016 The Author(s).

Effect of Solar Wind Drag on the Determination of the Properties of Coronal Mass Ejections from Heliospheric Images

NASA Astrophysics Data System (ADS)

Lugaz, N.; Kintner, P.

2013-07-01

The Fixed-Φ (FΦ) and Harmonic Mean (HM) fitting methods are two methods to determine the "average" direction and velocity of coronal mass ejections (CMEs) from time-elongation tracks produced by Heliospheric Imagers (HIs), such as the HIs onboard the STEREO spacecraft. Both methods assume a constant velocity in their descriptions of the time-elongation profiles of CMEs, which are used to fit the observed time-elongation data. Here, we analyze the effect of aerodynamic drag on CMEs propagating through interplanetary space, and how this drag affects the result of the FΦ and HM fitting methods. A simple drag model is used to analytically construct time-elongation profiles which are then fitted with the two methods. It is found that higher angles and velocities give rise to greater error in both methods, reaching errors in the direction of propagation of up to 15∘ and 30∘ for the FΦ and HM fitting methods, respectively. This is due to the physical accelerations of the CMEs being interpreted as geometrical accelerations by the fitting methods. Because of the geometrical definition of the HM fitting method, it is more affected by the acceleration than the FΦ fitting method. Overall, we find that both techniques overestimate the initial (and final) velocity and direction for fast CMEs propagating beyond 90∘ from the Sun-spacecraft line, meaning that arrival times at 1 AU would be predicted early (by up to 12 hours). We also find that the direction and arrival time of a wide and decelerating CME can be better reproduced by the FΦ due to the cancelation of two errors: neglecting the CME width and neglecting the CME deceleration. Overall, the inaccuracies of the two fitting methods are expected to play an important role in the prediction of CME hit and arrival times as we head towards solar maximum and the STEREO spacecraft further move behind the Sun.

Modeling thermospheric neutral density

NASA Astrophysics Data System (ADS)

Qian, Liying

Satellite drag prediction requires determination of thermospheric neutral density. The NCAR Thermosphere-Ionosphere-Electrodynamics General Circulation Model (TIEGCM) and the global-mean Thermosphere-Ionosphere-Mesosphere-Electrodynamics General Circulation Model (TIMEGCM) were used to quantify thermospheric neutral density and its variations, focusing on annual/semiannual variation, the effect of using measured solar irradiance on model calculations of solar-cycle variation, and global change in the thermosphere. Satellite drag data and the MSIS00 empirical model were utilized to compare to the TIEGCM simulations. The TIEGCM simulations indicated that eddy diffusion and its annual/semiannual variation is a mechanism for annual/semiannual density variation in the thermosphere. It was found that eddy diffusion near the turbopause can effectively influence thermospheric neutral density. Eddy diffusion, together with annual insolation variation and large-scale circulation, generated global annual/semiannual density variation observed by satellite drag. Using measured solar irradiance as solar input for the TIEGCM improved the solar-cycle dependency of the density calculation shown in F10.7 -based thermospheric empirical models. It has been found that the empirical models overestimate density at low solar activity. The TIEGCM simulations did not show such solar-cycle dependency. Using historic measurements of CO2 and F 10.7, simulations of the global-mean TIMEGCM showed that thermospheric neutral density at 400 km had an average long-term decrease of 1.7% per decade from 1970 to 2000. A forecast of density decrease for solar cycle 24 suggested that thermospheric density will decrease at 400 km from present to the end of solar cycle 24 at a rate of 2.7% per decade. Reduction in thermospheric density causes less atmospheric drag on earth-orbiting space objects. The implication of this long-term decrease of thermospheric neutral density is that it will increase the lifetime of satellites, but also it will increase the amount of space junk.

Longitudinal afterbody grooves and shoulder radiusing for low-speed bluff body drag reduction

NASA Technical Reports Server (NTRS)

Howard, F. G.; Quass, B. F.; Weinstein, L. M.; Bushnell, D. M.

1981-01-01

A new low-speed drag reduction approach is proposed which employs longitudinal surface V-shaped grooves cutting through the afterbody shoulder region. The test Reynolds number range was from 20,000 to 200,000 based on undisturbed free-stream flow and a body diameter of 6.08 cm. The V-grooves are shown to be most effective in reducing drag when the afterbody shoulder radius is zero. Reductions in drag of up to 33% have been measured for this condition. For large shoulder radius, the grooves are only effective at the lower Reynolds numbers of the test.

The effect of sodium hydroxide on drag reduction using banana peel as a drag reduction agent

NASA Astrophysics Data System (ADS)

Kaur, H.; Jaafar, A.

2018-02-01

Drag reduction is observed as reduced frictional pressure losses under turbulent flow conditions. Drag reduction agent such as polymers can be introduced to increase the flowrate of water flowing and reduce the water accumulation in the system. Currently used polymers are synthetic polymers, which will harm our environment in excessive use of accumulation. A more environmentally-friendly drag reduction agent such as the polymer derived from natural sources or biopolymer, is then required for such purpose. As opposed to the synthetic polymers, the potential of biopolymers as drag reduction agents, especially those derived from a local plant source are not extensively explored. The drag reduction of a polymer produced from a local plant source within the turbulent regime was explored and assessed in this study using a rheometer, where a reduced a torque produced was perceived as a reduction of drag. This method proposed is less time consuming and is more practical which is producing carboxymethylcellulose from the banana peel. The cellulose powder was converted to carboxymethylcellulose (CMC) by etherification process. The carboxymethylation reaction during the synthesizing process was then optimized against the reaction temperature, reaction time and solubility. The biopolymers were then rheologically characterized, where the viscoelastic effects and the normal stresses produced by these biopolymers were utilized to further relate and explain the drag reduction phenomena. The research was structured to focus on producing the biopolymer and to assess the drag reduction ability of the biopolymer produced. The rheological behavior of the biopolymers was then analyzed based on the ability of reducing drag. The results are intended to expand the currently extremely limited experimental database. Based on the results, the biopolymer works as a good DRA.

Reducing drag of a commuter train, using engine exhaust momentum

NASA Astrophysics Data System (ADS)

Ha, Dong Keun

The objective of this thesis was to perform numerical investigations of two different methods of injecting fluid momentum into the air flow above a commuter train to reduce its drag. Based on previous aerodynamic modifications of heavy duty trucks in improving fuel efficiency, two structural modifications were designed and applied to a Metrolink Services commuter train in the Los Angeles (LA) County area to reduce its drag and subsequently improve fuel efficiency. The first modification was an L-shaped channel, added to the exhaust cooling fan above the locomotive roof to divert and align the exhaust gases in the axial direction. The second modification was adding an airfoil shaped lid over the L-shape channel, to minimize the drag of the perturbed structure, and thus reduce the overall drag. The computational fluid dynamic (CFD) software CCM+ from CD-Adapco with the ?-? turbulence model was used for the simulations. A single train set which consists of three vehicles: one locomotive, one trailer car and one cab car were used. All the vehicles were modeled based on the standard Metrolink fleet train size. The wind speed was at 90 miles per hour (mph), which is the maximum speed for the Orange County Metrolink line. Air was used as the exhaust gas in the simulation. The temperature of the exhausting air emitting out of the cooling fan on the roof was 150 F and the average fan speed was 120 mph. Results showed that with the addition of the lid, momentum injection results in reduced flow separation and pressure recovery behind the locomotive, which reduces the overall drag by at least 30%.

Variational and symplectic integrators for satellite relative orbit propagation including drag

NASA Astrophysics Data System (ADS)

Palacios, Leonel; Gurfil, Pini

2018-04-01

Orbit propagation algorithms for satellite relative motion relying on Runge-Kutta integrators are non-symplectic—a situation that leads to incorrect global behavior and degraded accuracy. Thus, attempts have been made to apply symplectic methods to integrate satellite relative motion. However, so far all these symplectic propagation schemes have not taken into account the effect of atmospheric drag. In this paper, drag-generalized symplectic and variational algorithms for satellite relative orbit propagation are developed in different reference frames, and numerical simulations with and without the effect of atmospheric drag are presented. It is also shown that high-order versions of the newly-developed variational and symplectic propagators are more accurate and are significantly faster than Runge-Kutta-based integrators, even in the presence of atmospheric drag.

Studies of the Ocean Surface and the Coupling between the Sea and the Atmosphere.

DTIC Science & Technology

1984-10-01

design was developed and built for use - in this work.. A number of new ideas were involved and five patents were assigned to the Navy in the following...close enough that the mounting surface was not involved in the drag. A physical description of the process using entraining slabs of turbulent air allowed...each slab the average turbulence, average horizontal velocity and average dissipation rate are still used . The ve- locity at any given level matches

Effect of donor-recipient age gradient on graft outcomes in deceased donor liver transplantation.

PubMed

Shin, M; Kim, J M; Park, J B; Kwon, Ch H D; Kim, S-J; Joh, J-W

2013-10-01

Donor age is a well-known factor influencing graft function after deceased donor liver transplantation (DDLT). However, the effect of donors older than recipients on graft outcomes remains unclear. This study investigated the relationship between the donor-recipient age gradient (DRAG) and posttransplant outcomes after DDLT. We included 164 adult recipients who underwent DDLT between May 1996 and April 2011. Patients were divided into 2 groups according to the value of DRAG: Negative (DRAG -20 to -1; n = 99) versus positive (DRAG 0-20; n = 65). Medical records were reviewed and laboratory data were retrospectively collected. The median age of donors and recipients was 43 (range, 10-80) and 46 (range, 19-67) years, respectively. The mean follow-up time was 57.4 months. A positive DRAG had a negative effect on levels of alkaline phosphatase until 2 weeks after transplantation. However, the positive group showed a lower incidence of hepatitis B viral disease recurrence. The 1-, 3-, and 5-year graft survival rates were 80.4%, 76.8%, and 71.4% in the negative group, and 65.8%, 58.4%, and 56.3% in the positive group, respectively. The positive DRAG group showed significantly inferior graft survival compared with the negative DRAG group (P = .036). This study demonstrated that donors older than recipients had a deleterious effect on graft outcomes. DRAG could be a meaningful determinant of graft survival among DDLT recipients. Copyright © 2013 Elsevier Inc. All rights reserved.

An inlet analysis for the NASA hypersonic research engine aerothermodynamic integration model

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Russell, J. W.; Mackley, E. A.; Simmonds, A. L.

1974-01-01

A theoretical analysis for the inlet of the NASA Hypersonic Research Engine (HRE) Aerothermodynamic Integration Model (AIM) has been undertaken by use of a method-of-characteristics computer program. The purpose of the analysis was to obtain pretest information on the full-scale HRE inlet in support of the experimental AIM program (completed May 1974). Mass-flow-ratio and additive-drag-coefficient schedules were obtained that well defined the range effected in the AIM tests. Mass-weighted average inlet total-pressure recovery, kinetic energy efficiency, and throat Mach numbers were obtained.

Modeling complex flow structures and drag around a submerged plant of varied posture

NASA Astrophysics Data System (ADS)

Boothroyd, Richard J.; Hardy, Richard J.; Warburton, Jeff; Marjoribanks, Timothy I.

2017-04-01

Although vegetation is present in many rivers, the bulk of past work concerned with modeling the influence of vegetation on flow has considered vegetation to be morphologically simple and has generally neglected the complexity of natural plants. Here we report on a combined flume and numerical model experiment which incorporates time-averaged plant posture, collected through terrestrial laser scanning, into a computational fluid dynamics model to predict flow around a submerged riparian plant. For three depth-limited flow conditions (Reynolds number = 65,000-110,000), plant dynamics were recorded through high-definition video imagery, and the numerical model was validated against flow velocities collected with an acoustic Doppler velocimeter. The plant morphology shows an 18% reduction in plant height and a 14% increase in plant length, compressing and reducing the volumetric canopy morphology as the Reynolds number increases. Plant shear layer turbulence is dominated by Kelvin-Helmholtz type vortices generated through shear instability, the frequency of which is estimated to be between 0.20 and 0.30 Hz, increasing with Reynolds number. These results demonstrate the significant effect that the complex morphology of natural plants has on in-stream drag, and allow a physically determined, species-dependent drag coefficient to be calculated. Given the importance of vegetation in river corridor management, the approach developed here demonstrates the necessity to account for plant motion when calculating vegetative resistance.

Performance of a 16.6 Meter Diameter Cross Parachute in a Simulated Martian Environment

NASA Technical Reports Server (NTRS)

Lundstrom, Reginald R.; Darnell, Wayne L.; Coltrane, Lucille C.

1968-01-01

Inflation and drag characteristics of a 54.4-foot (16.6 meter) nominal-diameter cross parachute, deployed at a Mach number of 1.65 and a dynamic pressure of 12.68 lb/sq f t (607.1 N/m(exp2)), were obtained from the fourth balloon-launched flight test of the Planetary Entry Parachute Program (PEPP). After deployment, the parachute quickly inflated to a full condition, partially collapsed, and then gradually reinflated while undergoing rapid oscillations between over-inflation and under-inflation. The oscillations began while the parachute was still at supersonic speeds and continued to low subsonic speeds well below an altitude of 90,000 feet (27.4 km). These canopy instabilities produced large cyclic variations in the parachute's drag coefficient. The average value of drag coefficient was about 0.8 to 0.9 at subsonic speeds and slightly lower at supersonic speeds. These drag coefficient values were based on the actual fabric surface area of the parachute canopy. The parachute sustained minor damage consisting of two canopy tears and abrasions and tears on the riser line. It is believed that this damage did not produce a significant change in the performance of the parachute.

Pressure and heating-rate distributions on a corrugated surface in a supersonic turbulent boundary layer

NASA Technical Reports Server (NTRS)

Sawyer, J. W.

1977-01-01

Drag and heating rates on wavy surfaces typical of current corrugated plate designs for thermal protection systems were determined experimentally. Pressure-distribution, heating-rate, and oil-flow tests were conducted in the Langley Unitary Plan wind tunnel at Mach numbers of 2.4 and 4.5 with the corrugated surface exposed to both thick and thin turbulent boundary layers. Tests were conducted with the corrugations at cross-flow angles from 0 deg to 90 deg to the flow. Results show that for cross-flow angles of 30 deg or less, the pressure drag coefficients are less than the local flat-plate skin-friction coefficients and are not significantly affected by Mach number, Reynolds number, or boundary-layer thickness over the ranges investigated. For cross-flow angles greater than 30 deg, the drag coefficients increase significantly with cross-flow angle and moderately with Reynolds number. Increasing the Mach number causes a significant reduction in the pressure drag. The average and peak heating penalties due to the corrugated surface are small for cross-flow angles of 10 deg or less but are significantly higher for the larger cross-flow angles.

Reconfiguration parameters for drag of flexible cylindrical elements

NASA Astrophysics Data System (ADS)

John, Chapman; Wilson, Bruce; Gulliver, John

2015-11-01

This presentation compares parameters that characterize reconfiguration effects on flow resistance and drag. The drag forces occurring on flexible bluff bodies are different from the drag occurring on rigid bluff bodies due to reconfiguration. Drag force data, collected using a torque sensor in a flume, for simple cylindrical obstructions of the same shape and size but with different flexibility is used to fit drag parameters. The key parameter evaluated is a reference velocity factor u to account for drag reduction due to reconfiguration, similar to a Vogel exponent. Our equations preserves the traditional exponent of the drag relationship, but places a factor onto the drag coefficient for flexible elements, rather than a Vogel exponent arrangement applied to the flow velocity. Additionally we relate the reference velocity factor u to the modulus of elasticity of the material through the Cauchy Number. The use of a reference velocity factor u in place of a Vogel exponent appears viable to account for how the drag forces are altered by reconfiguration. The proposed formulation for drag reduction is more consistently estimated for the range of flexibilities in this study. Unfortunately, the mechanical properties of vegetation are not often readily available for reconfiguration relationships to the elastic modulus of vegetation to be of immediate practical use.

Surface adhesive forces: a metric describing the drag-reducing effects of superhydrophobic coatings.

PubMed

Cheng, Mengjiao; Song, Mengmeng; Dong, Hongyu; Shi, Feng

2015-04-08

Nanomaterials with superhydrophobic properties are promising as drag-reducing coatings. However, debates regarding whether superhydrophobic surfaces are favorable for drag reduction require further clarification. A quantified water adhesive force measurement is proposed as a metric and its effectiveness demonstrated using three typical superhydrophobic coatings on model ships with in situ sailing tests. © 2014 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Nonlifting wing-body combinations with certain geometric restraints having minimum wave drag at low supersonic speeds

NASA Technical Reports Server (NTRS)

Lomax, Harvard

1957-01-01

Several variational problems involving optimum wing and body combinations having minimum wave drag for different kinds of geometrical restraints are analyzed. Particular attention is paid to the effect on the wave drag of shortening the fuselage and, for slender axially symmetric bodies, the effect of fixing the fuselage diameter at several points or even of fixing whole portions of its shape.

The variations on the aerodynamics of a world-ranked wheelchair sprinter in the key-moments of the stroke cycle: A numerical simulation analysis

PubMed Central

Marinho, Daniel A.; Morais, Jorge E.; Morouço, Pedro G.; Barbosa, Tiago M.

2018-01-01

Biomechanics plays an important role helping Paralympic sprinters to excel, having the aerodynamic drag a significant impact on the athlete’s performance. The aim of this study was to assess the aerodynamics in different key-moments of the stroke cycle by Computational Fluid Dynamics. A world-ranked wheelchair sprinter was scanned on the racing wheelchair wearing his competition gear and helmet. The sprinter was scanned in three different positions: (i) catch (hands in the 12h position on the hand-rim); (ii) the release (hands in the 18h position on the hand-rim) and; (iii) recovery phase (hands do not touch the hand-rim and are hyperextended backwards). The simulations were performed at 2.0, 3.5, 5.0 and 6.5 m/s. The mean viscous and pressure drag components, total drag force and effective area were retrieved after running the numerical simulations. The viscous drag ranged from 3.35 N to 2.94 N, pressure drag from 0.38 N to 5.51 N, total drag force from 0.72 N to 8.45 N and effective area from 0.24 to 0.41 m2. The results pointed out that the sprinter was submitted to less drag in the recovery phase, and higher drag in the catch. These findings suggest the importance of keeping an adequate body alignment to avoid an increase in the drag force. PMID:29489904

The variations on the aerodynamics of a world-ranked wheelchair sprinter in the key-moments of the stroke cycle: A numerical simulation analysis.

PubMed

Forte, Pedro; Marinho, Daniel A; Morais, Jorge E; Morouço, Pedro G; Barbosa, Tiago M

2018-01-01

Biomechanics plays an important role helping Paralympic sprinters to excel, having the aerodynamic drag a significant impact on the athlete's performance. The aim of this study was to assess the aerodynamics in different key-moments of the stroke cycle by Computational Fluid Dynamics. A world-ranked wheelchair sprinter was scanned on the racing wheelchair wearing his competition gear and helmet. The sprinter was scanned in three different positions: (i) catch (hands in the 12h position on the hand-rim); (ii) the release (hands in the 18h position on the hand-rim) and; (iii) recovery phase (hands do not touch the hand-rim and are hyperextended backwards). The simulations were performed at 2.0, 3.5, 5.0 and 6.5 m/s. The mean viscous and pressure drag components, total drag force and effective area were retrieved after running the numerical simulations. The viscous drag ranged from 3.35 N to 2.94 N, pressure drag from 0.38 N to 5.51 N, total drag force from 0.72 N to 8.45 N and effective area from 0.24 to 0.41 m2. The results pointed out that the sprinter was submitted to less drag in the recovery phase, and higher drag in the catch. These findings suggest the importance of keeping an adequate body alignment to avoid an increase in the drag force.

Flight test evaluation of a method to determine the level flight performance propeller-driven aircraft

NASA Technical Reports Server (NTRS)

Cross, E. J., Jr.

1976-01-01

A procedure is developed for deriving the level flight drag and propulsive efficiency of propeller-driven aircraft. This is a method in which the overall drag of the aircraft is expressed in terms of the measured increment of power required to overcome a corresponding known increment of drag. The aircraft is flown in unaccelerated, straight and level flight, and thus includes the effects of the propeller drag and slipstream. Propeller efficiency and airplane drag are computed on the basis of data obtained during flight test and do not rely on the analytical calculations of inadequate theory.

Parasite-Drag Measurements of Five Helicopter Rotor Hubs

NASA Technical Reports Server (NTRS)

Churchill, Gary B.; Harrington, Robert D.

1959-01-01

An investigation has been conducted in the Langley full-scale tunnel to determine the parasite drag of five production-type helicopter rotor hubs. Some simple fairing arrangements were attempted in an effort to reduce the hub drag. The results indicate that, within the range of the tests, changes in angle of attack, hub rotational speed, and forward speed generally had only a small effect on the equivalent flat-plate area representing parasite drag. The drag coefficients of the basic hubs, based on projected hub frontal area, increased with hub area and varied from 0.5 to 0.76 for the hubs tested.

Light-Drag Enhancement by a Highly Dispersive Rubidium Vapor.

PubMed

Safari, Akbar; De Leon, Israel; Mirhosseini, Mohammad; Magaña-Loaiza, Omar S; Boyd, Robert W

2016-01-08

The change in the speed of light as it propagates through a moving material has been a subject of study for almost two centuries. This phenomenon, known as the Fresnel light-drag effect, is quite small and usually requires a large interaction path length and/or a large velocity of the moving medium to be observed. Here, we show experimentally that the observed drag effect can be enhanced by over 2 orders of magnitude when the light beam propagates through a moving slow-light medium. Our results are in good agreement with the theoretical prediction, which indicates that, in the limit of large group indices, the strength of the light-drag effect is proportional to the group index of the moving medium.

Deplacement effect of the laminar boundary layer and the pressure drag

NASA Technical Reports Server (NTRS)

Gortler, H

1951-01-01

The displacement effect of the boundary layer on the outer frictionless flow is discussed for both steady and unsteady flows. The analysis is restricted to cases in which the potential flow pressure distribution remains valid for the boundary-layer calculation. Formulas are given for the dependence of the pressure drag, friction drag, and total drag of circular cylinders on the time from the start of motion for cases in which the velocity varies as a power of the time. Formulas for the locations and for the time for the appearance of the separation point are given for two dimensional bodies of arbitrary shape.

Decreased poststenotic flow disturbance during drag reduction by polyacrylamide infusion without increased aortic blood flow.

PubMed

Hutchison, K J; Campbell, J D; Karpinski, E

1989-07-01

The infusion of polyacrylamide in open chest rats has been reported to increase aortic blood flow and the effect has been ascribed to the "drag reduction" properties of these compounds. In six anesthetized dogs the infusion of polyacrylamide to a total dose of 2 mg/kg caused a reduction in midline and separation zone Doppler spectral broadening in the common carotid artery poststenotic velocity field. This apparent reduction in poststenotic turbulence was interpreted as indicating the presence of a drag reducing effect. Despite this demonstration that polyacrylamide was present in the blood in drag reducing concentrations no increase in aortic blood flow was produced.

Interference drag in a simulated wing-fuselage juncture

NASA Technical Reports Server (NTRS)

Kubendran, L. R.; Mcmahon, H.; Hubbartt, J. E.

1984-01-01

The interference drag in a wing fuselage juncture as simulated by a flat plate and a body of constant thickness having a 1.5:1 elliptical leading edge is evaluated experimentally. The experimental measurements consist of mean velocity data taken with a hot wire at a streamwise location corresponding to 16 body widths downstream of the body leading edge. From these data, the interference drag is determined by calculating the total momentum deficit (momentum area) in the juncture and also in the two dimensional turbulent boundary layers on the flat plate and body at locations sufficiently far from the juncture flow effect. The interference drag caused by the juncture drag as measured at this particular streamwise station is -3% of the total drag due to the flat plate and body boundary layers in isolation. If the body is considered to be a wing having a chord and span equal to 16 body widths, the interference drag due to the juncture is only -1% of the frictional drag of one surface of such a wing.

Investigation at Mach Numbers of 0.20 to 3.50 of Blended Wing-Body Combinations of Sonic Design with Diamond, Delta, and Arrow Plan Forms

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

The models had aspect-ratio-2 diamond, delta, and arrow wings with the leading edges swept 45.00 deg, 59.04 deg, and 70.82 deg, respectively. The wing sections were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local chords in a streamwise direction. The models were tested with transition fixed at Reynolds numbers of about 4,000,000 to 9,000,0000, based on the mean aerodynamic chord of the wings. The effect of varying Reynolds number was checked at both subsonic and supersonic speeds. The diamond model was superior to the other plan forms at transonic speeds ((L/D)max = 11.00 to 9.52) because of its higher lift-curve slope and near optimum wave drag due to the blending process. For the wing thickness tested with the diamond model, the marked body and wing contouring required for transonic conditions resulted in a large wave-drag penalty at the higher supersonic Mach numbers where the leading and trailing edges of the wing were supersonic. Because of the low sweep of the trailing edge of the delta model, this configuration was less adaptable to the blending process. Removing a body bump prescribed by the Mach number 1.00 design resulted in a good supersonic design. This delta model with 10 percent less volume was superior to the other plan forms at Mach numbers of 1.55 to 2.35 ((L/D)max = 8.65 to 7.24), but it and the arrow model were equally good at Mach numbers of 2.50 to 3.50 ((L/D)max - 6.85 to O.39). At transonic speeds the arrow model was inferior because of the reduced lift-curve slope associated with its increased sweep and also because of the wing base drag. The wing base-drag coefficients of the arrow model based on the wing planform area decreased from a peak value of 0.0029 at Mach number 1.55 to 0.0003 at Mach number 3.50. Linear supersonic theory was satisfactory for predicting the aerodynamic trends at Mach numbers from 1.55 to 3.50 of lift-curve slope, wave drag, drag due to lift, aerodynamic-center location, and maximum lift-drag ratios for each of the models.

Wind Characteristics of Coastal and Inland Surface Flows

NASA Astrophysics Data System (ADS)

Subramanian, Chelakara; Lazarus, Steven; Jin, Tetsuya

2015-11-01

Lidar measurements of the winds in the surface layer (up to 80 m) inland and near the beach are studied to better characterize the velocity profile and the effect of roughness. Mean and root-mean-squared profiles of horizontal and vertical wind components are analyzed. The effects of variable time (18, 60 and 600 seconds) averaging on the above profiles are discussed. The validity of common surface layer wind profile models to estimate skin friction drag is assessed in light of these measurements. Other turbulence statistics such as auto- and cross- correlations in spatial and temporal domains are also presented. The help of FIT DMES field measurement crew is acknowledged.

Magnon-drag thermopile.

PubMed

Costache, Marius V; Bridoux, German; Neumann, Ingmar; Valenzuela, Sergio O

2011-12-18

Thermoelectric effects in spintronics are gathering increasing attention as a means of managing heat in nanoscale structures and of controlling spin information by using heat flow. Thermal magnons (spin-wave quanta) are expected to play a major role; however, little is known about the underlying physical mechanisms involved. The reason is the lack of information about magnon interactions and of reliable methods to obtain it, in particular for electrical conductors because of the intricate influence of electrons. Here, we demonstrate a conceptually new device that enables us to gather information on magnon-electron scattering and magnon-drag effects. The device resembles a thermopile formed by a large number of pairs of ferromagnetic wires placed between a hot and a cold source and connected thermally in parallel and electrically in series. By controlling the relative orientation of the magnetization in pairs of wires, the magnon drag can be studied independently of the electron and phonon-drag thermoelectric effects. Measurements as a function of temperature reveal the effect on magnon drag following a variation of magnon and phonon populations. This information is crucial to understand the physics of electron-magnon interactions, magnon dynamics and thermal spin transport.

A Theoretical and Experimental Investigation of the Lift and Drag Characteristics of Hydrofoils at Subcritical and Supercritical Speeds

NASA Technical Reports Server (NTRS)

Wadlin, Kenneth L; Shuford, Charles L , Jr; Mcgehee, John R

1955-01-01

A theoretical and experimental investigation at subcavitation speeds was made of the effect of the free-water surface and rigid boundaries on the lift and drag of an aspect-ratio-10 hydrofoil at both subcritical and supercritical speeds and of an aspect ratio-4 hydrofoil at supercritical speeds. Approximate theoretical solutions for the effects of the free-water surface and rigid boundaries on drag at subcritical speeds are developed. An approximate theoretical solution for the effects of these boundaries on drag at subcritical speeds is also presented. The agreement between theory and experiment at both supercritical and subcritical speeds is satisfactory for engineering calculations of hydrofoil characteristics from aerodynamic data. The experimental investigation indicated no appreciable effect of the limiting speed of wave propagation on lift-curve slope or angle of zero lift. It also showed that the increase in drag as the critical speed is approached from the supercritical range is gradual. The result is contrary to the abrupt increase at the critical speed predicted by theory.

Effect of surface morphology on drag and roughness sublayer in flows over regular roughness elements

NASA Astrophysics Data System (ADS)

Placidi, Marco; Ganapathisubramani, Bharathram

2014-11-01

The effects of systematically varied roughness morphology on bulk drag and on the spatial structure of turbulent boundary layers are examined by performing a series of wind tunnel experiments. In this study, rough surfaces consisting of regularly and uniformly distributed LEGO™ bricks are employed. Twelve different patterns are adopted in order to methodically examine the individual effects of frontal solidity (λF, frontal area of the roughness elements per unit wall-parallel area) and plan solidity (λP, plan area of roughness elements per unit wall-parallel area), on both the bulk drag and the turbulence structure. A floating element friction balance based on Krogstad & Efros (2010) was designed and manufactured to measure the drag generated by the different surfaces. In parallel, high resolution planar and stereoscopic Particle Image Velocimetry (PIV) was applied to investigate the flow features. This talk will focus on the effects of each solidity parameter on the bulk drag and attempt to relate the observed trends to the flow structures in the roughness sublayer. Currently at City University London.

Effects of Winglets on the Drag of a Low-Aspect-Ratio Configuration

NASA Technical Reports Server (NTRS)

Smith, Leigh Ann; Campbell, Richard L.

1996-01-01

A wind-tunnel investigation has been performed to determine the effect of winglets on the induced drag of a low-aspect-ratio wing configuration at Mach numbers between 0.30 and 0.85 and a nominal angle-of-attack range from -2 deg to 20 deg. Results of the tests at the cruise lift coefficient showed significant increases in lift-drag ratio for the winglet configuration relative to a wing-alone configuration designed for the same lift coefficient and Mach number. Further, even larger increases in lift-drag ratio were observed at lift coefficients above the design value at all Mach numbers tested. The addition of these winglets had a negligible effect on the static lateral-directional stability characteristics of the configuration. No tests were made to determine the effect of these winglets at supersonic Mach numbers, where increases in drag caused by winglets might be more significant. Computational analyses were also performed for the two configurations studied. Linear and small-disturbance formulations were used. The codes were found to give reasonable performance estimates sufficient for predicting changes of this magnitude.

Preliminary flight-determined subsonic lift and drag characteristics of the X-29A forward-swept-wing airplane

NASA Technical Reports Server (NTRS)

Hicks, John W.; Huckabine, Thomas

1989-01-01

The X-29A subsonic lift and drag characteristics determined, met, or exceeded predictions, particularly with respect to the drag polar shapes. Induced drag levels were as great as 20 percent less than wind tunnel estimates, particularly at coefficients of lift above 0.8. Drag polar shape comparisons with other modern fighter aircraft showed the X-29A to have a better overall aircraft aerodynamic Oswald efficiency factor for the same aspect ratio. Two significant problems arose in the data reduction and analysis process. These included uncertainties in angle of attack upwash calibration and effects of maneuver dynamics on drag levels. The latter problem resulted from significantly improper control surface automatic camber control scheduling. Supersonic drag polar results were not obtained during this phase because of a lack of engine instrumentation to measure afterburner fuel flow.

Intercooler cooling-air weight flow and pressure drop for minimum drag loss

NASA Technical Reports Server (NTRS)

Reuter, J George; Valerino, Michael F

1944-01-01

An analysis has been made of the drag losses in airplane flight of cross-flow plate and tubular intercoolers to determine the cooling-air weight flow and pressure drop that give a minimum drag loss for any given cooling effectiveness and, thus, a maximum power-plant net gain due to charge-air cooling. The drag losses considered in this analysis are those due to (1) the extra drag imposed on the airplane by the weight of the intercooler, its duct, and its supports and (2) the drag sustained by the cooling air in flowing through the intercooler and its duct. The investigation covers a range of conditions of altitude, airspeed, lift-drag ratio, supercharger-pressure ratio, and supercharger adiabatic efficiency. The optimum values of cooling air pressure drop and weight flow ratio are tabulated. Curves are presented to illustrate the results of the analysis.

An Experimental Investigation of Helicopter Rotor Hub Fairing Drag Characteristics

NASA Technical Reports Server (NTRS)

Sung, D. Y.; Lance, M. B.; Young, L. A.; Stroub, R. H.

1989-01-01

A study was done in the NASA 14- by 22-Foot Wind Tunnel at Langley Research Center on the parasite drag of different helicopter rotor hub fairings and pylons. Parametric studies of hub-fairing camber and diameter were conducted. The effect of hub fairing/pylon clearance on hub fairing/pylon mutual interference drag was examined in detail. Force and moment data are presented in tabular and graphical forms. The results indicate that hub fairings with a circular-arc upper surface and a flat lower surface yield maximum hub drag reduction; and clearance between the hub fairing and pylon induces high mutual-interference drag and diminishes the drag-reduction benefit obtained using a hub fairing with a flat lower surface. Test data show that symmetrical hub fairings with circular-arc surfaces generate 74 percent more interference drag than do cambered hub fairings with flat lower surfaces, at moderate negative angle of attack.

The Influence of Heat Transfer on the Drag of Airfoils.

DTIC Science & Technology

1981-04-01

OF STANDARDS-1963-A LL b AFWAL-TR-81- 3030 THE INFLUENCE OF HEAT TRANSFER ON THE DRAG OF AIRFOILS DR. JOHN D. LEE The Aeronautical and Astronautical...if necReary mid identify by block number) Airfoils , Subsonic, Transonic, Supercritical, Laminar Flow, Transition, Drag Reduction, Heat Transfer...determine the effects of surface temperature on the drag of airfoils . Models of an aft- loaded profile and of a NACA 65A413 were tested with separate models

Flight-Determined Subsonic Lift and Drag Characteristics of Seven Lifting-Body and Wing-Body Reentry Vehicle Configurations With Truncated Bases

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.

1999-01-01

This paper examines flight-measured subsonic lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle prototype. Lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats unify the data and allow a greater understanding than studying the vehicles individually allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio planforms. The proper definition of reference area was critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to-drag ratio, and, where available, base pressure coefficients. The effects of fineness ratio on forebody drag were also considered. The influence of forebody drag on afterbody (base) drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.

Effect of Phonon Drag on the Thermopower in a Parabolic Quantum Well

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hasanov, Kh. A., E-mail: xanlarhasanli@rambler.ru; Huseynov, J. I.; Dadashova, V. V.

2016-03-15

The theory of phonon-drag thermopower resulting from a temperature gradient in the plane of a two-dimensional electron gas layer in a parabolic quantum well is developed. The interaction mechanisms between electrons and acoustic phonons are considered, taking into account potential screening of the interaction. It is found that the effect of electron drag by phonons makes a significant contribution to the thermopower of the two-dimensional electron gas. It is shown that the consideration of screening has a significant effect on the drag thermopower. For the temperature dependence of the thermopower in a parabolic GaAs/AlGaAs quantum well in the temperature rangemore » of 1–10 K, good agreement between the obtained theoretical results and experiments is shown.« less

Effect of Jet-nozzle-expansion Ratio on Drag of Parabolic Afterbodies

NASA Technical Reports Server (NTRS)

Englert, Gerald W; Vargo, Donald J; Cubbison, Robert W

1954-01-01

The interaction of the flow from one convergent and two convergent-divergent nozzles on parabolic afterbodies was studied at free-stream Mach numbers of 2.0, 1.6, and 0.6 over a range of jet pressure ratio. The influence of the jet on boattail and base drag was very pronounced. Study of the total external afterbody drag values at supersonic speeds indicated that, over most of the high-pressure-ratio range, increasing the nozzle design expansion ratio increased the drag even though the boattail area was reduced. Increasing the pressure ratio tended to increase slightly the total-drag increment caused by angle-of-attack operation.

Constraints on Wave Drag Parameterization Schemes for Simulating the Quasi-Biennial Oscillation. Part II: Combined Effects of Gravity Waves and Equatorial Planetary Waves.

NASA Astrophysics Data System (ADS)

Campbell, Lucy J.; Shepherd, Theodore G.

2005-12-01

This study examines the effect of combining equatorial planetary wave drag and gravity wave drag in a one-dimensional zonal mean model of the quasi-biennial oscillation (QBO). Several different combinations of planetary wave and gravity wave drag schemes are considered in the investigations, with the aim being to assess which aspects of the different schemes affect the nature of the modeled QBO. Results show that it is possible to generate a realistic-looking QBO with various combinations of drag from the two types of waves, but there are some constraints on the wave input spectra and amplitudes. For example, if the phase speeds of the gravity waves in the input spectrum are large relative to those of the equatorial planetary waves, critical level absorption of the equatorial planetary waves may occur. The resulting mean-wind oscillation, in that case, is driven almost exclusively by the gravity wave drag, with only a small contribution from the planetary waves at low levels. With an appropriate choice of wave input parameters, it is possible to obtain a QBO with a realistic period and to which both types of waves contribute. This is the regime in which the terrestrial QBO appears to reside. There may also be constraints on the initial strength of the wind shear, and these are similar to the constraints that apply when gravity wave drag is used without any planetary wave drag.In recent years, it has been observed that, in order to simulate the QBO accurately, general circulation models require parameterized gravity wave drag, in addition to the drag from resolved planetary-scale waves, and that even if the planetary wave amplitudes are incorrect, the gravity wave drag can be adjusted to compensate. This study provides a basis for knowing that such a compensation is possible.

The ‘W’ Prawn-Trawl with Emphasised Drag-Force Transfer to Its Centre Line to Reduce Overall System Drag

PubMed Central

Balash, Cheslav; Sterling, David; Binns, Jonathan; Thomas, Giles; Bose, Neil

2015-01-01

For prawn trawling systems, drag reduction is a high priority as the trawling process is energy intensive. Large benefits have occurred through the use of multiple-net rigs and thin twine in the netting. An additional positive effect of these successful twine-area reduction strategies is the reduced amount of otter board area required to spread the trawl systems, which leads to further drag reduction. The present work investigated the potential of redirecting the drag-strain within a prawn trawl away from the wings and the otter boards to the centre line of the trawl, where top and bottom tongues have been installed, with an aim to minimise the loading/size of the otter boards required to spread the trawl. In the system containing the new ‘W’ trawl, the drag redirected to the centre-line tongues is transferred forward through a connected sled and towing wires to the trawler. To establish the extent of drag redirection to the centre-line tongues and the relative drag benefits of the new trawl system, conventional and ‘W’ trawls of 3.65 m headline length were tested firstly over a range of spread ratios in the flume tank, and subsequently at optimum spread ratio in the field. The developed ‘W’ trawl effectively directed 64% of netting-drag off the wings and onto the centre tongues, which resulted in drag savings in the field of ∼20% for the associated ‘W’ trawl/otter-board/sled system compared to the traditional trawl/otter-board arrangement in a single trawl or twin rig configuration. Furthermore, based on previously published data, the new trawl when used in a twin rig system is expected to provide approximately 12% drag reduction compared to quad rig. The twin ‘W’ trawl system also has benefits over quad rig in that a reduced number of cod-end/By-catch Reduction Device units need to be installed and attended each tow. PMID:25751251

Drag, but not buoyancy, affects swim speed in captive Steller sea lions

PubMed Central

Suzuki, Ippei; Sato, Katsufumi; Fahlman, Andreas; Naito, Yasuhiko; Miyazaki, Nobuyuki; Trites, Andrew W.

2014-01-01

ABSTRACT Swimming at an optimal speed is critical for breath-hold divers seeking to maximize the time they can spend foraging underwater. Theoretical studies have predicted that the optimal swim speed for an animal while transiting to and from depth is independent of buoyancy, but is dependent on drag and metabolic rate. However, this prediction has never been experimentally tested. Our study assessed the effects of buoyancy and drag on the swim speed of three captive Steller sea lions (Eumetopias jubatus) that made 186 dives. Our study animals were trained to dive to feed at fixed depths (10–50 m) under artificially controlled buoyancy and drag conditions. Buoyancy and drag were manipulated using a pair of polyvinyl chloride (PVC) tubes attached to harnesses worn by the sea lions, and buoyancy conditions were designed to fall within the natural range of wild animals (∼12–26% subcutaneous fat). Drag conditions were changed with and without the PVC tubes, and swim speeds were recorded and compared during descent and ascent phases using an accelerometer attached to the harnesses. Generalized linear mixed-effect models with the animal as the random variable and five explanatory variables (body mass, buoyancy, dive depth, dive phase, and drag) showed that swim speed was best predicted by two variables, drag and dive phase (AIC = −139). Consistent with a previous theoretical prediction, the results of our study suggest that the optimal swim speed of Steller sea lions is a function of drag, and is independent of dive depth and buoyancy. PMID:24771620

Aerodynamic drag crisis and its possible effect on the flight of baseballs

NASA Astrophysics Data System (ADS)

Frohlich, Cliff

1984-04-01

At Reynolds numbers above about 105 the aerodynamic drag force on a sphere drops sharply as the flow begins to become turbulent in the boundary layer. For baseballs, this ``drag crisis'' may occur at speeds which are typical for pitched or batted balls. The effects of the drag reduction on the behavior of both pitched and batted balls is significant, and may explain several features of the game of baseball which previously have been unexplained or attributed to other causes. In particular, the drag reduction may help to explain why pitched fastballs appear to rise, why pitched curve balls appear to drop sharply, and why home run production has increased since the introduction of the alleged ``lively ball.'' Calculations suggest that aerodynamic forces are as important a factor in fastpitch softball as in baseball, and that they are a critical factor in a number of other ball games.

The computation of induced drag with nonplanar and deformed wakes

NASA Technical Reports Server (NTRS)

Kroo, Ilan; Smith, Stephen

1991-01-01

The classical calculation of inviscid drag, based on far field flow properties, is reexamined with particular attention to the nonlinear effects of wake roll-up. Based on a detailed look at nonlinear, inviscid flow theory, it is concluded that many of the classical, linear results are more general than might have been expected. Departures from the linear theory are identified and design implications are discussed. Results include the following: Wake deformation has little effect on the induced drag of a single element wing, but introduces first order corrections to the induced drag of a multi-element lifting system. Far field Trefftz-plane analysis may be used to estimate the induced drag of lifting systems, even when wake roll-up is considered, but numerical difficulties arise. The implications of several other approximations made in lifting line theory are evaluated by comparison with more refined analyses.

On the origin of the drag force on golf balls

NASA Astrophysics Data System (ADS)

Balaras, Elias; Beratlis, Nikolaos; Squires, Kyle

2017-11-01

It is well establised that dimples accelerate the drag-crisis on a sphere. The result of the early drag-crisis is a reduction of the drag coefficient by more than a factor of two when compared to a smooth sphere at the same Reynolds number. However, when the drag coefficients for smooth and dimpled spheres in the supercritical regime are compared, the latter is higher by a factor of two to three. To understand the origin of this behavior we conducted direct numerical simulations of the flow around a dimpled sphere, which is similar to commercially available golf balls, in the supercritical regime. By comparing the results to those for a smooth sphere it is found that dimples, although effective in accelerating the drag crisis, impose a local drag-penalty, which contributes significantly to the overall drag force. This finding challenges the broadly accepted view, that the dimples only indirectly affect the drag force on a golf ball by manipulating the structure of the turbulent boundary layer near the wall and consequently affect global separation. Within this view, typically the penalty on the drag force imposed by the dimples is assumed to be small and coming primarily from skin friction. The direct numerical simulations we will report reveal a very different picture.

Drag reduction of motor vehicles by active flow control using the Coanda effect

NASA Astrophysics Data System (ADS)

Geropp, D.; Odenthal, H.-J.

A test facility has been constructed to realistically simulate the flow around a two dimensional car shaped body in a wind tunnel. A moving belt simulator has been employed to generate the relative motion between model and ground. In a first step, the aerodynamic coefficients cL and cD of the model are determined using static pressure and force measurements. LDA-measurements behind the model show the large vortex and turbulence structures of the near and far wake. In a second step, the ambient flow around the model is modified by way of an active flow control which uses the Coanda effect, whereby the base-pressure increases by nearly 50% and the total drag can be reduced by 10%. The recirculating region is completely eliminated. The current work reveals the fundamental physical phenomena of the new method by observing the pressure forces on the model surface as well as the time averaged velocities and turbulence distributions for the near and far wake. A theory resting on this empirical information is developed and provides information about the effectiveness of the blowing method. For this, momentum and energy equations were applied to the flow around the vehicle to enable a validation of the theoretical results using experimental values.

Water and growth: An econometric analysis of climate and policy impacts

NASA Astrophysics Data System (ADS)

Khan, Hassaan Furqan; Morzuch, Bernard J.; Brown, Casey M.

2017-06-01

Water-related hazards such as floods, droughts, and disease cause damage to an economy through the destruction of physical capital including property and infrastructure, the loss of human capital, and the interruption of economic activities, like trade and education. The question for policy makers is whether the impacts of water-related risk accrue to manifest as a drag on economic growth at a scale suggesting policy intervention. In this study, the average drag on economic growth from water-related hazards faced by society at a global level is estimated. We use panel regressions with various specifications to investigate the relationship between economic growth and hydroclimatic variables at the country-river basin level. In doing so, we make use of surface water runoff variables never used before. The analysis of the climate variables shows that water availability and water hazards have significant effects on economic growth, providing further evidence beyond earlier studies finding that precipitation extremes were at least as important or likely more important than temperature effects. We then incorporate a broad set of variables representing the areas of infrastructure, institutions, and information to identify the characteristics of a region that determine its vulnerability to water-related risks. The results identify water scarcity, governance, and agricultural intensity as the most relevant measures affecting vulnerabilities to climate variability effects.

The effect of atmospheric drag on the design of solar-cell power systems for low Earth orbit

NASA Technical Reports Server (NTRS)

Kyser, A. C.

1983-01-01

The feasibility of reducing the atmospheric drag of low orbit solar powered satellites by operating the solar-cell array in a minimum-drag attitude, rather than in the conventional Sun pointing attitude was determined. The weights of the solar array, the energy storage batteries, and the fuel required to overcome the drag of the solar array for a range of design life times in orbit were considered. The drag of the array was estimated by free molecule flow theory, and the system weights were calculated from unit weight estimates for 1990 technology. The trailing, minimum drag system was found to require 80% more solar array area, and 30% more battery capacity, the system weights for reasonable life times were dominated by the thruster fuel requirements.

Properties of the Mean Momentum Balance in Polymer Drag Reduced Channel Flow

NASA Astrophysics Data System (ADS)

White, Christopher; Dubief, Yves; Klewicki, Joseph

2014-11-01

The redistribution of mean momentum and the underlying mechanisms of the redistribution process in polymer drag reduced channel flow are investigated by employing a mean momentum equation based analysis. The work is motivated by recent studies that showed (contrary to long-held views) that polymers modify the von Karman coefficient, κ, at low drag reduction, and at some relatively high drag reduction eradicate the inertially dominated logarithmic region. Since κ is a manifestation of the underlying dynamical behaviors of wall-bounded flow, understanding how polymers modify κ is inherently important to understanding the dynamics of polymer drag reduced flow, and, consequently, the phenomenon of polymer drag reduction. The goal of the present study is to explore and quantify these effects within the framework of a mean momentum based analysis.

The effect of weight and drag on the sinking speed and lift/drag ratio of gliders

NASA Technical Reports Server (NTRS)

Kosin, R

1934-01-01

The most important factors in evaluating performance of gliders are minimum sinking speed and minimum gliding angle. To assure their optimum value the energy necessary for flight, that is, the energy of lift and friction must be kept very low, or in other words, weight and total drag which have a decisive effect on the sinking speed and on the gliding angle, must be kept to a minimum. How great the effect of a reduction of these two quantities will be shown in the following.

Experimental Effects of Propulsive Jets and Afterbody Configurations on the Zero-lift Drag of Bodies of Revolution at a Mach Number of 1.59

NASA Technical Reports Server (NTRS)

De Moraes, Carlos A; Nowitzky, Albin M

1954-01-01

The present investigation was made at a free-stream Mach number of 1.59 to compare the afterbody drags to a series of conical boattailed models at zero angle of attack. Afterbody drags were obtained for both the power-off and the power-on conditions. Power-on drags were obtained as a function of afterbody fineness ratio, jet pressure ratio and divergence, and jet Mach number.

RSRA vertical drag test report. [rotor systems research aircraft

NASA Technical Reports Server (NTRS)

Flemming, R. J.

1981-01-01

The Rotor Systems Research Aircraft (RSRA), because of its ability to measure rotor loads, was used to conduct an experiment to determine vertical drag, tail rotor blockage, and thrust augmentation as affected by ground clearance and flight velocity. The RSRA was flown in the helicopter configuration at speeds from 0 to 15 knots for wheel heights from 5 to 150 feet, and to 60 knots out of ground effect. The vertical drag trends in hover, predicted by theory and shown in model tests, were generally confirmed. The OGE hover vertical drag is 4.0 percent, 1.1 percent greater than predicted. The vertical drag decreases rapidly as wheel height is reduced, and is zero at a wheel height of 6 feet. The vertical drag also decreases with forward speed, approaching zero at sixty knots. The test data show the effect of wheel height and forward speed on thrust, gross weight capability, and power, and provide the relationships for power and collective pitch at constant gross weight required for the simulation of helicopter takeoffs and landings.

A wind tunnel investigation of circular and straked cylinders in transonic cross flow

NASA Technical Reports Server (NTRS)

Macha, J.

1976-01-01

Pressure distributions around circular and circular/strake cylinders were measured in a wind tunnel at Mach numbers from 0.6 to 1.2 with Reynolds number independently variable from 10,000 to 100,000. The local pressures are integrated over the cylinder surface to determine the variation of drag coefficient with both Mach number and Reynolds number. Effects of tunnel blockage are evaluated by comparing results from circular cylinders of various diameters at common Mach and Reynolds number conditions. Compressibility effects are concluded to be responsible for a flight reduction of the drag coefficient near Mach 0.7. Drag increases with strake height, presumably approaching a maximum drag corresponding to a flat plate configuration.

Stationary drag photocurrent caused by strong effective running wave in quantum wires: Quantization of current

NASA Astrophysics Data System (ADS)

Entin, M. V.; Magarill, L. I.

2010-02-01

The stationary current induced by a strong running potential wave in one-dimensional system is studied. Such a wave can result from illumination of a straight quantum wire with special grating or spiral quantum wire by circular-polarized light. The wave drags electrons in the direction correlated with the direction of the system symmetry and polarization of light. In a pure system the wave induces minibands in the accompanied system of reference. We study the effect in the presence of impurity scattering. The current is an interplay between the wave drag and impurity braking. It was found that the drag current is quantized when the Fermi level gets into energy gaps.

Electrodynamic Tethers. 1: Power Generator in LEO. 2: Thrust for Propulsion and Power Storage

NASA Technical Reports Server (NTRS)

Mccoy, J. E.

1984-01-01

An electrodynamic tether consists of a long insulated wire in space whose orbital motion cuts across lines of magnetic flux to produce an induce voltage that in typical low orbits averages about 200 v/km. Such a system should be capable of generating substantial electrical power, at the expense of IXB drag acting on its orbital energy. If a reverse current is driven against the induced voltage, the system should act as a motor producing IXB thrust. A reference system was designed, capable of generating 20 KW of power into an electrical load located anywhere along the wire at the expense of 2.6N (20,000 J/sec) drag on the wire. In an ideal system, the conversion between mechanical and electrical energy would reach 100% efficiency. In the actual system part of the 20 KW is lost to internal resistance of the wire, plasma and ionosphere, while the drag force is increased by residual air drag. The 20 KW PMG system as designed is estimated to provide 18.7 KW net power to the load at total drag loss of 20.4 KJ/sec, or an overall efficiency of 92%. Similar systems using heavier wire appear capable of producing power levels in excess of 1 Megawatt at voltages of 2-4 KV, with conversion efficiency between mechanical and electrical power better than 95%. The hollow cathode based system should be readily reversible from generator to motor operation by driving a reverse current using onboard power.

Summary of the Third AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Tinoco, Edward N.; Mani, Mori; Brodersen, Olaf P.; Eisfeld, Bernhard; Wahls, Richard A.; Morrison, Joseph H.; Zickuhr, Tom; Laflin, Kelly R.; Mavriplis, DImitri J.

2007-01-01

The workshop focused on the prediction of both absolute and differential drag levels for wing-body and wing-al;one configurations of that are representative of transonic transport aircraft. The baseline DLR-F6 wing-body geometry, previously utilized in DPW-II, is also augmented with a side-body fairing to help reduce the complexity of the flow physics in the wing-body juncture region. In addition, two new wing-alone geometries have been developed for the DPW-II. Numerical calculations are performed using industry-relevant test cases that include lift-specific and fixed-alpha flight conditions, as well as full drag polars. Drag, lift, and pitching moment predictions from previous Reynolds-Averaged Navier-Stokes computational fluid Dynamics Methods are presented, focused on fully-turbulent flows. Solutions are performed on structured, unstructured, and hybrid grid systems. The structured grid sets include point-matched multi-block meshes and over-set grid systems. The unstructured and hybrid grid sets are comprised of tetrahedral, pyramid, and prismatic elements. Effort was made to provide a high-quality and parametrically consistent family of grids for each grid type about each configuration under study. The wing-body families are comprised of a coarse, medium, and fine grid, while the wing-alone families also include an extra-fine mesh. These mesh sequences are utilized to help determine how the provided flow solutions fair with respect to asymptotic grid convergence, and are used to estimate an absolute drag of each configuration.

Statistical Analysis of CFD Solutions from the Fourth AIAA Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.

2010-01-01

A graphical framework is used for statistical analysis of the results from an extensive N-version test of a collection of Reynolds-averaged Navier-Stokes computational fluid dynamics codes. The solutions were obtained by code developers and users from the U.S., Europe, Asia, and Russia using a variety of grid systems and turbulence models for the June 2009 4th Drag Prediction Workshop sponsored by the AIAA Applied Aerodynamics Technical Committee. The aerodynamic configuration for this workshop was a new subsonic transport model, the Common Research Model, designed using a modern approach for the wing and included a horizontal tail. The fourth workshop focused on the prediction of both absolute and incremental drag levels for wing-body and wing-body-horizontal tail configurations. This work continues the statistical analysis begun in the earlier workshops and compares the results from the grid convergence study of the most recent workshop with earlier workshops using the statistical framework.

Combined Aero and Underhood Thermal Analysis for Heavy Duty Trucks

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vegendla, Prasad; Sofu, Tanju; Saha, Rohit

2017-01-31

Aerodynamic analysis of the medium-duty delivery truck was performed to achieve vehicle design optimization. Three dimensional CFD simulations were carried out for several improved designs, with a detailed external component analysis of wheel covers, side skirts, roof fairings, and rounded trailer corners. The overall averaged aerodynamics drag reduction through the design modifications were shown up to 22.3% through aerodynamic considerations alone, which is equivalent to 11.16% fuel savings. The main identified fuel efficiencies were based on second generation devices, including wheel covers, side skirts, roof fairings, and rounded trailer corners. The important findings of this work were; (i) the optimummore » curvature radius of the rounded trailer edges found to be 125 mm, with an arc length of 196.3 mm, (ii) aerodynamic drag reduction increases with dropping clearance of side skirts between wheels and ground, and (iii) aerodynamic drag reduction increases with an extension of front bumper towards the ground.« less

Drag of ballistic electrons by an ion beam

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gurevich, V. L.; Muradov, M. I., E-mail: mag.muradov@mail.ioffe.ru

2015-12-15

Drag of electrons of a one-dimensional ballistic nanowire by a nearby one-dimensional beam of ions is considered. We assume that the ion beam is represented by an ensemble of heavy ions of the same velocity V. The ratio of the drag current to the primary current carried by the ion beam is calculated. The drag current turns out to be a nonmonotonic function of velocity V. It has a sharp maximum for V near v{sub nF}/2, where n is the number of the uppermost electron miniband (channel) taking part in conduction and v{sub nF} is the corresponding Fermi velocity. Thismore » means that the phenomenon of ion beam drag can be used for investigation of the electron spectra of ballistic nanostructures. We note that whereas observation of the Coulomb drag between two parallel quantum wires may in general be complicated by phenomena such as tunneling and phonon drag, the Coulomb drag of electrons of a one-dimensional ballistic nanowire by an ion beam is free of such spurious effects.« less

Gravitomagnetic effect in magnetized neutron stars

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chatterjee, Debarati; Chakraborty, Chandrachur; Bandyopadhyay, Debades, E-mail: dchatterjee@lpccaen.in2p3.fr, E-mail: chandrachur.chakraborty@tifr.res.in, E-mail: debades.bandyopadhyay@saha.ac.in

Rotating bodies in General Relativity produce frame dragging, also known as the gravitomagnetic effect in analogy with classical electromagnetism. In this work, we study the effect of magnetic field on the gravitomagnetic effect in neutron stars with poloidal geometry, which is produced as a result of its rotation. We show that the magnetic field has a non-negligible impact on frame dragging. The maximum effect of the magnetic field appears along the polar direction, where the frame-dragging frequency decreases with increase in magnetic field, and along the equatorial direction, where its magnitude increases. For intermediate angles, the effect of the magneticmore » field decreases, and goes through a minimum for a particular angular value at which magnetic field has no effect on gravitomagnetism. Beyond that particular angle gravitomagnetic effect increases with increasing magnetic field. We try to identify this 'null region' for the case of magnetized neutron stars, both inside and outside, as a function of the magnetic field, and suggest a thought experiment to find the null region of a particular pulsar using the frame dragging effect.« less

Drag reducing properties of microalgal exopolymers.

PubMed

Ramus, J; Kenney, B E; Shaughnessy, E J

1989-01-25

Dilute aqueous solutions of polymers released by marine phytoplankton (microalgae) were shown to effectively reduce drag in capillary pipe flow. Tests were performed in a capillary turbulent flow viscometer which extruded small samples under high pressures. In all, 22 species were screened, and the products of one chlorophyte and four rhodophyte species proved especially effective. The viscoelastic polymers produced by these species delayed the transition from laminar to turbulent flow to significantly higher Re. In general, polymeric regime segments come off the maximum drag reduction asymptote at characteristic retro-onset points, and come to lie approximately parallel to, but displaced upwards from the Prandtl-von Karman line. The delay to transition was shown to be dependent on additive polymer concentration, capillary diameter, and temperature. Ionic concentration, ionic composition, or pH had little effect on drag reducing properties.

Coulomb drag in electron-hole bilayer: Mass-asymmetry and exchange correlation effects

NASA Astrophysics Data System (ADS)

Arora, Priya; Singh, Gurvinder; Moudgil, R. K.

2018-04-01

Motivated by a recent experiment by Zheng et al. [App. Phys. Lett. 108, 062102 (2016)] on coulomb drag in electron-hole and hole-hole bilayers based on GaAs/AlGaAs semiconductor heterostructure, we investigate theoretically the influence of mass-asymmetry and temperature-dependence of correlations on the drag rate. The correlation effects are dealt with using the Vignale-Singwi effective inter-layer interaction model which includes correlations through local-field corrections to the bare coulomb interactions. However, in this work, we have incorporated only the intra-layer correlations using the temperature-dependent Hubbard approximation. Our results display a reasonably good agreement with the experimental data. However, it is crucial to include both the electron-hole mass-asymmetry and temperature-dependence of correlations. Mass-asymmetry and correlations are found to result in a substantial enhancement of drag resistivity.

14 CFR 25.499 - Nose-wheel yaw and steering.

Code of Federal Regulations, 2010 CFR

2010-01-01

... nose wheel ground contact equal to 0.8 of the vertical ground reaction at that point are assumed. (b... lower drag reaction may be used if an effective drag force of 0.8 times the vertical reaction cannot be... not exceed the maximum drag reaction on one main gear, determined in accordance with § 25.493(b). (e...

14 CFR 25.499 - Nose-wheel yaw and steering.

Code of Federal Regulations, 2011 CFR

2011-01-01

... nose wheel ground contact equal to 0.8 of the vertical ground reaction at that point are assumed. (b... lower drag reaction may be used if an effective drag force of 0.8 times the vertical reaction cannot be... not exceed the maximum drag reaction on one main gear, determined in accordance with § 25.493(b). (e...

An entropy and viscosity corrected potential method for rotor performance prediction

NASA Technical Reports Server (NTRS)

Bridgeman, John O.; Strawn, Roger C.; Caradonna, Francis X.

1988-01-01

An unsteady Full-Potential Rotor code (FPR) has been enhanced with modifications directed at improving its drag prediction capability. The shock generated entropy has been included to provide solutions comparable to the Euler equations. A weakly interacted integral boundary layer has also been coupled to FPR in order to estimate skin-friction drag. Pressure distributions, shock positions, and drag comparisons are made with various data sets derived from two-dimensional airfoil, hovering, and advancing high speed rotor tests. In all these comparisons, the effect of the nonisentropic modification improves (i.e., weakens) the shock strength and wave drag. In addition, the boundary layer method yields reasonable estimates of skin-friction drag. Airfoil drag and hover torque data comparisons are excellent, as are predicted shock strength and positions for a high speed advancing rotor.

Lubricant-impregnated surfaces for drag reduction in viscous laminar flow

NASA Astrophysics Data System (ADS)

Solomon, Brian; Khalil, Karim; Varanasi, Kripa; MIT Team

2013-11-01

For the first time, we explore the potential of lubricant impregnated surfaces (LIS) in reducing drag. LIS, inspired by the surface of the Nepenthes pitcher plant, have been introduced as a novel way of functionalizing a surface. LIS are characterized by extremely low contact angle hysteresis and have been show to effectively repel various liquids including water, oils, ketchup and blood. Motivated by the slippery nature of such surfaces, we explore the potential of LIS to reduce drag in internal flows. We observe a reduction in drag for LIS surfaces in a viscous laminar drag flow and model the impact of relevant system parameters (lubricant viscosity, working fluid viscosity, solid fraction, depth of texture, etc.).

The Effect of Surface Irregularities on Wing Drag. II - Lap Joints. 2; Lap Joints

NASA Technical Reports Server (NTRS)

Hood, Manley J.

1938-01-01

Tests have been made in the NACA 8-foot high-speed wind tunnel of the drag caused by four types of lap joint. The tests were made on an airfoil of NACA 23012 section and 5-foot chord and covered in a range of speeds from 80 to 500 miles per hour and lift coefficients from 0 to 0.30. The increases in profile drag caused by representative arrangements of laps varied from 4 to 9%. When there were protruding rivet heads on the surface, the addition of laps increased the drag only slightly. Laps on the forward part of a wing increased the drag considerably more than those farther back.

Aerodynamic Efficiency Analysis on Modified Drag Generator of Tanker-Ship Using Symmetrical Airfoil

NASA Astrophysics Data System (ADS)

Moranova, Starida; Rahmat Hadiyatul A., S. T.; Indra Permana S., S. T.

2018-04-01

Time reduction of tanker ship spent in the sea should be applied for solving problems occured in oil and gas distribution, such as the unpunctuality of the distribution and oil spilling. The aerodynamic design for some parts that considered as drag generators is presumed to be one of the solution, utilizing our demand of the increasing speed. This paper suggests two examples of the more-aerodynamic design of a part in the tanker that is considered a drag generator, and reports the value of drag generated from the basic and the suggested aerodynamic designs. The new designs are made by adding the NACA airfoil to the cross section of the drag generator. The scenario is assumed with a 39 km/hour speed of tanker, neglecting the hydrodynamic effects occured in the tanker by cutting it at the waterline which separated the drag between air and water. The results of produced drag in each design are calculated by Computational Fluid Dynamic method.

MP-Pic simulation of CFB riser with EMMS-based drag model

DOE Office of Scientific and Technical Information (OSTI.GOV)

Li, F.; Song, F.; Benyahia, S.

2012-01-01

MP-PIC (multi-phase particle in cell) method combined with the EMMS (energy minimization multi- scale) drag force model was implemented with the open source program MFIX to simulate the gas–solid flows in CFB (circulatingfluidizedbed) risers. Calculated solid flux by the EMMS drag agrees well with the experimental value; while the traditional homogeneous drag over-predicts this value. EMMS drag force model can also predict the macro-and meso-scale structures. Quantitative comparison of the results by the EMMS drag force model and the experimental measurements show high accuracy of the model. The effects of the number of particles per parcel and wall conditions onmore » the simulation results have also been investigated in the paper. This work proved that MP-PIC combined with the EMMS drag model can successfully simulate the fluidized flows in CFB risers and it serves as a candidate to realize real-time simulation of industrial processes in the future.« less

The Effect of Surface Irregularities on Wing Drag. 3; Roughness

NASA Technical Reports Server (NTRS)

Hood, Manley J.

1938-01-01

Tests have been made in the N.A.C.A. 8-foot high-speed wind tunnel of the drag caused by roughness on the surface of an airfoil of N.A.C.A. 23012 section and 5-foot chord. The tests were made at speeds from 80 t o 500 miles per hour at lift coefficients from 0 to 0.30. For conditions corresponding to high-speed flight, the increase in the drag was 30 percent of the profile drag of the smooth airfoil for the roughness produced by spray painting and 63 percent for the roughness produced. by 0.0037-inch carborundum grains. About one-half the drag increase was caused by the roughness on the forward one-fourth of the airfoil. Sandpapering the painted surface with No. 400 sandpaper made it sufficiently smooth that the drag was no greater than when the surface was polished. In the lower part of the range investigated the drag due to roughness increased rapidly with Reynolds Number.

Drag measurements of an axisymmetric nacelle mounted on a flat plate at supersonic speeds

NASA Technical Reports Server (NTRS)

Flamm, Jeffrey D.; Wilcox, Floyd J., Jr.

1995-01-01

An experimental investigation was conducted to determine the effect of diverter wedge half-angle and nacelle lip height on the drag characteristics of an assembly consisting of a nacelle fore cowl from a typical high-speed civil transport (HSCT) and a diverter mounted on a flat plate. Data were obtained for diverter wedge half-angles of 4.0 deg, 6.0 deg, and 8.0 deg and ratios of the nacelle lip height above a flat plate to the boundary-layer thickness (h(sub n)/delta) of approximately 0.87 to 2.45. Limited drag data were also obtained on a complete nacelle/diverter configuration that included fore and aft cowls. Although the nacelle/diverter drag data were not corrected for base pressures or internal flow drag, the data are useful for comparing the relative drag of the configuration tested. The tests were conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers of 1.50, 1.80, 2.10, and 2.40 and Reynolds numbers ranging from 2.00 x 10(exp 6) to 5.00 x 10(exp 6) per foot. The results of this investigation showed that the nacelle/diverter drag essentially increased linearly with increasing h(sub n)/delta except near 1.0 where the data showed a nonlinear behavior. This nonlinear behavior was probably caused by the interaction of the shock waves from the nacelle/diverter configuration with the flat-plate boundary layer. At the lowest h(sub n)/delta tested, the diverter wedge half-angle had virtually no effect on the nacelle/diverter drag. However, as h(sub n)/delta increased, the nacelle/diverter drag increased as diverter wedge half-angle increased.

Tapping the Brake for Entry, Descent, and Landing

NASA Technical Reports Server (NTRS)

Gnoffo, Peter A.; Thompson, Kyle; Korzun, Ashley

2016-01-01

A matrix of simulations of hypersonic flow over blunt entry vehicles with steady and pulsing retropropulsion jets is presented. Retropropulsion in the supersonic domain is primarily designed to reduce vehicle velocity directly with thrust. Retropropulsion in the hypersonic domain may enable significant pressure recovery through unsteady, oblique shocks while providing a buffer of reactant gases with relatively low total temperature. Improved pressure recovery, a function of Mach number squared and oblique shock angle, could potentially serve to increase aerodynamic drag in this domain. Pulsing jets are studied to include an additional degree of freedom to search for resonances in an already unsteady flow domain with an objective to maximize the time-averaged drag coefficient. In this paradigm, small jets with minimal footprints of the nozzle exit on the vehicle forebody may be capable of delivering the requisite perturbations to the flow. Simulations are executed assuming inviscid, symmetric flow of a perfect gas to enable a rapid assessment of the parameter space (nozzle geometry, plenum conditions, jet pulse frequency). The pulsed-jet configuration produces moderately larger drag than the constant jet configuration but smaller drag than the jet-off case in this preliminary examination of a single design point. The fundamentals of a new algorithm for this challenging application with time dependent, interacting discontinuities using the feature detection capabilities of Walsh functions are introduced.

Preliminary assessment of power-generating tethers in space and of propulsion for their orbit maintenance

NASA Technical Reports Server (NTRS)

English, R. E.; Finnegan, P. M.

1985-01-01

The concept of generating power in space by means of a conducting tether deployed from a spacecraft was studied. Using hydrogen and oxygen as the rocket propellant to overcome the drag of such a power-generating tether would yield more benefit than if used in a fuel cell. The mass consumption would be 25 percent less than the reactant consumption of fuel cells. Residual hydrogen and oxygen in the external tank and in the orbiter could be used very effectively for this purpose. Many other materials (such as waste from life support) could be used as the propellant. Electrical propulsion using tether generated power can compensate for the drag of a power-generating tether, half the power going to the useful load and the rest for electric propulsion. In addition, the spacecraft's orbital energy is a large energy reservoir that permits load leveling and a ratio of peak to average power equal to 2. Critical technologies to be explored before a power-generating tether can be used in space are delineated.

Black String and Velocity Frame Dragging

NASA Astrophysics Data System (ADS)

Lee, Jungjai; Kim, Hyeong-Chan

We investigate velocity frame dragging with the boosted Schwarzschild black string solution and the boosted Kaluza-Klein bubble solution, in which a translational symmetry along the boosted z-coordinate is implemented. The velocity frame dragging effect can be nullified by the motion of an observer using the boost symmetry along the z-coordinate if it is not compact. However, in spacetime with the compact z-coordinate, we show that the effect cannot be removed since the compactification breaks the global Lorentz boost symmetry. As a result, the comoving velocity depends on r and the momentum parameter along the z-coordinate becomes an observer independent characteristic quantity of the black string and bubble solutions. The dragging induces a spherical ergo-region around the black string.

Drag of Clean and Fouled Net Panels – Measurements and Parameterization of Fouling

PubMed Central

Gansel, Lars Christian; Plew, David R.; Endresen, Per Christian; Olsen, Anna Ivanova; Misimi, Ekrem; Guenther, Jana; Jensen, Østen

2015-01-01

Biofouling is a serious problem in marine aquaculture and it has a number of negative impacts including increased forces on aquaculture structures and reduced water exchange across nets. This in turn affects the behavior of fish cages in waves and currents and has an impact on the water volume and quality inside net pens. Even though these negative effects are acknowledged by the research community and governmental institutions, there is limited knowledge about fouling related effects on the flow past nets, and more detailed investigations distinguishing between different fouling types have been called for. This study evaluates the effect of hydroids, an important fouling organism in Norwegian aquaculture, on the forces acting on net panels. Drag forces on clean and fouled nets were measured in a flume tank, and net solidity including effect of fouling were determined using image analysis. The relationship between net solidity and drag was assessed, and it was found that a solidity increase due to hydroids caused less additional drag than a similar increase caused by change in clean net parameters. For solidities tested in this study, the difference in drag force increase could be as high as 43% between fouled and clean nets with same solidity. The relationship between solidity and drag force is well described by exponential functions for clean as well as for fouled nets. A method is proposed to parameterize the effect of fouling in terms of an increase in net solidity. This allows existing numerical methods developed for clean nets to be used to model the effects of biofouling on nets. Measurements with other types of fouling can be added to build a database on effects of the accumulation of different fouling organisms on aquaculture nets. PMID:26151907

Computation of viscous transonic flow about a lifting airfoil

NASA Technical Reports Server (NTRS)

Walitt, L.; Liu, C. Y.

1976-01-01

The viscous transonic flow about a stationary body in free air was numerically investigated. The geometry chosen was a symmetric NACA 64A010 airfoil at a freestream Mach number of 0.8, a Reynolds number of 4 million based on chord, and angles of attack of 0 and 2 degrees. These conditions were such that, at 2 degrees incidence unsteady periodic motion was calculated along the aft portion of the airfoil and in its wake. Although no unsteady measurements were made for the NACA 64A010 airfoil at these flow conditions, interpolated steady measurements of lift, drag, and surface static pressures compared favorably with corresponding computed time-averaged lift, drag, and surface static pressures.

Relativity mission with two counter-orbiting polar satellites. [nodal dragging effect on earth orbiting satellites

NASA Technical Reports Server (NTRS)

Van Patten, R. A.; Everitt, C. W. F.

1975-01-01

In 1918, J. Lense and H. Thirring calculated that a moon in orbit around a massive rotating planet would experience a nodal dragging effect due to general relativity. We describe an experiment to measure this effect with two counter-orbiting drag-free satellites in polar earth orbit. For a 2 1/2 year experiment, the measurement accuracy should approach 1%. In addition to precision tracking data from existing ground stations, satellite-to-satellite Doppler ranging data are taken at points of passing near the poles. New geophysical information on both earth harmonics and tidal effects is inherent in the polar ranging data.

Non-gravitational perturbations and satellite geodesy

DOE Office of Scientific and Technical Information (OSTI.GOV)

Milani, A.; Nobill, A.M.; Farinella, P.

1987-01-01

This book presents the basic ideas of the physics of non-gravitational perturbations and the mathematics required to compute their orbital effects. It conveys the relevance of the different problems that must be solved to achieve a given level of accuracy in orbit determination and in recovery of geophysically significant parameters. Selected Contents are: Orders of Magnitude of the Perturbing Forces, Tides and Apparent Forces, Tools from Celestial Mechanics, Solar Radiation Pressure-Direct Effects: Satellite-Solar Radiation Interaction, Long-Term Effects on Semi-Major Axis, Radiation Pressure-Indirect Effects: Earth-Reflected Radiation Pressure, Anisotropic Thermal Emission, Drag: Orbital Perturbations by a Drag-Like Force, and Charged Particle Drag.

High Altitude Flight Test of a 40-Foot Diameter (12.2 meter) Ringsail Parachute at Deployment Mach Number of 2.95

NASA Technical Reports Server (NTRS)

Eckstrom, Clinton V.

1970-01-01

A 40-foot-nominal-diameter (12.2-meter) modified ringsail parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. The 41-pound (18.6-kg) test parachute system was deployed from a 239.5-pound (108.6-kg) instrumented payload by means of a deployment mortar when the payload was at an altitude of 171,400 feet (52.3 km), a Mach number of 2.95, and a free-stream dynamic pressure of 9.2 lb/sq ft (440 N/m(exp 2)). The parachute deployed properly, suspension line stretch occurring 0.54 second after mortar firing with a resulting snatch-force loading of 932 pounds (4146 newtons). The maximum loading due to parachute opening was 5162 pounds (22 962 newtons) at 1.29 seconds after mortar firing. The first near full inflation of the canopy at 1.25 seconds after mortar firing was followed immediately by a partial collapse and subsequent oscillations of frontal area until the system had decelerated to a Mach number of about 1.5. The parachute then attained a shape that provided full drag area. During the supersonic part of the test, the average axial-force coefficient varied from a minimum of about 0.24 at a Mach number of 2.7 to a maximum of 0.54 at a Mach number of 1.1. During descent under subsonic conditions, the average effective drag coefficient was 0.62 and parachute-payload oscillation angles averaged about &loo with excursions to +/-20 degrees. The recovered parachute was found to have slight damage in the vent area caused by the attached deployment bag and mortar lid.

Effect of Drag Reducing Polymer and Suspended Solid on the Rate of Diffusion Controlled Corrosion in 90° Copper Elbow

NASA Astrophysics Data System (ADS)

Fouad, Mohamed Ahmed; Zewail, Taghreed Mohamed; Amine, Nieven Kamal Abbes

2017-06-01

Rate of diffusion controlled corrosion in 90° Copper Elbow acidified dichromate has been investigated in relation to the following parameters: effect of solution velocity in the absence and presence of drag- reducing polymer on the rate of diffusion controlled corrosion, and effect of the presence of suspended solids on the rate of diffusion controlled corrosion. It was found that the presence of drag reducing polymer inhibited the rate of mass transfer, while the presence of suspended solid increased significantly the rate of mass transfer.

The Effect of Drag and Attachment Site of External Tags on Swimming Eels: Experimental Quantification and Evaluation Tool

PubMed Central

Tudorache, Christian; Burgerhout, Erik; Brittijn, Sebastiaan; van den Thillart, Guido

2014-01-01

Telemetry studies on aquatic animals often use external tags to monitor migration patterns and help to inform conservation effort. However, external tags are known to impair swimming energetics dramatically in a variety of species, including the endangered European eel. Due to their high swimming efficiency, anguilliform swimmers are very susceptibility for added drag. Using an integration of swimming physiology, behaviour and kinematics, we investigated the effect of additional drag and site of externally attached tags on swimming mode and costs. The results show a significant effect of a) attachment site and b) drag on multiple energetic parameters, such as Cost Of Transport (COT), critical swimming speed (Ucrit) and optimal swimming speed (Uopt), possibly due to changes in swimming kinematics. Attachment at 0.125 bl from the tip of the snout is a better choice than at the Centre Of Mass (0.35 bl), as it is the case in current telemetry studies. Quantification of added drag effect on COT and Ucrit show a (limited) correlation, suggesting that the Ucrit test can be used for evaluating external tags for telemetry studies until a certain threshold value. Uopt is not affected by added drag, validating previous findings of telemetry studies. The integrative methodology and the evaluation tool presented here can be used for the design of new studies using external telemetry tags, and the (re-) evaluation of relevant studies on anguilliform swimmers. PMID:25409179

The effect of drag and attachment site of external tags on swimming eels: experimental quantification and evaluation tool.

PubMed

Tudorache, Christian; Burgerhout, Erik; Brittijn, Sebastiaan; van den Thillart, Guido

2014-01-01

Telemetry studies on aquatic animals often use external tags to monitor migration patterns and help to inform conservation effort. However, external tags are known to impair swimming energetics dramatically in a variety of species, including the endangered European eel. Due to their high swimming efficiency, anguilliform swimmers are very susceptibility for added drag. Using an integration of swimming physiology, behaviour and kinematics, we investigated the effect of additional drag and site of externally attached tags on swimming mode and costs. The results show a significant effect of a) attachment site and b) drag on multiple energetic parameters, such as Cost Of Transport (COT), critical swimming speed (Ucrit) and optimal swimming speed (Uopt), possibly due to changes in swimming kinematics. Attachment at 0.125 bl from the tip of the snout is a better choice than at the Centre Of Mass (0.35 bl), as it is the case in current telemetry studies. Quantification of added drag effect on COT and Ucrit show a (limited) correlation, suggesting that the Ucrit test can be used for evaluating external tags for telemetry studies until a certain threshold value. Uopt is not affected by added drag, validating previous findings of telemetry studies. The integrative methodology and the evaluation tool presented here can be used for the design of new studies using external telemetry tags, and the (re-) evaluation of relevant studies on anguilliform swimmers.

Effects of Nacelle configuration/position on performance of subsonic transport

NASA Technical Reports Server (NTRS)

Bangert, L. H.; Krivec, D. K.; Segall, R. N.

1983-01-01

An experimental study was conducted to explore possible reductions in installed propulsion system drag due to underwing aft nacelle locations. Both circular (C) and D inlet cross section nacelles were tested. The primary objectives were: to determine the relative installed drag of the C and D nacelle installations; and, to compare the drag of each aft nacelle installation with that of a conventional underwing forward, drag of each aft nacelle installation with that of a conventional underwing forward, pylon mounted (UTW) nacelle installation. The tests were performed in the NASA-Langley Research Center 16-Foot Transonic Wind Tunnel at Mach numbers from 0.70 to 0.85, airplane angles of attack from -2.5 to 4.1 degrees, and Reynolds numbers per foot from 3.4 to 4.0 million. The nacelles were installed on the NASA USB full span transonic transport model with horizontal tail on. The D nacelle installation had the smallest drag of those tested. The UTW nacelle installation had the largest drag, at 6.8 percent larger than the D at Mach number 0.80 and lift coefficient (C sub L) 0.45. Each tested configuration still had some interference drag, however. The effect of the aft nacelles on airplane lift was to increase C sub L at a fixed angle of attack relative to the wing body. There was higher lift on the inboard wing sections because of higher pressures on the wing lower surface. The effects of the UTW installation on lift were opposite to those of the aft nacelles.

Why fibers are better turbulent drag reducing agents than polymers

NASA Astrophysics Data System (ADS)

Boelens, Arnout; Muthukumar, Murugappan

2016-11-01

It is typically found in literature that fibers are not as effective as drag reducing agents as polymers. However, for low concentrations, when adding charged polymers to either distilled or salt water, it is found that polymers showing rod-like behavior are better drag reducing agents than polymers showing coil-like behavior. In this study, using hybrid Direct Numerical Simulation with Langevin dynamics, a comparison is performed between polymer and fiber stress tensors in turbulent flow. The stress tensors are found to be similar, suggesting a common drag reducing mechanism in the onset regime. Since fibers do not have an elastic backbone, this must be a viscous effect. Analysis of the viscosity tensor reveals that all terms are negligible, except the off-diagonal shear viscosity associated with rotation. Based on this analysis, we are able to explain why charged polymers showing rod-like behavior are better drag reducing agents than polymers showing coil-like behavior. Additionally, we identify the rotational orientation time as the unifying time scale setting a new time criterion for drag reduction by both flexible polymers and rigid fibers. This research was supported by NSF Grant No. DMR-1404940 and AFOSR Grant No. FA9550-14-1-0164.

Sub-grid drag models for horizontal cylinder arrays immersed in gas-particle multiphase flows

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sarkar, Avik; Sun, Xin; Sundaresan, Sankaran

2013-09-08

Immersed cylindrical tube arrays often are used as heat exchangers in gas-particle fluidized beds. In multiphase computational fluid dynamics (CFD) simulations of large fluidized beds, explicit resolution of small cylinders is computationally infeasible. Instead, the cylinder array may be viewed as an effective porous medium in coarse-grid simulations. The cylinders' influence on the suspension as a whole, manifested as an effective drag force, and on the relative motion between gas and particles, manifested as a correction to the gas-particle drag, must be modeled via suitable sub-grid constitutive relationships. In this work, highly resolved unit-cell simulations of flow around an arraymore » of horizontal cylinders, arranged in a staggered configuration, are filtered to construct sub-grid, or `filtered', drag models, which can be implemented in coarse-grid simulations. The force on the suspension exerted by the cylinders is comprised of, as expected, a buoyancy contribution, and a kinetic component analogous to fluid drag on a single cylinder. Furthermore, the introduction of tubes also is found to enhance segregation at the scale of the cylinder size, which, in turn, leads to a reduction in the filtered gas-particle drag.« less

Rheologically interesting polysaccharides from yeasts

NASA Technical Reports Server (NTRS)

Petersen, G. R.; Nelson, G. A.; Cathey, C. A.; Fuller, G. G.

1989-01-01

We have examined the relationships between primary, secondary, and tertiary structures of polysaccharides exhibiting the rheological property of friction (drag) reduction in turbulent flows. We found an example of an exopolysaccharide from the yeast Cryptococcus laurentii that possessed high molecular weight but exhibited lower than expected drag reducing activity. Earlier correlations by Hoyt showing that beta 1 --> 3, beta 2 --> 4, and alpha 1 --> 3 linkages in polysaccharides favored drag reduction were expanded to include correlations to secondary structure. The effect of sidechains in a series of gellan gums was shown to be related to sidechain length and position. Disruption of secondary structure in drag reducing polysaccharides reduced drag reducing activity for some but not all exopolysaccharides. The polymer from C. laurentii was shown to be more stable than xanthan gum and other exopolysaccharides under the most vigorous of denaturing conditions. We also showed a direct relationship between extensional viscosity measurements and the drag reducing coefficient for four exopolysaccharides.

Effect of guar gum and salt concentrations on drag reduction and shear degradation properties of turbulent flow of water in a pipe.

PubMed

Sokhal, Kamaljit Singh; Gangacharyulu, Dasaroju; Bulasara, Vijaya Kumar

2018-02-01

Concentrated solutions of guar gum in water (1000-3000ppm) with and without KCl salt (1000-4000ppm) were injected near the wall for a short period (2.5min) to investigate their effect on drag reduction in turbulent flow of water through a pipe (Re≈17000-45000). Relative to bulk solution, the concentrations of polymer and salt were 50-150ppm and 50-200ppm, respectively. A drag reduction of 71.45% was observed for 3000ppm of biopolymer without salt. Guar gum experienced mechanical degradation under high shear conditions and addition of KCl improved shear stability up to 47% (for Re≈45000). A polymer concentration of 3000ppm and salt concentration of 2000ppm in the injection fluid were found to be optimum for achieving the highest drag reduction with better shear stability. Results indicated that boundary layer injection shows better drag reduction ability than pre-mixed solutions. Copyright © 2017 Elsevier Ltd. All rights reserved.

Effect of Gravity Waves from Small Islands in the Southern Ocean on the Southern Hemisphere Atmospheric Circulation

NASA Technical Reports Server (NTRS)

Garfinkel, C. I.; Oman, L. D.

2018-01-01

The effect of small islands in the Southern Ocean on the atmospheric circulation in the Southern Hemisphere is considered with a series of simulations using the NASA Goddard Earth Observing System Chemistry-Climate Model in which the gravity wave stress generated by these islands is increased to resemble observed values. The enhanced gravity wave drag leads to a 2 K warming of the springtime polar stratosphere, partially ameliorating biases in this region. Resolved wave drag declines in the stratospheric region in which the added orographic gravity waves deposit their momentum, such that changes in gravity waves are partially compensated by changes in resolved waves, though resolved wave drag increases further poleward. The orographic drag from these islands has impacts for surface climate, as biases in tropospheric jet position are also partially ameliorated. These results suggest that these small islands are likely contributing to the missing drag near 60 degrees S in the upper stratosphere evident in many data assimilation products.

Effect of gas injection on drag and surface heat transfer rates for a 30° semi-apex angle blunt body flying at Mach 5.75

NASA Astrophysics Data System (ADS)

Sahoo, N.; Kulkarni, V.; Jagadeesh, G.; Reddy, K. P. J.

Effect of coolant gas injection in the stagnation region on the surface heat transfer rates and aerodynamic drag for a large angle blunt body flying at hypersonic Mach number is reported for two stagnation enthalpies. A 60° apex-angle blunt cone model is employed for this purpose with air injection at the nose through a hole of 2mm diameter. The convective surface heating rates and aerodynamic drag are measured simultaneously using surface mounted platinum thin film sensors and internally mounted accelerometer balance system, respectively. About 35-40% reduction in surface heating rates is observed in the vicinity of stagnation region whereas 15-25% reduction in surface heating rates is felt beyond the stagnation region at stagnation enthalpy of 1.6MJ/kg. The aerodynamic drag expressed in terms of drag coefficient is found to increase by 20% due to the air injection.

Rice- and butterfly-wing effect inspired self-cleaning and low drag micro/nanopatterned surfaces in water, oil, and air flow.

PubMed

Bixler, Gregory D; Bhushan, Bharat

2014-01-07

In search of new solutions to complex challenges, researchers are turning to living nature for inspiration. For example, special surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we study four microstructured surfaces inspired by rice leaves and fabricated with photolithography techniques. We also present a method of creating such surfaces using a hot embossing procedure for scaled-up manufacturing. Fluid drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions. Conceptual modeling provides design guidance when developing novel low drag, self-cleaning, and potentially antifouling surfaces for medical, marine, and industrial applications.

Rice- and butterfly-wing effect inspired self-cleaning and low drag micro/nanopatterned surfaces in water, oil, and air flow

NASA Astrophysics Data System (ADS)

Bixler, Gregory D.; Bhushan, Bharat

2013-12-01

In search of new solutions to complex challenges, researchers are turning to living nature for inspiration. For example, special surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we study four microstructured surfaces inspired by rice leaves and fabricated with photolithography techniques. We also present a method of creating such surfaces using a hot embossing procedure for scaled-up manufacturing. Fluid drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions. Conceptual modeling provides design guidance when developing novel low drag, self-cleaning, and potentially antifouling surfaces for medical, marine, and industrial applications.

Improving the durability of a drag-reducing nanocoating by enhancing its mechanical stability.

PubMed

Cheng, Mengjiao; Zhang, Songsong; Dong, Hongyu; Han, Shihui; Wei, Hao; Shi, Feng

2015-02-25

The durability of superhydrophobic surface is a major problem to restrict industrial application of superhydrophobic materials from laboratory research, which can be attributed to a more general issue of mechanical stability for superhydrophobic coatings. Therefore, in order to handle this issue, we have fabricated a mechanically stable drag-reducing coating composed of elastic polydimethylsiloxane (PDMS) and hydrophobic copper particles on model ships, which can resist mechanical abrasion and has displayed a durable drag-reducing effect. In comparison with normal Au superhydrophobic coatings, the as-prepared PDMS/copper coatings showed durable drag reduction performance with a similar drag-reducing rate before (26%) and after (24%) mechanical abrasion. The mechanism for the enhanced mechanical stability and maintained drag reduction of the superhydrophobic surfaces was investigated through characterizations of surface morphology, surface wettability, and water adhesive force evaluation before and after abrasion. This is the first demonstration to realize the application of durable drag reduction by improving the mechanical stability of superhydrophobic coatings. We do believe that superhydrophobic surfaces with good resistance to mechanical abrasion or scratching may draw wide attention and gain significant applications with durable drag-reducing properties.

Aerodynamic drag on intermodal railcars

NASA Astrophysics Data System (ADS)

Kinghorn, Philip; Maynes, Daniel

2014-11-01

The aerodynamic drag associated with transport of commodities by rail is becoming increasingly important as the cost of diesel fuel increases. This study aims to increase the efficiency of intermodal cargo trains by reducing the aerodynamic drag on the load carrying cars. For intermodal railcars a significant amount of aerodynamic drag is a result of the large distance between loads that often occurs and the resulting pressure drag resulting from the separated flow. In the present study aerodynamic drag data have been obtained through wind tunnel testing on 1/29 scale models to understand the savings that may be realized by judicious modification to the size of the intermodal containers. The experiments were performed in the BYU low speed wind tunnel and the test track utilizes two leading locomotives followed by a set of five articulated well cars with double stacked containers. The drag on a representative mid-train car is measured using an isolated load cell balance and the wind tunnel speed is varied from 20 to 100 mph. We characterize the effect that the gap distance between the containers and the container size has on the aerodynamic drag of this representative rail car and investigate methods to reduce the gap distance.

Bioinspired Surface for Low Drag, Self-Cleaning, and Antifouling: Shark Skin, Butterfly and Rice Leaf Effects

NASA Astrophysics Data System (ADS)

Bixler, Gregroy D.

In this thesis, first presented is an overview of inorganic-fouling and biofouling which is generally undesirable for many medical, marine, and industrial applications. A survey of nature's flora and fauna are studied in order to discover new antifouling methods that could be mimicked for engineering applications. New antifouling methods will presumably incorporate a combination of physical and chemical controls. Presented are mechanisms and experimental results focusing on laminar and turbulent drag reducing shark skin inspired riblet surfaces. This includes new laser etched and riblet film samples for closed channel drag using water, oil, and air as well as in wind tunnel. Also presented are mechanisms and experimental results focusing on the newly discovered rice and butterfly wing effect surfaces. Morphology, drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions, wettability, viscosity, and velocity. Hierarchical liquid repellent coatings combining nano- and micro-sized features and particles are utilized to recreate or combine various effects. Such surfaces have been fabricated with photolithography, soft lithography, hot embossing, and coating techniques. Discussion is provided along with new conceptual models describing the role of surface structures related to low drag, self-cleaning, and antifouling properties. Modeling provides design guidance when developing novel low drag and self-cleaning surfaces for medical, marine, and industrial applications.

Comparison of the Drag of a Fin-Stabilized Body of Revolution and of a Complete Airplane Configuration as Obtained at Transonic Speeds in a Slotted Wind Tunnel and in Free Flight

NASA Technical Reports Server (NTRS)

Howell, Robert R.; Braslow, Albert L.

1955-01-01

A comparison of the zero-lift drag coefficients at Mach numbers from 0.81 to 1.41 of a fin-stabilized parabolic body of revolution as measured in the Langley transonic blowdown tunnel has been made with measurements obtained in free-flight on a larger but geometrically similar model. The absolute values of drag coefficient obtained in the slotted wind tunnel were equivalent to the free-flight drag-coefficient values up to a Mach number of 1.4 when adjustments were made for the effect on viscous drag of differences in Reynolds number between the two test conditions. Excellent agreement was obtained between the two tests for the pressure-drag variation with Mach number, regardless of whether the scale effect on skin friction was considered. Favorable agreement was also obtained between the pressure-drag increments due t o the presence of the stabilizing fins as determined in the wine tunnel from fins-on and fins-off tests and as obtained by a different method in free flight. Tests of a specific airplane configuration to obtain an indication of the problems involved in the construction and tests of small-scale (approximately 7-inch span) complete airplane configuration with internal air flow indicated that reliable zero-lift drag-coefficient measurements at Mach numbers up to 1.4 can be attained with such models, provided the model is constructed with a high but not an unreasonable degree of accuracy.

Experimental trim drag values for conventional and supercritical wings. M.S. Thesis

NASA Technical Reports Server (NTRS)

Jacobs, P. F.

1981-01-01

Supercritical wings were studied to determine whether they incur higher trim drag values at cruise conditions than wide body technology wings. Relative trim drag increments were measured in an experimental wind tunnel investigation. The tests utilized high aspect ratio supercritical wing and a wide body wing in conjunction with five different horizontal tail configurations, mounted on a representative wide body fuselage. The three low tail configurations and two T tail configurations were chosen to measure the effects on horizontal tail size, location, and camber on the trim drag increments for the two wings. The increase in performance (lift to drag ratio) for supercritical wing over the wide body wing was 11 percent for both the optimum low tail and T tail configurations.

Numerical experiment on the flow field properties of a blunted body with a counterflowing jet in supersonic flows

NASA Astrophysics Data System (ADS)

Huang, Wei; Zhang, Rui-Rui; Yan, Li; Ou, Min; Moradi, R.

2018-06-01

The prediction of the drag and heat flux reduction characteristics is a very important issue in the conceptual design phase of the hypersonic vehicle. In this paper, the flow field properties around a blunted body with a counterflowing jet in the supersonic flow with the freestream Mach number being 3.98 were investigated numerically, and they are obtained by means of the two-dimensional axisymmetric Reynolds-averaged Navier-Stokes (RANS) equations coupled with the two equation standard k-ε turbulence model. The surface Stanton number distributions, as well as the surface static pressures, were extracted from the flow field structures in order to evaluate the drag and heat flux reduction characteristics. Further, the influences of the jet pressure ratio and the jet Mach number on the drag and heat flux reduction were analyzed based on the detailed code validation and grid independency analysis process. The obtained results show that the flow cell Reynolds number has a great impact on the heat flux prediction, and its best value is 5.0 for the case studied in the current study. However, the flow cell Reynolds number and the grid scale both have only a slight impact on the prediction of the surface static pressure distribution, as well as the turbulence model. The larger jet pressure ratio is beneficial for the drag and heat flux reduction, and the smaller jet Mach number is beneficial for the heat flux reduction. Further, the long penetration mode is beneficial for the drag reduction, but it is not beneficial for the heat flux reduction.

Modeling wave attenuation by salt marshes in Jamaica Bay, New York, using a new rapid wave model

NASA Astrophysics Data System (ADS)

Marsooli, Reza; Orton, Philip M.; Mellor, George

2017-07-01

Using a new rapid-computation wave model, improved and validated in the present study, we quantify the value of salt marshes in Jamaica Bay—a highly urbanized estuary located in New York City—as natural buffers against storm waves. We augment the MDO phase-averaged wave model by incorporating a vegetation-drag-induced energy dissipation term into its wave energy balance equation. We adopt an empirical formula from literature to determine the vegetation drag coefficient as a function of environmental conditions. Model evaluation using data from laboratory-scale experiments show that the improved MDO model accurately captures wave height attenuation due to submerged and emergent vegetation. We apply the validated model to Jamaica Bay to quantify the influence of coastal-scale salt marshes on storm waves. It is found that the impact of marsh islands is largest for storms with lower flood levels, due to wave breaking on the marsh island substrate. However, the role of the actual marsh plants, Spartina alterniflora, grows larger for storms with higher flood levels, when wave breaking does not occur and the vegetative drag becomes the main source of energy dissipation. For the latter case, seasonality of marsh height is important; at its maximum height in early fall, S. alterniflora causes twice the reduction as when it is at a shorter height in early summer. The model results also indicate that the vegetation drag coefficient varies 1 order of magnitude in the study area, and suggest exercising extra caution in using a constant drag coefficient in coastal wetlands.

Effect of salt on turbulent drag reduction of xanthan gum.

PubMed

Hong, Cheng Hai; Choi, Hyoung Jin; Zhang, Ke; Renou, Frederic; Grisel, Michel

2015-05-05

The turbulent flow of an aqueous KCl solution driven by a rotating disc in a closed chamber showed significant drag reduction (DR) when a small amount of xanthan gum (XG) was added. The effects of the experimental parameters (XG and KCl concentrations, and time) on the drag reduction efficiency were examined. While the DR efficiency of XG decreased with increasing salt (KCl) concentration, the time-dependent DR efficiency was found to be fitted well using Brostow model equation. Copyright © 2014 Elsevier Ltd. All rights reserved.

Possible experiment with two counter-orbiting drag-free satellites to obtain a new test of Einstein's general theory of relativity and improved measurements in geodesy

DOE Office of Scientific and Technical Information (OSTI.GOV)

Van Patten, R.A.; Everitt, C.W.F.

1976-03-22

In 1918, Lense and Thirring calculated that a moon orbiting a rotating planet would experience a nodal dragging effect due to general relativity. We describe an experiment to measure this effect to 1% with two counter-orbiting drag-free satellites in polar earth orbit. In addition to tracking data from existing ground stations, satellite-to-satellite Doppler ranging data are taken near the poles. New geophysical information is inherent in the polar data. (AIP)

Superconducting fluctuation current caused by gravitational drag

NASA Astrophysics Data System (ADS)

Tsuchida, Satoshi; Kuratsuji, Hiroshi

2017-12-01

We examine a possible effect of the Lense-Thirring field or gravitational drag by calculating the fluctuation current through a superconducting ring. The gravitational drag is induced by a rotating sphere, on top of which the superconducting ring is placed. The formulation is based on the Landau-Ginzburg free-energy functional of linear form. The resultant fluctuation current is shown to be greatly enhanced in the vicinity of the transition temperature, and the current also increases on increasing the winding number of the ring. These effects would provide a modest step towards magnification of tiny gravity.

Minimization theory of induced drag subject to constraint conditions

NASA Technical Reports Server (NTRS)

Deyoung, J.

1979-01-01

Exact analytical solutions in terms of induced drag influence coefficients can be attained which define the spanwise loading with minimized induced drag, subject to specified constraint conditions, for any nonplanar wing shape or number of lift plus wing bending moment about a given wing span station. Example applications of the theory are made to a biplane, a wing in ground effect, a cruciform wing, a V-wing, a planar-wing winglet, and linked wingtips in formation flying. For minimal induced drag, the spanwise loading, relative to elliptic, is outboard for the biplane and is inboard for the wing in ground effect and for the planar-wing winglet. A spinoff of the triplane solution provides mathematically exact equations for downwash and sidewash about a planar vorticity sheet having an arbitrary loading distribution.

The effect of Reynolds number and turbulence on airfoil aerodynamics at -90 degrees incidence

NASA Technical Reports Server (NTRS)

Stremel, Paul M.

1993-01-01

A method has been developed for calculating the viscous flow about airfoils in with and without deflected flaps at -90 deg incidence. This method provides for the solution of the unsteady incompressible Navier-Stokes equations by means of an implicit technique. The solution is calculated on a body-fitted computational mesh using a staggered grid method. The vorticity is defined at the node points, and the velocity components are defined at the mesh-cell sides. The staggered-grid orientation provides for accurate representation of vorticity at the node points and the continuity equation at the mesh-cell centers. The method provides for the direct solution of the flow field and satisfies the continuity equation to machine zero at each time-step. The method is evaluated in terms of its ability to predict two-dimensional flow about an airfoil at -90 degrees incidence for varying Reynolds number and different boundary layer models. A laminar and a turbulent boundary layer models. A laminar and a turbulent boundary layer model are considered in the evaluation of the method. The variation of the average loading and surface pressure distribution due to flap deflection, Reynolds number, and laminar or turbulent flow are presented and compared with experimental results. The comparisons indicate that the calculated drag and drag reduction caused by flap deflection and the calculated average surface pressure are in excellent agreement with the measured results at a similar Reynolds number.

High Altitude Flight Test of a Reefed 12.2 Meter Diameter Disk-Gap-Band Parachute with Deployment at Mach Number of 2.58

NASA Technical Reports Server (NTRS)

Grow, R. Bruce; Preisser, John S.

1971-01-01

A reefed 12.2-meter nominal-diameter (40-ft) disk-gap-band parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. A three-stage rocket was used to drive the instrumented payload to an altitude of 43.6 km (143,000 ft), a Mach number of 2.58, and a dynamic pressure of 972 N/m(exp 2) (20.3 lb/ft(exp 2)) where the parachute was deployed by means of a mortar. The parachute deployed satisfactorily and reached a partially inflated condition characterized by irregular variations in parachute projected area. A full, stable reefed inflation was achieved when the system had decelerated to a Mach number of about 1.5. The steady, reefed projected area was 49 percent of the steady, unreefed area and the average drag coefficient was 0.30. Disreefing occurred at a Mach number of 0.99 and a dynamic pressure of 81 N/m(exp 2) (1.7 lb/ft(exp 2)). The parachute maintained a steady inflated shape for the remainder of the deceleration portion of the flight and throughout descent. During descent, the average effective drag coefficient was 0.57. There was little, if any, coning motion, and the amplitude of planar oscillations was generally less than 10 degrees. The film also shows a wind tunnel test of a 1.7-meter-diameter parachute inflating at Mach number 2.0.

Evaluation of a pneumatic boot deicing system on a general aviation wing model

NASA Technical Reports Server (NTRS)

Albright, A. E.; Kohlman, D. L.; Schweikhard, W. G.; Evanich, P.

1981-01-01

The aerodynamic characteristics of a typical modern general aviation airfoil were investigated with and without a pneumatic boot ice protection system. The ice protection effectiveness of the boot was studied. This includes the change in drag on the airfoil with the boot inflated and deflated, the change in drag due to primary and residual ice formation, drag change due to cumulative residual ice formation, and parameters affecting boot effectiveness. Boot performance was not affected by tunnel total temperature or velocity. Marginal effect in performance was associated with angle of attack. Significant effects on performance were caused by variations in droplet size, LWC, ice cap thickness inflation pressure, and surface treatment.

Bioinspired superhydrophobic, self-cleaning and low drag surfaces

NASA Astrophysics Data System (ADS)

Bhushan, Bharat

2013-09-01

Nature has evolved objects with desired functionality using commonly found materials. Nature capitalizes on hierarchical structures to achieve functionality. The understanding of the functions provided by objects and processes found in nature can guide us to produce nanomaterials, nanodevices, and processes with desirable functionality. This article provides an overview of four topics: (1) Lotus Effect used to develop superhydrophobic and self-cleaning/antifouling surfaces with low adhesion, (2) Shark Skin Effect to develop surfaces with low fluid drag and anti-fouling characteristics, and (3-4) Rice Leaf and Butterfly Wing Effect to develop superhydrophobic and self-cleaning surfaces with low drag. Rice Leaf and Butterfly Wings combine the Shark Skin and Lotus Effects.

Investigation of the feasibility of an analytical method of accounting for the effects of atmospheric drag on satellite motion

NASA Technical Reports Server (NTRS)

Bozeman, Robert E.

1987-01-01

An analytic technique for accounting for the joint effects of Earth oblateness and atmospheric drag on close-Earth satellites is investigated. The technique is analytic in the sense that explicit solutions to the Lagrange planetary equations are given; consequently, no numerical integrations are required in the solution process. The atmospheric density in the technique described is represented by a rotating spherical exponential model with superposed effects of the oblate atmosphere and the diurnal variations. A computer program implementing the process is discussed and sample output is compared with output from program NSEP (Numerical Satellite Ephemeris Program). NSEP uses a numerical integration technique to account for atmospheric drag effects.

Aeronomy coexperiments on drag-free satellites with proportional thrusters: GP-B and STEP

NASA Astrophysics Data System (ADS)

Jafry, Yusuf R.

1992-01-01

GP-B and STEP are two proposed experiments in basic physics which will utilize drag-free spacecraft in 600 km polar orbits around the earth. By monitoring the activity of the drag-free compensators, it will be possible to obtain in situ drag measurements from which variations in atmospheric density and winds can be observed with unprecedented resolution. With the inclusion of neutral mass spectrometers, it will be possible to distinguish the effects of the various species; thus significantly enhancing the aeronomic contribution of the drag data. The drag information will be contained in both the motion of the spacecraft about the drag-free proof-mass, and the thruster activity. A new smoother has been developed to deconvolve the net forces from the proof-mass sensor measurements. The smoother is an adaptation of an existing algorithm, which has been tailored to cater for completely unknown inputs. After the deconvolution process, the thrust force must be subtracted from the net force to yield the estimate of the drag. Hence, the accuracy of the drag measurements will ultimately depend on the accuracy of the thruster calibration. Perhaps the largest source of uncertainty will be associated with impingement of the thruster plumes on the spacecraft surfaces. It is thus desirable to model these effects. Owing to the low thrust levels, the flow through the GP-B nozzles will be highly rarefied, rendering the conventional continuum model invalid. An experimental procedure was thus devised to characterize the plume structure. A mass spectrometer, modified from a helium leak detector, was used to measure the mass flux distribution. The observed plume shapes were found to be essentially unchanged with mass flow. The experimental results were compared with Boyd's DSMC solutions pertaining to the nozzle geometries and flow conditions used in the experiments. For the assumption of diffuse interaction with the nozzle walls, the numerical results were found to be in excellent agreement with the experimental results. From the results of the plume study, it is concluded that the impingement effects will not be significantly detrimental to the aeronomy coexperiments.

Drag effects and vortex states in binary superfluids in optical lattices

NASA Astrophysics Data System (ADS)

Meyerovich, Alexander; Kuklov, Anatoly

2005-03-01

Drag effects in two-condensate superfluids (A and B) in optical lattices are explored in strongly interacting limit. Mutual drag changes circulation quanta of vortices depending on the component concentration and interaction. This is a lattice analog of ^3He-HeII mixtures, in which the drag, proportional to the difference between bare and effective masses of quasiparticles, causes pressure-driven transitions in vortex charges [1]. The vortex binding in the hard-core boson limit relies, in contrast to the soft-core case studied in Monte Carlo simulations [2], on the vacancy-assisted tunneling. The model lattice for study of such effects is introduced. The variational and Monte Carlo calculations for the system, in which the tunneling for component A depends on the concentration of B, show the possibility of formation of the quasi-molecular condensate ABm in addition to the condensates of A and B. A strong drag, leading to the composite vortices with multiple quanta, also becomes possible. The work is supported by NSF grants DMR-0077266 and ITR-405460001 and PSC-CUNY- 665560035. 1. A. E. Meyerovich, Phys. Rev. A 68, 05162 (2003); Sov. Phys.-JETP 60, 41 (1984) 2. A. Kuklov, N. Prokof'ev, and B. Svistunov, Phys. Rev. Lett. 92, 030403 (2004)

Departure of microscopic friction from macroscopic drag in molecular fluid dynamics

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hanasaki, Itsuo; Fujiwara, Daiki; Kawano, Satoyuki, E-mail: kawano@me.es.osaka-u.ac.jp

2016-03-07

Friction coefficient of the Langevin equation and drag of spherical macroscopic objects in steady flow at low Reynolds numbers are usually regarded as equivalent. We show that the microscopic friction can be different from the macroscopic drag when the mass is taken into account for particles with comparable scale to the surrounding fluid molecules. We illustrate it numerically by molecular dynamics simulation of chloride ion in water. Friction variation by the atomistic mass effect beyond the Langevin regime can be of use in the drag reduction technology as well as the electro or thermophoresis.

Investigation of installation effects of single-engine convergent-divergent nozzles

NASA Technical Reports Server (NTRS)

Burley, J. R., II; Berrier, B. L.

1982-01-01

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine installation effects on single-engine convergent-divergent nozzles applicable to reduced-power supersonic cruise aircraft. Tests were conducted at Mach numbers from 0.50 to 1.20, at angles of attack from -3 degrees to 9 degrees, and at nozzle pressure ratios from 1.0 (jet off) to 8.0. The effects of empennage arrangement, nozzle length, a cusp fairing, and afterbody closure on total aft-end drag coefficient and component drag coefficients were investigated. Basic lift- and drag-coefficient data and external static-pressure distributions on the nozzle and afterbody are presented and discussed.

Effect of blockage ratio on drag and pressure distributions for bodies of revolution at transonic speeds

NASA Technical Reports Server (NTRS)

Couch, L. M.; Brooks, C. W., Jr.

1973-01-01

Experimental data were obtained in two wind tunnels for 13 models over a Mach number range from 0.70 to 1.02. Effects of increasing test-section blockage ratio in the transonic region near a Mach number of 1.0 included change in the shape of the drag curves, premature drag creep, delayed drag divergence, and a positive increment of pressures on the model afterbodies. Effects of wall interference were apparent in the data even for a change in blockage ratio from a very low 0.000343 to an even lower 0.000170. Therefore, models having values of blockage ratio of 0.0003 - an order of magnitude below the previously considered safe value of 0.0050 - had significant errors in the drag-coefficient values obtained at speeds near a Mach number of 1.0. Furthermore, the flow relief afforded by slots or perforations in test-section walls - designed according to previously accepted criteria for interference-free subsonic flow - does not appear to be sufficient to avoid significant interference of the walls with the model flow field for Mach numbers very close to 1.0.

Sub-grid drag model for immersed vertical cylinders in fluidized beds

DOE PAGES

Verma, Vikrant; Li, Tingwen; Dietiker, Jean -Francois; ...

2017-01-03

Immersed vertical cylinders are often used as heat exchanger in gas-solid fluidized beds. Computational Fluid Dynamics (CFD) simulations are computationally expensive for large scale systems with bundles of cylinders. Therefore sub-grid models are required to facilitate simulations on a coarse grid, where internal cylinders are treated as a porous medium. The influence of cylinders on the gas-solid flow tends to enhance segregation and affect the gas-solid drag. A correction to gas-solid drag must be modeled using a suitable sub-grid constitutive relationship. In the past, Sarkar et al. have developed a sub-grid drag model for horizontal cylinder arrays based on 2Dmore » simulations. However, the effect of a vertical cylinder arrangement was not considered due to computational complexities. In this study, highly resolved 3D simulations with vertical cylinders were performed in small periodic domains. These simulations were filtered to construct a sub-grid drag model which can then be implemented in coarse-grid simulations. Gas-solid drag was filtered for different solids fractions and a significant reduction in drag was identified when compared with simulation without cylinders and simulation with horizontal cylinders. Slip velocities significantly increase when vertical cylinders are present. Lastly, vertical suspension drag due to vertical cylinders is insignificant however substantial horizontal suspension drag is observed which is consistent to the finding for horizontal cylinders.« less

Superfluid drag in the two-component Bose-Hubbard model

NASA Astrophysics Data System (ADS)

Sellin, Karl; Babaev, Egor

2018-03-01

In multicomponent superfluids and superconductors, co- and counterflows of components have, in general, different properties. A. F. Andreev and E. P. Bashkin [Sov. Phys. JETP 42, 164 (1975)] discussed, in the context of He3/He4 superfluid mixtures, that interparticle interactions produce a dissipationless drag. The drag can be understood as a superflow of one component induced by phase gradients of the other component. Importantly, the drag can be both positive (entrainment) and negative (counterflow). The effect is known to have crucial importance for many properties of diverse physical systems ranging from the dynamics of neutron stars and rotational responses of Bose mixtures of ultracold atoms to magnetic responses of multicomponent superconductors. Although substantial literature exists that includes the drag interaction phenomenologically, only a few regimes are covered by quantitative studies of the microscopic origin of the drag and its dependence on microscopic parameters. Here we study the microscopic origin and strength of the drag interaction in a quantum system of two-component bosons on a lattice with short-range interaction. By performing quantum Monte Carlo simulations of a two-component Bose-Hubbard model we obtain dependencies of the drag strength on the boson-boson interactions and properties of the optical lattice. Of particular interest are the strongly correlated regimes where the ratio of coflow and counterflow superfluid stiffnesses can diverge, corresponding to the case of saturated drag.

Navier-Stokes analysis of airfoils with leading edge ice accretions

NASA Technical Reports Server (NTRS)

Potapczuk, Mark G.

1993-01-01

A numerical analysis of the flowfield characteristics and the performance degradation of an airfoil with leading edge ice accretions was performed. The important fluid dynamic processes were identified and calculated. Among these were the leading edge separation bubble at low angles of attack, complete separation on the low pressure surface resulting in premature shell, drag rise due to the ice shape, and the effects of angle of attack on the separated flow field. Comparisons to experimental results were conducted to confirm these calculations. A computer code which solves the Navier-Stokes equations in two dimensions, ARC2D, was used to perform the calculations. A Modified Mixing Length turbulence model was developed to produce grids for several ice shape and airfoil combinations. Results indicate that the ability to predict overall performance characteristics, such as lift and drag, at low angles of attack is excellent. Transition location is important for accurately determining separation bubble shape. Details of the flowfield in and downstream of the separated regions requires some modifications. Calculations for the stalled airfoil indicate periodic shedding of vorticity that was generated aft of the ice accretion. Time averaged pressure values produce results which compare favorably with experimental information. A turbulence model which accounts for the history effects in the flow may be justified.

Octopus-inspired drag cancelation by added mass pumping

NASA Astrophysics Data System (ADS)

Weymouth, Gabriel; Giorgio-Serchi, Francesco

2016-11-01

Recent work has shown that when an immersed body suddenly changes its size, such as a deflating octopus during rapid escape jetting, the body experiences large forces due to the variation of added-mass energy. We extend this line of research by investigating a spring-mass oscillator submerged in quiescent fluid subject to periodic changes in its volume. This system isolates the ability of the added-mass thrust to cancel the bluff body resistance (having no jet flow to confuse the analysis) and moves closer to studying how these effects would work in a sustained propulsion case by studying periodic shape-change instead of a "one-shot" escape maneuver. With a combination of analytical, numerical, and experimental results, we show that the recovery of added-mass kinetic energy can be used to completely cancel the drag of the fluid, driving the onset of sustained oscillations with amplitudes as large as four times the average body radius. Moreover, these results are fairly independent of the details of the shape-change kinematics as long as the Stokes number and shape-change number are large. In addition, the effective pumping frequency range based on parametric oscillator analysis is shown to predict large amplitude response region observed in the numerics and experiments.

Numerical simulation of circular cylinders in free-fall

DOE Office of Scientific and Technical Information (OSTI.GOV)

Romero-Gomez, Pedro; Richmond, Marshall C.

2016-02-01

In this work, we combined the use of (i) overset meshes, (ii) a 6 degree-of-freedom (6- DOF) motion solver, and (iii) an eddy-resolving flow simulation approach to resolve the drag and secondary movement of large-sized cylinders settling in a quiescent fluid at moderate terminal Reynolds numbers (1,500 < Re < 28,000). These three strategies were implemented in a series of computational fluid dynamics (CFD) solutions to describe the fluid-structure interactions and the resulting effects on the cylinder motion. Using the drag coefficient, oscillation period, and maximum angular displacement as baselines, the findings show good agreement between the present CFD resultsmore » and corresponding data of published laboratory experiments. We discussed the computational expense incurred in using the present modeling approach. We also conducted a preceding simulation of flow past a fixed cylinder at Re = 3,900, which tested the influence of the turbulence approach (time-averaging vs eddy-resolving) and the meshing strategy (continuous vs. overset) on the numerical results. The outputs indicated a strong effect of the former and an insignificant influence of the latter. The long-term motivation for the present study is the need to understand the motion of an autonomous sensor of cylindrical shape used to measure the hydraulic conditions occurring in operating hydropower turbines.« less

Numerical Simulation of High Drag Reduction in a Turbulent Channel Flow with Polymer Additives

NASA Technical Reports Server (NTRS)

Dubief, Yves

2003-01-01

The addition of small amounts of long chain polymer molecules to wall-bounded flows can lead to dramatic drag reduction. Although this phenomenon has been known for about fifty years, the action of the polymers and its effect on turbulent structures are still unclear. Detailed experiments have characterized two distinct regimes (Warholic et al. 1999), which are referred to as low drag reduction (LDR) and high drag reduction (HDR). The first regime exhibits similar statistical trends as Newtonian flow: the log-law region of the mean velocity profile remains parallel to that of the Newtonian ow but its lower bound moves away from the wall and the upward shift of the log-region is a function of drag reduction, DR. Although streamwise fluctuations are increased and transverse ones are reduced, the shape of the rms velocity profiles is not qualitatively modified. At higher drag reductions, of the order of 40-50%, the ow enters the HDR regime for which the slope of the log-law is dramatically augmented and the Reynolds shear stress is small (Warholic et al. 1999; Ptasinski et al. 2001). The drag reduction is eventually bounded by a maximum drag reduction (MDR) (Virk & Mickley 1970) which is a function of the Reynolds number. While several experiments report mean velocity profiles very close to the empirical profile of Virk & Mickley (1970) for MDR conditions, the observations regarding the structure of turbulence can differ significantly. For instance, Warholic et al. (1999) measured a near-zero Reynolds shear stress, whereas a recent experiment (Ptasinski et al. 2001) shows evidence of non-negligible Reynolds stress in their MDR flow. To the knowledge of the authors, only the LDR regime has been documented in numerical simulations (Sureshkumar et al. 1997; Dimitropoulos et al. 1998; Min et al. 2001; Dubief & Lele 2001; Sibilla & Baron 2002). This paper discusses the simulation of polymer drag reduced channel ow at HDR using the FENE-P (Finite Elastic non-linear extensibility-Peterlin) model which was used for the first LDR simulation by Sureshkumar et al. (1997). Flow and polymer parameters are close to realistic polymer drag reducing conditions. High drag reductions are achieved by using finite differences and a robust time stepping technique. A minimal channel flow is also used as a numerical experiment to investigate the effect of the outer region turbulent structures on the overall drag at HDR. The drag reducing action of the model is finally studied through the structure of energy transfers from the polymers to the velocity components. This investigation sheds some light on the details of polymer drag reduction.

The effect of caster wheel diameter and mass distribution on drag forces in manual wheelchairs.

PubMed

Zepeda, Rene; Chan, Franco; Sawatzky, Bonita

2016-01-01

This study proposes a way to reduce energy losses in the form of rolling resistance friction during manual wheelchair propulsion by increasing the size of the front caster wheels and adjusting the weight distribution. Drag tests were conducted using a treadmill and a force transducer. Three different casters diameter (4 in., 5 in., and 6 in.) and six different mass distribution combinations (based on percentage of total weight on the caster wheels) were studied. A two-way analysis of variance test was performed to compare caster size and weight distribution contribution with drag force of an ultralight wheelchair. The 4 in. caster contributed significantly more drag, but only when weight was 40% or greater over the casters. Weight distribution contributed more to drag regardless of the casters used.

Theory of end-labeled free-solution electrophoresis: is the end effect important?

PubMed

Chubynsky, Mykyta V; Slater, Gary W

2014-03-01

In the theory of free-solution electrophoresis of a polyelectrolyte (such as the DNA) conjugated with a "drag-tag," the conjugate is divided into segments of equal hydrodynamic friction and its electrophoretic mobility is calculated as a weighted average of the mobilities of individual segments. If all the weights are assumed equal, then for an electrically neutral drag-tag, the elution time t is predicted to depend linearly on the inverse DNA length 1/M. While it is well-known that the equal-weights assumption is approximate and in reality the weights increase toward the ends, this "end effect" has been assumed to be small, since in experiments the t(1/M) dependence seems to be nearly perfectly linear. We challenge this assumption pointing out that some experimental linear fits do not extrapolate to the free (i.e. untagged) DNA elution time in the limit 1/M→0, indicating nonlinearity outside the fitting range. We show that a theory for a flexible polymer taking the end effect into account produces a nonlinear curve that, however, can be fitted with a straight line over a limited range of 1/M typical of experiments, but with a "wrong" intercept, which explains the experimental results without additional assumptions. We also study the influence of the flexibilities of the charged and neutral parts. © 2013 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Experiment Evaluation of Skin Friction Drag by Surface Tailoring

NASA Astrophysics Data System (ADS)

Manigandan, S.; Gopal krishna, K.; Gagan Kumar, K.; Gunasekar, P.; Nithya, S.

2017-08-01

Reduction of drag is an important role of aerodynamic specialist in real time world. The performance of forward moving object improved when the drag is reduced. Skin friction drag caused when the fluid tending to shear along the surface of the body and it is dependent on energy expenditure. Initial research concluded that nearly 20 to 40% of total drag is skin friction drag, based on flight forward velocity. This means a lot of fuel burned. In this paper we investigate a methodology to reduce the skin friction drag by implementing different kinds of exterior treatments. The ideology inspired from the world fastest moving oceanic creature. Structures are fabricated based on the replica of scales of the oceanic creature. The outer skin of the aerofoil NACA0012 is modified like shark scales. Then it is tested using open type sub sonic wind tunnel. In addition to that, the leading edge thickness effect also studied. The turbulent flow phenomenon is validated at different velocities and compared with numerical results using STAR CCM+. From the plots and graphical results, it is found that the skin friction drag is generated less due to reduction of transverse shear stress present in turbulent flow and skin friction drag depends on boundary layer thickness and on the percentage of chord of flow separation. In addition to this, the result delivers that the ordinary polished surface produces more drag than the modified scales. The outlook of this technology is excrescence for different applications. This open section wind tunnel testing produces 10-15% reduction in drag and can be turn to high values when the experiment is conducted in closed section wind tunnel with real time atmospheric conditions, which can be done as a future work.

Drag reduction in plane Couette flow of dilute polymer solutions

NASA Astrophysics Data System (ADS)

Liu, Nansheng; Teng, Hao; Lu, Xiyun; Khomami, Bamin

2017-11-01

Drag reduction (DR) in the plane Couette flow (PCF) by the addition of flexible polymers has been studied by direct numerical simulation (DNS) in this work. Special interest has been directed to explore the similarity and difference in the DR features between the PCF and the plane Poiseuille flow (PPF), and to clarify the effects of large-scale structures (LSSs) on the near-wall turbulence. It has been demonstrated that in the near-wall region the drag-reduced PCF shares typical DR features similar to those reported for the drag-reduced PPF (White & Mungal 2008; Graham 2014), however in the core region intriguing differences are found between these two DR shear flows of polymeric solution. Specifically, in the core region of the drag-reduced PCF, the polymer chains are stretched substantial and absorb kinetic energy from the turbulent fluctuations. In commensurate, peak values of conformation tensor components Cyy and Czz occur in the core region. This finding is strikingly different from that of the drag-reduced PPF. For the drag-reduced PCF, the LSSs are found to have monotonically increasing effects on the near-wall flow as the Weissenberg number increases, and have their spanwise length scale unchanged. This work is supported by the NSFC Grants 11272306 and 11472268 and the NSF Grant CBET0755269. This research was also supported in part by allocation of advanced computational resources on DARTER by the National Institute for Computational Sciences (NICS).

Natural highways for end-of-life solutions in the LEO region

NASA Astrophysics Data System (ADS)

Alessi, Elisa Maria; Schettino, Giulia; Rossi, Alessandro; Valsecchi, Giovanni B.

2018-05-01

We present the main findings of a dynamical mapping performed in the Low Earth Orbit region. The results were obtained by propagating an extended grid of initial conditions, considering two different epochs and area-to-mass ratios, by means of a singly averaged numerical propagator. It turns out that dynamical resonances associated with high-degree geopotential harmonics, lunisolar perturbations and Solar radiation pressure can open natural deorbiting highways. For area-to-mass ratios typical of the orbiting intact objects, these corridors can be exploited only in combination with the action exerted by the atmospheric drag. For satellites equipped with an area augmentation device, we show the boundary of application of the drag, and where the Solar radiation pressure can be exploited.

The Power Coefficient in the Theory of Energy Extraction from Tidal Channels

NASA Astrophysics Data System (ADS)

Cummins, P. F.

2014-12-01

The maximum average power available from a fence of turbines deployed in a tidal channel is given by the simple formula, Ρ=γρgaQmax, where ρga is the amplitude of pressure difference across ends of the channel, Qmax is the maximum volume flux through the channel in the undisturbed state (i.e., before turbines are deployed), and γ is a numerical coefficient. The latter depends only weakly on the underlying dynamical balance of the channel. This is shown to be consequence of quadratic drag and changes to the natural impedance of the channel as deployment of turbines impedes the flow. Additionally, it is shown that the power coefficient γ is relatively insensitive to the form of the turbine drag.

Analysis of Drafting Effects in Swimming Using Computational Fluid Dynamics

PubMed Central

Silva, António José; Rouboa, Abel; Moreira, António; Reis, Victor Machado; Alves, Francisco; Vilas-Boas, João Paulo; Marinho, Daniel Almeida

2008-01-01

The purpose of this study was to determine the effect of drafting distance on the drag coefficient in swimming. A k-epsilon turbulent model was implemented in the commercial code Fluent® and applied to the fluid flow around two swimmers in a drafting situation. Numerical simulations were conducted for various distances between swimmers (0.5-8.0 m) and swimming velocities (1.6-2.0 m.s-1). Drag coefficient (Cd) was computed for each one of the distances and velocities. We found that the drag coefficient of the leading swimmer decreased as the flow velocity increased. The relative drag coefficient of the back swimmer was lower (about 56% of the leading swimmer) for the smallest inter-swimmer distance (0.5 m). This value increased progressively until the distance between swimmers reached 6.0 m, where the relative drag coefficient of the back swimmer was about 84% of the leading swimmer. The results indicated that the Cd of the back swimmer was equal to that of the leading swimmer at distances ranging from 6.45 to 8. 90 m. We conclude that these distances allow the swimmers to be in the same hydrodynamic conditions during training and competitions. Key pointsThe drag coefficient of the leading swimmer decreased as the flow velocity increased.The relative drag coefficient of the back swimmer was least (about 56% of the leading swimmer) for the smallest inter-swimmer distance (0.5 m).The drag coefficient values of both swimmers in drafting were equal to distances ranging between 6.45 m and 8.90 m, considering the different flow velocities.The numerical simulation techniques could be a good approach to enable the analysis of the fluid forces around objects in water, as it happens in swimming. PMID:24150135

Rocket-Model Investigation of the Longitudinal Stability, Drag, and Duct Performance Characteristics of the North American MX-770 (X-10) Missile at Mach Numbers from 0.80 to 1.70

NASA Technical Reports Server (NTRS)

Bond, Aleck C.; Swanson, Andrew G.

1953-01-01

A free-flight 0.12-scale rocket-boosted model of the North American MX-770 (X-10) missile has been tested in flight by the Pilotless Aircraft Research Division of the Langley Aeronautical Laboratory. Drag, longitudinal stability, and duct performance data were obtained at Mach numbers from 0.8 to 1.7 covering a Reynolds number range of about 9 x 10(exp 6) to 24 x 10(exp 6) based on wing mean aerodynamic chord. The lift-curve slope, static stability, and damping-in-pitch derivatives showed similar variations with Mach number, the parameters increasing from subsonic values in the transonic region and decreasing in the supersonic region. The variations were for the most part fairly smooth. The aerodynamic center of the configuration shifted rearward in the transonic region and moved forward gradually in the supersonic region. The pitching effectiveness of the canard control surfaces was maintained throughout the flight speed range, the supersonic values being somewhat greater than the subsonic. Trim values of angle of attack and lift coefficient changed abruptly in the transonic region, the change being associated with variations in the out-of-trim pitching moment, control effectiveness, and aerodynamic-center travel in this speed range. Duct total-pressure recovery decreased with increase in free-stream Mach number and the values were somewhat less than normal-shock recovery. Minimum drag data indicated a supersonic drag coefficient about twice the subsonic drag coefficient and a drag-rise Mach number of approximately 0.90. Base drag was small subsonically but was about 25 percent of the minimum drag of the configuration supersonically.

ON THE HORSESHOE DRAG OF A LOW-MASS PLANET. I. MIGRATION IN ISOTHERMAL DISKS

DOE Office of Scientific and Technical Information (OSTI.GOV)

Casoli, J.; Masset, F. S., E-mail: jules.casoli@cea.f, E-mail: frederic.masset@cea.f, E-mail: jules.casoli@cea.f

2009-09-20

We investigate the unsaturated horseshoe drag exerted on a low-mass planet by an isothermal gaseous disk. In the globally isothermal case, we use a formalism, based on the use of a Bernoulli invariant, that takes into account pressure effects, and that extends the torque estimate to a region wider than the horseshoe region. We find a result that is strictly identical to the standard horseshoe drag. This shows that the horseshoe drag accounts for the torque of the whole corotation region, and not only of the horseshoe region, thereby deserving to be called corotation torque. We find that evanescent wavesmore » launched downstream of the horseshoe U-turns by the perturbations of vortensity exert a feedback on the upstream region, that render the horseshoe region asymmetric. This asymmetry scales with the vortensity gradient and with the disk's aspect ratio. It does not depend on the planetary mass, and it does not have any impact on the horseshoe drag. Since the horseshoe drag has a steep dependence on the width of the horseshoe region, we provide an adequate definition of the width that needs to be used in horseshoe drag estimates. We then consider the case of locally isothermal disks, in which the temperature is constant in time but depends on the distance to the star. The horseshoe drag appears to be different from the case of a globally isothermal disk. The difference, which is due to the driving of vortensity in the vicinity of the planet, is intimately linked to the topology of the flow. We provide a descriptive interpretation of these effects, as well as a crude estimate of the dependency of the excess on the temperature gradient.« less

Differential Drag Demonstration: A Post-Mission Experiment with the EO-1 Spacecraft

NASA Technical Reports Server (NTRS)

Hull, Scott; Shelton, Amanda; Richardson, David

2017-01-01

Differential drag is a technique for altering the semi-major axis, velocity, and along-track position of a spacecraft in low Earth orbit. It involves varying the spacecrafts cross-sectional area relative to its velocity direction by temporarily changing attitude and solar array angles, thus varying the amount of atmospheric drag on the spacecraft. The technique has recently been proposed and used by at least three satellite systems for initial separation of constellation spacecraft after launch, stationkeeping during the mission, and potentially for conjunction avoidance. Similarly, differential drag has been proposed as a control strategy for rendezvous, removing the need for active propulsion. In theory, some operational missions that lack propulsion capability could use this approach for conjunction avoidance, though options are typically constrained for spacecraft that are already in orbit. Shortly before the spacecraft was decommissioned, an experiment was performed using NASAs EO-1 spacecraft in order to demonstrate differential drag on an operational spacecraft in orbit, and discover some of the effects differential drag might manifest. EO-1 was not designed to maintain off-nominal orientations for long periods, and as a result the team experienced unanticipated challenges during the experiment. This paper will discuss operations limitations identified before the experiment, as well as those discovered during the experiment. The effective displacement that resulted from increasing the drag area for 39 hours will be compared to predictions as well as the expected position if the spacecraft maintained nominal operations. A hypothetical scenario will also be examined, studying the relative risks of maintaining an operational spacecraft bus in order to maintain the near-maximum drag area orientation and hasten reentry.

Differential Drag Demonstration: A Post-Mission Experiment with the EO-1 Spacecraft

NASA Technical Reports Server (NTRS)

Hull, Scott; Shelton, Amanda; Richardson, David

2017-01-01

Differential drag is a technique for altering the semimajor axis, velocity, and along-track position of a spacecraft in low Earth orbit. It involves varying the spacecraft's cross-sectional area relative to its velocity direction by temporarily changing attitude and solar array angles, thus varying the amount of atmospheric drag on the spacecraft. The technique has recently been proposed and used by at least three satellite systems for initial separation of constellation spacecraft after launch, stationkeeping during the mission, and potentially for conjunction avoidance. Similarly, differential drag has been proposed as a control strategy for rendezvous, removing the need for active propulsion. In theory, some operational missions that lack propulsion capability could use this approach for conjunction avoidance, though options are typically constrained for spacecraft that are already in orbit. Shortly before the spacecraft was decommissioned, an experiment was performed using NASA's EO-1 spacecraft in order to demonstrate differential drag on an operational spacecraft in orbit, and discover some of the effects differential drag might manifest. EO-1 was not designed to maintain off-nominal orientations for long periods, and as a result the team experienced unanticipated challenges during the experiment. This paper will discuss operations limitations identified before the experiment, as well as those discovered during the experiment. The effective displacement that resulted from increasing the drag area for 39 hours will be compared to predictions as well as the expected position if the spacecraft maintained nominal operations. A hypothetical scenario will also be examined, studying the relative risks of maintaining an operational spacecraft bus in order to maintain the near-maximum drag area orientation and hasten reentry.

INTERACTIONS OF RAPIDLY MOVING BODIES IN TERRESTRIAL ATMOSPHERE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chopra, K.P.

1960-03-31

The drag of a moving body or satellite in the upper atmosphere where the molecular mean free paths are large is studied with special reference to interactions with magnetic fields. The various models for aerodynamic drag are reviewed, and some theoretical expectations for cone and cylindrical satellites (Sputnik III and Explorer IV) are tabulated, tumbling effects included. Gyration of charged particles in a magnetic field is studied; at the altitudes of interest, electrons but not ions are free to spiral. Satellites will become charged because of their contact with charged particles; they usually become negatively charged and, since their velocitymore » is greater than that of ions, they behave like enormous ions with large charges. There is also drag due to Coulomb interaction of the satellite with charged particles, which describe hyperbolic orbits around the satellite. Present theories of Coulomb drag are critically reviewed. According to the Chopra-Singer theory, Coulomb drag contributes significantly to the total drag at 350 km, becomes comparable to the neutral drag at 500 km, and is predominant above 650 km. The next kind of drag considered is induction drag, caused by electric currents induced by the motion through the magnetic field. Induction drag tends to damp out rotational as well as translational motion and is negligible compared to neutral drag at 250 km but becomes large at 500 km. A sphere in strong magnetic fields does not affect the magnetic fields if the Reynolds number of flow is large and the magnetic Reynolds number is small, and a cylinder of fInid with radius equal to that of the sphere is pushed out in front of the sphere. Large magnetic Reynolds numbers are also considered. Another kind of drag is that caused by generation of electromagnetic waves from the satellite; they propagate along the direction of the magnetic field at a velocity slightly less than that of the satellite. The contribution of this drag is negligible at 250 km but is comparable to the Coulomb drag at 800 kin. Experimental apparatus for the simulation of electron and ion bombardment and aerodynamical testing of a satellite are described. A bibliography of 103 references is given. (D.L.C.)« less

An Investigation of the Drag of Windshields in the 8-Foot High-Speed Wind Tunnel

NASA Technical Reports Server (NTRS)

Robinson, Russell G.; Delano, James B.

1939-01-01

The drag of closed-cockpit and transport-type windshields was determined from tests made at speeds from 200 to 440 miles per hour in the NACA 8-foot high-speed wind tunnel. This speed range corresponds to a test Reynolds number range of 2,510,000 to 4,830,000 based on the mean aerodynamic chord of the full-span model (17.29 inches). The shapes of the windshield proper, the hood, and the tail fairing were systematically varied to include common types and a refined design. Transport types varied from a reproduction of a current type to a completely faired windshield. The results show that the drag of windshields of the same frontal area, on airplanes of small to medium size, may account for 15% of the airplane drag or may be reduced to 1%. Optimum values are given for windshield and tail-fairing lengths; the effect, at various radii is shown. The longitudinal profile of a windshield is shown to be most important and the transverse profile, to be much less important. The effects of retaining strips, of steps for telescoping hoods, and of recessed windows are determined. The results show that the drag of transport-type windshields may account for 21% of the fuselage drag or may be reduced to 2%.

Effects of Parameterized Orographic Drag on Weather Forecasting and Simulated Climatology Over East Asia During Boreal Summer

NASA Astrophysics Data System (ADS)

Choi, Hyun-Joo; Choi, Suk-Jin; Koo, Myung-Seo; Kim, Jung-Eun; Kwon, Young Cheol; Hong, Song-You

2017-10-01

The impact of subgrid orographic drag on weather forecasting and simulated climatology over East Asia in boreal summer is examined using two parameterization schemes in a global forecast model. The schemes consider gravity wave drag (GWD) with and without lower-level wave breaking drag (LLWD) and flow-blocking drag (FBD). Simulation results from sensitivity experiments verify that the scheme with LLWD and FBD improves the intensity of a summertime continental high over the northern part of the Korean Peninsula, which is exaggerated with GWD only. This is because the enhanced lower tropospheric drag due to the effects of lower-level wave breaking and flow blocking slows down the wind flowing out of the high-pressure system in the lower troposphere. It is found that the decreased lower-level divergence induces a compensating weakening of middle- to upper-level convergence aloft. Extended experiments for medium-range forecasts for July 2013 and seasonal simulations for June to August of 2013-2015 are also conducted. Statistical skill scores for medium-range forecasting are improved not only in low-level winds but also in surface pressure when both LLWD and FBD are considered. A simulated climatology of summertime monsoon circulation in East Asia is also realistically reproduced.

Progress Towards Fuselage Drag Reduction via Active Flow Control: A Combined CFD and Experimental Effort

NASA Technical Reports Server (NTRS)

Schaeffler, Norman W.; Allan, Brian G.; Lienard, Caroline; LePape, Arnaud

2010-01-01

A combined computational and experimental effort has been undertaken to study fuselage drag reduction on a generic, non-proprietary rotorcraft fuselage by the application of active ow control. Fuselage drag reduction is an area of research interest to both the United States and France and this area is being worked collaboratively as a task under the United States/France Memorandum of Agreement on Helicopter Aeromechanics. In the first half of this task, emphasis is placed on the US generic fuselage, the ROBIN-mod7, with the experimental work being conducted on the US side and complementary US and French CFD analysis of the baseline and controlled cases. Fuselage simulations were made using Reynolds-averaged Navier-Stokes ow solvers and with multiple turbulence models. Comparisons were made to experimental data for numerical simulations of the isolated fuselage and for the fuselage as installed in the tunnel, which includes modeling of the tunnel contraction, walls, and support fairing. The numerical simulations show that comparisons to the experimental data are in good agreement when the tunnel and model support are included. The isolated fuselage simulations compare well to each other, however, there is a positive shift in the centerline pressure when compared to the experiment. The computed flow separation locations on the rear ramp region had only slight differences with and without the tunnel walls and model support. For the simulations, the flow control slots were placed at several locations around the flow separation lines as a series of eight slots that formed a nearly continuous U-shape. Results from the numerical simulations resulted in an estimated 35% fuselage drag reduction from a steady blowing flow control configuration and a 26% drag reduction for unsteady zero-net-mass flow control configuration. Simulations with steady blowing show a delayed flow separation at the rear ramp of the fuselage that increases the surface pressure acting on the ramp, thus decreasing the overall fuselage pressure drag.

Experimental trim drag values and flow-field measurements for a wide-body transport model with conventional and supercritical wings

NASA Technical Reports Server (NTRS)

Jacobs, P. F.

1982-01-01

The purpose of this study was to determine if advanced supercritical wings incur higher trim drag values at cruise conditions than current wide body technology wings. Relative trim drag increments were measured in an experimental wind tunnel investigation conducted in the Langley 8 Foot Transonic Pressure Tunnel. The tests utilized a high aspect ratio supercritical wing and a wide body aircraft wing, in conjunction with five different horizontal tail configurations, mounted on a representative wide body fuselage. The three low tail and two T-tail configurations were designed to measure the effects of horizontal tail size, location, and camber on the trim drag increments for the two wings. Longitudinal force and moment data were taken at a Mach number of 0.82 and design cruise lift coefficients for the wide body and supercritical wings of 0.45 and 0.55, respectively. The data indicate that the supercritical wing does not have significantly higher trim drag than the wide body wing. A reduction in tail size, combined with relaxed static stability, produced trim drag reductions for both wings. The cambered tails had higher trim drag increments than the symmetrical tails for both wings, and the T-tail configurations had lower trim drag increments than the low tail configurations.

Flight Test of an Adaptive Configuration Optimization System for Transport Aircraft

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B.; Georgie, Jennifer; Barnicki, Joseph S.

1999-01-01

A NASA Dryden Flight Research Center program explores the practical application of real-time adaptive configuration optimization for enhanced transport performance on an L-1011 aircraft. This approach is based on calculation of incremental drag from forced-response, symmetric, outboard aileron maneuvers. In real-time operation, the symmetric outboard aileron deflection is directly optimized, and the horizontal stabilator and angle of attack are indirectly optimized. A flight experiment has been conducted from an onboard research engineering test station, and flight research results are presented herein. The optimization system has demonstrated the capability of determining the minimum drag configuration of the aircraft in real time. The drag-minimization algorithm is capable of identifying drag to approximately a one-drag-count level. Optimizing the symmetric outboard aileron position realizes a drag reduction of 2-3 drag counts (approximately 1 percent). Algorithm analysis of maneuvers indicate that two-sided raised-cosine maneuvers improve definition of the symmetric outboard aileron drag effect, thereby improving analysis results and consistency. Ramp maneuvers provide a more even distribution of data collection as a function of excitation deflection than raised-cosine maneuvers provide. A commercial operational system would require airdata calculations and normal output of current inertial navigation systems; engine pressure ratio measurements would be optional.

Uncovering changes in spider orb-web topology owing to aerodynamic effects

PubMed Central

Zaera, Ramón; Soler, Alejandro; Teus, Jaime

2014-01-01

An orb-weaving spider's likelihood of survival is influenced by its ability to retain prey with minimum damage to its web and at the lowest manufacturing cost. This set of requirements has forced the spider silk to evolve towards extreme strength and ductility to a degree that is rare among materials. Previous studies reveal that the performance of the web upon impact may not be based on the mechanical properties of silk alone, aerodynamic drag could play a role in the dissipation of the prey's energy. Here, we present a thorough analysis of the effect of the aerodynamic drag on wind load and prey impact. The hypothesis considered by previous authors for the evaluation of the drag force per unit length of thread has been revisited according to well-established principles of fluid mechanics, highlighting the functional dependence on thread diameter that was formerly ignored. Theoretical analysis and finite-element simulations permitted us to identify air drag as a relevant factor in reducing deterioration of the orb web, and to reveal how the spider can take greater—and not negligible—advantage of drag dissipation. The study shows the beneficial air drag effects of building smaller and less dense webs under wind load, and larger and denser webs under prey impact loads. In essence, it points out why the aerodynamics need to be considered as an additional driving force in the evolution of silk threads and orb webs. PMID:24966235

Uncovering changes in spider orb-web topology owing to aerodynamic effects.

PubMed

Zaera, Ramón; Soler, Alejandro; Teus, Jaime

2014-09-06

An orb-weaving spider's likelihood of survival is influenced by its ability to retain prey with minimum damage to its web and at the lowest manufacturing cost. This set of requirements has forced the spider silk to evolve towards extreme strength and ductility to a degree that is rare among materials. Previous studies reveal that the performance of the web upon impact may not be based on the mechanical properties of silk alone, aerodynamic drag could play a role in the dissipation of the prey's energy. Here, we present a thorough analysis of the effect of the aerodynamic drag on wind load and prey impact. The hypothesis considered by previous authors for the evaluation of the drag force per unit length of thread has been revisited according to well-established principles of fluid mechanics, highlighting the functional dependence on thread diameter that was formerly ignored. Theoretical analysis and finite-element simulations permitted us to identify air drag as a relevant factor in reducing deterioration of the orb web, and to reveal how the spider can take greater-and not negligible-advantage of drag dissipation. The study shows the beneficial air drag effects of building smaller and less dense webs under wind load, and larger and denser webs under prey impact loads. In essence, it points out why the aerodynamics need to be considered as an additional driving force in the evolution of silk threads and orb webs. © 2014 The Author(s) Published by the Royal Society. All rights reserved.

New model of flap-gliding flight.

PubMed

Sachs, Gottfried

2015-07-21

A new modelling approach is presented for describing flap-gliding flight in birds and the associated mechanical energy cost of travelling. The new approach is based on the difference in the drag characteristics between flapping and non-flapping due to the drag increase caused by flapping. Thus, the possibility of a gliding flight phase, as it exists in flap-gliding flight, yields a performance advantage resulting from the decrease in the drag when compared with continuous flapping flight. Introducing an appropriate non-dimensionalization for the mathematical relations describing flap-gliding flight, results and findings of generally valid nature are derived. It is shown that there is an energy saving of flap-gliding flight in the entire speed range compared to continuous flapping flight. The energy saving reaches the highest level in the lower speed region. The travelling speed of flap-gliding flight is composed of the weighted average of the differing speeds in the flapping and gliding phases. Furthermore, the maximum range performance achievable with flap-gliding flight and the associated optimal travelling speed are determined. Copyright © 2015 Elsevier Ltd. All rights reserved.

A numerical study of microparticle acoustophoresis driven by acoustic radiation forces and streaming-induced drag forces.

PubMed

Muller, Peter Barkholt; Barnkob, Rune; Jensen, Mads Jakob Herring; Bruus, Henrik

2012-11-21

We present a numerical study of the transient acoustophoretic motion of microparticles suspended in a liquid-filled microchannel and driven by the acoustic forces arising from an imposed standing ultrasound wave: the acoustic radiation force from the scattering of sound waves on the particles and the Stokes drag force from the induced acoustic streaming flow. These forces are calculated numerically in two steps. First, the thermoacoustic equations are solved to first order in the imposed ultrasound field taking into account the micrometer-thin but crucial thermoviscous boundary layer near the rigid walls. Second, the products of the resulting first-order fields are used as source terms in the time-averaged second-order equations, from which the net acoustic forces acting on the particles are determined. The resulting acoustophoretic particle velocities are quantified for experimentally relevant parameters using a numerical particle-tracking scheme. The model shows the transition in the acoustophoretic particle motion from being dominated by streaming-induced drag to being dominated by radiation forces as a function of particle size, channel geometry, and material properties.

The Effect of Lift-Drag Ratio and Speed on the Ability to Position a Gliding Aircraft for a Landing on a 5,000-Foot Runway

NASA Technical Reports Server (NTRS)

Reeder, John P.

1959-01-01

Flight tests were made to determine the capability of positioning a gliding airplane for a landing on a 5,000-foot runway with special reference to the gliding flight of a satellite vehicle of fixed configuration upon reentry into the earth's atmosphere. The lift-drag ratio and speed of the airplane in the glides were varied through as large a range as possible. The results showed a marked tendency to undershoot the runway when the lift-drag ratios were below certain values, depending upon the speed in the glide. A straight line dividing the successful approaches from the undershoots could be drawn through a lift-drag ratio of about 3 at 100 knots and through a lift-drag ratio of about 7 at 185 knots. Provision of a drag device would be very beneficial, particularly in reducing the tendency toward undershooting at the higher speeds.

Bio-inspired dewetted surfaces based on SiC/Si interlocked structures for enhanced-underwater stability and regenerative-drag reduction capability

PubMed Central

Lee, By Junghan; Zhang, Zhuo; Baek, Seunghyun; Kim, Sangkuk; Kim, Donghyung; Yong, Kijung

2016-01-01

Drag reduction has become a serious issue in recent years in terms of energy conservation and environmental protection. Among diverse approaches for drag reduction, superhydrophobic surfaces have been mainly researched due to their high drag reducing efficiency. However, due to limited lifetime of plastron (i.e., air pockets) on superhydrophobic surfaces in underwater, the instability of dewetted surfaces has been a sticking point for practical applications. This work presents a breakthrough in improving the underwater stability of superhydrophobic surfaces by optimizing nanoscale surface structures using SiC/Si interlocked structures. These structures have an unequaled stability of underwater superhydrophobicity and enhance drag reduction capabilities,with a lifetime of plastron over 18 days and maximum velocity reduction ratio of 56%. Furthermore, through photoelectrochemical water splitting on a hierarchical SiC/Si nanostructure surface, the limited lifetime problem of air pockets was overcome by refilling the escaping gas layer, which also provides continuous drag reduction effects. PMID:27095674

Flagging versus dragging as sampling methods for nymphal Ixodes scapularis (Acari: Ixodidae)

USGS Publications Warehouse

Rulison, Eric L.; Kuczaj, Isis; Pang, Genevieve; Hickling, Graham J.; Tsao, Jean I.; Ginsberg, Howard S.

2013-01-01

The nymphal stage of the blacklegged tick, Ixodes scapularis (Acari: Ixodidae), is responsible for most transmission of Borrelia burgdorferi, the etiologic agent of Lyme disease, to humans in North America. From 2010 to fall of 2012, we compared two commonly used techniques, flagging and dragging, as sampling methods for nymphal I. scapularis at three sites, each with multiple sampling arrays (grids), in the eastern and central United States. Flagging and dragging collected comparable numbers of nymphs, with no consistent differences between methods. Dragging collected more nymphs than flagging in some samples, but these differences were not consistent among sites or sampling years. The ratio of nymphs collected by flagging vs dragging was not significantly related to shrub density, so habitat type did not have a strong effect on the relative efficacy of these methods. Therefore, although dragging collected more ticks in a few cases, the numbers collected by each method were so variable that neither technique had a clear advantage for sampling nymphal I. scapularis.

Relativistic Gas Drag on Dust Grains and Implications

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hoang, Thiem, E-mail: thiemhoang@kasi.re.kr; Korea University of Science and Technology, Daejeon, 34113

We study the drag force on grains moving at relativistic velocities through interstellar gas and explore its application. First, we derive a new analytical formula of the drag force at high energies and find that it is significantly reduced compared to the classical model. Second, we apply the obtained drag force to calculate the terminal velocities of interstellar grains by strong radiation sources such as supernovae and active galactic nuclei (AGNs). We find that grains can be accelerated to relativistic velocities by very luminous AGNs. We then quantify the deceleration of relativistic spacecraft proposed by the Breakthrough Starshot initiative duemore » to gas drag on a relativistic lightsail. We find that the spacecraft’s decrease in speed is negligible because of the suppression of gas drag at relativistic velocities, suggesting that the lightsail may be open for communication during its journey to α Centauri without causing a considerable delay. Finally, we show that the damage to relativistic thin lightsails by interstellar dust is a minor effect.« less

Influence of Surface Roughness on Polymer Drag Reduction

DTIC Science & Technology

2007-11-30

paint (High Build Semi-Gloss 97-130, Aquapon ) with glass bead grit. The particles were tightly packed producing a sand grain type roughness. Based on the... Aquapon High Build Semi-Gloss Epoxy 97-130) with glass bead grit blown into the epoxy. The particles were tightly packed giving an average roughness height

Development of FDR-AF (Frictional Drag Reduction Anti-Fouling) Marine Coating

NASA Astrophysics Data System (ADS)

Lee, Inwon; Park, Hyun; Chun, Ho Hwan; GCRC-SOP Team

2013-11-01

In this study, a novel skin-friction reducing marine paint has been developed by mixing fine powder of PEO(PolyEthyleneOxide) with SPC (Self-Polishing Copolymer) AF (Anti-Fouling) paint. The PEO is well known as one of drag reducing agent to exhibit Toms effect, the attenuation of turbulent flows by long chain polymer molecules in the near wall region. The frictional drag reduction has been implemented by injecting such polymer solutions to liquid flows. However, the injection holes have been a significant obstacle to marine application. The present PEO-containing marine paint is proposed as an alternative to realize Toms effect without any hole on the ship surface. The erosion mechanism of SPC paint resin and the subsequent dissolution of PEO enable the controlled release of PEO solution from the coating. Various tests such as towing tank drag measurement of flat plate and turbulence measurement in circulating water tunnel demonstrated over 10% frictional drag reduction compared with conventional AF paint. This work was supported by the National Research Foundation of Korea (NRF) grant funded by the Korea government (MSIP) through GCRC-SOP(No. 2011-0030013).

Numerical Simulations for Turbulent Drag Reduction Using Liquid Infused Surfaces

NASA Astrophysics Data System (ADS)

Arenas-Navarro, Isnardo

Numerical simulations of the turbulent flow over Super Hydrophobic and Liquid Infused Surfaces have been performed in this work. Three different textured surfaces have been considered: longitudinal square bars, transversal square bars and staggered cubes. The numerical code combines an immersed boundary method to mimic the substrate and a level set method to track the interface. Liquid Infused Surfaces reduce the drag by locking a lubricant within structured roughness to facilitate a slip velocity at the surface interface. The conceptual idea is similar to Super Hydrophobic Surfaces, which rely on a lubricant air layer, whereas liquid-infused surfaces use a preferentially wetting liquid lubricant to create a fluid-fluid interface. This slipping interface has been shown to be an effective method of passively reducing skin friction drag in turbulent flows. Details are given on the effect of the viscosity ratio between the two fluids and the dynamics of the interface on drag reduction. An attempt has been made to reconcile Super-Hydrophobic, Liquid Infused and rough wall under the same framework by correlating the drag to the wall normal velocity fluctuations.

Variability in Arctic sea ice topography and atmospheric form drag: Combining IceBridge laser altimetry with ASCAT radar backscatter.

NASA Astrophysics Data System (ADS)

Petty, A.; Tsamados, M.; Kurtz, N. T.

2016-12-01

Here we present atmospheric form drag estimates over Arctic sea ice using high resolution, three-dimensional surface elevation data from NASA's Operation IceBridge Airborne Topographic Mapper (ATM), and surface roughness estimates from the Advanced Scatterometer (ASCAT). Surface features of the ice pack (e.g. pressure ridges) are detected using IceBridge ATM elevation data and a novel surface feature-picking algorithm. We use simple form drag parameterizations to convert the observed height and spacing of surface features into an effective atmospheric form drag coefficient. The results demonstrate strong regional variability in the atmospheric form drag coefficient, linked to variability in both the height and spacing of surface features. This includes form drag estimates around 2-3 times higher over the multiyear ice north of Greenland, compared to the first-year ice of the Beaufort/Chukchi seas. We compare results from both scanning and linear profiling to ensure our results are consistent with previous studies investigating form drag over Arctic sea ice. A strong correlation between ASCAT surface roughness estimates (using radar backscatter) and the IceBridge form drag results enable us to extrapolate the IceBridge data collected over the western-Arctic across the entire Arctic Ocean. While our focus is on spring, due to the timing of the primary IceBridge campaigns since 2009, we also take advantage of the autumn data collected by IceBridge in 2015 to investigate seasonality in Arctic ice topography and the resulting form drag coefficient. Our results offer the first large-scale assessment of atmospheric form drag over Arctic sea ice due to variable ice topography (i.e. within the Arctic pack ice). The analysis is being extended to the Antarctic IceBridge sea ice data, and the results are being used to calibrate a sophisticated form drag parameterization scheme included in the sea ice model CICE, to improve the representation of form drag over Arctic and Antarctic sea ice in global climate models.

Support-sting interference on boattail pressure drag for Reynolds numbers up to 70 x 10 to the 6th

NASA Technical Reports Server (NTRS)

Gloss, B. B.; Sewall, W. G.

1983-01-01

A model was tested in the Langley 0.3-Meter Transonic Cryogenic Tunnel to investigate the effects of Reynolds number on boattail pressure drag for a variety of sting shapes. The boattail pressure drag for constant Mach number increased linearly with Reynolds number over the Reynolds number range tested. The data indicated that, as the disturbance produced by the sting on the boattail increased, the boattail pressure drag became less sensitive to Reynolds number change. Also, it was found that the model base pressure versus Reynolds number curve reached a plateau within the Reynolds number range examined.

Drag Corrections in High-Speed Wind Tunnels

NASA Technical Reports Server (NTRS)

Ludwieg, H.

1947-01-01

In the vicinity of a body in a wind tunnel the displacement effect of the wake, due to the finite dimensions of the stream, produces a pressure gradient which evokes a change of drag. In incompressible flow this change of drag is so small, in general, that one does not have to take it into account in wind-tunnel measurements; however, in compressible flow it beoomes considerably larger, so that a correction factor is necessary for measured values. Correction factors for a closed tunnel and an open jet with circular cross sections are calculated and compared with the drag - corrections already bown for high-speed tunnnels.

Cooling Air Inlet and Exit Geometries on Aircraft Engine Installations

NASA Technical Reports Server (NTRS)

Katz, Joseph; Corsiglia, Victor R.; Barlow, Philip R.

1982-01-01

A semispan wing and nacelle of a typical general aviation twin-engine aircraft was tested to evaluate the cooling capability and drag or several nacelle shapes; the nacelle shapes included cooling air inlet and exit variations. The tests were conducted in the Ames Research Center 40 x 80-ft Wind Tunnel. It was found that the cooling air inlet geometry of opposed piston engine installations has a major effect on inlet pressure recovery, but only a minor effect on drag. Exit location showed large effect on drag, especially for those locations on the sides of the nacelle where the suction characteristics were based on interaction with the wing surface pressures.

Effects of maneuver dynamics on drag polars of the X-29A forward-swept-wing aircraft with automatic wing camber control

NASA Technical Reports Server (NTRS)

Hicks, John W.; Moulton, Bryan J.

1988-01-01

The camber control loop of the X-29A FSW aircraft was designed to furnish the optimum L/D for trimmed, stabilized flight. A marked difference was noted between automatic wing camber control loop behavior in dynamic maneuvers and in stabilized flight conditions, which in turn affected subsonic aerodynamic performance. The degree of drag level increase was a direct function of maneuver rate. Attention is given to the aircraft flight drag polar effects of maneuver dynamics in light of wing camber control loop schedule. The effect of changing camber scheduling to better track the optimum automatic camber control L/D schedule is discussed.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kuleyev, I. G., E-mail: kuleev@imp.uran.ru; Kuleyev, I. I.; Bakharev, S. M.

We study the effect of anisotropy in elastic properties on the electron–phonon drag and thermoelectric phenomena in gapless semiconductors with degenerate charge-carrier statistics. It is shown that phonon focusing leads to a number of new effects in the drag thermopower at low temperatures, when diffusive phonon scattering from the boundaries is the predominant relaxation mechanism. We analyze the effect of phonon focusing on the dependences of the thermoelectromotive force (thermopower) in HgSe:Fe crystals on geometric parameters and the heat-flow directions relative to the crystal axes in the Knudsen regime of the phonon gas flow. The crystallographic directions that ensure themore » maximum and minimum values of the thermopower are determined and the role of quasi-longitudinal and quasi-transverse phonons in the drag thermopower in HgSe:Fe crystals at low temperatures is analyzed. It is shown that the main contribution to the drag thermopower comes from slow quasi-transverse phonons in the directions of focusing in long samples.« less

Wing Tip Vortex Drag

NASA Technical Reports Server (NTRS)

Muirhead, V. U.

1975-01-01

Optimization of L/D through minimizing induced drag through a detailed flow study together with force, pressure and vorticity measurements is considered. Flow visualization with neutral helium bubbles provides an excellent means of observing the effects of configuration changes.

Computation of two-dimensional flows past ram-air parachutes

NASA Astrophysics Data System (ADS)

Mittal, S.; Saxena, P.; Singh, A.

2001-03-01

Computational results for flow past a two-dimensional model of a ram-air parachute with leading edge cut are presented. Both laminar (Re=104) and turbulent (Re=106) flows are computed. A well-proven stabilized finite element method (FEM), which has been applied to various flow problems earlier, is utilized to solve the incompressible Navier-Stokes equations in the primitive variables formulation. The Baldwin-Lomax model is employed for turbulence closure. Turbulent flow computations past a Clarck-Y airfoil without a leading edge cut, for =7.5°, result in an attached flow. The leading edge cut causes the flow to become unsteady and leads to a significant loss in lift and an increase in drag. The flow inside the parafoil cell remains almost stagnant, resulting in a high value of pressure, which is responsible for giving the parafoil its shape. The value of the lift-to-drag ratio obtained with the present computations is in good agreement with those reported in the literature. The effect of the size and location of the leading edge cut is studied. It is found that the flow on the upper surface of the parafoil is fairly insensitive to the configuration of the cut. However, the flow quality on the lower surface improves as the leading edge cut becomes smaller. The lift-to-drag ratio for various configurations of the leading edge cut varies between 3.4 and 5.8. It is observed that even though the time histories of the aerodynamic coefficients from the laminar and turbulent flow computations are quite different, their time-averaged values are quite similar. Copyright

Verification of drag-reduction capabilities of stiff compliant coatings in air flow at moderate speeds

NASA Astrophysics Data System (ADS)

Boiko, Andrey V.; Kulik, Victor M.; Chun, Ho-Hwan; Lee, Inwon

2011-12-01

Skin frictional drag reduction efficiency of "stiff" compliant coating was investigated in a wind tunnel experiment. Flat plate compliant coating inserts were installed in a wind tunnel and the measurements of skin frictional drag and velocity field were carried out. The compliant coatings with varying viscoelastic properties had been prepared using different composition. In order to optimize the coating thickness, the most important design parameter, the dynamic viscoelastic properties had been determined experimentally. The aging of the materials (variation of their properties) during half a year was documented as well. A design procedure proposed by Kulik et al. (2008) was applied to get an optimal value for the coating thickness. Along with the drag measurement using the strain balance, velocity and pressure were measured for different coatings. The compliant coatings with the thickness h = 7mm achieved 4~5% drag reduction within a velocity range 30~40 m/s. The drag reduction mechanism of the attenuation of turbulence velocity fluctuations due to the compliant coating was demonstrated. It is envisioned that larger drag reduction effect is obtainable at higher flow velocities for high speed trains and subsonic aircrafts.

Population dynamics of American dog ticks (Acari: Ixodidae) along park trails

USGS Publications Warehouse

Carroll, J.F.; Russek-Cohen, E.; Nichols, J.D.; Hines, J.E.

1991-01-01

We conclude a mark-recapture study in which drag-collected ticks were removed from some park trails weekly from April to July. Weekly survival rates (probability of surviving and remaining on the trails) were significantly lower on trials used heavily by hikers, horses, and pets than on trails used less frequently. Although usage was the only obvious difference among these trails, differences in weekly survival rate estimates may be attributable to differential success in acquiring hosts. The estimated probability of capturing a host-seeking tick located along a trail on a single drag was 0.20 on the drag alone, and 0.25 including the person dragging. When routes parallel to the trails and of equal lengths were dragged immediately after sampling the trails, only .apprxeq. 5% as many ticks (including ticks on the person dragging) were found off the trails as on them. We found no evidence of reduced tick numbers on removal trails, but this result should be considered inconclusive because the power of the discerning test was low. However, the data reported here provide insights into turnover rates of the adult Dermacentor variabilis population and effectiveness of the drag as a sampling device.

Approach and Landing Investigation at Lift-Drag Ratios of 2 to 4 Utilizing a Straight-Wing Fighter Airplane

NASA Technical Reports Server (NTRS)

Matranga, Gene J.; Armstrong, Neil A.

1959-01-01

A series of landings was performed with a straight-wing airplane to evaluate the effect of low lift-drag ratios on approach and landing characteristics. Landings with a peak lift-drag ratio as low as 3 were performed by altering the airplane configuration (extending speed brakes, flaps, and gear and reducing throttle setting). As lift-drag ratio was reduced, it was necessary either to make the landing pattern tighter or to increase initial altitude, or both. At the lowest lift-drag ratio the pilots believed a 270 deg overhead pattern was advisable because of the greater ease afforded in visually positioning the airplane. The values of the pertinent flare parameters increased with the reduction of lift-drag ratio. These parameters included time required for final flare; speed change during final flare; and altitude, glide slope, indicated airspeed, and vertical velocity at initiation of final flare. The pilots believed that the tolerable limit was reached with this airplane in the present configuration, and that if, because of a further reduction in lift-drag ratio, more severe approaches than those experienced in this program were attempted, additional aids would be required to determine the flare-initiation point.

Summary of Drag Characteristics of Practical-Construction Wing Sections

NASA Technical Reports Server (NTRS)

Quinn, John H , Jr

1948-01-01

The effect of several parameters on the drag characteristics of practical-construction wing sections have been considered and evaluated. The effects considered were those of surface roughness, surface waviness, compressive load, and de-icers. The data were obtained from a number of tests in the Langley two-dimensional low-turbulence tunnels.

Effects of Congo red on the drag reduction properties of poly(ethylene oxide) in aqueous solution based on drop impact images.

PubMed

Alkschbirs, Melissa I; Bizotto, Vanessa C; de Oliveira, Marcelo G; Sabadini, Edvaldo

2004-12-21

The presence of very small amounts (ppm) of high-MW polymers in solution produces high levels of drag reduction in a turbulent flow. This phenomenon, often termed as the Toms effect, is highly dependent not only on MW, but also on the flexibility of the macromolecular chain. The Toms effect can be studied through the images of the structures produced after the drop impact against shallow solution surfaces. The splash structures composed of crown, cavity, and Rayleigh jet are highly dependent on the elongational properties of the solution. This work presents the effects of Congo red on the drag reduction properties of poly(ethylene oxide) in aqueous solutions through the analysis of splash structures. Results obtained in this analysis indicate that Congo red molecules act as physical cross-linking agents, decreasing the polymer elasticity and its drag reduction capacity. It was observed that the maximum height of the Rayleigh jet can be used as a sensitive parameter to the complexation between the dye and the polymer molecules.

New test techniques to evaluate near field effects for supersonic store carriage and separation

NASA Technical Reports Server (NTRS)

Sawyer, Wallace C.; Stallings, Robert L., Jr.; Wilcox, Floyd J., Jr.; Blair, A. B., Jr.; Monta, William J.; Plentovich, Elizabeth B.

1989-01-01

Store separation and store carriage drag studies were conducted. A primary purpose is to develop new experimental methods to evaluate near field effects of store separation and levels of store carriage drag associated with a variety of carriage techniques for different store shapes and arrangements. Flow field measurements consisting of surface pressure distributions and vapor screen photographs are used to analyze the variations of the store separation characteristics with cavity geometry. Store carriage drag measurements representative of tangent, semi-submerged, and internal carriage installations are presented and discussed. Results are included from both fully metric models and models with only metric segments (metric pallets) and the relative merits of the two are discussed. Carriage drag measurements for store installations on an aircraft parent body are compared both with prediction methods and with installations on a generic parent body.

Acoustic Liner Drag: A Parametric Study of Conventional Configurations

NASA Technical Reports Server (NTRS)

Howerton, Brian M.; Jones, Michael G.

2015-01-01

Interest in the characterization of the aerodynamic drag performance of acoustic liners has increased in the past several years. This paper details experiments in NASA Langley's Grazing Flow Impedance Tube to quantify the relative drag of several conventional perforate-over-honeycomb liner configurations. For a fixed porosity, facesheet hole diameter and cavity depth are varied to study the effect of each. These configurations are selected to span the range of conventional liner geometries used in commercial aircraft engines. Detailed static pressure and acoustic measurements are made for grazing flows up to M=0.5 at 140 dB SPL for tones between 400 and 2800 Hz. These measurements are used to calculate a resistance factor (?) for each configuration. Analysis shows a correlation between perforate hole size and the resistance factor but cavity depth seems to have little influence. Acoustic effects on liner drag are observed to be limited to the lower Mach numbers included in this investigation.

Over-the-wing propeller

NASA Technical Reports Server (NTRS)

Johnson, Joseph L., Jr. (Inventor); White, E. Richard (Inventor)

1986-01-01

This invention is an aircraft with a system for increasing the lift drag ratio over a broad range of operating conditions. The system positions the engines and nacelles over the wing in such a position that gains in propeller efficiency is achieved simultaneously with increases in wing lift and a reduction in wing drag. Adverse structural and torsional effects on the wings are avoided by fuselage mounted pylons which attach to the upper portion of the fuselage aft of the wings. Similarly, pylon-wing interference is eliminated by moving the pylons to the fuselage. Further gains are achieved by locating the pylon surface area aft of the aircraft center of gravity, thereby augmenting both directional and longitudinal stability. This augmentation has the further effect of reducing the size, weight and drag of empennage components. The combination of design changes results in improved cruise performance and increased climb performance while reducing fuel consumption and drag and weight penalties.

Unconfined laminar nanofluid flow and heat transfer around a rotating circular cylinder in the steady regime

NASA Astrophysics Data System (ADS)

Bouakkaz, Rafik; Salhi, Fouzi; Khelili, Yacine; Quazzazi, Mohamed; Talbi, Kamel

2017-06-01

In this work, steady flow-field and heat transfer through a copper- water nanofluid around a rotating circular cylinder with a constant nondimensional rotation rate α varying from 0 to 5 was investigated for Reynolds numbers of 5-40. Furthermore, the range of nanoparticle volume fractions considered is 0-5%. The effect of volume fraction of nanoparticles on the fluid flow and heat transfer characteristics are carried out by using a finite-volume method based commercial computational fluid dynamics solver. The variation of the local and the average Nusselt numbers with Reynolds number, volume fractions, and rotation rate are presented for the range of conditions. The average Nusselt number is found to decrease with increasing value of the rotation rate for the fixed value of the Reynolds number and volume fraction of nanoparticles. In addition, rotation can be used as a drag reduction technique.

Influences of Atmospheric Stability State on Wind Turbine Aerodynamic Loadings

NASA Astrophysics Data System (ADS)

Vijayakumar, Ganesh; Lavely, Adam; Brasseur, James; Paterson, Eric; Kinzel, Michael

2011-11-01

Wind turbine power and loadings are influenced by the structure of atmospheric turbulence and thus on the stability state of the atmosphere. Statistical differences in loadings with atmospheric stability could impact controls, blade design, etc. Large-eddy simulation (LES) of the neutral and moderately convective atmospheric boundary layer (NBL, MCBL) are used as inflow to the NREL FAST advanced blade-element momentum theory code to predict wind turbine rotor power, sectional lift and drag, blade bending moments and shaft torque. Using horizontal homogeneity, we combine time and ensemble averages to obtain converged statistics equivalent to ``infinite'' time averages over a single turbine. The MCBL required longer effective time periods to obtain converged statistics than the NBL. Variances and correlation coefficients among wind velocities, turbine power and blade loadings were higher in the MCBL than the NBL. We conclude that the stability state of the ABL strongly influences wind turbine performance. Supported by NSF and DOE.

The effect of radiation pressure on spatial distribution of dust inside H II regions

NASA Astrophysics Data System (ADS)

Ishiki, Shohei; Okamoto, Takashi; Inoue, Akio K.

2018-02-01

We investigate the impact of radiation pressure on spatial dust distribution inside H II regions using one-dimensional radiation hydrodynamic simulations, which include absorption and re-emission of photons by dust. In order to investigate grain-size effects as well, we introduce two additional fluid components describing large and small dust grains in the simulations. Relative velocity between dust and gas strongly depends on the drag force. We include collisional drag force and coulomb drag force. We find that, in a compact H II region, a dust cavity region is formed by radiation pressure. Resulting dust cavity sizes (˜0.2 pc) agree with observational estimates reasonably well. Since dust inside an H II region is strongly charged, relative velocity between dust and gas is mainly determined by the coulomb drag force. Strength of the coulomb drag force is about 2 order of magnitude larger than that of the collisional drag force. In addition, in a cloud of mass 105 M⊙, we find that the radiation pressure changes the grain-size distribution inside H II regions. Since large (0.1 μm) dust grains are accelerated more efficiently than small (0.01 μm) grains, the large-to-small grain mass ratio becomes smaller by an order of magnitude compared with the initial one. Resulting dust-size distributions depend on the luminosity of the radiation source. The large and small grain segregation becomes weaker when we assume stronger radiation source, since dust grain charges become larger under stronger radiation and hence coulomb drag force becomes stronger.

Flowfield and acoustic characteristics of telescope cavity in SOFIA platform

NASA Technical Reports Server (NTRS)

Srinivasan, G. R.

1995-01-01

Unsteady three-dimensional flowfields are calculated for the Stratospheric Observatory For Infrared Astronomy (SOFIA) at both free-flight cruise and wind tunnel conditions with a view to help in the design process of an acoustically quiet telescope cavity and to understand the flow physics of a three dimensional cavity. The calculation method is based on the numerical solution of thin layer Navier-Stokes equations on a Chimera overset grid system. The Boeing 747-200 aircraft is examined as one option for the SOFIA platform. The flowfield domain is composed of 45 grids consisting of over 4.1 million points. Numerical simulations are performed for both wind tunnel and free-flight cruise conditions at one freestream condition of M(infinity) = 0.85, alpha = 2.5 deg. Comparison of results from wind tunnel simulation show good agreement with experimental data for time-averaged surface pressures, drag for the empennage, and sound pressure levels and power spectra at various locations within the cavity and on the telescope. The presence of the open cavity induces an incremental drag increase, an increased acoustic radiation, and an increase in unsteady pressure loads on the telescope. Its impact on the effectiveness of aircraft control surfaces appears minimal.

Drag force in a D-instanton background

NASA Astrophysics Data System (ADS)

Zhang, Zi-qiang; Luo, Zhong-jie; Hou, De-fu

2018-06-01

We study the drag force and diffusion coefficient with respect to a moving heavy quark in a D-instanton background, which corresponds to the Yang-Mills theory in the deconfining, high-temperature phase. It is shown that the presence of the D-instanton density tends to increase the drag force and decrease the diffusion coefficient, reverse to the effects of the velocity and the temperature. Moreover, the inclusion of the D-instanton density makes the medium less viscous.

Drag Coefficient and Foam in Hurricane Conditions.

NASA Astrophysics Data System (ADS)

Golbraikh, E.; Shtemler, Y.

2016-12-01

he present study is motivated by recent findings of saturation and even decrease in the drag coefficient (capping) in hurricane conditions, which is accompanied by the production of a foam layer on the ocean surface. As it is difficult to expect at present a comprehensive numerical modeling of the drag coefficient saturation that is followed by wave breaking and foam production, there is no complete confidence and understanding of the saturation phenomenon. Our semi-empirical model is proposed for the estimation of the foam impact on the variation of the effective drag coefficient, Cd , with the reference wind speed U10 in stormy and hurricane conditions. The proposed model treats the efficient air-sea aerodynamic roughness length as a sum of two weighted aerodynamic roughness lengths for the foam-free and foam-covered conditions. On the available optical and radiometric measurements of the fractional foam coverage,αf, combined with direct wind speed measurements in hurricane conditions, which provide the minimum of the effective drag coefficient, Cd for the sea covered with foam. The present model yields Cd10 versus U10 in fair agreement with that evaluated from both open-ocean and laboratory measurements of the vertical variation of mean wind speed in the range of U10 from low to hurricane speeds. The present approach opens opportunities for drag coefficient modeling in hurricane conditions and hurricane intensity estimation by the foam-coverage value using optical and radiometric measurements.

Effect of Ice Formations on Section Drag of Swept NACA 63A-009 Airfoil with Partial-Span Leading-Edge Slat for Various Modes of Thermal Ice Protection

NASA Technical Reports Server (NTRS)

VonGlahn, Uwe H.; Gray, Vernon H.

1954-01-01

The effects of primary and runback ice formations on the section drag of a 36 deg swept NACA 63A-009 airfoil section with a partial-span leading-edge slat were studied over a range of angles of attack from 2 to 8 deg and airspeeds up to 260 miles per hour for icing conditions with liquid-water contents ranging from 0.39 to 1.23 grams per cubic meter and datum air temperatures from 10 to 25 F. The results with slat retracted showed that glaze-ice formations caused large and rapid increases in section drag coefficient and that the rate of change in section drag coefficient for the swept 63A-009 airfoil was about 2-1 times that for an unswept 651-212 airfoil. Removal of the primary ice formations by cyclic de-icing caused the drag to return almost to the bare-airfoil drag value. A comprehensive study of the slat icing and de-icing characteristics was prevented by limitations of the heating system and wake interference caused by the slat tracks and hot-gas supply duct to the slat. In general, the studies showed that icing on a thin swept airfoil will result in more detrimental aerodynamic characteristics than on a thick unswept airfoil.

Seagrass blade motion under waves and its impact on wave decay

NASA Astrophysics Data System (ADS)

Luhar, M.; Infantes, E.; Nepf, H.

2017-05-01

The hydrodynamic drag generated by seagrass meadows can dissipate wave-energy, causing wave decay. It is well known that this drag depends on the relative motion between the water and the seagrass blades, yet the impact of blade motion on drag and wave-energy dissipation remains to be fully characterized. In this experimental study, we examined the impact of blade motion on wave decay by concurrently recording blade posture during a wave cycle and measuring wave decay over a model seagrass meadow. We also identified a scaling law that predicts wave decay over the model meadow for a range of seagrass blade density, wave period, wave height, and water depth scaled from typical field conditions. Blade flexibility led to significantly lower drag and wave decay relative to theoretical predictions for rigid, upright blades. To quantify the impact of blade motion on wave decay, we employed an effective blade length, le, defined as the rigid blade length that leads to equivalent wave-energy dissipation. We estimated le directly from images of blade motion. Consistent with previous studies, these estimates showed that the effective blade length depends on the dimensionless Cauchy number, which describes the relative magnitude of the wave hydrodynamic drag and the restoring force due to blade rigidity. As the hydrodynamic forcing increases, the blades exhibit greater motion. Greater blade motion leads to smaller relative velocities, reducing drag, and wave-energy dissipation (i.e., smaller le).

Austenite grain growth simulation considering the solute-drag effect and pinning effect.

PubMed

Fujiyama, Naoto; Nishibata, Toshinobu; Seki, Akira; Hirata, Hiroyuki; Kojima, Kazuhiro; Ogawa, Kazuhiro

2017-01-01

The pinning effect is useful for restraining austenite grain growth in low alloy steel and improving heat affected zone toughness in welded joints. We propose a new calculation model for predicting austenite grain growth behavior. The model is mainly comprised of two theories: the solute-drag effect and the pinning effect of TiN precipitates. The calculation of the solute-drag effect is based on the hypothesis that the width of each austenite grain boundary is constant and that the element content maintains equilibrium segregation at the austenite grain boundaries. We used Hillert's law under the assumption that the austenite grain boundary phase is a liquid so that we could estimate the equilibrium solute concentration at the austenite grain boundaries. The equilibrium solute concentration was calculated using the Thermo-Calc software. Pinning effect was estimated by Nishizawa's equation. The calculated austenite grain growth at 1473-1673 K showed excellent correspondence with the experimental results.

State dragging using the quantum Zeno effect

NASA Astrophysics Data System (ADS)

Hacohen-Gourgy, Shay; Martin, Leigh; GarcíA-Pintos, Luis Pedro; Dressel, Justin; Siddiqi, Irfan

The quantum Zeno effect is the suppression of Hamiltonian evolution by continuous measurement. It arises as a consequence of the quantum back-action pushing the state towards an eigenstate of the measurement operator. Rotating the operator at a rate much slower than the measurement rate will effectively drag the state with it. We use our recently developed scheme, which enables dynamic control of the measurement operator, to demonstrate this dragging effect on a superconducting transmon qubit. Since the system is continuously measured, the deterministic trajectory can be monitored, and quantum jumps can be detected in real-time. Furthermore, we perform this with two observables that are set to be either commuting or non-commuting, demonstrating new quantum dynamics. This work was supported by the Army Research Office and the Air Force Research Laboratory.

Effects of turbulence on the drag force on a golf ball

NASA Astrophysics Data System (ADS)

Cross, Rod

2016-09-01

Measurements are presented of the drag force on a golf ball dropped vertically into a tank of water. As observed previously in air, the drag coefficient drops sharply when the flow becomes turbulent. The experiment would be suitable for undergraduate students since it can be undertaken at low ball speeds and since the effects of turbulence are easily observed on video film. A modified golf ball was used to show how a ball with a smooth and a rough side, such as a cricket ball, is subject to a side force when the ball surface itself is asymmetrical in the transverse direction.

A drag measurement technique for free piston shock tunnels

NASA Technical Reports Server (NTRS)

Sanderson, S. R.; Simmons, J. M.; Tuttle, S. L.

1991-01-01

A new technique is described for measuring drag with 100-microsecond rise time on a nonlifting model in a free piston shock tunnel. The technique involves interpretation of the stress waves propagating within the model and its support. A finite element representation and spectral methods are used to obtain a mean square optimal estimate of the time history of the aerodynamic loading. Thus, drag is measured instantaneously and the previous restriction caused by the mechanical time constant of balances is overcome. The effectiveness of the balance is demonstrated by measuring the drag on cones with 5 and 15 deg semi-vertex angles in nominally Mach 5.6 flow with stagnation enthalpies from 2.6 to 33 MJ/kg.

Enhanced viscous flow drag reduction using acoustic excitation

NASA Technical Reports Server (NTRS)

Nagel, Robert T.

1987-01-01

Proper acoustic excitation of a single large-eddy break-up device can increase the resulting drag reduction and, after approximately 40 to 50 delta downstream, provide net drag reduction. Precise optimization of the input time delay, amplitude and response threshold is difficult but possible to achieve. Drag reduction is improved with optimized conditions. The possibility of optimized processing strongly suggests a mechanism which involves interaction of the acoustic waves and large eddies at the trailing edge of the large eddy break-up device. Although the mechanism for spreading of this phenomenon is unknown, it is apparent that the drag reduction effect does tend to spread spanwise as the flow convects downstream. The phenomenon is not unique to a particular blade configuration or flow velocity, although all data have been obtained at relatively low Reynolds numbers. The general repeatibility of the results for small configuration changes serves as verification of the phenomenon.

An improved Cauchy number approach for predicting the drag and reconfiguration of flexible vegetation

NASA Astrophysics Data System (ADS)

Whittaker, Peter; Wilson, Catherine A. M. E.; Aberle, Jochen

2015-09-01

An improved model to describe the drag and reconfiguration of flexible riparian vegetation is proposed. The key improvement over previous models is the use of a refined 'vegetative' Cauchy number to explicitly determine the magnitude and rate of the vegetation's reconfiguration. After being derived from dimensional consideration, the model is applied to two experimental data sets. The first contains high-resolution drag force and physical property measurements for twenty-one foliated and defoliated full-scale trees, including specimens of Alnus glutinosa, Populus nigra and Salix alba. The second data set is independent and of a different scale, consisting of drag force and physical property measurements for natural and artificial branches of willow and poplar, under partially and fully submerged flow conditions. Good agreement between the measured and predicted drag forces is observed for both data sets, especially when compared to a more typical 'rigid' approximation, where the effects of reconfiguration are neglected.

Using wind setdown and storm surge on Lake Erie to calibrate the air-sea drag coefficient.

PubMed

Drews, Carl

2013-01-01

The air-sea drag coefficient controls the transfer of momentum from wind to water. In modeling storm surge, this coefficient is a crucial parameter for estimating the surge height. This study uses two strong wind events on Lake Erie to calibrate the drag coefficient using the Coupled Ocean Atmosphere Wave Sediment Transport (COAWST) modeling system and the the Regional Ocean Modeling System (ROMS). Simulated waves are generated on the lake with Simulating WAves Nearshore (SWAN). Wind setdown provides the opportunity to eliminate wave setup as a contributing factor, since waves are minimal at the upwind shore. The study finds that model results significantly underestimate wind setdown and storm surge when a typical open-ocean formulation without waves is used for the drag coefficient. The contribution of waves to wind setdown and storm surge is 34.7%. Scattered lake ice also increases the effective drag coefficient by a factor of 1.1.

Environmental dynamics at orbital altitudes

NASA Technical Reports Server (NTRS)

Karr, G. R.

1976-01-01

The influence of real satellite aerodynamics on the determination of upper atmospheric density was investigated. A method of analysis of satellite drag data is presented which includes the effect of satellite lift and the variation in aerodynamic properties around the orbit. The studies indicate that satellite lift may be responsible for the observed orbit precession rather than a super rotation of the upper atmosphere. The influence of simplifying assumptions concerning the aerodynamics of objects in falling sphere analysis were evaluated and an improved method of analysis was developed. Wind tunnel data was used to develop more accurate drag coefficient relationships for studying altitudes between 80 and 120 Km. The improved drag coefficient relationships revealed a considerable error in previous falling sphere drag interpretation. These data were reanalyzed using the more accurate relationships. Theoretical investigations of the drag coefficient in the very low speed ratio region were also conducted.

Test results at transonic speeds on a contoured over-the-wing propfan model

NASA Technical Reports Server (NTRS)

Levin, Alan D.; Smeltzer, Donald B.; Smith, Ronald C.

1986-01-01

A semispan wing/body model with a powered highly loaded propeller has been tested to provide data on the propulsion installation drag of advanced propfan-powered aircraft. The model had a supercritical wing with a contoured over-the-wing nacelle. It was tested in the Ames Research Center's (ARC) 14-foot Transonic Wind Tunnel at a total pressure of 1 atm. The test was conducted at angles of attack from -0.5 to 4 deg at Mach numbers ranging from 0.6 to 0.8. The test objectives were to determine propeller performance, exhaust jet effects, propeller slipstream interference drag, and total powerplant installation drag. Test results indicated a total powerplant installation drag of 82 counts (0.0082) at a Mach number of 0.8 and a lift coefficient of 0.5, which is approximately 29 percent of a typical airplane cruise drag.

The Mercury-Drag Effect, a Demonstration of Transport Phenomena

ERIC Educational Resources Information Center

Martin, D. H.; Teese, R. B

1969-01-01

The mercury-drag effect is demonstrated when mercury vapor diffuses through nitrogen gas at low pressure, passing through tubes of different radii to liquid nitrogen-cooled cold traps. The pressure changes of the nitrogen gas on the mercury-deficient side of the cold traps are observed and compared with theoretical and experimental valves from the…

An Economical Semi-Analytical Orbit Theory for Retarded Satellite Motion About an Oblate Planet

NASA Technical Reports Server (NTRS)

Gordon, R. A.

1980-01-01

Brouwer and Brouwer-Lyddanes' use of the Von Zeipel-Delaunay method is employed to develop an efficient analytical orbit theory suitable for microcomputers. A succinctly simple pseudo-phenomenologically conceptualized algorithm is introduced which accurately and economically synthesizes modeling of drag effects. The method epitomizes and manifests effortless efficient computer mechanization. Simulated trajectory data is employed to illustrate the theory's ability to accurately accommodate oblateness and drag effects for microcomputer ground based or onboard predicted orbital representation. Real tracking data is used to demonstrate that the theory's orbit determination and orbit prediction capabilities are favorably adaptable to and are comparable with results obtained utilizing complex definitive Cowell method solutions on satellites experiencing significant drag effects.

Effect of Reynolds number on the subsonic boattail drag of several wing-body configurations

NASA Technical Reports Server (NTRS)

Reubush, D. E.

1976-01-01

An investigation was conducted in a transonic cryogenic tunnel to determine the effect of varying Reynolds number on the boattail drag of several wing-body configurations. This study was made at 0 deg angle of attack at Mach numbers from 0.6 to 0.9 for Reynolds numbers up to 67 x 1 million (based on distance from the nose to the start of the boattail). Results indicate that as the Reynolds number was increased the boattail static pressure coefficients in the expansion region of the boattail became more negative while those in the recompression region became more positive. Results show that there was only a small effect of Reynolds number of boattail pressure drag.

Boundary-layer transition and displacement thickness effects on zero-lift drag of a series of power-law bodies at Mach 6

NASA Technical Reports Server (NTRS)

Ashby, G. C., Jr.; Harris, J. E.

1974-01-01

Wave and skin-friction drag have been numerically calculated for a series of power-law bodies at a Mach number of 6 and Reynolds numbers, based on body length, from 1.5 million to 9.5 million. Pressure distributions were computed on the nose by the inverse method and on the body by the method of characteristics. These pressure distributions and the measured locations of boundary-layer transition were used in a nonsimilar-boundary-layer program to determine viscous effects. A coupled iterative approach between the boundary-layer and pressure-distribution programs was used to account for boundary-layer displacement-thickness effects. The calculated-drag coefficients compared well with previously obtained experimental data.

Computational Analysis of an effect of aerodynamic pressure on the side view mirror geometry

NASA Astrophysics Data System (ADS)

Murukesavan, P.; Mu'tasim, M. A. N.; Sahat, I. M.

2013-12-01

This paper describes the evaluation of aerodynamic flow effects on side mirror geometry for a passenger car using ANSYS Fluent CFD simulation software. Results from analysis of pressure coefficient on side view mirror designs is evaluated to analyse the unsteady forces that cause fluctuations to mirror surface and image blurring. The fluctuation also causes drag forces that increase the overall drag coefficient, with an assumption resulting in higher fuel consumption and emission. Three features of side view mirror design were investigated with two input velocity parameters of 17 m/s and 33 m/s. Results indicate that the half-sphere design shows the most effective design with less pressure coefficient fluctuation and drag coefficient.

Flight Test of a 30-Foot Nominal-Diameter Disk-Gap-Band Parachute Deployed at Mach 1.56 and Dynamic Pressure of 11.4 Pounds per Square Foot

NASA Technical Reports Server (NTRS)

Eckstrom, Clinton V.; Preisser, John S.

1967-01-01

A 30-foot (9.1 meter) nominal-diameter disk-gap-band parachute (reference area 707 sq ft (65.7 m(exp 2)) was flight tested with a 200-pound (90.7 kg) instrumented payload as part of the NASA Planetary Entry Parachute Program. A deployment mortar ejected the test parachute when the payload was at a Mach number of 1.56 and a dynamic pressure of 11.4 lb/sq ft (546 newtons per m 2 ) at an altitude of 127,500 feet (38.86 km). The parachute reached suspension line stretch in 0.37 second resulting in a snatch force loading of 1270 pounds (5650 N). Canopy inflation began 0.10 second after line stretch. A delay in the opening process occurred and was apparently due to a momentary interference of the glass-fiber shroud used in packing the parachute bag in the mortar. Continuous canopy inflation began 0.73 second after initiation of deployment and 0.21 second later full inflation was attained for a total elapsed time from mortar fire of 0.94 second. The maximum opening load of 3915 pounds (17,400 newtons) occurred at the time the canopy was first fully opened. The parachute exhibited an average drag coefficient of 0.52 during the deceleration period and pitch-yaw oscillations of the canopy were less than 5 degrees. During the steady-state descent portion of the test period, the average effective drag coefficient was about 0.47 (based on vertical descent velocity and total system weight).

Comparison of predicted and measured drag for a single-engine airplane

NASA Technical Reports Server (NTRS)

Ward, D. T.; Taylor, F. C.; Doo, J. T. P.

1985-01-01

Renewed interest in natural laminar flow (NLF) has rekindled designers' concerns that manufacturing deviations, (loss of surface contours or other surface imperfections) may destroy the effectiveness of NLF for an operational airplane. This paper reports on experimental research that compares predicted and measured boundary layer transition, total drag, and two-dimensional drag coefficients for three different wing surface conditions on an airplane typical of general aviation manufacturing technology. The three flight test phases included: (1) assessment of an unpainted airframe, (2) flight tests of the same airplane after painstakingly filling and sanding the wings to design contours, and (3) similar measurements after this airplane was painted. In each flight phase, transition locations were monitored using either sublimating chemicals or pigmented oil. As expected, total drag changes were difficult to measure. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag was approximately 20 counts between the unpainted airplane and the 'hand-smoothed' airplane for typical cruise flight conditions.

Light aircraft lift, drag, and moment prediction: A review and analysis

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Summey, D. C.; Smith, N. S.; Carden, R. K.

1975-01-01

The historical development of analytical methods for predicting the lift, drag, and pitching moment of complete light aircraft configurations in cruising flight is reviewed. Theoretical methods, based in part on techniques described in the literature and in part on original work, are developed. These methods form the basis for understanding the computer programs given to: (1) compute the lift, drag, and moment of conventional airfoils, (2) extend these two-dimensional characteristics to three dimensions for moderate-to-high aspect ratio unswept wings, (3) plot complete configurations, (4) convert the fuselage geometric data to the correct input format, (5) compute the fuselage lift and drag, (6) compute the lift and moment of symmetrical airfoils to M = 1.0 by a simplified semi-empirical procedure, and (7) compute, in closed form, the pressure distribution over a prolate spheroid at alpha = 0. Comparisons of the predictions with experiment indicate excellent lift and drag agreement for conventional airfoils and wings. Limited comparisons of body-alone drag characteristics yield reasonable agreement. Also included are discussions for interference effects and techniques for summing the results above to obtain predictions for complete configurations.

High Altitude Towed Glider

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

1996-01-01

The concept of using an unmanned towed glider for high altitude scientific research had been previously proposed. This paper examines the feasibility of this concept by determining what impact the various characteristics of the tow line, glider and tow aircraft have on tow line drag. A description of the analysis and computer code used to generate the results is given. The parameters examined were glider altitude, tow aircraft glider separation distance, velocity, tow line drag coefficient and tow line material properties. The results from the analysis show that the tow line drag increases significantly with tow aircraft/glider separation. The drag increased from 940 N (211 lb) with a tow aircraft/glider separation of 3 km to 11,970 N (2691 lb) with a tow aircraft/glider separation of 10 km. The results also show that by varying some of the initial assumptions significant reductions in tow line drag and weight can be obtained. The variables which had the greatest effect on reducing the tow line drag were the decrease in tow aircraft/glider separation distance, the increase in tow line strength and the decrease in glider Mach number.

On the theory of compliant wall drag reduction in turbulent boundary layers

NASA Technical Reports Server (NTRS)

Ash, R. L.

1974-01-01

A theoretical model has been developed which can explain how the motion of a compliant wall reduces turbulent skin friction drag. Available experimental evidence at low speeds has been used to infer that a compliant surface selectively removes energy from the upper frequency range of the energy containing eddies and through resulting surface motions can produce locally negative Reynolds stresses at the wall. The theory establishes a preliminary amplitude and frequency criterion as the basis for designing effective drag reducing compliant surfaces.

Aerodynamic and propeller performance characteristics of a propfan-powered, semispan model

NASA Technical Reports Server (NTRS)

Levin, Alan D.; Smith, Ronald C.; Wood, Richard D.

1985-01-01

A semispan wing/body model with a powered propeller was tested to provide data on a total powerplant installation drag penalty of advanced propfan-powered aircraft. The test objectives were to determine the total power plant installation drag penalty on a representative propfan aircraft; to study the effect of configuration modifications on the installed powerplant drag; and to determine performance characteristics of an advanced design propeller which was mounted on a representative nacelle in the presence of a wing.

Polymer-surfactant complex formation and its effect on turbulent wall shear stress.

PubMed

Suksamranchit, Siriluck; Sirivat, Anuvat; Jamieson, Alexander M

2006-02-01

Turbulent drag reduction in Couette flow was investigated in terms of a decrease in wall shear stress for aqueous solutions of a nonionic polymer, poly(ethylene oxide) (PEO), a cationic surfactant, hexadecyltrimethylammonium chloride (HTAC), and their mixtures. Consistent with literature data, drag reduction was observed for PEO solutions above a critical molecular weight, 0.91 x 10(5) < Mc < 3.04 x 10(5) g/mol. Maximum drag reduction occurred at an optimum concentration, c(PEO)*, which scales inversely with molecular weight, and the % maximum drag reduction increases with molecular weight. For aqueous HTAC solutions, wall shear stress decreased with increasing HTAC concentration and leveled off at an optimum concentration, c(HTAC)*, comparable to the critical micelle concentration. For HTAC/PEO mixtures, the critical PEO molecular weight for drag reduction decreases, interpreted as due to an increase in hydrodynamic volume because of binding of HTAC micelles to PEO. Consistent with this interpretation, at fixed PEO concentration, maximum drag reduction was observed at an optimum HTAC concentration, c(HTAC/PEO)*, comparable to the maximum binding concentration, MBC. Also, with HTAC concentration fixed at the MBC, the optimum PEO concentration for drag reduction, c(PEO/HTAC)*, decreases relative to that, c(PEO)*, in the absence of HTAC.

Origin of accelerated and hindered sedimentation of two particles in wet foam.

PubMed

Jing, Zefeng; Feng, Chenchen; Wang, Shuzhong; Xu, Donghai

2018-03-20

To explore the origin of interactional settling behaviors of multi-particles in wet foam, the sedimentation of two particles placed one above the other as well as placed side by side is studied. According to the average settling velocity in experiment and the average settling drag force of the two particles in numerical simulation, we show that the particles display accelerated sedimentation as placed one above the other while they display hindered sedimentation in the case of the ones positioned side by side. Furthermore, the evolution of structure and force parameters of the bubbles, such as T1 topological events, displacement vector and principal stress fields, shows that the reciprocal action between the foam and the settling particles placed side by side is more significant. The different levels of interplay for these two settling cases also give rise to the diverse changes of bubble pressure response. The bubble pressure component of the average drag force is higher for the particles placed side by side. Especially, for the first time, it reveals that these interactional sedimentation behaviors in the foam are mainly attributed to the changed pressure of bubbles caused by these settling particles at the mesoscopic level. The present results may suggest potential explanations to the cause of the complex accelerated or hindered sedimentation of more particles in wet foam.

A Computational Study of the Effect of Winglets on the Performance of Micro-Aerial Vehicles

NASA Astrophysics Data System (ADS)

Mönttinen, Jarmo T.; Reed, Helen L.; Squires, Kyle D.; Saric, William S.

2003-11-01

Since mid-1990's an increased interest in developing Micro-Aerial Vehicles (MAVs) has been expressed by military and civilian entities. An MAV is required to have a nominal maximum dimension of 6 inches and to fly at 5 to 20 m/s, which leads to chord Reynolds numbers of 50,000 to 200,000. Despite a wide variety of research projects in universities, companies, and government agencies, the MAV-design problem remains unsolved to a satisfactory manner. The current study uses the Finite Volume solver Cobalt to computationally investigate the effect of winglets on the performance of MAVs. Historically the effectiveness of winglets is addressed in terms of drag reduction. For MAVs, the increase in lift obtained through the addition of winglets is more important as this increase is required to enable low-speed flight. The current results show that winglets can lead to an increase in lift that is sufficiently large to improve the lift-to-drag-ratio as well despite the increased form drag that is typically larger than the decrease in the induced drag.

Characteristics of turbulence transport for momentum and heat in particle-laden turbulent vertical channel flows

NASA Astrophysics Data System (ADS)

Liu, Caixi; Tang, Shuai; Shen, Lian; Dong, Yuhong

2017-10-01

The dynamic and thermal performance of particle-laden turbulent flow is investigated via direction numerical simulation combined with the Lagrangian point-particle tracking under the condition of two-way coupling, with a focus on the contributions of particle feedback effect to momentum and heat transfer of turbulence. We take into account the effects of particles on flow drag and Nusselt number and explore the possibility of drag reduction in conjunction with heat transfer enhancement in particle-laden turbulent flows. The effects of particles on momentum and heat transfer are analyzed, and the possibility of drag reduction in conjunction with heat transfer enhancement for the prototypical case of particle-laden turbulent channel flows is addressed. We present results of turbulence modification and heat transfer in turbulent particle-laden channel flow, which shows the heat transfer reduction when large inertial particles with low specific heat capacity are added to the flow. However, we also found an enhancement of the heat transfer and a small reduction of the flow drag when particles with high specific heat capacity are involved. The present results show that particles, which are active agents, interact not only with the velocity field, but also the temperature field and can cause a dissimilarity in momentum and heat transport. This demonstrates that the possibility to increase heat transfer and suppress friction drag can be achieved with addition of particles with different thermal properties.

Computational fluid dynamics (CFD) analysis of airlift bioreactor: effect of draft tube configurations on hydrodynamics, cell suspension, and shear rate.

PubMed

Pawar, Sanjay B

2018-01-01

The biomass productivity of microalgae cells mainly depends on the hydrodynamics of airlift bioreactor (ABR). Thus, the hydrodynamics of concentric tube ABR was initially studied using two-phase three-dimensional CFD simulations with the Eulerian-Lagrangian approach. The performance of ABR (17 L) was examined for different configurations of the draft tube using various drag models such as Grace, Ishii-Zuber, and Schiller-Naumann. The gas holdups in the riser and the downcomer were well predicted using E-L approach. This work was further extended to study the dispersion of microalgae cells in the ABR using three-phase CFD simulations. In this model (combined E-E and E-L), the solid phase (microalgae cells) was dispersed into the continuous liquid phase (water), while the gas phase (air bubbles) was modeled as a particle transport fluid. The effect of non-drag forces such as virtual mass and lift forces was also considered. Flow regimes were explained on the basis of the relative gas holdup distribution in the riser and the downcomer. The microalgae cells were found in suspension for the superficial gas velocities of 0.02-0.04 m s -1 experiencing an average shear of 23.52-44.56 s -1 which is far below the critical limit of cell damage.

Aerodynamics of dynamic wing flexion in translating wings

NASA Astrophysics Data System (ADS)

Liu, Yun; Cheng, Bo; Sane, Sanjay P.; Deng, Xinyan

2015-06-01

We conducted a systematic experimental study to investigate the aerodynamic effects of active trailing-edge flexion on a high-aspect-ratio wing translating from rest at a high angle of attack. We varied the timing and speed of the trailing-edge flexion and measured the resulting aerodynamic effects using a combination of direct force measurements and two-dimensional PIV flow measurements. The results indicated that the force and flow characteristics depend strongly on the timing of flexion, but relatively weakly on its speed. This is because the force and vortical flow structure are more sensitive to the timing of flexion relative to the shedding of starting vortex and leading-edge vortex. When the trailing-edge flexion occurred slightly before the starting vortex was shed, the lift production was greatly improved with the instantaneous peak lift increased by 54 % and averaged lift increased by 21 % compared with the pre-flexed case where the trailing-edge flexed before wing translation. However, when the trailing-edge flexed during or slightly after the leading-edge vortex shedding, the lift was significantly reduced by the disturbed development of leading-edge vortex. The force measurement results also imply that the trailing-edge flexion prior to wing translation does not augment lift but increases drag, thus resulting in a lower lift-drag ratio as compared to the case of flat wing.

Numerical calculation of boundary layers and wake characteristics of high-speed trains with different lengths

PubMed Central

Zhou, Dan; Niu, Jiqiang

2017-01-01

Trains with different numbers of cars running in the open air were simulated using the delayed detached-eddy simulation (DDES). The numbers of cars included in the simulation are 3, 4, 5 and 8. The aim of this study was to investigate how train length influences the boundary layer, the wake flow, the surface pressure, the aerodynamic drag and the friction drag. To certify the accuracy of the mesh and methods, the drag coefficients from numerical simulation of trains with 3 cars were compared with those from the wind tunnel test, and agreement was obtained. The results show that the boundary layer is thicker and the wake vortices are less symmetric as the train length increases. As a result, train length greatly affects pressure. The upper surface pressure of the tail car reduced by 2.9%, the side surface pressure of the tail car reduced by 8.3% and the underneath surface pressure of the tail car reduced by 19.7% in trains that included 3 cars to those including 8 cars. In addition, train length also has a significant effect on the friction drag coefficient and the drag coefficient. The friction drag coefficient of each car in a configuration decreases along the length of the train. In a comparison between trains consisting of 3 cars to those consisting of 8 cars, the friction drag coefficient of the tail car reduced by 8.6% and the drag coefficient of the tail car reduced by 3.7%. PMID:29261758

Tidal waves within the thermosphere. [emphasizing wave dissipation and diffusion

NASA Technical Reports Server (NTRS)

Volland, H.; Mayr, H. G.

1974-01-01

The eigenfunctions of the atmosphere (the Hough functions within the lower atmosphere below about 100 km) change their structure and their propagation characteristics within the thermosphere due to dissipation effects such as heat conduction, viscosity, and ion drag. Wave dissipation can be parameterized to a first-order approximation by a complex frequency, the imaginary term of which simulates an effective ion drag force. It is shown how the equivalent depth, the attenuation, and the vertical wavelength of the predominant symmetric diurnal tidal modes change with height as functions of effective ion drag. The boundary conditions of tidal waves are discussed, and asymptotic solutions for the wave parameters like pressure, density, temperature, and wind generated by a heat input proportional to the mean pressure are given. Finally, diffusion effects upon the minor constituents within the thermosphere are described.

Numerical investigation of the effect of sphere dimples on the drag crisis and the Magnus effect

NASA Astrophysics Data System (ADS)

Li, Jing; Tsubokura, Makoto; Tsunoda, Masaya

2015-11-01

The present study investigates the flow over a golf ball and a smooth sphere around the critical Reynolds numbers under both stationary and self-spinning conditions by conducting Large-eddy simulations (LES) based on high resolution unstructured grids. For the stationary cases, the present calculation results validate the promotion of the drag crisis at a relatively lower Reynolds number due to the golf ball dimples. It also shows that the golf ball dimples have a limited effect on the time-dependent lateral force development in the subcritical regime, whereas the dimples are beneficial in suppressing the lateral force oscillations in the supercritical regimes. With spin parameter Γ = 0.1, the drag coefficients for the spinning smooth sphere increase slightly in all Reynolds number regimes when compared to the stationary cases, whereas for the spinning golf ball, the drag force decreases in the critical regime and increases in the supercritical regime. For both spinning models, the inverse Magnus effect was reproduced in the critical regime, whereas in the supercritical regime the ordinary Magnus force was generated. Relatively weaker lift forces were also observed in the cases of the spinning golf balls when compared to the spinning smooth spheres.

Active Subspaces of Airfoil Shape Parameterizations

NASA Astrophysics Data System (ADS)

Grey, Zachary J.; Constantine, Paul G.

2018-05-01

Design and optimization benefit from understanding the dependence of a quantity of interest (e.g., a design objective or constraint function) on the design variables. A low-dimensional active subspace, when present, identifies important directions in the space of design variables; perturbing a design along the active subspace associated with a particular quantity of interest changes that quantity more, on average, than perturbing the design orthogonally to the active subspace. This low-dimensional structure provides insights that characterize the dependence of quantities of interest on design variables. Airfoil design in a transonic flow field with a parameterized geometry is a popular test problem for design methodologies. We examine two particular airfoil shape parameterizations, PARSEC and CST, and study the active subspaces present in two common design quantities of interest, transonic lift and drag coefficients, under each shape parameterization. We mathematically relate the two parameterizations with a common polynomial series. The active subspaces enable low-dimensional approximations of lift and drag that relate to physical airfoil properties. In particular, we obtain and interpret a two-dimensional approximation of both transonic lift and drag, and we show how these approximation inform a multi-objective design problem.

Lift on side by side intruders of various geometries within a granular flow

NASA Astrophysics Data System (ADS)

Acevedo-Escalante, M. F.; Caballero-Robledo, G. A.

2017-06-01

Obstacles within fluids have been widely used in engineering and in physics to study hydrodynamic interactions. In granular matter, objects within a granular flow have helped to understand fundamental features of drag and lift forces. In our group, we have studied numerically the flow mediated interaction between two static disks within a vertical granular flow in a two-dimensional container where the flow velocity and the distance between obstacles were varied. Attractive and repulsive forces were found depending on flow velocity and separation between intruders. The simulations evidenced a relationship between the average flow velocity in a specific section ahead of the obstacles and the attractive-repulsive lift. On the other hand, it was showed that the lift force on an object dragged within a granular medium depends on the shape of the intruder. Here we present experimental results of the interaction between two side-by-side intruders of different shapes within a vertical granular flow. We built a quasi-two-dimensional container in which we placed the intruders and using load cells we measured lift and drag forces during the discharge process for different flow velocities.

A Data-Driven Approach to Develop Physically Sound Predictors: Application to Depth-Averaged Velocities and Drag Coefficients on Vegetated Flows

NASA Astrophysics Data System (ADS)

Tinoco, R. O.; Goldstein, E. B.; Coco, G.

2016-12-01

We use a machine learning approach to seek accurate, physically sound predictors, to estimate two relevant flow parameters for open-channel vegetated flows: mean velocities and drag coefficients. A genetic programming algorithm is used to find a robust relationship between properties of the vegetation and flow parameters. We use data published from several laboratory experiments covering a broad range of conditions to obtain: a) in the case of mean flow, an equation that matches the accuracy of other predictors from recent literature while showing a less complex structure, and b) for drag coefficients, a predictor that relies on both single element and array parameters. We investigate different criteria for dataset size and data selection to evaluate their impact on the resulting predictor, as well as simple strategies to obtain only dimensionally consistent equations, and avoid the need for dimensional coefficients. The results show that a proper methodology can deliver physically sound models representative of the processes involved, such that genetic programming and machine learning techniques can be used as powerful tools to study complicated phenomena and develop not only purely empirical, but "hybrid" models, coupling results from machine learning methodologies into physics-based models.

In-flight lift-drag characteristics for a forward-swept wing aircraft and comparisons with contemporary aircraft)

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Hicks, John W.; Luke, Sue (Editor)

1994-01-01

Lift (L) and drag (D) characteristics have been obtained in flight for the X-29A airplane (a forward swept-wing demonstrator) for Mach numbers (M) from 0.4 to 1.3. Most of the data were obtained near an altitude of 30,000 ft. A representative Reynolds number for M = 0.9, and a pressure altitude of 30,000 ft, is 18.6 x 10(exp 6) based on the mean aerodynamic chord. The X-29A data (forward-swept wing) are compared with three high-performance fighter aircraft: the F-15C, F-16C, and F/A18. The lifting efficiency of the X-29A, as defined by the Oswald lifting efficiency factor, e, is about average for a cantilevered monoplane for M = 0.6 and angles of attack up to those required for maximum L/D. At M = 0.6 the level of L/D and e, as a function of load factor, for the X-29A was about the same as for the contemporary aircraft. The X-29A and its contemporaries have high transonic wave drag and equivalent parasite area compared with aircraft of the 1940's through 1960's.

Measured noise reductions resulting from modified approach procedures for business jet aircraft

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Putnam, T. W.; Lasagna, P. L.; Parish, O. O.

1975-01-01

Five business jet airplanes were flown to determine the noise reductions that result from the use of modified approach procedures. The airplanes tested were a Gulfstream 2, JetStar, Hawker Siddeley 125-400, Sabreliner-60 and LearJet-24. Noise measurements were made 3, 5, and 7 nautical miles from the touchdown point. In addition to a standard 3 deg glide slope approach, a 4 deg glide slope approach, a 3 deg glide slope approach in a low-drag configuration, and a two-segment approach were flown. It was found that the 4 deg approach was about 4 EPNdB quieter than the standard 3 deg approach. Noise reductions for the low-drag 3 deg approach varied widely among the airplanes tested, with an average of 8.5 EPNdB on a fleet-weighted basis. The two-segment approach resulted in noise reductions of 7 to 8 EPNdB at 3 and 5 nautical miles from touchdown, but only 3 EPNdB at 7 nautical miles from touchdown when the airplanes were still in level flight prior to glide slope intercept. Pilot ratings showed progressively increasing workload for the 4 deg, low-drag 3 deg, and two-segment approaches.

Transonic Aerodynamic Characteristics of a Model of a Proposed Six-Engine Hull-Type Seaplane Designed for Supersonic Flight

NASA Technical Reports Server (NTRS)

Wornom, Dewey E.

1960-01-01

Force tests of a model of a proposed six-engine hull-type seaplane were performed in the Langley 8-foot transonic pressure tunnel. The results of these tests have indicated that the model had a subsonic zero-lift drag coefficient of 0.0240 with the highest zero-lift drag coefficient slightly greater than twice the subsonic drag level. Pitchup tendencies were noted for subsonic Mach numbers at relatively high lift coefficients. Wing leading-edge droop increased the maximum lift-drag ratio approximately 8 percent at a Mach number of 0.80 but this effect was negligible at a Mach number of 0.90 and above. The configuration exhibited stable lateral characteristics over the test Mach number range.

Installed nacelle drag-improvement tests of an M = 0.8 turboprop transport configuration

NASA Technical Reports Server (NTRS)

Levin, A. D.; Smith, R. C.

1983-01-01

An unpowered semispan model of a representative turboprop configuration was tested to determine the effect of configuration modifications on the the nonmetric body and wing juncture. It is indicated that the jet off nacelle-installation drag can be approximately 25% of the cruise drag. However, the losses can be reduced to 17% by changes to the wing leading edge and nacelle intersection. Comparison of test results from a semispan nonmetric fuselage model with those from a full span metric fuselage show differences in angles of attack produced the same lift. It is found that the constant lift drag rise of the semispan model is higher because of the increased angle of attack to achieve the same lift.

The drag characteristics of several airships determined by deceleration tests

NASA Technical Reports Server (NTRS)

Thompson, F L; Kirschbaum, H W

1932-01-01

This report presents the results of deceleration tests conducted for the purpose of determining the drag characteristics of six airships. The tests were made with airships of various shapes and sizes belonging to the Army, the Navy, and the Goodyear-Zeppelin Corporation. Drag coefficients for the following airships are shown: Army TC-6, TC-10, and TE-2; Navy Los Angeles and ZMC-2; Goodyear Puritan. The coefficients vary from about 0.045 for the small blunt airships to 0.023 for the relatively large slender Los Angeles. This variation may be due to a combination of effects, but the most important of these is probably the effect of length-diameter ratio.

Progress towards a Drag-free SmallSat

NASA Astrophysics Data System (ADS)

Saraf, Shailendhar

The net force acting on a drag-free satellite is purely gravitational as all other forces, mainly atmospheric drag and solar radiation pressure, are canceled out. In order to achieve this, a free floating reference (test mass) inside the satellite is shielded against all forces but gravity and a system of thrusters is commanded by a control algorithm such that the relative displacement between the reference and the satellite stays constant. The main input to that control algorithm is the output of a sensor which measures the relative displacement between the satellite and the test mass. Internal disturbance forces such as electrostatic or magnetic forces cannot be canceled out his way and have to be minimized by a careful design of the satellite. A drag-free technology package is under development at Stanford since 2004. It includes an optical displacement sensor to measure the relative position of the test mass inside the satellite, a caging mechanism to lock the test mass during launch, a UV LED based charge management system to minimize the effect of electrostatic forces, a thermal enclosure, and the drag-free control algorithms. Possible applications of drag-free satellites in fundamental physics (Gravity Probe B, LISA), geodesy (GOCE), and navigation (TRIAD I). In this presentation we will highlight the progress of the technology development towards a drag-free mission. The planned mission on a SaudiSat bus will demonstrate drag-free technology on a small spacecraft at a fraction of the cost of previous drag-free missions. The target acceleration noise is 10-12 m/sec2. With multiple such satellites a GRACE-like mission with improved sensitivity and potentially improved spatial and temporal resolution can be achieved.

In-pipe aerodynamic characteristics of a projectile in comparison with free flight for transonic Mach numbers

NASA Astrophysics Data System (ADS)

Hruschka, R.; Klatt, D.

2018-03-01

The transient shock dynamics and drag characteristics of a projectile flying through a pipe 3.55 times larger than its diameter at transonic speed are analyzed by means of time-of-flight and pipe wall pressure measurements as well as computational fluid dynamics (CFD). In addition, free-flight drag of the 4.5-mm-pellet-type projectile was also measured in a Mach number range between 0.5 and 1.5, providing a means for comparison against in-pipe data and CFD. The flow is categorized into five typical regimes the in-pipe projectile experiences. When projectile speed and hence compressibility effects are low, the presence of the pipe has little influence on the drag. Between Mach 0.5 and 0.8, there is a strong drag increase due to the presence of the pipe, however, up to a value of about two times the free-flight drag. This is exactly where the nose-to-base pressure ratio of the projectile becomes critical for locally sonic speed, allowing the drag to be estimated by equations describing choked flow through a converging-diverging nozzle. For even higher projectile Mach numbers, the drag coefficient decreases again, to a value slightly below the free-flight drag at Mach 1.5. This behavior is explained by a velocity-independent base pressure coefficient in the pipe, as opposed to base pressure decreasing with velocity in free flight. The drag calculated by CFD simulations agreed largely with the measurements within their experimental uncertainty, with some discrepancies remaining for free-flying projectiles at supersonic speed. Wall pressure measurements as well as measured speeds of both leading and trailing shocks caused by the projectile in the pipe also agreed well with CFD.

Switching between attractive and repulsive Coulomb-interaction-mediated drag in an ambipolar GaAs/AlGaAs bilayer device

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zheng, B.; Croxall, A. F.; Waldie, J., E-mail: jw353@cam.ac.uk

2016-02-08

We present measurements of Coulomb drag in an ambipolar GaAs/AlGaAs double quantum well structure that can be configured as both an electron-hole bilayer and a hole-hole bilayer, with an insulating barrier of only 10 nm between the two quantum wells. Coulomb drag resistivity is a direct measure of the strength of interlayer particle-particle interactions. We explore the strongly interacting regime of low carrier densities (2D interaction parameter r{sub s} up to 14). Our ambipolar device design allows a comparison between the effects of the attractive electron-hole and repulsive hole-hole interactions and also shows the effects of the different effective masses ofmore » electrons and holes in GaAs.« less

Effects of the circularly polarized beam of linearized gravitational waves

NASA Astrophysics Data System (ADS)

Barker, W.

2017-08-01

Solutions of the linearized Einstein equations are found that describe a transversely confined beam of circularly polarized gravitational waves on a Minkowski backdrop. By evaluating the cycle-averaged stress-energy-momentum pseudotensor of Landau & Lifshitz it is found that the angular momentum density is concentrated in the ‘skin’ at the edge of the beam where the intensity falls, and that the ratio of angular momentum to energy per unit length of the beam is 2/ω , where ω is the wave frequency, as expected for a beam of spin-2 gravitons. For sharply-defined, uniform, axisymmetric beams, the induced background metric is shown to produce the gravitomagnetic field and frame-dragging effects of a gravitational solenoid, whilst the angular momentum current helically twists the space at infinite radius along the beam axis.

Flight test evaluation of drag effects on surface coatings on the NASA Boeing 737 TCV airplane

NASA Technical Reports Server (NTRS)

George-Falvy, D.; Sikavi, D. A.

1981-01-01

A flight test program was conducted in which the effects of various surface coatings on aerodynamic drag were investigated; results of this program are described in this report. The tests were conducted at NASA-Langley Research Center on the terminal configured vehicle (TCV) Boeing 737 research airplane. The Boeing Company, as contractor with NASA under the Energy Efficient Transport (EET) program, planned and evaluated the experiment. The NASA-TCV Program Office coordinated the experiment and performed the flight tests. The principal objective of the test was to evaluate the drag reduction potential of an elastomeric polyurethane surface coating, CAAPCO B-274, which also has been considered for application on transport airplanes to protect leading edges from erosion. The smooth surface achievable with this type of coating held some promise of reducing the skin friction drag as compared to conventional production type aircraft surfaces, which are usually anodized bare metal or coated with corrosion protective paint. Requirements for high precision measurements were the principal considerations in the experiment.

Hydromechanics and biology.

PubMed

Nachtigall, W

1981-01-01

To exemplify relations between biology and hydrodynamics the Reynolds number range and the effects of viscosity and inertia in swimming and flying organisms is discussed. Comparing water beetles and penguins it is shown, that the technical drag coefficient is an adequate means to describe flow adaptation in animals. Compared to technical systems, especially the penguins'drag coefficient is astonishingly low. Furthermore, the question, why comparatively thick bodies in penguins and dolphins show rather low drag is discussed. Distributed boundary layer damping in dolphins and secretion of special high molecular slimes in fishes help to keep flow characteristics laminar. As an example of one easily understood thrust mechanism, the drag inducing pair of rowing legs in water, beetles is morphologically and hydrodynamically analysed. Fish swimming is discussed as a locomotion principle using lift components. Thrust generation by the moving tail fin of a fish is analysed in detail. Coming back to the influence if Reynolds number, it is finally shown, how very small, bristle bearing swimming legs and wings of insects make use of viscosity effects for locomotion.

On the Application of Contour Bumps for Transonic Drag Reduction(Invited)

NASA Technical Reports Server (NTRS)

Milholen, William E., II; Owens, Lewis R.

2005-01-01

The effect of discrete contour bumps on reducing the transonic drag at off-design conditions on an airfoil have been examined. The research focused on fully-turbulent flow conditions, at a realistic flight chord Reynolds number of 30 million. State-of-the-art computational fluid dynamics methods were used to design a new baseline airfoil, and a family of fixed contour bumps. The new configurations were experimentally evaluated in the 0.3-m Transonic Cryogenic Tunnel at the NASA Langley Research center, which utilizes an adaptive wall test section to minimize wall interference. The computational study showed that transonic drag reduction, on the order of 12% - 15%, was possible using a surface contour bump to spread a normal shock wave. The computational study also indicated that the divergence drag Mach number was increased for the contour bump applications. Preliminary analysis of the experimental data showed a similar contour bump effect, but this data needed to be further analyzed for residual wall interference corrections.

An approach for drag correction based on the local heterogeneity for gas-solid flows

DOE Office of Scientific and Technical Information (OSTI.GOV)

Li, Tingwen; Wang, Limin; Rogers, William

2016-09-22

The drag models typically used for gas-solids interaction are mainly developed based on homogeneous systems of flow passing fixed particle assembly. It has been shown that the heterogeneous structures, i.e., clusters and bubbles in fluidized beds, need to be resolved to account for their effect in the numerical simulations. Since the heterogeneity is essentially captured through the local concentration gradient in the computational cells, this study proposes a simple approach to account for the non-uniformity of solids spatial distribution inside a computational cell and its effect on the interaction between gas and solid phases. Finally, to validate this approach, themore » predicted drag coefficient has been compared to the results from direct numerical simulations. In addition, the need to account for this type of heterogeneity is discussed for a periodic riser flow simulation with highly resolved numerical grids and the impact of the proposed correction for drag is demonstrated.« less

Aerodynamic resistance reduction of electric and hybrid vehicles

NASA Technical Reports Server (NTRS)

1979-01-01

The generation of an EHV aerodynamic data base was initiated by conducting full-scale wind tunnel tests on 16 vehicles. Zero-yaw drag coefficients ranged from a high of 0.58 for a boxey delivery van and an open roadster to a low of about 0.34 for a current 4-passenger prototype automobile which was designed with aerodynamics as an integrated parameter. Characteristic effects of aspect ratio or fineness ratio which might appear if electric vehicle shape proportions were to vary significantly from current automobiles were identified. Some preliminary results indicate a 5 to 10% variation in drag over the range of interest. Effective drag coefficient wind-weighting factors over J227a driving cycles in the presence of annual mean wind fields were identified. Such coefficients, when properly weighted, were found to be from 5 to 65% greater than the zero-yaw drag coefficient in the cases presented. A vehicle aerodynamics bibliography of over 160 entries, in six general categories is included.

Analytical observations on the aerodynamics of a delta wing with leading edge flaps

NASA Technical Reports Server (NTRS)

Oh, S.; Tavella, D.

1986-01-01

The effect of a leading edge flap on the aerodynamics of a low aspect ratio delta wing is studied analytically. The separated flow field about the wing is represented by a simple vortex model composed of a conical straight vortex sheet and a concentrated vortex. The analysis is carried out in the cross flow plane by mapping the wing trace, by means of the Schwarz-Christoffel transformation into the real axis of the transformed plane. Particular attention is given to the influence of the angle of attack and flap deflection angle on lift and drag forces. Both lift and drag decrease with flap deflection, while the lift-to-drag ratioe increases. A simple coordinate transformation is used to obtain a closed form expression for the lift-to-drag ratio as a function of flap deflection. The main effect of leading edge flap deflection is a partial suppression of the separated flow on the leeside of the wing. Qualitative comparison with experiments is presented, showing agreement in the general trends.

Effects of Different Cutting Patterns and Experimental Conditions on the Performance of a Conical Drag Tool

NASA Astrophysics Data System (ADS)

Copur, Hanifi; Bilgin, Nuh; Balci, Cemal; Tumac, Deniz; Avunduk, Emre

2017-06-01

This study aims at determining the effects of single-, double-, and triple-spiral cutting patterns; the effects of tool cutting speeds on the experimental scale; and the effects of the method of yield estimation on cutting performance by performing a set of full-scale linear cutting tests with a conical cutting tool. The average and maximum normal, cutting and side forces; specific energy; yield; and coarseness index are measured and compared in each cutting pattern at a 25-mm line spacing, at varying depths of cut per revolution, and using two cutting speeds on five different rock samples. The results indicate that the optimum specific energy decreases by approximately 25% with an increasing number of spirals from the single- to the double-spiral cutting pattern for the hard rocks, whereas generally little effect was observed for the soft- and medium-strength rocks. The double-spiral cutting pattern appeared to be more effective than the single- or triple-spiral cutting pattern and had an advantage of lower side forces. The tool cutting speed had no apparent effect on the cutting performance. The estimation of the specific energy by the yield based on the theoretical swept area was not significantly different from that estimated by the yield based on the muck weighing, especially for the double- and triple-spiral cutting patterns and with the optimum ratio of line spacing to depth of cut per revolution. This study also demonstrated that the cutterhead and mechanical miner designs, semi-theoretical deterministic computer simulations and empirical performance predictions and optimization models should be based on realistic experimental simulations. Studies should be continued to obtain more reliable results by creating a larger database of laboratory tests and field performance records for mechanical miners using drag tools.

Chaff Aerodynamics

DTIC Science & Technology

1975-11-01

Figure Title Page C-1 Effect of Chaff Size on Reynolds Nuxiber for Steady Descent (Sea Lpvel Condiions) 95 C-2 Drag Parameters of Long Cylinder ;n...appreciate the significance of the resistance forrnul&,s for cylinders , it is appropriate to examine the effect of cylinder radius (i.e. , chaff size) on...by Happel and Brenner for estimating the effect of the slenderness ratio. Burger’s drag rela- tion foe a cylinder moving perpendicular to its axis is

Rail gun performance and plasma characteristics due to wall ablation

NASA Technical Reports Server (NTRS)

Ray, P. K.

1986-01-01

The experiment of Bauer, et al. (1982) is analyzed by considering wall ablation and viscous drag in the plasma. Plasma characteristics are evaluated through a simple fluid-mechanical analysis considering only wall ablation. By equating the energy dissipated in the plasma with the radiation heat loss, the average properties of the plasma are determined as a function of time.

Behavior of aircraft antiskid breaking systems on dry and wet runway surfaces: A slip-ratio-controlled system with ground speed reference from unbraked nose wheel

NASA Technical Reports Server (NTRS)

Tanner, J. A.; Stubbs, S. M.

1977-01-01

An experimental investigation was conducted at the Langley aircraft landing loads and traction facility to study the braking and cornering response of a slip ratio controlled aircraft antiskid braking system with ground speed reference derived from an unbraked nose wheel. The investigation, conducted on dry and wet runway surfaces, utilized one main gear wheel, brake, and tire assembly of a DC-9 series 10 airplane. During maximum braking, the average ratio of the drag force friction coefficient developed by the antiskid system to the maximum drag force friction coefficient available was higher on the dry surface than on damp and flooded surfaces, and was reduced with lighter vertical loads, higher yaw angles, and when new tire treads were replaced by worn treads. Similarly, the average ratio of side force friction coefficient developed by the tire under antiskid control to the maximum side force friction coefficient available to a freely rolling yawed tire decreased with increasing yaw angle, generally increased with ground speed, and decreased when tires with new treads were replaced by those with worn treads.

Balancing Power Absorption Against Structural Loads With Viscous Drag and Power-Takeoff Efficiency Considerations

DOE PAGES

Tom, Nathan; Yu, Yi-Hsiang; Wright, Alan; ...

2017-11-17

The focus of this paper is to balance power absorption against structural loading for a novel fixed-bottom oscillating surge wave energy converter in both regular and irregular wave environments. The power-to-load ratio will be evaluated using pseudospectral control (PSC) to determine the optimum power-takeoff (PTO) torque based on a multiterm objective function. This paper extends the pseudospectral optimal control problem to not just maximize the time-averaged absorbed power but also include measures for the surge-foundation force and PTO torque in the optimization. The objective function may now potentially include three competing terms that the optimizer must balance. Separate weighting factorsmore » are attached to the surge-foundation force and PTO control torque that can be used to tune the optimizer performance to emphasize either power absorption or load shedding. To correct the pitch equation of motion, derived from linear hydrodynamic theory, a quadratic-viscous-drag torque has been included in the system dynamics; however, to continue the use of quadratic programming solvers, an iteratively obtained linearized drag coefficient was utilized that provided good accuracy in the predicted pitch motion. Furthermore, the analysis considers the use of a nonideal PTO unit to more accurately evaluate controller performance. The PTO efficiency is not directly included in the objective function but rather the weighting factors are utilized to limit the PTO torque amplitudes, thereby reducing the losses resulting from the bidirectional energy flow through a nonideal PTO. Results from PSC show that shedding a portion of the available wave energy can lead to greater reductions in structural loads, peak-to-average power ratio, and reactive power requirement.« less

Aquatic burst locomotion by hydroplaning and paddling in common eiders (Somateria mollissima).

PubMed

Gough, William T; Farina, Stacy C; Fish, Frank E

2015-06-01

Common eiders (Somateria mollissima) are heavy sea-ducks that spend a large portion of their time swimming at the water surface. Surface swimming generates a bow and hull wave that can constructively interfere and produce wave drag. The speed at which the wavelengths of these waves equal the waterline length of the swimming animal is the hull speed. To increase surface swimming speed beyond the hull speed, an animal must overtake the bow wave. This study found two distinct behaviors that eider ducks used to exceed the hull speed: (1) 'steaming', which involved rapid oaring with the wings to propel the duck along the surface of the water, and (2) 'paddle-assisted flying', during which the ducks lifted their bodies out of the water and used their feet to paddle against the surface while flapping their wings in the air. An average hull speed (0.732±0.046 m s(-1)) was calculated for S. mollissima by measuring maximum waterline length from museum specimens. On average, steaming ducks swam 5.5 times faster and paddle-assisted flying ducks moved 6.8 times faster than the hull speed. During steaming, ducks exceeded the hull speed by increasing their body angle and generating dynamic lift to overcome wave drag and hydroplane along the water surface. During paddle-assisted flying, ducks kept their bodies out of the water, thereby avoiding the limitations of wave drag altogether. Both behaviors provided alternatives to flight for these ducks by allowing them to exceed the hull speed while staying at or near the water surface. © 2015. Published by The Company of Biologists Ltd.

Static aeroelastic analysis and tailoring of a single-element racing car wing

NASA Astrophysics Data System (ADS)

Sadd, Christopher James

This thesis presents the research from an Engineering Doctorate research programme in collaboration with Reynard Motorsport Ltd, a manufacturer of racing cars. Racing car wing design has traditionally considered structures to be rigid. However, structures are never perfectly rigid and the interaction between aerodynamic loading and structural flexibility has a direct impact on aerodynamic performance. This interaction is often referred to as static aeroelasticity and the focus of this research has been the development of a computational static aeroelastic analysis method to improve the design of a single-element racing car wing. A static aeroelastic analysis method has been developed by coupling a Reynolds-Averaged Navier-Stokes CFD analysis method with a Finite Element structural analysis method using an iterative scheme. Development of this method has included assessment of CFD and Finite Element analysis methods and development of data transfer and mesh deflection methods. Experimental testing was also completed to further assess the computational analyses. The computational and experimental results show a good correlation and these studies have also shown that a Navier-Stokes static aeroelastic analysis of an isolated wing can be performed at an acceptable computational cost. The static aeroelastic analysis tool was used to assess methods of tailoring the structural flexibility of the wing to increase its aerodynamic performance. These tailoring methods were then used to produce two final wing designs to increase downforce and reduce drag respectively. At the average operating dynamic pressure of the racing car, the computational analysis predicts that the downforce-increasing wing has a downforce of C[1]=-1.377 in comparison to C[1]=-1.265 for the original wing. The computational analysis predicts that the drag-reducing wing has a drag of C[d]=0.115 in comparison to C[d]=0.143 for the original wing.

Aerodynamic Characteristics of Low-Aspect-Ratio Wings in Close Proximity to the Ground

NASA Technical Reports Server (NTRS)

Fink, Marvin P.; Lastinger, James L.

1961-01-01

A wind-tunnel investigation has been conducted to determine the effect of ground proximity on the aerodynamic characteristics of thick highly cambered rectangular wings with aspect ratios of 1. 2, 4, and 6. The results showed that, for these aspect ratios, as the ground war, approached all wings experienced increases in lift-curve slope and reductions in induced drag which resulted in increases in lift-drag ratio. Although an increase in lift-curve slope was obtained for all aspect ratios as the ground was approached, the lift coefficient at an angle of attack of 0 deg for any given aspect ratio remained nearly constant. The experimental results were in general agreement with Wieselsberger's ground-effect theory (NACA Technical Memorandum 77). As the wings approached the ground, there was an increase in static longitudinal stability at positive angles of attack. When operating in ground effect, all the wings had stability of height at positive angles of attack and instability of height at negative angles of attack. Wing-tip fairings on the wings with aspect ratios of 1 and 2 produced small increases in lift-drag ratio in ground effect. End plates extending only below the chord plane on the wing with an aspect ratio of 1 provided increases in lift coefficient and in lift-drag ratio in ground effect.

Recovery Act--Class 8 Truck Freight Efficiency Improvement Project

DOE Office of Scientific and Technical Information (OSTI.GOV)

Trucks, Daimler

2015-07-26

Daimler Trucks North America completed a five year, $79.6M project to develop and demonstrate a concept vehicle with at least 50% freight efficiency improvement over a weighted average of several drive cycles relative to a 2009 best-in-class baseline vehicle. DTNA chose a very fuel efficient baseline vehicle, the 2009 Freightliner Cascadia with a DD15 engine, yet successfully demonstrated a 115% freight efficiency improvement. DTNA learned a great deal about the various technologies that were incorporated into Super Truck and those that, through down-selection, were discarded. Some of the technologies competed with each other for efficiency, and notably some of themore » technologies complemented each other. For example, we found that Super Truck’s improved aerodynamic drag resulted in improved fuel savings from eCoast, relative to a similar vehicle with worse aerodynamic drag. However, some technologies were in direct competition with each other, namely the predictive technologies which use GPS and 3D digital maps to efficiently manage the vehicles kinetic energy through controls and software, versus hybrid which is a much costlier technology that essentially targets the same inefficiency. Furthermore, the benefits of a comprehensive, integrated powertrain/vehicle approach was proven, in which vast improvements in vehicle efficiency (e.g. lower aero drag and driveline losses) enabled engine strategies such as downrating and downspeeding. The joint engine and vehicle developments proved to be a multiplier-effect which resulted in large freight efficiency improvements. Although a large number of technologies made the selection process and were used on the Super Truck demonstrator vehicle, some of the technologies proved not feasible for series production.« less

Investigations of Fluid-Structure-Coupling and Turbulence Model Effects on the DLR Results of the Fifth AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Keye, Stefan; Togiti, Vamish; Eisfeld, Bernhard; Brodersen, Olaf P.; Rivers, Melissa B.

2013-01-01

The accurate calculation of aerodynamic forces and moments is of significant importance during the design phase of an aircraft. Reynolds-averaged Navier-Stokes (RANS) based Computational Fluid Dynamics (CFD) has been strongly developed over the last two decades regarding robustness, efficiency, and capabilities for aerodynamically complex configurations. Incremental aerodynamic coefficients of different designs can be calculated with an acceptable reliability at the cruise design point of transonic aircraft for non-separated flows. But regarding absolute values as well as increments at off-design significant challenges still exist to compute aerodynamic data and the underlying flow physics with the accuracy required. In addition to drag, pitching moments are difficult to predict because small deviations of the pressure distributions, e.g. due to neglecting wing bending and twisting caused by the aerodynamic loads can result in large discrepancies compared to experimental data. Flow separations that start to develop at off-design conditions, e.g. in corner-flows, at trailing edges, or shock induced, can have a strong impact on the predictions of aerodynamic coefficients too. Based on these challenges faced by the CFD community a working group of the AIAA Applied Aerodynamics Technical Committee initiated in 2001 the CFD Drag Prediction Workshop (DPW) series resulting in five international workshops. The results of the participants and the committee are summarized in more than 120 papers. The latest, fifth workshop took place in June 2012 in conjunction with the 30th AIAA Applied Aerodynamics Conference. The results in this paper will evaluate the influence of static aeroelastic wing deformations onto pressure distributions and overall aerodynamic coefficients based on the NASA finite element structural model and the common grids.

Ecosystem Engineering by Plants on Wave-Exposed Intertidal Flats Is Governed by Relationships between Effect and Response Traits.

PubMed

Heuner, Maike; Silinski, Alexandra; Schoelynck, Jonas; Bouma, Tjeerd J; Puijalon, Sara; Troch, Peter; Fuchs, Elmar; Schröder, Boris; Schröder, Uwe; Meire, Patrick; Temmerman, Stijn

2015-01-01

In hydrodynamically stressful environments, some species--known as ecosystem engineers--are able to modify the environment for their own benefit. Little is known however, about the interaction between functional plant traits and ecosystem engineering. We studied the responses of Scirpus tabernaemontani and Scirpus maritimus to wave impact in full-scale flume experiments. Stem density and biomass were used to predict the ecosystem engineering effect of wave attenuation. Also the drag force on plants, their bending angle after wave impact and the stem biomechanical properties were quantified as both responses of stress experienced and effects on ecosystem engineering. We analyzed lignin, cellulose, and silica contents as traits likely effecting stress resistance (avoidance, tolerance). Stem density and biomass were strong predictors for wave attenuation, S. maritimus showing a higher effect than S. tabernaemontani. The drag force and drag force per wet frontal area both differed significantly between the species at shallow water depths (20 cm). At greater depths (35 cm), drag forces and bending angles were significantly higher for S. maritimus than for S. tabernaemontani. However, they do not differ in drag force per wet frontal area due to the larger plant surface of S. maritimus. Stem resistance to breaking and stem flexibility were significantly higher in S. tabernaemontani, having a higher cellulose concentration and a larger cross-section in its basal stem parts. S. maritimus had clearly more lignin and silica contents in the basal stem parts than S. tabernaemontani. We concluded that the effect of biomass seems more relevant for the engineering effect of emergent macrophytes with leaves than species morphology: S. tabernaemontani has avoiding traits with minor effects on wave attenuation; S. maritimus has tolerating traits with larger effects. This implies that ecosystem engineering effects are directly linked with traits affecting species stress resistance and responding to stress experienced.

Ecosystem Engineering by Plants on Wave-Exposed Intertidal Flats Is Governed by Relationships between Effect and Response Traits

PubMed Central

Schoelynck, Jonas; Bouma, Tjeerd J.; Puijalon, Sara; Troch, Peter; Fuchs, Elmar; Schröder, Boris; Schröder, Uwe; Meire, Patrick; Temmerman, Stijn

2015-01-01

In hydrodynamically stressful environments, some species—known as ecosystem engineers—are able to modify the environment for their own benefit. Little is known however, about the interaction between functional plant traits and ecosystem engineering. We studied the responses of Scirpus tabernaemontani and Scirpus maritimus to wave impact in full-scale flume experiments. Stem density and biomass were used to predict the ecosystem engineering effect of wave attenuation. Also the drag force on plants, their bending angle after wave impact and the stem biomechanical properties were quantified as both responses of stress experienced and effects on ecosystem engineering. We analyzed lignin, cellulose, and silica contents as traits likely effecting stress resistance (avoidance, tolerance). Stem density and biomass were strong predictors for wave attenuation, S. maritimus showing a higher effect than S. tabernaemontani. The drag force and drag force per wet frontal area both differed significantly between the species at shallow water depths (20 cm). At greater depths (35 cm), drag forces and bending angles were significantly higher for S. maritimus than for S. tabernaemontani. However, they do not differ in drag force per wet frontal area due to the larger plant surface of S. maritimus. Stem resistance to breaking and stem flexibility were significantly higher in S. tabernaemontani, having a higher cellulose concentration and a larger cross-section in its basal stem parts. S. maritimus had clearly more lignin and silica contents in the basal stem parts than S. tabernaemontani. We concluded that the effect of biomass seems more relevant for the engineering effect of emergent macrophytes with leaves than species morphology: S. tabernaemontani has avoiding traits with minor effects on wave attenuation; S. maritimus has tolerating traits with larger effects. This implies that ecosystem engineering effects are directly linked with traits affecting species stress resistance and responding to stress experienced. PMID:26367004

A numerical analysis of the British Experimental Rotor Program blade

NASA Technical Reports Server (NTRS)

Duque, Earl P. N.

1989-01-01

Two Computational Fluid Dynamic codes which solve the compressible full-potential and the Reynolds-Averaged Thin-Layer Navier-Stokes equations were used to analyze the nonrotating aerodynamic characteristics of the British Experimental Rotor Program (BERP) helicopter blade at three flow regimes: low angle of attack, high angle of attack and transonic. Excellent agreement was found between the numerical results and experiment. In the low angle of attack regime, the BERP had less induced drag than a comparable aspect ratio rectangular planform wing. At high angle of attack, the blade attained high-lift by maintaining attached flow at the outermost spanwise locations. In the transonic regime, the BERP design reduces the shock strength at the outer spanwise locations which affects wave drag and shock-induced separation. Overall, the BERP blade exhibited many favorable aerodynamic characteristics in comparison to conventional helicopter rotor blades.

Performance of a 16.6 Meter Diameter Modified Ringsail Parachute in a Simulated Martian Environment

NASA Technical Reports Server (NTRS)

Whitlock, Charles H.; Henning, Allen B.; Coltrane, Lucille C.

1968-01-01

Inflation, drag, and stability characteristics of a 54.5 -foot nominal-diameter (16.6-meter) modified ringsail parachute deployed in the wake of a 15-foot-diameter (4.6-meter) spacecraft traveling at a Mach number of 1.6 and a dynamic pressure equal to 11.6 psf (555 N/m(exp 2)) were obtained from the third balloon-launched flight test of the Planetary Entry Parachute Program. After deployment, the parachute inflated rapidly to a full condition, partially collapsed, and reinflated to a stable configuration. After reinflation, an average drag coefficient near 0.6 based on nominal surface area was obtained. During descent, an aerodynamic trim angle was observed in a plane near several torn sails. Amplitude of the trim was approximately 15 degrees and oscillation about trim was less than 11 degrees.

Computational Fluid Dynamics Study of Swimmer's Hand Velocity, Orientation, and Shape: Contributions to Hydrodynamics

PubMed Central

Bilinauskaite, Milda; Mantha, Vishveshwar Rajendra; Rouboa, Abel Ilah; Ziliukas, Pranas; Silva, Antonio Jose

2013-01-01

The aim of this paper is to determine the hydrodynamic characteristics of swimmer's scanned hand models for various combinations of both the angle of attack and the sweepback angle and shape and velocity of swimmer's hand, simulating separate underwater arm stroke phases of freestyle (front crawl) swimming. Four realistic 3D models of swimmer's hand corresponding to different combinations of separated/closed fingers positions were used to simulate different underwater front crawl phases. The fluid flow was simulated using FLUENT (ANSYS, PA, USA). Drag force and drag coefficient were calculated using (computational fluid dynamics) CFD in steady state. Results showed that the drag force and coefficient varied at the different flow velocities on all shapes of the hand and variation was observed for different hand positions corresponding to different stroke phases. The models of the hand with thumb adducted and abducted generated the highest drag forces and drag coefficients. The current study suggests that the realistic variation of both the orientation angles influenced higher values of drag, lift, and resultant coefficients and forces. To augment resultant force, which affects swimmer's propulsion, the swimmer should concentrate in effectively optimising achievable hand areas during crucial propulsive phases. PMID:23691493

Boundary layer, skin friction, and boattail pressure measurements from the YF-12 airplane at Mach numbers up to 3

NASA Technical Reports Server (NTRS)

Fisher, D. F.

1978-01-01

In-flight measurements of boundary layer and skin friction data were made on YF-12 airplanes for Mach numbers between 2.0 and 3.0. Boattail pressures were also obtained for Mach numbers between 0.7 and 3.0 with Reynolds numbers up to four hundred million. Boundary layer data measured along the lower fuselage centerline indicate local displacement and momentum thicknesses can be much larger than predicted. Skin friction coefficients measured at two of five lower fuselage stations were significantly less than predicted by flat plate theory. The presence of large differences between measured boattail pressure drag and values calculated by a potential flow solution indicates the presence of vortex effects on the upper boattail surface. At both subsonic and supersonic speeds, pressure drag on the longer of two boattail configurations was equal to or less than the pressure drag on the shorter configuration. At subsonic and transonic speeds, the difference in the drag coefficient was on the order of 0.0008 to 0.0010. In the supersonic cruise range, the difference in the drag coefficient was on the order of 0.002. Boattail drag coefficients are based on wing reference area.

Icing Encounter Duration Sensitivity Study

NASA Technical Reports Server (NTRS)

Addy, Harold E., Jr.; Lee, Sam

2011-01-01

This paper describes a study performed to investigate how aerodynamic performance degradation progresses with time throughout an exposure to icing conditions. It is one of the first documented studies of the effects of ice contamination on aerodynamic performance at various points in time throughout an icing encounter. Both a 1.5 and 6 ft chord, two-dimensional, NACA-23012 airfoils were subjected to icing conditions in the NASA Icing Research Tunnel for varying lengths of time. At the end of each run, lift, drag, and pitching moment measurements were made. Measurements with the 1.5 ft chord model showed that maximum lift and pitching moment degraded more rapidly early in the exposure and degraded more slowly as time progressed. Drag for the 1.5 ft chord model degraded more linearly with time, although drag for very short exposure durations was slightly higher than expected. Only drag measurements were made with the 6 ft chord airfoil. Here, drag for the long exposures was higher than expected. Novel comparison of drag measurements versus an icing scaling parameter, accumulation parameter times collection efficiency was used to compare the data from the two different size model. The comparisons provided a means of assessing the level of fidelity needed for accurate icing simulation.

Austenite grain growth simulation considering the solute-drag effect and pinning effect

PubMed Central

Fujiyama, Naoto; Nishibata, Toshinobu; Seki, Akira; Hirata, Hiroyuki; Kojima, Kazuhiro; Ogawa, Kazuhiro

2017-01-01

Abstract The pinning effect is useful for restraining austenite grain growth in low alloy steel and improving heat affected zone toughness in welded joints. We propose a new calculation model for predicting austenite grain growth behavior. The model is mainly comprised of two theories: the solute-drag effect and the pinning effect of TiN precipitates. The calculation of the solute-drag effect is based on the hypothesis that the width of each austenite grain boundary is constant and that the element content maintains equilibrium segregation at the austenite grain boundaries. We used Hillert’s law under the assumption that the austenite grain boundary phase is a liquid so that we could estimate the equilibrium solute concentration at the austenite grain boundaries. The equilibrium solute concentration was calculated using the Thermo-Calc software. Pinning effect was estimated by Nishizawa’s equation. The calculated austenite grain growth at 1473–1673 K showed excellent correspondence with the experimental results. PMID:28179962

Influence of Nose Radius of Blunt Cones on Drag in Supersonic and Hypersonic Flows

NASA Astrophysics Data System (ADS)

Hemateja, A.; Teja, B. Ravi; Dileep Kumar, A.; Rakesh, S. G.

2017-08-01

The objects moving at high speeds encounter forces which tend to decelerate the objects. This resistance in the medium is termed as drag which is one of the major concerns while designing high speed aircrafts. Another key factor which influences the design is the heat transfer. The main challenge faced by aerospace industries is to design the shape of the flying object that travels at high speeds with optimum values of heat generation and drag. This study deals with computational analysis of sharp and blunt cones with varying cone angles and nose radii. The effect of nose radius on the drag is studied at supersonic and hypersonic flows and at various angles of attack. It is observed that as the nose radius is increased, the heat transfer reduces & the drag increases and vice-versa. Looking at the results, the optimum value of nose radius can be chosen depending on the need of the problem.

Using Wind Setdown and Storm Surge on Lake Erie to Calibrate the Air-Sea Drag Coefficient

PubMed Central

Drews, Carl

2013-01-01

The air-sea drag coefficient controls the transfer of momentum from wind to water. In modeling storm surge, this coefficient is a crucial parameter for estimating the surge height. This study uses two strong wind events on Lake Erie to calibrate the drag coefficient using the Coupled Ocean Atmosphere Wave Sediment Transport (COAWST) modeling system and the the Regional Ocean Modeling System (ROMS). Simulated waves are generated on the lake with Simulating WAves Nearshore (SWAN). Wind setdown provides the opportunity to eliminate wave setup as a contributing factor, since waves are minimal at the upwind shore. The study finds that model results significantly underestimate wind setdown and storm surge when a typical open-ocean formulation without waves is used for the drag coefficient. The contribution of waves to wind setdown and storm surge is 34.7%. Scattered lake ice also increases the effective drag coefficient by a factor of 1.1. PMID:23977309

Influence of grid resolution, parcel size and drag models on bubbling fluidized bed simulation

DOE PAGES

Lu, Liqiang; Konan, Arthur; Benyahia, Sofiane

2017-06-02

Here in this paper, a bubbling fluidized bed is simulated with different numerical parameters, such as grid resolution and parcel size. We examined also the effect of using two homogeneous drag correlations and a heterogeneous drag based on the energy minimization method. A fast and reliable bubble detection algorithm was developed based on the connected component labeling. The radial and axial solids volume fraction profiles are compared with experiment data and previous simulation results. These results show a significant influence of drag models on bubble size and voidage distributions and a much less dependence on numerical parameters. With a heterogeneousmore » drag model that accounts for sub-scale structures, the void fraction in the bubbling fluidized bed can be well captured with coarse grid and large computation parcels. Refining the CFD grid and reducing the parcel size can improve the simulation results but with a large increase in computation cost.« less

Outer-layer manipulators for turbulent drag reduction

NASA Technical Reports Server (NTRS)

Anders, J. B., Jr.

1990-01-01

The last ten years have yielded intriguing research results on aerodynamic boundary outer-layer manipulators as local skin friction reduction devices at low Reynolds numbers; net drag reduction device systems for entire aerodynamic configurations are nevertheless noted to remain elusive. Evidence has emerged for dramatic alterations of the structure of a turbulent boundary layer which persist for long distances downstream and reduce wall shear as a results of any one of several theoretically possible mechanisms. Reduced effectiveness at high Reynolds numbers may, however, limit the applicability of outer-layer manipulators to practical aircraft drag reduction.

Turbulent drag reduction by flexible and rodlike polymers: Crossover effects at small concentrations.

PubMed

Ching, Emily S C; Lo, T S; Procaccia, Itamar

2006-08-01

Drag reduction by polymers is bounded between two universal asymptotes, the von Kármán log law of the law and the maximum drag reduction (MDR) asymptote. It is theoretically understood why the MDR asymptote is universal, independent of whether the polymers are flexible or rodlike. The crossover behavior from the Newtonian von Kármán log law to the MDR is, however, not universal, showing different characteristics for flexible and rodlike polymers. In this paper we provide a theory for this crossover phenomenology.

Investigation of a Low-Drag Gun Port in the NACA Two-Dimensional Low-Turbulence Tunnel

NASA Technical Reports Server (NTRS)

Horton, Elmer A.; Woolard, Henry W.

1942-01-01

Tests were made in the NACA two-dimensional low-turbulence tunnel of three gun ports with a height of approximately 4 percent of the chord faired into an NACA 66,2-213 low-drag-airfoil section by bulging the section at the gun port. Gun ports faired in this manner had practically no effect on the maximum lift and the critical compressibility speed of the section and showed only small increase in the drag in the range of lift coefficients for high-speed and cruising-flight conditions.

Direct Numerical Simulations of High-Speed Turbulent Boundary Layers over Riblets

NASA Technical Reports Server (NTRS)

Duan, Lian; Choudhari, Meelan, M.

2014-01-01

Direct numerical simulations (DNS) of spatially developing turbulent boundary layers over riblets with a broad range of riblet spacings are conducted to investigate the effects of riblets on skin friction at high speeds. Zero-pressure gradient boundary layers under two flow conditions (Mach 2:5 with T(sub w)/T(sub r) = 1 and Mach 7:2 with T(sub w)/T(sub r) = 0:5) are considered. The DNS results show that the drag-reduction curve (delta C(sub f)/C(sub f) vs l(sup +)(sub g )) at both supersonic speeds follows the trend of low-speed data and consists of a `viscous' regime for small riblet size, a `breakdown' regime with optimal drag reduction, and a `drag-increasing' regime for larger riblet sizes. At l l(sup +)(sub g) approx. 10 (corresponding to s+ approx 20 for the current triangular riblets), drag reduction of approximately 7% is achieved at both Mach numbers, and con rms the observations of the few existing experiments under supersonic conditions. The Mach- number dependence of the drag-reduction curve occurs for riblet sizes that are larger than the optimal size, with smaller slopes of (delta C(sub f)/C(sub f) for larger freestream Mach numbers. The Reynolds analogy holds with 2(C(sub h)=C(sub f) approximately equal to that of at plates for both drag-reducing and drag-increasing configurations.

Effects of cusped field thruster on the performance of drag-free control system

NASA Astrophysics Data System (ADS)

Cui, K.; Liu, H.; Jiang, W. J.; Sun, Q. Q.; Hu, P.; Yu, D. R.

2018-03-01

With increased measurement tasks of space science, more requirements for the spacecraft environment have been put forward. Those tasks (e.g. the measurement of Earth's steady state gravity field anomalies) lead to the desire for developing drag-free control. Higher requirements for the thruster performance are made due to the demand for the drag-free control system and real-time compensation for non-conservative forces. Those requirements for the propulsion system include wide continuous throttling ability, high resolution, rapid response, low noise and so on. As a promising candidate, the cusped field thruster has features such as the high working stability, the low erosion rate, a long lifetime and the simple structure, so that it is chosen as the thruster to be discussed in this paper. Firstly, the performance of a new cusped field thruster is tested and analyzed. Then a drag-free control scheme based on the cusped field thruster is designed to evaluate the performance of this thruster. Subsequently, the effects of the thrust resolution, transient response time and thrust uncertainty on the controller are calculated respectively. Finally, the performance of closed-loop system is analyzed, and the simulation results verify the feasibility of applying cusped field thruster to drag-free flight in the space science measurement tasks.

Wind-Tunnel Investigation of the Effects on the Aerodynamic Characteristics of Modifications to a Model of a Bomb Mounted on a Wing-Fuselage Model and to a Model of the Bomb Alone

NASA Technical Reports Server (NTRS)

King, Thomas J., Jr.

1954-01-01

An investigation was conducted in the Langley high-speed 7- by 10-foot tunnel to determine effects of modifications to a bomb model (particularly with regard to drag) when mounted on a wing-fuselage model and tested at Mach numbers from 0.70 to 1.10. In addition, the static longitudinal stability characteristics of several configurations of a larger scale model of the bomb alone were obtained over a Mach number range from 0.50 to 0.95. The results obtained for the wing-fuselage-bomb model indicate that large reductions in installation drag were obtained for the wing-fuselage-bomb model when the flat nose of the basic bomb was replaced by rounded or pointed noses of various calibers. Shortening the mounting pylon gave further decreases in the installation drag. The tests of the bomb alone indicated that only the flat-nose configurations were stable over the greater part of the Mach number range. Nose-shape modifications which improved the drag also caused the bombs to become unstable at low angles of attack. The stability of the low-drag bomb configurations could be improved by lengthening the cylindrical portion of the body behind the center of gravity.

Solving the aerodynamics of fungal flight: How air viscosity slows spore motion

PubMed Central

Fischer, Mark W. F.; Stolze-Rybczynski, Jessica L.; Davis, Diana J.; Cui, Yunluan; Money, Nicholas P.

2010-01-01

Viscous drag causes the rapid deceleration of fungal spores after high-speed launches and limits discharge distance. Stokes' law posits a linear relationship between drag force and velocity. It provides an excellent fit to experimental measurements of the terminal velocity of free-falling spores and other instances of low Reynolds number motion (Re<1). More complex, non-linear drag models have been devised for movements characterized by higher Re, but their effectiveness for modeling the launch of fast-moving fungal spores has not been tested. In this paper, we use data on spore discharge processes obtained from ultra-high-speed video recordings to evaluate the effects of air viscosity predicted by Stokes' law and a commonly used non-linear drag model. We find that discharge distances predicted from launch speeds by Stokes' model provide a much better match to measured distances than estimates from the more complex drag model. Stokes' model works better over a wide range projectile sizes, launch speeds, and discharge distances, from microscopic mushroom ballistospores discharged at <1 m/s over a distance of <0.1 mm (Re<1.0), to macroscopic sporangia of Pilobolus that are launched at >10 m/s and travel as far as 2.5 m (Re>100). PMID:21036338

Endplate effect on aerodynamic characteristics of threedimensional wings in close free surface proximity

NASA Astrophysics Data System (ADS)

Jung, Jae Hwan; Kim, Mi Jeong; Yoon, Hyun Sik; Hung, Pham Anh; Chun, Ho Hwan; Park, Dong Woo

2012-12-01

We investigated the aerodynamic characteristics of a three-dimensional (3D) wing with an endplate in the vicinity of the free surface by solving incompressible Navier-Stokes equations with the turbulence closure model. The endplate causes a blockage effect on the flow, and an additional viscous effect especially near the endplate. These combined effects of the endplate significantly reduce the magnitudes of the velocities under the lower surface of the wing, thereby enhancing aerodynamic performance in terms of the force coefficients. The maximum lift-to-drag ratio of a wing with an endplate is increased 46% compared to that of wing without an endplate at the lowest clearance. The tip vortex of a wing-with-endplate (WWE) moved laterally to a greater extent than that of a wing-without-endplate (WOE). This causes a decrease in the induced drag, resulting in a reduction in the total drag.

Drag reduction - Jet breakup correlation with kerosene-based additives

NASA Technical Reports Server (NTRS)

Hoyt, J. W.; Altman, R. L.; Taylor, J. J.

1980-01-01

The drag-reduction effectiveness of a number of high-polymer additives dissolved in aircraft fuel has been measured in a turbulent-flow rheometer. These solutions were further subjected to high elongational stress and breakup forces in a jet discharging in air. The jet was photographed using a high-resolution camera with special lighting. The object of the work was to study the possible spray-suppression ability of high-polymer additives to aircraft fuel and to correlate this with the drag-reducing properties of the additives. It was found, in fact, that the rheometer results indicate the most effective spray-suppressing additives. Using as a measure the minimum polymer concentration to give a maximum friction-reducing effect, the order of effectiveness of eight different polymer additives as spray-suppressing agents was predicted. These results may find application in the development of antimisting additives for aircraft fuel which may increase fire safety in case of crash or accident.

Modelling the effect of changing design fineness ratio of an airship on its aerodynamic lift and drag performance

NASA Astrophysics Data System (ADS)

Jalasabri, J.; Romli, F. I.; Harmin, M. Y.

2017-12-01

In developing successful airship designs, it is important to fully understand the effect of the design on the performance of the airship. The aim of this research work is to establish the trend for effects of design fineness ratio of an airship towards its aerodynamic performance. An approximate computer-aided design (CAD) model of the Atlant-100 airship is constructed using CATIA software and it is applied in the computational fluid dynamics (CFD) simulation analysis using Star-CCM+ software. In total, 36 simulation runs are executed with different combinations of values for design fineness ratio, altitude and velocity. The obtained simulation results are analyzed using MINITAB to capture the effects relationship on lift and drag coefficients. Based on the results, it is concluded that the design fineness ratio does have a significant impact on the generated aerodynamic lift and drag forces on the airship.

The Effect of Turbulence on the Drag of Flat Plates

NASA Technical Reports Server (NTRS)

Schubauer, G B; Dryden, H L

1937-01-01

in determining the effect of turbulence on the forces exerted on bodies in the air stream of a wind tunnel, it is commonly assumed that the indications of the standard Pitot-static tube used to determine the air speed are not dependent on the turbulence. To investigate the truth of this assumption, the drag of a normally exposed flat plate, the difference in pressure between the front and rear of a thin circular disk, the rate of rotation of a vane anemometer, and the pressure developed by a standard Pitot-static tube were measured in an air stream for several conditions of turbulence. The results may be interpreted as indicating that there is no appreciable effect of turbulence on the vane anemometer and the standard pitot-static tube, but that there is small effect on the drag of a flat plate and the pressure difference between front and rear of a disk.

Unsteady Velocity Measurements Taken Behind a Model Helicopter Rotor Hub in Forward Flight

NASA Technical Reports Server (NTRS)

Berry, John D.

1997-01-01

Drag caused by separated flow behind the hub of a helicopter has an adverse effect on aerodynamic performance of the aircraft. To determine the effect of separated flow on a configuration used extensively for helicopter aerodynamic investigations, an experiment was conducted using a laser velocimeter to measure velocities in the wake of a model helicopter hub operating at Mach-scaled conditions in forward flight. Velocity measurements were taken using a laser velocimeter with components in the vertical and downstream directions. Measurements were taken at 13 stations downstream from the rotor hub. At each station, measurements were taken in both a horizontal and vertical row of locations. These measurements were analyzed for harmonic content based on the rotor period of revolution. After accounting for these periodic velocities, the remaining unsteady velocities were treated as turbulence. Turbulence intensity distributions are presented. Average turbulent intensities ranged from approximately 2 percent of free stream to over 15 percent of free stream at specific locations and azimuths. The maximum average value of turbulence was located near the rear-facing region of the fuselage.

Predicting Space Weather Effects on Close Approach Events

NASA Technical Reports Server (NTRS)

Hejduk, Matthew D.; Newman, Lauri K.; Besser, Rebecca L.; Pachura, Daniel A.

2015-01-01

The NASA Robotic Conjunction Assessment Risk Analysis (CARA) team sends ephemeris data to the Joint Space Operations Center (JSpOC) for conjunction assessment screening against the JSpOC high accuracy catalog and then assesses risk posed to protected assets from predicted close approaches. Since most spacecraft supported by the CARA team are located in LEO orbits, atmospheric drag is the primary source of state estimate uncertainty. Drag magnitude and uncertainty is directly governed by atmospheric density and thus space weather. At present the actual effect of space weather on atmospheric density cannot be accurately predicted because most atmospheric density models are empirical in nature, which do not perform well in prediction. The Jacchia-Bowman-HASDM 2009 (JBH09) atmospheric density model used at the JSpOC employs a solar storm active compensation feature that predicts storm sizes and arrival times and thus the resulting neutral density alterations. With this feature, estimation errors can occur in either direction (i.e., over- or under-estimation of density and thus drag). Although the exact effect of a solar storm on atmospheric drag cannot be determined, one can explore the effects of JBH09 model error on conjuncting objects' trajectories to determine if a conjunction is likely to become riskier, less risky, or pass unaffected. The CARA team has constructed a Space Weather Trade-Space tool that systematically alters the drag situation for the conjuncting objects and recalculates the probability of collision for each case to determine the range of possible effects on the collision risk. In addition to a review of the theory and the particulars of the tool, the different types of observed output will be explained, along with statistics of their frequency.

Turbulent Flow Enhancement by Polyelectrolyte Additives: Mechanistic Implications for Drag Reduction.

NASA Astrophysics Data System (ADS)

Wagger, David Leonard

1992-01-01

The drag reduction phenomenon was experimentally studied in two pipes, of diameters 1.46 and 1.02 cm, using seven polyelectrolytic HPAM additives, with molecular weights from 1 to 20 times 10^6 g/mole and degree of backbone hydrolysis from 8 to 60%, at concentrations from 1 to 1000 wppm, in saline solutions containing from 0.3 to 0.00001 N NaCl. Both laminar and turbulent flow behavior were greatly influenced by salinity-induced changes in the initial conformation of the HPAM additives. Initially collapsed, random-coiling conformations exhibited Newtonian laminar flow and Type-A turbulent drag reduction, while initially extended conformations exhibited shear-thinning in laminar flow and Type-B turbulent drag reduction. The gross-flow physics of Type-B drag reduction were delineated. A characteristic "ladder" structure prevailed, with polymeric regime segments that were roughly parallel to, but shifted upward from, the Prandtl-Karman line. In the polymeric regime, both Type-A fan and Type -B ladder structures were essentially independent of pipe diameter, and were scaled by the wall shear stress. The wall shear stress also scaled degradation during drag reduction. New onset and slope increment correlations were presented for Type-A drag reduction by HPAM additives. In Type-B drag reduction, flow enhancement was found proportional to additive concentration, and the intrinsic slip, Sigma = S^'/(c/M _{rm w}), varied roughly as the third power of backbone chain links N_ {rm bb}. New intrinsic slip and retro-onset correlations were presented for Type-B drag reduction by HPAM additives. Analysis of Type-B literature revealed a wide range of additive efficacies, with specific slips S^'/c from 0.0001 to 4. For the most effective additives, HPAM and asbestos fibers, the additive-pervaded volume fraction per unit flow enhancement, X_{rm v} /S^' ~ 3000, implied that these additives align during drag reduction. The slip ratio R_{rm sc}, which is the relative flow enhancement induced in Type-A and Type-B drag reduction at constant additive concentration, was found to be a universal function of the normalized turbulent flow strength (Re_ {rm s}sqrtf/Re_ {rm s}sqrtf*). The extension of initially collapsed, random-coiling, HPAM macromolecules by the turbulent flow field thus seems independent of additive parameters and absolute wall shear stress levels. Gross flow additive equivalence was detected at iso-slip points, where different polymer solutions induced equal flow enhancements. At numerous such points, the collapsed to extended slip ratio at constant concentration, R_{rm sc}, was essentially equal to the extended to collapsed concentration ratio at constant slip, R _{rm cs}. Thus, for fixed total additive concentration, the R_{ rm sc} observed at any Re_ {rm s}sqrtf simply represents the fraction of originally collapsed macromolecules that have become extended in the flow, and thence effective in drag reduction. (Copies available exclusively from MIT Libraries, Rm. 14-0551, Cambridge, MA 02139-4307. Ph. 617 -253-5668; Fax 617-253-1690.).

Optimization of flexible wing structures subject to strength and induced drag constraints

NASA Technical Reports Server (NTRS)

Haftka, R. T.

1977-01-01

An optimization procedure for designing wing structures subject to stress, strain, and drag constraints is presented. The optimization method utilizes an extended penalty function formulation for converting the constrained problem into a series of unconstrained ones. Newton's method is used to solve the unconstrained problems. An iterative analysis procedure is used to obtain the displacements of the wing structure including the effects of load redistribution due to the flexibility of the structure. The induced drag is calculated from the lift distribution. Approximate expressions for the constraints used during major portions of the optimization process enhance the efficiency of the procedure. A typical fighter wing is used to demonstrate the procedure. Aluminum and composite material designs are obtained. The tradeoff between weight savings and drag reduction is investigated.

Is drag luminosity effective in recurrent novae

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kato, Mariko; Hachisu, Izumi

1991-06-01

A study has been made of the efficiency of frictional processes in common envelope phase at outbursts of three recurrent novae T Pyx, U Sco, and RS Oph, by using steady-state wind models. The drag luminosity is found to depend strongly on the envelope mass. It may play an important role for a relatively massive envelope of about 0.0001 solar mass or more. For recurrent novae, however, acceleration due to the drag force is not important to eject the envelope mass because of its small envelope mass. Since the drag luminosity can be neglected at the extended phase of novamore » outburst, the light curves of these recurrent novae are determined only by the wind-driven mass loss as shown by Kato (1990). 23 refs.« less

Mechanics of load-drag-unload contact cleaning of gecko-inspired fibrillar adhesives.

PubMed

Abusomwan, Uyiosa A; Sitti, Metin

2014-10-14

Contact self-cleaning of gecko-inspired synthetic adhesives with mushroom-shaped tips has been demonstrated recently using load-drag-unload cleaning procedures similar to that of the natural animal. However, the underlying mechanics of contact cleaning has yet to be fully understood. In this work, we present a detailed experiment of contact self-cleaning that shows that rolling is the dominant mechanism of cleaning for spherical microparticle contaminants, during the load-drag-unload procedure. We also study the effect of dragging rate and normal load on the particle rolling friction. A model of spherical particle rolling on an elastomer fibrillar adhesive interface is developed and agrees well with the experimental results. This study takes us closer to determining design parameters for achieving self-cleaning fibrillar adhesives.

Exchange and correlation effects on plasmon dispersions and Coulomb drag in low-density electron bilayers

NASA Astrophysics Data System (ADS)

Badalyan, S. M.; Kim, C. S.; Vignale, G.; Senatore, G.

2007-03-01

We investigate the effect of exchange and correlation (XC) on the plasmon spectrum and the Coulomb drag between spatially separated low-density two-dimensional electron layers. We adopt a different approach, which employs dynamic XC kernels in the calculation of the bilayer plasmon spectra and of the plasmon-mediated drag, and static many-body local field factors in the calculation of the particle-hole contribution to the drag. The spectrum of bilayer plasmons and the drag resistivity are calculated in a broad range of temperatures taking into account both intra- and interlayer correlation effects. We observe that both plasmon modes are strongly affected by XC corrections. After the inclusion of the complex dynamic XC kernels, a decrease of the electron density induces shifts of the plasmon branches in opposite directions. This is in stark contrast with the tendency observed within random phase approximation that both optical and acoustical plasmons move away from the boundary of the particle-hole continuum with a decrease in the electron density. We find that the introduction of XC corrections results in a significant enhancement of the transresistivity and qualitative changes in its temperature dependence. In particular, the large high-temperature plasmon peak that is present in the random phase approximation is found to disappear when the XC corrections are included. Our numerical results at low temperatures are in good agreement with the results of recent experiments by Kellogg [Solid State Commun. 123, 515 (2002)].

Identifying hydrodynamic interaction effects in tethered polymers in uniform flow.

PubMed

Kienle, Diego; Rzehak, Roland; Zimmermann, Walter

2011-06-01

Using Brownian dynamics simulations, we investigate how hydrodynamic interaction (HI) affects the behavior of tethered polymers in uniform flow. While it is expected that the HI within the polymer will lead to a dependency of the polymer's drag coefficient on the flow velocity, the interchain HI causes additional screening effects. For the case of two polymers in uniform flow with their tether points a finite distance apart, it is shown that the interchain HI not only causes a further reduction of the drag per polymer with decreasing distance between the tether points but simultaneously induces a polymer-polymer attraction as well. This attraction exhibits a characteristic maximum at intermediate flow velocities when the drag forces are of the order of the entropic forces. The effects uniquely attributed to the presence of HI can be verified experimentally.

Comparing Biofouling Control Treatments for Use on Aquaculture Nets

PubMed Central

Swain, Geoffrey; Shinjo, Nagahiko

2014-01-01

Test panels comprised of uncoated, copper coated and silicone coated 7/8'' (22 mm) mesh knitted nylon net were evaluated to compare their properties and the effectiveness to prevent biofouling. This paper describes test procedures that were developed to quantify the performance in terms of antifouling, cleanability, drag and cost. The copper treatment was the most effective at controlling fouling, however, the silicone treated nets were the easiest to clean. The drag forces on the net were a function of twine diameter, twine roughness and fouling. After immersion, the uncoated nets had the most drag followed by the silicone and copper treatments. The cost of applying silicone to nets is high; however, improved formulations may provide a non-toxic alternative to control fouling. PMID:25474085

On the Development of Spray Submodels Based on Droplet Size Moments

NASA Astrophysics Data System (ADS)

Beck, J. C.; Watkins, A. P.

2002-11-01

Hitherto, all polydisperse spray models have been based on discretising the liquid flow field into groups of equally sized droplets. The authors have recently developed a spray model that captures the full polydisperse nature of the spray flow without using droplet size classes (Beck, 2000, Ph.D thesis, UMIST; Beck and Watkins, 2001, Proc. R. Soc. London A). The parameters used to describe the distribution of droplet sizes are the moments of the droplet size distribution function. Transport equations are written for the two moments which represent the liquid mass and surface area, and two more moments representing the sum of drop radii and droplet number are approximated via use of a presumed distribution function, which is allowed to vary in space and time. The velocities to be used in the two transport equations are obtained by defining moment-average quantities and constructing further transport equations for the relevant moment-average velocities. An equation for the energy of the liquid phase and standard gas phase equations, including a k-ɛ turbulence model, are also solved. All the equations are solved in an Eulerian framework using the finite-volume approach, and the phases are coupled through source terms. Effects such as interphase drag, droplet breakup, and droplet-droplet collisions are also captured through the use of source terms. The development of the submodels to describe these effects is the subject of this paper. All the source terms for the hydrodynamics of the spray are derived in this paper in terms of the four moments of the droplet size distribution in order to find the net effect on the whole spray flow field. The development of similar submodels to describe heat and mass transfer effects between the phases is the subject of a further paper (Beck and Watkins, 2001, J. Heat Fluid Flow). The model has been applied to a wide variety of different sprays, including high-pressure diesel sprays, wide-angle solid-cone water sprays, hollow-cone spray s, and evaporating sprays. The comparisons of the results with experimental data show that the model performs well. The interphase drag model, along with the model for the turbulent dispersion of the liquid, produces excellent agreement in the spray penetration results, and the moment-average velocity approach gives good radial distributions of droplet size, showing the capability of the model to predict polydisperse behaviour. Good submodel performance results in droplet breakup, collisions, and evaporation effects (see (Beck and Watkins, 2001, J. Heat Fluid Flow)) also being captured successfully.

Study of Particle Rotation Effect in Gas-Solid Flows using Direct Numerical Simulation with a Lattice Boltzmann Method

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kwon, Kyung; Fan, Liang-Shih; Zhou, Qiang

A new and efficient direct numerical method with second-order convergence accuracy was developed for fully resolved simulations of incompressible viscous flows laden with rigid particles. The method combines the state-of-the-art immersed boundary method (IBM), the multi-direct forcing method, and the lattice Boltzmann method (LBM). First, the multi-direct forcing method is adopted in the improved IBM to better approximate the no-slip/no-penetration (ns/np) condition on the surface of particles. Second, a slight retraction of the Lagrangian grid from the surface towards the interior of particles with a fraction of the Eulerian grid spacing helps increase the convergence accuracy of the method. Anmore » over-relaxation technique in the procedure of multi-direct forcing method and the classical fourth order Runge-Kutta scheme in the coupled fluid-particle interaction were applied. The use of the classical fourth order Runge-Kutta scheme helps the overall IB-LBM achieve the second order accuracy and provides more accurate predictions of the translational and rotational motion of particles. The preexistent code with the first-order convergence rate is updated so that the updated new code can resolve the translational and rotational motion of particles with the second-order convergence rate. The updated code has been validated with several benchmark applications. The efficiency of IBM and thus the efficiency of IB-LBM were improved by reducing the number of the Lagragian markers on particles by using a new formula for the number of Lagrangian markers on particle surfaces. The immersed boundary-lattice Boltzmann method (IBLBM) has been shown to predict correctly the angular velocity of a particle. Prior to examining drag force exerted on a cluster of particles, the updated IB-LBM code along with the new formula for the number of Lagrangian markers has been further validated by solving several theoretical problems. Moreover, the unsteadiness of the drag force is examined when a fluid is accelerated from rest by a constant average pressure gradient toward a steady Stokes flow. The simulation results agree well with the theories for the short- and long-time behavior of the drag force. Flows through non-rotational and rotational spheres in simple cubic arrays and random arrays are simulated over the entire range of packing fractions, and both low and moderate particle Reynolds numbers to compare the simulated results with the literature results and develop a new drag force formula, a new lift force formula, and a new torque formula. Random arrays of solid particles in fluids are generated with Monte Carlo procedure and Zinchenko's method to avoid crystallization of solid particles over high solid volume fractions. A new drag force formula was developed with extensive simulated results to be closely applicable to real processes over the entire range of packing fractions and both low and moderate particle Reynolds numbers. The simulation results indicate that the drag force is barely affected by rotational Reynolds numbers. Drag force is basically unchanged as the angle of the rotating axis varies.« less

Hydrodynamic effect of a satellite transmitter on a juvenile green turtle (Chelonia mydas)

PubMed

Watson; Granger

1998-09-01

Wind tunnel tests were performed to measure the effect of a satellite transmitter on a juvenile green turtle (Chelonia mydas). A full-scale turtle model was constructed from an 11.5 kg specimen with a 48 cm carapace length, and a transmitter model was constructed from a Telonics ST-6. The turtle model was tested in a wind tunnel with and without the transmitter, which was mounted on the forward, topmost part of the carapace. Drag, lift and pitch moment were measured for several speeds and flow angles, and the data were scaled for application to the marine environment. At small flow angles representative of straight-line swimming, the transmitter increased drag by 27-30 %, reduced lift by less than 10 % and increased the pitch moment by 11-42 %. On the basis of the drag data at zero angle of attack, it is estimated that the backpack will reduce swimming speed by 11 %, assuming that the turtle produces the same thrust with the unit attached. The drag data are also used to estimate the effect of a transmitter on the swimming energetics of an adult green turtle. Design guidelines are included to minimize the adverse forces and moments caused by the transmitter.

A study of optimum cowl shapes and flow port locations for minimum drag with effective engine cooling, volume 2

NASA Technical Reports Server (NTRS)

Fox, S. R.; Smetana, F. O.

1980-01-01

The listings, user's instructions, sample inputs, and sample outputs of two computer programs which are especially useful in obtaining an approximate solution of the viscous flow over an arbitrary nonlifting three dimensional body are provided. The first program performs a potential flow solution by a well known panel method and readjusts this initial solution to account for the effects of the boundary layer displacement thickness, a nonuniform but unidirectional onset flow field, and the presence of air intakes and exhausts. The second program is effectually a geometry package which allows the user to change or refine the shape of a body to satisfy particular needs without a significant amount of human intervention. An effort to reduce the cruise drag of light aircraft through an analytical study of the contributions to the drag arising from the engine cowl shape and the foward fuselage area and also that resulting from the cooling air mass flowing through intake and exhaust sites on the nacelle is presented. The programs may be effectively used to determine the appropriate body modifications or flow port locations to reduce the cruise drag as well as to provide sufficient air flow for cooling the engine.

Effect of Ground Proximity on the Aerodynamic Characteristics of Aspect-Ratio-1 Airfoils With and Without End Plates

NASA Technical Reports Server (NTRS)

Carter, Arthur W.

1961-01-01

An investigation has been made to determine the effect of ground proximity on the aerodynamic characteristics of aspect-ratio-1 airfoils. The investigation was made with the model moving over the water in a towing tank in order to eliminate the effects of wind-tunnel walls and of boundary layer on ground boards at small ground clearances. The results indicated that, as the ground was approached, the airfoils experienced an increase in lift-curve slope and a reduction in induced drag; thus, lift-drag ratio was increased. As the ground was approached, the profile drag remained essentially constant for each airfoil. Near the ground, the addition of end plates to the airfoil resulted in a large increase in lift-drag ratio. The lift characteristics of the airfoils indicated stability of height at positive angles of attack and instability of height at negative angles; therefore, the operating range of angles of attack would be limited to positive values. At positive angles of attack, the static longitudinal stability was increased as the height above the ground was reduced. Comparison of the experimental data with Wieselsberger's ground-effect theory (NACA Technical Memorandum 77) indicated generally good agreement between experiment and theory for the airfoils without end plates.

Prospects for Measuring Planetary Spin and Frame-Dragging in Spacecraft Timing Signals

NASA Astrophysics Data System (ADS)

Schärer, Andreas; Bondarescu, Ruxandra; Saha, Prasenjit; Angélil, Raymond; Helled, Ravit; Jetzer, Philippe

2017-09-01

Satellite tracking involves sending electromagnetic signals to Earth. Both the orbit of the spacecraft and the electromagnetic signals themselves are affected by the curvature of spacetime. The arrival time of the pulses is compared to the ticks of local clocks to reconstruct the orbital path of the satellite to high accuracy, and implicitly measure general relativistic effects. In particular, Schwarzschild space curvature (static) and frame-dragging (stationary) due to the planet's spin affect the satellite's orbit. The dominant relativistic effect on the path of the signal photons is Shapiro delays due to static space curvature. We compute these effects for some current and proposed space missions, using a Hamiltonian formulation in four dimensions. For highly eccentric orbits, such as in the Juno mission and in the Cassini Grand Finale, the relativistic effects have a kick-like nature, which could be advantageous for detecting them if their signatures are properly modeled as functions of time. Frame-dragging appears, in principle, measurable by Juno and Cassini, though not by Galileo 5 and 6. Practical measurement would require disentangling frame-dragging from the Newtonian "foreground" such as the gravitational quadrupole which has an impact on both the spacecraft's orbit and the signal propagation. The foreground problem remains to be solved.

A statistical survey of heat input parameters into the cusp thermosphere

NASA Astrophysics Data System (ADS)

Moen, J. I.; Skjaeveland, A.; Carlson, H. C.

2017-12-01

Based on three winters of observational data, we present those ionosphere parameters deemed most critical to realistic space weather ionosphere and thermosphere representation and prediction, in regions impacted by variability in the cusp. The CHAMP spacecraft revealed large variability in cusp thermosphere densities, measuring frequent satellite drag enhancements, up to doublings. The community recognizes a clear need for more realistic representation of plasma flows and electron densities near the cusp. Existing average-value models produce order of magnitude errors in these parameters, resulting in large under estimations of predicted drag. We fill this knowledge gap with statistics-based specification of these key parameters over their range of observed values. The EISCAT Svalbard Radar (ESR) tracks plasma flow Vi , electron density Ne, and electron, ion temperatures Te, Ti , with consecutive 2-3 minute windshield-wipe scans of 1000x500 km areas. This allows mapping the maximum Ti of a large area within or near the cusp with high temporal resolution. In magnetic field-aligned mode the radar can measure high-resolution profiles of these plasma parameters. By deriving statistics for Ne and Ti , we enable derivation of thermosphere heating deposition under background and frictional-drag-dominated magnetic reconnection conditions. We separate our Ne and Ti profiles into quiescent and enhanced states, which are not closely correlated due to the spatial structure of the reconnection foot point. Use of our data-based parameter inputs can make order of magnitude corrections to input data driving thermosphere models, enabling removal of previous two fold drag errors.

Aerodynamic study of different cyclist positions: CFD analysis and full-scale wind-tunnel tests.

PubMed

Defraeye, Thijs; Blocken, Bert; Koninckx, Erwin; Hespel, Peter; Carmeliet, Jan

2010-05-07

Three different cyclist positions were evaluated with Computational Fluid Dynamics (CFD) and wind-tunnel experiments were used to provide reliable data to evaluate the accuracy of the CFD simulations. Specific features of this study are: (1) both steady Reynolds-averaged Navier-Stokes (RANS) and unsteady flow modelling, with more advanced turbulence modelling techniques (Large-Eddy Simulation - LES), were evaluated; (2) the boundary layer on the cyclist's surface was resolved entirely with low-Reynolds number modelling, instead of modelling it with wall functions; (3) apart from drag measurements, also surface pressure measurements on the cyclist's body were performed in the wind-tunnel experiment, which provided the basis for a more detailed evaluation of the predicted flow field by CFD. The results show that the simulated and measured drag areas differed about 11% (RANS) and 7% (LES), which is considered to be a close agreement in CFD studies. A fair agreement with wind-tunnel data was obtained for the predicted surface pressures, especially with LES. Despite the higher accuracy of LES, its much higher computational cost could make RANS more attractive for practical use in some situations. CFD is found to be a valuable tool to evaluate the drag of different cyclist positions and to investigate the influence of small adjustments in the cyclist's position. A strong advantage of CFD is that detailed flow field information is obtained, which cannot easily be obtained from wind-tunnel tests. This detailed information allows more insight in the causes of the drag force and provides better guidance for position improvements. Copyright 2010 Elsevier Ltd. All rights reserved.

Aerodynamics of tip-reversal upstroke in a revolving pigeon wing.

PubMed

Crandell, Kristen E; Tobalske, Bret W

2011-06-01

During slow flight, bird species vary in their upstroke kinematics using either a 'flexed wing' or a distally supinated 'tip-reversal' upstroke. Two hypotheses have been presented concerning the function of the tip-reversal upstroke. The first is that this behavior is aerodynamically inactive and serves to minimize drag. The second is that the tip-reversal upstroke is capable of producing significant aerodynamic forces. Here, we explored the aerodynamic capabilities of the tip-reversal upstroke using a well-established propeller method. Rock dove (Columba livia, N=3) wings were spread and dried in postures characteristic of either mid-upstroke or mid-downstroke and spun at in vivo Reynolds numbers to simulate forces experienced during slow flight. We compared 3D wing shape for the propeller and in vivo kinematics, and found reasonable kinematic agreement between methods (mean differences 6.4% of wing length). We found that the wing in the upstroke posture is capable of producing substantial aerodynamic forces. At in vivo angles of attack (66 deg at mid-upstroke, 46 deg at mid-downstroke), the upstroke wings averaged for three birds produced a lift-to-drag ratio of 0.91, and the downstroke wings produced a lift-to-drag ratio of 3.33. Peak lift-to-drag ratio was 2.5 for upstroke and 6.3 for downstroke. Our estimates of total force production during each half-stroke suggest that downstroke produces a force that supports 115% of bodyweight, and during upstroke a forward-directed force (thrust) is produced at 36% of body weight.

Velocity Deficits in the Wake of Model Lemon Shark Dorsal Fins Measured with Particle Image Velocimetry

NASA Astrophysics Data System (ADS)

Terry, K. N.; Turner, V.; Hackett, E.

2017-12-01

Aquatic animals' morphology provides inspiration for human technological developments, as their bodies have evolved and become adapted for efficient swimming. Lemon sharks exhibit a uniquely large second dorsal fin that is nearly the same size as the first fin, the hydrodynamic role of which is unknown. This experimental study looks at the drag forces on a scale model of the Lemon shark's unique two-fin configuration in comparison to drag forces on a more typical one-fin configuration. The experiments were performed in a recirculating water flume, where the wakes behind the scale models are measured using particle image velocimetry. The experiments are performed at three different flow speeds for both fin configurations. The measured instantaneous 2D distributions of the streamwise and wall-normal velocity components are ensemble averaged to generate streamwise velocity vertical profiles. In addition, velocity deficit profiles are computed from the difference between these mean streamwise velocity profiles and the free stream velocity, which is computed based on measured flow rates during the experiments. Results show that the mean velocities behind the fin and near the fin tip are smallest and increase as the streamwise distance from the fin tip increases. The magnitude of velocity deficits increases with increasing flow speed for both fin configurations, but at all flow speeds, the two-fin configurations generate larger velocity deficits than the one-fin configurations. Because the velocity deficit is directly proportional to the drag force, these results suggest that the two-fin configuration produces more drag.

Chiral drag force

DOE PAGES

Rajagopal, Krishna; Sadofyev, Andrey V.

2015-10-05

Here, we provide a holographic evaluation of novel contributions to the drag force acting on a heavy quark moving through strongly interacting plasma. The new contributions are chiral in the sense that they act in opposite directions in plasmas containing an excess of left- or right-handed quarks. The new contributions are proportional to the coefficient of the axial anomaly, and in this sense also are chiral. These new contributions to the drag force act either parallel to or antiparallel to an external magnetic field or to the vorticity of the fluid plasma. In all these respects, these contributions to themore » drag force felt by a heavy quark are analogous to the chiral magnetic effect (CME) on light quarks. However, the new contribution to the drag force is independent of the electric charge of the heavy quark and is the same for heavy quarks and antiquarks, meaning that these novel effects do not in fact contribute to the CME current. We show that although the chiral drag force can be non-vanishing for heavy quarks that are at rest in the local fluid rest frame, it does vanish for heavy quarks that are at rest in a suitably chosen frame. In this frame, the heavy quark at rest sees counterpropagating momentum and charge currents, both proportional to the axial anomaly coefficient, but feels no drag force. This provides strong concrete evidence for the absence of dissipation in chiral transport, something that has been predicted previously via consideration of symmetries. Along the way to our principal results, we provide a general calculation of the corrections to the drag force due to the presence of gradients in the flowing fluid in the presence of a nonzero chemical potential. We close with a consequence of our result that is at least in principle observable in heavy ion collisions, namely an anticorrelation between the direction of the CME current for light quarks in a given event and the direction of the kick given to the momentum of all the heavy quarks and antiquarks in that event.« less

Numerical prediction of the interference drag of a streamlined strut intersecting a surface in transonic flow

NASA Astrophysics Data System (ADS)

Tetrault, Philippe-Andre

2000-10-01

In transonic flow, the aerodynamic interference that occurs on a strut-braced wing airplane, pylons, and other applications is significant. The purpose of this work is to provide relationships to estimate the interference drag of wing-strut, wing-pylon, and wing-body arrangements. Those equations are obtained by fitting a curve to the results obtained from numerous Computational Fluid Dynamics (CFD) calculations using state-of-the-art codes that employ the Spalart-Allmaras turbulence model. In order to estimate the effect of the strut thickness, the Reynolds number of the flow, and the angle made by the strut with an adjacent surface, inviscid and viscous calculations are performed on a symmetrical strut at an angle between parallel walls. The computations are conducted at a Mach number of 0.85 and Reynolds numbers of 5.3 and 10.6 million based on the strut chord. The interference drag is calculated as the drag increment of the arrangement compared to an equivalent two-dimensional strut of the same cross-section. The results show a rapid increase of the interference drag as the angle of the strut deviates from a position perpendicular to the wall. Separation regions appear for low intersection angles, but the viscosity generally provides a positive effect in alleviating the strength of the shock near the junction and thus the drag penalty. When the thickness-to-chord ratio of the strut is reduced, the flowfield is disturbed only locally at the intersection of the strut with the wall. This study provides an equation to estimate the interference drag of simple intersections in transonic flow. In the course of performing the calculations associated with this work, an unstructured flow solver was utilized. Accurate drag prediction requires a very fine grid and this leads to problems associated with the grid generator. Several challenges facing the unstructured grid methodology are discussed: slivers, grid refinement near the leading edge and at the trailing edge, grid convergence studies, volume grid generation, and other practical matters concerning such calculations.

Field-flow fractionation and hydrodynamic chromatography on a microfluidic chip.

PubMed

Shendruk, Tyler N; Tahvildari, Radin; Catafard, Nicolas M; Andrzejewski, Lukasz; Gigault, Christian; Todd, Andrew; Gagne-Dumais, Laurent; Slater, Gary W; Godin, Michel

2013-06-18

We present gravitational field-flow fractionation and hydrodynamic chromatography of colloids eluting through 18 μm microchannels. Using video microscopy and mesoscopic simulations, we investigate the average retention ratio of colloids with both a large specific weight and neutral buoyancy. We consider the entire range of colloid sizes, including particles that barely fit in the microchannel and nanoscopic particles. Ideal theory predicts four operational modes, from hydrodynamic chromatography to Faxén-mode field-flow fractionation. We experimentally demonstrate, for the first time, the existence of the Faxén-mode field-flow fractionation and the transition from hydrodynamic chromatography to normal-mode field-flow fractionation. Furthermore, video microscopy and simulations show that the retention ratios are largely reduced above the steric-inversion point, causing the variation of the retention ratio in the steric- and Faxén-mode regimes to be suppressed due to increased drag. We demonstrate that theory can accurately predict retention ratios if hydrodynamic interactions with the microchannel walls (wall drag) are added to the ideal theory. Rather than limiting the applicability, these effects allow the microfluidic channel size to be tuned to ensure high selectivity. Our findings indicate that particle velocimetry methods must account for the wall-induced lag when determining flow rates in highly confining systems.

Whose drag is it anyway? Drag kings and monarchy in the UK.

PubMed

Willox, Annabelle

2002-01-01

This chapter will show that the term "drag" in drag queen has a different meaning, history and value to the term "drag" in drag king. By exposing this basic, yet fundamental, difference this paper will expose the problems inherent in the assumption of parity between the two forms of drag. An exposition of how camp has been used to comprehend and theorise drag queens will facilitating an understanding of the parasitic interrelationship between camp and drag queen performances, while a critique of "Towards a Butch-Femme Aesthetic," by Sue Ellen Case, will point out the problematic assumptions made about camp when attributed to a cultural location different to the drag queen. By interrogating the historical, cultural and theoretical similarities and differences between drag kings, butches, drag queens and femmes this paper will expose the flawed assumption that camp can be attributed to all of the above without proviso, and hence expose why drag has a fundamentally different contextual meaning for kings and queens. This chapter will conclude by examining the work of both Judith Halberstam and Biddy Martin and the practical examples of drag king and queen performances provided at the UK drag contest held at The Fridge in Brixton, London on 23 June 1999.

CubeSat Measurement and Demonstration of Coulomb Drag Effect for Deorbiting

NASA Astrophysics Data System (ADS)

2013-08-01

Deorbiting satellites by passive or active electrodynamic tether Lorentz force effect is well known. Probably less well known is that a charged conducting tether also interacts with the streaming ionospheric plasma by electrostatic Coulomb drag. Especially for the case of small satellites deorbited by thin tethers, the Coulomb drag effect can be larger than the Lorentz force effect. When a tether is optimised for Coulomb drag, the goal is only to keep it charged. The fact that the charged tether gathers current is then a side effect which can be minimised by using negative voltage and by making the tether very thin. Using negative voltage in most cases implies that one can use the satellite's conducting surface as the other electrode so that no electron or ion emitter is needed on the spacecraft for closing the circuit. Thinness of the tether is a large benefit not only from the mass saving and power consumption minimisation points of view, but also because a sufficiently thin tether (made e.g. four 25-50 micrometre thin aluminium wires) poses nearly no threat to other space assets in the even of an unwanted collision. ESTCube-1 is an Estonian 1U CubeSat which is scheduled for Vega launch in May 2013 to 680 km polar orbit. The payload of ESTCube-1 is a 10 m long Heytether made of 25-50 aluminium wires which can be charged to plus orminus 500 V by onboard voltage sources and electron gun. The mission of ESTCube-1 is to demonstrate deployment of very thin multiline (and thus micrometeoroid tolerant) tether and to measure the Coulomb drag effect on the charged tether by ionospheric plasma ram flow. The Coulomb drag has not been measured before and besides useful for deorbiting the effect can also be used to propel interplanetary spacecraft by the fast moving solar wind plasma stream. The measurement of the micronewton scale force is carried out by turning the voltage on and off in a synchronous way with the satellite's rotation and by measuring the cumulative change in the rotation rate over many spin periods. In the presentation we will give the latest update of the ESTCube-1 project as well as its follow-up Aalto-1 satellite mission.

In-flight adaptive performance optimization (APO) control using redundant control effectors of an aircraft

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B. (Inventor)

1999-01-01

Practical application of real-time (or near real-time) Adaptive Performance Optimization (APO) is provided for a transport aircraft in steady climb, cruise, turn descent or other flight conditions based on measurements and calculations of incremental drag from a forced response maneuver of one or more redundant control effectors defined as those in excess of the minimum set of control effectors required to maintain the steady flight condition in progress. The method comprises the steps of applying excitation in a raised-cosine form over an interval of from 100 to 500 sec. at the rate of 1 to 10 sets/sec of excitation, and data for analysis is gathered in sets of measurements made during the excitation to calculate lift and drag coefficients C.sub.L and C.sub.D from two equations, one for each coefficient. A third equation is an expansion of C.sub.D as a function of parasitic drag, induced drag, Mach and altitude drag effects, and control effector drag, and assumes a quadratic variation of drag with positions .delta..sub.i of redundant control effectors i=1 to n. The third equation is then solved for .delta..sub.iopt the optimal position of redundant control effector i, which is then used to set the control effector i for optimum performance during the remainder of said steady flight or until monitored flight conditions change by some predetermined amount as determined automatically or a predetermined minimum flight time has elapsed.

Analysis and design of planar and non-planar wings for induced drag minimization

NASA Technical Reports Server (NTRS)

Mortara, Karl W.; Straussfogel, Dennis M.; Maughmer, Mark D.

1992-01-01

The goal of the work reported herein is to develop and validate computational tools to be used for the design of planar and non-planar wing geometries for minimum induced drag. Because of the iterative nature of the design problem, it is important that, in addition to being sufficiently accurate for the problem at hand, these tools need to be reasonably fast and computationally efficient. Toward this end, a method of predicting induced drag in the presence of a free wake has been coupled with a panel method. The induced drag prediction technique is based on the application of the Kutta-Joukowski law at the trailing edge. Until now, the use of this method has not been fully explored and pressure integration and Trefftz-plane calculations favored. As is shown in this report, however, the Kutta-Joukowski method is able to give better results for a given amount of effort than the more commonly used techniques, particularly when relaxed wakes and non-planar wing geometries are considered. Using these methods, it is demonstrated that a reduction in induced drag can be achieved through non-planar wing geometries. It remains to determine what overall drag reductions are possible when the induced drag reduction is traded-off against increased wetted area. With the design methodology that is described herein, such trade studies can be performed in which the non-linear effects of the free wake are taken into account.

Effects of spinal cord injury-induced changes in muscle activation on foot drag in a computational rat ankle model

PubMed Central

Hillen, Brian K.; Jindrich, Devin L.; Abbas, James J.; Yamaguchi, Gary T.

2015-01-01

Spinal cord injury (SCI) can lead to changes in muscle activation patterns and atrophy of affected muscles. Moderate levels of SCI are typically associated with foot drag during the swing phase of locomotion. Foot drag is often used to assess locomotor recovery, but the causes remain unclear. We hypothesized that foot drag results from inappropriate muscle coordination preventing flexion at the stance-to-swing transition. To test this hypothesis and to assess the relative contributions of neural and muscular changes on foot drag, we developed a two-dimensional, one degree of freedom ankle musculoskeletal model with gastrocnemius and tibialis anterior muscles. Anatomical data collected from sham-injured and incomplete SCI (iSCI) female Long-Evans rats as well as physiological data from the literature were used to implement an open-loop muscle dynamics model. Muscle insertion point motion was calculated with imposed ankle trajectories from kinematic analysis of treadmill walking in sham-injured and iSCI animals. Relative gastrocnemius deactivation and tibialis anterior activation onset times were varied within physiologically relevant ranges based on simplified locomotor electromyogram profiles. No-atrophy and moderate muscle atrophy as well as normal and injured muscle activation profiles were also simulated. Positive moments coinciding with the transition from stance to swing phase were defined as foot swing and negative moments as foot drag. Whereas decreases in activation delay caused by delayed gastrocnemius deactivation promote foot drag, all other changes associated with iSCI facilitate foot swing. Our results suggest that even small changes in the ability to precisely deactivate the gastrocnemius could result in foot drag after iSCI. PMID:25673734

Effects of spinal cord injury-induced changes in muscle activation on foot drag in a computational rat ankle model.

PubMed

Hillen, Brian K; Jindrich, Devin L; Abbas, James J; Yamaguchi, Gary T; Jung, Ranu

2015-04-01

Spinal cord injury (SCI) can lead to changes in muscle activation patterns and atrophy of affected muscles. Moderate levels of SCI are typically associated with foot drag during the swing phase of locomotion. Foot drag is often used to assess locomotor recovery, but the causes remain unclear. We hypothesized that foot drag results from inappropriate muscle coordination preventing flexion at the stance-to-swing transition. To test this hypothesis and to assess the relative contributions of neural and muscular changes on foot drag, we developed a two-dimensional, one degree of freedom ankle musculoskeletal model with gastrocnemius and tibialis anterior muscles. Anatomical data collected from sham-injured and incomplete SCI (iSCI) female Long-Evans rats as well as physiological data from the literature were used to implement an open-loop muscle dynamics model. Muscle insertion point motion was calculated with imposed ankle trajectories from kinematic analysis of treadmill walking in sham-injured and iSCI animals. Relative gastrocnemius deactivation and tibialis anterior activation onset times were varied within physiologically relevant ranges based on simplified locomotor electromyogram profiles. No-atrophy and moderate muscle atrophy as well as normal and injured muscle activation profiles were also simulated. Positive moments coinciding with the transition from stance to swing phase were defined as foot swing and negative moments as foot drag. Whereas decreases in activation delay caused by delayed gastrocnemius deactivation promote foot drag, all other changes associated with iSCI facilitate foot swing. Our results suggest that even small changes in the ability to precisely deactivate the gastrocnemius could result in foot drag after iSCI. Copyright © 2015 the American Physiological Society.

Dynamics on the laminar-turbulent boundary and the origin of the maximum drag reduction asymptote.

PubMed

Xi, Li; Graham, Michael D

2012-01-13

Dynamical trajectories on the boundary in state space between laminar and turbulent plane channel flow-edge states-are computed for Newtonian and viscoelastic fluids. Viscoelasticity has a negligible effect on the properties of these solutions, and, at least at a low Reynolds number, their mean velocity profiles correspond closely to experimental observations for polymer solutions in the maximum drag reduction regime. These results confirm the existence of weak turbulence states that cannot be suppressed by polymer additives, explaining the fact that there is an upper limit for polymer-induced drag reduction.

Flight Investigation at High Speeds of Profile Drag of Wing of a P-47D Airplane Having Production Surfaces Covered with Camouflage Paint

NASA Technical Reports Server (NTRS)

Daum, Fred L.; Zalovcik, John A.

1946-01-01

Wing section outboard of flap was tested by wake surveys in Mach range of 0.25 - 0.78 and lift coefficient range 0.06 - 0.69. Results indicated that minimum profile-drag coefficient of 0.0097 was attained for lift coefficients from 0.16 to 0.25 at Mach less than 0.67. Below Mach number at which compressibility shock occurred, variations in Mach of 0.2 had negligible effect on profile drag coefficient. Shock was not evident until critical Mach was exceeded by 0.025.

Are higher degree even zonals really harmful for the LARES/LAGEOS frame-dragging experiment?

NASA Astrophysics Data System (ADS)

Renzetti, G.

2012-08-01

The low-altitude effects of LARES are examined to determined how they can impact the outcome of the hoped 1% frame-dragging measurement in the LARES-LAGEOS experiment. This analysis, based on a different approach than other studies recently appearing in the literature, shows that the spherical harmonics of the Earth gravity field with degree ℓ > 60 may represent a threat because their errors map significantly into LARES orbital disturbances compared to frame-dragging. The GIF48 model was used. It is questionable whether future Earth gravity models by GRACE and GOCE will be of sufficient accuracy.

Cornering characteristics of the main-gear tire of the space shuttle orbiter

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Stubbs, Sandy M.; Robinson, Martha P.

1988-01-01

An experimental investigation was conducted at the NASA Langley Research Center to study the effects of various vertical load and yaw angle conditions on the cornering behavior of the Space Shuttle Orbiter main gear tire. Measured parameters included side and drag force, side and drag force coefficients, aligning torque, and overturning torque. Side force coefficient was found to increase as yaw angle was increased, but decreased as the vertical load was increased. Drag force was found to increase as vertical load was increased at constant yaw angles. Aligning torque measurements indicated that the tire is stable in yaw.

Vertical drag force acting on intruders of different shapes in granular media

NASA Astrophysics Data System (ADS)

Zaidi, Ali Abbas; Müller, Christoph

2017-06-01

The penetration of large objects into granular media is encountered commonly both in nature (e.g. impacts of meteors and projectiles) and engineering applications (e.g. insertion of tractor blades into sand). The motion of the impacting intruder in granular media is resisted by a granular drag force. In this work, we assess the effect of intruder shape on the granular drag force using discrete element modelling (DEM). The following intruder shapes were modelled: spherical, conical, cylindrical and cubical. We observed that the drag force can be described well by a power-law relationship with intrusion depth, independent of the intruder shape. However, the exponent of the power-law expression increases with increasing "flatness" of the intruder's impacting surface due to an increasing fraction of the granular media affected by the impact of the intruder.

Drag reduction of alumina nanofluid in spiral pipe with turbulent flow conditions

NASA Astrophysics Data System (ADS)

Yanuar, Mau, Sealtial; Waskito, Kurniawan T.; Putra, Okky A.; Hanif, Rifqi

2017-03-01

This study was conducted to investigate the effects of nanofluid flows through the spiral pipe on drag reduction in turbulent flow conditions. Al2O3 nanoparticles dispersed into pure water at ratio of 100 ppm, 200 ppm and 300 ppm as well as the duration of the mixing time 30 minutes, 60 minutes and 120 minutes. A circular pipe used as a comparison to spiral pipe and both are mounted horizontally. Spiral pipe ratio is P/Di 10.8 and the inner diameter of circular pipe is 3 mm. Mixing time and composition ratio of nanoparticle in basic fluid influence drag reduction results. Nanofluid flows through the test pipe with Reynolds number between 4.0 × 103 to 2.0 × 104 showed high drag reduction occurred in the spiral pipe is 38%.

The drag of airplane radiators with special reference to air heating : comparison of theory and experiment

NASA Technical Reports Server (NTRS)

Gothert, B

1939-01-01

This report contains a survey of past radiator research. This report also is intended as a systematic comparison of theoretical and experimental radiator drag, with the object of ascertaining the most important loss sources and their interaction in different cases of installation, and to separate the radiator systems which are amenable to calculation, both as regards axial flow and drag. The sources of loss due to the diffuser are to be looked into closely as in many cases they can be of preeminent magnitude and their customary appraisal, according to Fliegner's formula, does not meet actual conditions. Besides, generally applicable equations and charts are developed for the rapid determination of the heating effect of radiators as regards flow and drag, and then checked by routine tests on hot radiators.

Selected winglet and mixed flow long duct nacelle development for DC-10 derivative aircraft

NASA Technical Reports Server (NTRS)

Taylor, A. B.

1980-01-01

The high speed cruise drag effects of the installation of winglets and a wing tip extension and a mixed flow long duct nacelle are investigated. The winglet program utilized a 4.7 percent semispan model in an eight foot transonic wind tunnel. Winglets provided approximately twice the cruise drag reduction of wing tip extensions for about the same increase in bending moment at the wing-fuselage juncture. The long duct nacelle interference drag program utilized the same model, without the winglets, in the 11 foot transonic wind tunnel. The long duct nacelle, installed in the same position as the current short duct nacelle and with the current production symmetric pylon, was a relatively low risk installation. A pylon with an addition small rearward fairing was also tested and showed some drag reduction potential over the current pylon.

Particular Solutions in Four body problem with solar wind drag

NASA Astrophysics Data System (ADS)

Kumari, Reena; Singh Kushvah, Badam

2012-07-01

To study the motion of a group of celestial objects/bodies interacting with each other under gravitational attraction. We formulated a four body problem with solar wind drag of one radiating body, rotating about their common center of mass with central configuration. We suppose that the governing forces of the motion of four body problems are mutual gravitational attractions of bodies and drag force of radiating body. Firstly, we derive the equations of motion using new co-ordinates for the four body problem. Again, we find the integrals of motions under different cases regarding to the mass of the bodies. Then we find the zero velocity surfaces and particular solutions. Finally, we examined the effect of solar wind drag on the motion of the four body problem. Keywords: Four Body Problem; Particular Solutions; Radiation Force; Zero Velocity Surfaces.

Icing flight research - Aerodynamic effects of ice and ice shape documentation with stereo photography

NASA Technical Reports Server (NTRS)

Mikkelsen, K. L.; Mcknight, R. C.; Ranaudo, R. J.; Perkins, P. J., Jr.

1985-01-01

Aircraft icing flight research was performed in natural icing conditions. A data base consisting of icing cloud measurements, ice shapes, and aerodynamic measurements is being developed. During research icing encounters the icing cloud was continuously measured. After the encounter, the ice accretion shapes on the wing were documented with a stereo camera system. The increase in wing section drag was measured with a wake survey probe. The overall aircraft performance loss in terms of lift and drag coefficient changes were obtained by steady level speed/power measurements. Selective deicing of the airframe components was performed to determine their contributions to the total drag increase. Engine out capability in terms of power available was analyzed for the iced aircraft. It was shown that the stereo photography system can be used to document ice shapes in flight and that the wake survey probe can measure increases in wing section drag caused by ice. On one flight, the wing section drag coefficient (c sub d) increased approximately 120 percent over the uniced baseline at an aircraft angle of attack of 6 deg. On another flight, the aircraft drag coefficient (c sub d) increased by 75 percent over the uniced baseline at an aircraft lift coefficient (c sub d) of 0.5.

Lift vs. drag based mechanisms for vertical force production in the smallest flying insects.

PubMed

Jones, S K; Laurenza, R; Hedrick, T L; Griffith, B E; Miller, L A

2015-11-07

We used computational fluid dynamics to determine whether lift- or drag-based mechanisms generate the most vertical force in the flight of the smallest insects. These insects fly at Re on the order of 4-60 where viscous effects are significant. Detailed quantitative data on the wing kinematics of the smallest insects is not available, and as a result both drag- and lift-based strategies have been suggested as the mechanisms by which these insects stay aloft. We used the immersed boundary method to solve the fully-coupled fluid-structure interaction problem of a flexible wing immersed in a two-dimensional viscous fluid to compare three idealized hovering kinematics: a drag-based stroke in the vertical plane, a lift-based stroke in the horizontal plane, and a hybrid stroke on a tilted plane. Our results suggest that at higher Re, a lift-based strategy produces more vertical force than a drag-based strategy. At the Re pertinent to small insect hovering, however, there is little difference in performance between the two strategies. A drag-based mechanism of flight could produce more vertical force than a lift-based mechanism for insects at Re<5; however, we are unaware of active fliers at this scale. Copyright © 2015 Elsevier Ltd. All rights reserved.

Measuring the force of drag on air sheared sessile drops

NASA Astrophysics Data System (ADS)

Milne, Andrew J. B.; Fleck, Brian; Amirfazli, Alidad

2012-11-01

To blow a drop along or off of a surface (i.e. to shed the drop), the drag force on the drop (based on flow conditions, drop shape, and fluid properties) must overcome the adhesion force between the drop and the surface (based on surface tension, drop shape, and contact angle). While the shedding of sessile drops by shear flow has been studied [Milne, A. J. B. & Amirfazli, A. Langmuir 25, 14155 (2009).], no independent measurements of the drag or adhesion forces have been made. Likewise, analytic predictions are limited to hemispherical drops and low air velocities. We present, therefore, measurements of the drag force on sessile drops at air velocities up to the point of incipient motion. Measurements were made using a modified floating element shear sensor in a laminar low speed wind tunnel to record drag force over the surface with the drop absent, and over the combined system of the surface and drop partially immersed in the boundary layer. Surfaces of different wettabilities were used to study the effects of drop shape and contact angles, with drop volume ranged between approximately 10 and 100 microlitres. The drag force for incipient motion (which by definition equals the maximum of the adhesion force) is compared to simplified models for drop adhesion such as that of Furmidge

Transonic Investigation of Two-Dimensional Nozzles Designed for Supersonic Cruise

NASA Technical Reports Server (NTRS)

Capone, Francis J.; Deere, Karen A.

2015-01-01

An experimental and computational investigation has been conducted to determine the off-design uninstalled drag characteristics of a two-dimensional convergent-divergent nozzle designed for a supersonic cruise civil transport. The overall objectives were to: (1) determine the effects of nozzle external flap curvature and sidewall boattail variations on boattail drag; (2) develop an experimental data base for 2D nozzles with long divergent flaps and small boattail angles and (3) provide data for correlating computational fluid dynamic predictions of nozzle boattail drag. The experimental investigation was conducted in the Langley 16-Foot Transonic Tunnel at Mach numbers from 0.80 to 1.20 at nozzle pressure ratios up to 9. Three-dimensional simulations of nozzle performance were obtained with the computational fluid dynamics code PAB3D using turbulence closure and nonlinear Reynolds stress modeling. The results of this investigation indicate that excellent correlation between experimental and predicted results was obtained for the nozzle with a moderate amount of boattail curvature. The nozzle with an external flap having a sharp shoulder (no curvature) had the lowest nozzle pressure drag. At a Mach number of 1.2, sidewall pressure drag doubled as sidewall boattail angle was increased from 4deg to 8deg. Reducing the height of the sidewall caused large decreases in both the sidewall and flap pressure drags. Summary

Longitudinal aerodynamic performance of a series of power-law and minimum wave drag bodies at Mach 6 and several Reynolds numbers

NASA Technical Reports Server (NTRS)

Ashby, G. C., Jr.

1974-01-01

Experimental data have been obtained for two series of bodies at Mach 6 and Reynolds numbers, based on model length, from 1.4 million to 9.5 million. One series consisted of axisymmetric power-law bodies geometrically constrained for constant length and base diameter with values of the exponent n of 0.25, 0.5, 0.6, 0.667, 0.75, and 1.0. The other series consisted of positively and negatively cambered bodies of polygonal cross section, each having a constant longitudinal area distribution conforming to that required for minimizing zero-lift wave drag at hypersonic speeds under the geometric constraints of given length and volume. At the highest Reynolds number, the power-law body for minimum drag is blunter (exponent n lower) than predicted by inviscid theory (n approximately 0.6 instead of n = 0.667); however, the peak value of lift-drag ratio occurs at n = 0.667. Viscous effects were present on the bodies of polygonal cross section but were less pronounced than those on the power-law bodies. The trapezoidal bodies with maximum width at the bottom were found to have the highest maximum lift-drag ratio and the lowest mimimum drag.

Analysis of spacecraft entry into Mars atmosphere

NASA Astrophysics Data System (ADS)

Nakajima, Ken; Nagano, Koutarou

1991-07-01

The effects on a spacecraft body while entering the Martian atmosphere and the resulting design constraints are analyzed. The analyses are conducted using the Viking entry phase restriction conditions and a Mars atmosphere model. Results from analysis conducted by the Program to Optimize Simulated Trajectories (POST) are described. Results obtained from the analysis are as follows: (1) flight times depend greatly on lift-to-drag ratio and less on ballistic coefficients; (2) terminal landing speeds depend greatly on ballistic coefficients and less on lift-to-drag ratios; (3) the dependence of the flight path angles on ballistic coefficients is slightly larger than their dependence on lift-to-drag ratios; (4) as the ballistic coefficients become smaller and the lift-to-drag ratios become larger, the deceleration at high altitude becomes larger; (5) small ballistic coefficients and low lift-to-drag ratios are required to meet the constraints of Mach number at parachute deployment and deployment altitude; and (6) heating rates at stagnation points are dependent on ballistic coefficients. It is presumed that the aerodynamic characteristics will be 0.2 for the lift-to-drag ratio and 75 kg/sq m for the ballistic coefficient for the case of a Mars landing using capsules similar to those used in the Viking program.

Hub and pylon fairing integration for helicopter drag reduction

NASA Technical Reports Server (NTRS)

Martin, D. M.; Mort, R. W.; Squires, P. K.; Young, L. A.

1991-01-01

The results of testing hub and pylon fairings mounted on a one-fifth scale helicopter with the goal of reducing parasite drag are presented. Lift, drag, and pitching moment, as well as side force and yawing moment, were measured. The primary objective of the test was to validate the drag reduction capability of integrated hub and pylon configurations in the aerodynamic environment produced by a rotating hub in forward flight. In addition to the baseline helicopter without fairings, three hub fairings and three pylon fairings were tested in various combinations. The three hub fairings tested reflect two different conceptual design approaches to implementing an integrated fairing configuration on an actual aircraft. The design philosophy is discussed in detail and comparisons are made between the wind tunnel models and potential full-scale prototypes. The data show that model drag can be reduced by as much as 20.8 percent by combining a small hub fairing with circular arc upper and flat lower surfaces and a nontapered 34-percent thick pylon fairing. Aerodynamic effects caused by the fairings, which may have a significant impact on static longitudinal and directional stability, were observed. The results support previous research which showed that the greatest reduction in model drag is achieved if the hub and pylon fairings are integrated with minimum gap between the two.

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

A study of optimum cowl shapes and flow port locations for minimum drag with effective engine cooling, volume 1

NASA Technical Reports Server (NTRS)

Fox, S. R.; Smetana, F. O.

1980-01-01

The contributions to the cruise drag of light aircraft arising from the shape of the engine cowl and the forward fuselage area and also that resulting from the cooling air mass flow through intake and exhaust sites on the nacelle were analyzed. The methods employed for the calculation of the potential flow about an arbitrary three dimensional body are described with modifications to include the effects of boundary layer displacement thickness, a nonuniform onset flow field (such as that due to a rotating propeller), and the presence of air intakes and exhausts. A simple, reliable, largely automated scheme to better define or change the shape of a body is also presented. A technique was developed which can yield physically acceptable skin friction and pressure drag coefficients for isolated light aircraft bodies. For test cases on a blunt nose Cessna 182 fuselage, the technique predicted drag reductions as much as 28.5% by body recontouring and proper placements and sizing of the cooling air intakes and exhausts.

Ab initio optimization of phonon drag effect for lower-temperature thermoelectric energy conversion.

PubMed

Zhou, Jiawei; Liao, Bolin; Qiu, Bo; Huberman, Samuel; Esfarjani, Keivan; Dresselhaus, Mildred S; Chen, Gang

2015-12-01

Although the thermoelectric figure of merit zT above 300 K has seen significant improvement recently, the progress at lower temperatures has been slow, mainly limited by the relatively low Seebeck coefficient and high thermal conductivity. Here we report, for the first time to our knowledge, success in first-principles computation of the phonon drag effect--a coupling phenomenon between electrons and nonequilibrium phonons--in heavily doped region and its optimization to enhance the Seebeck coefficient while reducing the phonon thermal conductivity by nanostructuring. Our simulation quantitatively identifies the major phonons contributing to the phonon drag, which are spectrally distinct from those carrying heat, and further reveals that although the phonon drag is reduced in heavily doped samples, a significant contribution to Seebeck coefficient still exists. An ideal phonon filter is proposed to enhance zT of silicon at room temperature by a factor of 20 to ∼ 0.25, and the enhancement can reach 70 times at 100 K. This work opens up a new venue toward better thermoelectrics by harnessing nonequilibrium phonons.

Mixing with applications to inertial-confinement-fusion implosions

NASA Astrophysics Data System (ADS)

Rana, V.; Lim, H.; Melvin, J.; Glimm, J.; Cheng, B.; Sharp, D. H.

2017-01-01

Approximate one-dimensional (1D) as well as 2D and 3D simulations are playing an important supporting role in the design and analysis of future experiments at National Ignition Facility. This paper is mainly concerned with 1D simulations, used extensively in design and optimization. We couple a 1D buoyancy-drag mix model for the mixing zone edges with a 1D inertial confinement fusion simulation code. This analysis predicts that National Ignition Campaign (NIC) designs are located close to a performance cliff, so modeling errors, design features (fill tube and tent) and additional, unmodeled instabilities could lead to significant levels of mix. The performance cliff we identify is associated with multimode plastic ablator (CH) mix into the hot-spot deuterium and tritium (DT). The buoyancy-drag mix model is mode number independent and selects implicitly a range of maximum growth modes. Our main conclusion is that single effect instabilities are predicted not to lead to hot-spot mix, while combined mode mixing effects are predicted to affect hot-spot thermodynamics and possibly hot-spot mix. Combined with the stagnation Rayleigh-Taylor instability, we find the potential for mix effects in combination with the ice-to-gas DT boundary, numerical effects of Eulerian species CH concentration diffusion, and ablation-driven instabilities. With the help of a convenient package of plasma transport parameters developed here, we give an approximate determination of these quantities in the regime relevant to the NIC experiments, while ruling out a variety of mix possibilities. Plasma transport parameters affect the 1D buoyancy-drag mix model primarily through its phenomenological drag coefficient as well as the 1D hydro model to which the buoyancy-drag equation is coupled.

Mixing with applications to inertial-confinement-fusion implosions.

PubMed

Rana, V; Lim, H; Melvin, J; Glimm, J; Cheng, B; Sharp, D H

2017-01-01

Approximate one-dimensional (1D) as well as 2D and 3D simulations are playing an important supporting role in the design and analysis of future experiments at National Ignition Facility. This paper is mainly concerned with 1D simulations, used extensively in design and optimization. We couple a 1D buoyancy-drag mix model for the mixing zone edges with a 1D inertial confinement fusion simulation code. This analysis predicts that National Ignition Campaign (NIC) designs are located close to a performance cliff, so modeling errors, design features (fill tube and tent) and additional, unmodeled instabilities could lead to significant levels of mix. The performance cliff we identify is associated with multimode plastic ablator (CH) mix into the hot-spot deuterium and tritium (DT). The buoyancy-drag mix model is mode number independent and selects implicitly a range of maximum growth modes. Our main conclusion is that single effect instabilities are predicted not to lead to hot-spot mix, while combined mode mixing effects are predicted to affect hot-spot thermodynamics and possibly hot-spot mix. Combined with the stagnation Rayleigh-Taylor instability, we find the potential for mix effects in combination with the ice-to-gas DT boundary, numerical effects of Eulerian species CH concentration diffusion, and ablation-driven instabilities. With the help of a convenient package of plasma transport parameters developed here, we give an approximate determination of these quantities in the regime relevant to the NIC experiments, while ruling out a variety of mix possibilities. Plasma transport parameters affect the 1D buoyancy-drag mix model primarily through its phenomenological drag coefficient as well as the 1D hydro model to which the buoyancy-drag equation is coupled.

Effect of afterbody geometry on aerodynamic characteristics of isolated nonaxisymmetric afterbodies at transonic Mach numbers

NASA Technical Reports Server (NTRS)

Bangert, Linda S.; Carson, George T., Jr.

1992-01-01

A parametric study was conducted in the Langley 16-Foot Transonic Tunnel on an isolated nonaxisymmetic fuselage model that simulates a twin-engine fighter. The effects of aft-end closure distribution (top/bottom) nozzle-flap boattail angle versus nozzle-sidewall boattail angle) and afterbody and nozzle corner treatment (sharp or radius) were investigated. Four different closure distributions with three different corner radii were tested. Tests were conducted over a range of Mach numbers from 0.40 to 1.25 and over a range of angles of attack from -3 to 9 degrees. Solid plume simulators were used to simulate the jet exhaust. For a given closure distribution in the range of Mach numbers tested, the sharp-corner nozzles generally had the highest drag, and the 2-in. corner-radius nozzles generally had the lowest drag. The effect of closure distribution on afterbody drag was highly dependent on configuration and flight condition.

Aerodynamic effects by cooling flows within engine room of a car model

NASA Astrophysics Data System (ADS)

Sawaguchi, T.; Takakura, Y.

2017-10-01

The purpose of this research is to clarify the change of characteristics of aerodynamic drag and lift of a car by the engine loading system (engine arrangement) and the air inlet system (opening area and position) with and without a radiator in wind-tunnel experiments. A simplified car model with 1/5 scale is generated with reproduction of the engine room covered with the transparent acryl externals for visualization. In the wind-tunnel experiments, the moving-belt ground board is adopted to include ground effects with force measurements by use of load cells. The flows are visualized by the smoke method. As results, with enlargement of the opening area, the drag increased overall although depending largely on the engine loading system and the inlet opening position, the front lift increased and the rear left decreased; the effect of the radiator was to relieve the change of the drag and lift.

Perturbations of non-resonant satellite orbits due to a rotating earth. [tesseral harmonics and the Von Ziepel method

NASA Technical Reports Server (NTRS)

Mueller, A.

1978-01-01

The dominant perturbations of the motion of a satellite near the earth are due to atmospheric drag and the non-symmetrical gravitational field. Atmospheric drag perturbation continually pulls the satellite in and out of the different long period resonant frequencies. The result is that the resonances never become apparent and may be neglected. The tesseral harmonics have no true secular perturbation but the periodicities in the mean motion induce a secular perturbation in the mean anomaly. This secular perturbation may be determined by simply using the average mean motion instead of the osculating mean motion. The Von Ziepel method is used to determine tesseral perturbations. The solution is found first in the singular DS phi elements and then rewritten in the PS phi elements to remove singularities. The notation used in the development is described in the appendix.

Decreased locomotor and investigatory exploration after denervation of catecholamine terminal fields in the forebrain of rats.

PubMed

Dubois, A B; Ogilvy, C S

1978-12-01

1. Pressures on the right and left sides of the tails of swimming bluefish were measured and found to have a range of +5.9 to -5.9 cm H2O. The pressures were resolved into their forward and lateral vectorial components of force to allow calculation of forward and lateral force and power at speeds ranging from 0.26 to 0.87 m/s. 2. The peak to peak changes in force of acceleration of the body, measured with a forward accelerometer averaged 209 g or 2.05 N at 0.48 m/s, and were compared with the maximum to minimum excursions of forward tail force averaging 201 g or 1.97 N at the same speed. The mean difference was 8 g, S.D. of the mean difference +/-29, SE. of mean difference +/-10 g. 3. Mean tail thrust was calculated as the time average of tail force in the forward direction. It averaged 65 g , or 0.64 N, at 0.48 m/s. The mean forward power was 0.34 N m/s at 0.48 m/s. The drag of the gauges and wires accounted for 10% of this figure. 4. The mean lateral power of the tail was 1.28 N m/s at a mean speed of 0.48 m/s. 5. The propulsive efficiency of the tail, calculated as the ratio of forward power to forward plus lateral power, was found to be 0.20 S.D.+/-0.04, S.E.+/-0.01 and was not related to speed. This suggests that 80% of the mechanical power of the tail was wasted. Turbulence in the water may have contributed to this large drag and low tail efficiency.

Installation effects of long-duct pylon-mounted nacelles on a twin-jet transport model with swept supercritical wing

NASA Technical Reports Server (NTRS)

Lee, E. E., Jr.; Pendergraft, O. C., Jr.

1985-01-01

The installation interference effects of an underwing-mounted, long duct, turbofan nacelle were evaluated in the Langley 16-Foot Transonic Tunnel with two different pylon shapes installed on a twin engine transport model having a supercritical wing swept 30 deg. Wing, pylon, and nacelle pressures and overall model force data were obtained at Mach numbers from 0.70 to 0.83 and nominal angles of attack from -2 deg to 4 deg at an average unit Reynolds number of 11.9 x 1,000,000 per meter. The results show that adding the long duct nacelles to the supercritical wing, in the near sonic flow field, changed the magnitude and direction of flow velocities over the entire span, significantly reduced cruise lift, and caused large interference drag on the nacelle afterbody.

Solving the aerodynamics of fungal flight: how air viscosity slows spore motion.

PubMed

Fischer, Mark W F; Stolze-Rybczynski, Jessica L; Davis, Diana J; Cui, Yunluan; Money, Nicholas P

2010-01-01

Viscous drag causes the rapid deceleration of fungal spores after high-speed launches and limits discharge distance. Stokes' law posits a linear relationship between drag force and velocity. It provides an excellent fit to experimental measurements of the terminal velocity of free-falling spores and other instances of low Reynolds number motion (Re<1). More complex, non-linear drag models have been devised for movements characterized by higher Re, but their effectiveness for modeling the launch of fast-moving fungal spores has not been tested. In this paper, we use data on spore discharge processes obtained from ultra-high-speed video recordings to evaluate the effects of air viscosity predicted by Stokes' law and a commonly used non-linear drag model. We find that discharge distances predicted from launch speeds by Stokes' model provide a much better match to measured distances than estimates from the more complex drag model. Stokes' model works better over a wide range projectile sizes, launch speeds, and discharge distances, from microscopic mushroom ballistospores discharged at <1 m s(-1) over a distance of <0.1mm (Re<1.0), to macroscopic sporangia of Pilobolus that are launched at >10 m s(-1) and travel as far as 2.5m (Re>100). Copyright © 2010 The British Mycological Society. Published by Elsevier Ltd. All rights reserved.

Considerations of Methods of Improving Helicopter Efficiency

NASA Technical Reports Server (NTRS)

Dingeldein, Richard C.

1961-01-01

Recent NASA helicopter research indicates that significant improvements in hovering efficiency, up to 7 percent, are available from the use of a special airfoil section formed by combining an NACA 632A015 thickness distribution with an NACA 230 mean line. This airfoil should be considered for flying-crane-type helicopters. Application of standard leading-edge roughness causes a large drop in efficiency; however, the cambered rotor is shown to retain its superiority over a rotor having a symmetrical airfoil when both rotors have leading-edge roughness. A simple analysis of available rotor static-thrust data indicates a greatly reduced effect of compressibility effects on the rotor profile-drag power than predicted from calculations. Preliminary results of an experimental study of helicopter parasite drag indicate the practicability of achieving an equivalent flat-plate parasite-drag area of less than 4 square feet for a rotor-head-pylon-fuselage configuration (landing gear retracted) in the 2,000-pound minimum-flying-weight class. The large drag penalty of a conventional skid-type landing (3.6 square feet) can be reduced by two-thirds by careful design. Clean, fair, and smooth fuselages that tend to have narrow, deep cross sections are shown to have advantages from the standpoint of drag and download. A ferry range of the order of 1,500 miles is indicated to be practicable for the small helicopter considered.

The potential of hybrid micro-vortex generators to control flow separation of NACA 4415 airfoil in subsonic flow

NASA Astrophysics Data System (ADS)

Jumahadi, Muhammad Taufiq; Saad, Mohd Rashdan; Idris, Azam Che; Sujipto, Suriyadi; Rahman, Mohd Rosdzimin Abdul

2018-02-01

Boundary layer separation is detrimental to the lift and drag of most aeronautical applications. Many vortex generators (VG), both passive and active have been designed to reduce these drawbacks. This study targets to investigate the effectiveness of hybrid micro-VGs, which combine both active and passive micro-VGs in controlling separation under subsonic conditions. NACA 4415 airfoils installed with passive, active and hybrid micro-VGs each are designed, 3D printed, and tested in a wind tunnel at 26.19 m/s under Re = 2.5x105. The lift and drag measurements from a 3-component force balance prove that hybrid micro-VGs increase lift by up to 21.2%, increase drag by more than 11.3% and improve lift-to-drag ratio by at least 8.6% until up to 33.7%. From this research, it is believed that hybrid micro-VGs are competitive to the performance of active VGs and a better configuration is to be considered to reduce parasitic drag and outstand active VGs.

PIV Measurements of Turbulent Pipe Flow with Drag-Reducing Megasupramolecules

NASA Astrophysics Data System (ADS)

Huynh, David; McMullen, Ryan; McKeon, Beverley; Lhota, Redmond; Wei, Ming-Hsin; Kornfield, Julia

2016-11-01

Toms (1948) was the first to observe that dissolving small amounts of high-molecular weight (HMW) polymers into a liquid can drastically reduce turbulent drag. Ever since, studying polymers in turbulence has been of great fundamental interest, as it can potentially provide insight into the self-sustaining mechanisms of wall turbulence. HMW polymers commonly employed for drag-reduction studies are plagued by chain scission due to the high shear rates accompanying turbulent flow at practical Reynolds numbers (Re); this shear degradation reduces the length of the polymer molecules, diminishing their effectiveness for drag-reduction. However, Wei et al. (2015) have recently developed "megasupramolecules" that perform comparably to traditional HMW polymers and circumvent the shear degradation problem by using end-associating polymers that can break and reassociate reversibly. Particle image velocimetry is used in specialized turbulent pipe flow experiments in the range Re 7.5x104-1.2x105 to investigate and compare the drag and turbulence characteristics of the (Newtonian) baseline, traditional HMW polymer solutions, and megrasupramolecules. The support of The Dow Corporation is gratefully acknowledged.

Drag Reducing and Cavitation Resistant Coatings

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pease, Leonard F.

2016-12-28

Client, Green Building Systems (GBS), presented PNNL a coating reported to reduce drag and prevent cavitation damage on marine vessels, turbines and pumps. The composition of the coating remains proprietary but has as constituents including silicon oxides, aliphatic carbon chains, and fluorine rich particles. The coating is spray applied to surfaces. Prior GBS testing and experiments suggest reduction of both drag and cavitation on industrial scale propellers, but the underlying mechanism for these effects remains unclear. Yet, the application is compelling because even modest reductions in drag to marine vessels and cavitation to propellers and turbines present a significant economicmore » and environmental opportunity. To discern among possible mechanisms, PNNL considered possible mechanisms with the client, executed multiple experiments, and completed one theoretical analysis (see appendix). The remainder of this report first considers image analysis to gain insight into drag reduction mechanisms and then exposes the coating to cavitation to explore its response to an intensely cavitating environment. Although further efforts may be warranted to confirm mechanisms, this report presents a first investigation into these coatings within the scope and resources of the technology assistance program (TAP).« less

Wigs, laughter, and subversion: Charles Busch and strategies of drag performance.

PubMed

Niles, Richard

2004-01-01

This paper examines the strategies of drag performer/ playwright Charles Busch. His performance aesthetic is explored and shown to be subversive even though its initial impulse is to entertain. Basing my arguments on the work of Judith Butler, Elin Diamond, and others, I argue that drag queens like Busch can not only entertain but also make audiences question and criticize through drag's power to create a Brechtian alienation effect and historicize the subject. After showing how he can be viewed as a drag queen, I give a brief biography and discuss such contested terms as "camp" and "gay sensibility." I then focus on Busch's staged reading of Ibsen's Hedda Gahler andA Doll's House, both done in one afternoon at Theatre for The New City (6 May 2000). By examining the performance of Busch and his fellow actors, I demonstrate how a contemporary relevancy is achieved by having the roles played by a female impersonator whose acting choices are filtered through a gay sensibility. The ongoing dialectic between spectator and performer creates a historicized moment in performance that underscores the gender dynamics in unexpected and stimulating ways.

Drag reduction using metallic engineered surfaces with highly ordered hierarchical topographies: nanostructures on micro-riblets

NASA Astrophysics Data System (ADS)

Kim, Taekyung; Shin, Ryung; Jung, Myungki; Lee, Jinhyung; Park, Changsu; Kang, Shinill

2016-03-01

Durable drag-reduction surfaces have recently received much attention, due to energy-saving and power-consumption issues associated with harsh environment applications, such as those experienced by piping infrastructure, ships, aviation, underwater vehicles, and high-speed ground vehicles. In this study, a durable, metallic surface with highly ordered hierarchical structures was used to enhance drag-reduction properties, by combining two passive drag-reduction strategies: an air-layer effect induced by nanostructures and secondary vortex generation by micro-riblet structures. The nanostructures and micro-riblet structures were designed to increase slip length. The top-down fabrication method used to form the metallic hierarchical structures combined laser interference lithography, photolithography, thermal reflow, nanoimprinting, and pulse-reverse-current electrochemical deposition. The surfaces were formed from nickel, which has high hardness and corrosion resistance, making it suitable for use in harsh environments. The drag-reduction properties of various metal surfaces were investigated based on the surface structure: a bare surface, a nanostructured surface, a micro-riblet surface, and a hierarchically structured surface of nanostructures on micro-riblets.

A concept design of three rudders-shaped like body in columns for low-drag USV

NASA Astrophysics Data System (ADS)

Azzeri, M. N.; Adnan, F. A.; Adi, M.; Zain, M. Z. Md

2016-06-01

This paper presented a new design for the unmanned surface vessel (USV) platform with a self-manoeuvring system which is capable of collecting the same data as a hydrography boat. This platform was designed with three hulls that were placed in triangle position. The hulls designed were in the form of rudders-shape and were vertically placed as a slender body shape using NACA 64-0012 profile. This provides the USV with low-drag characteristic. The application of stability and resistance theories investigated the effect of the configuration position of the three hulls for this platform. The results revealed that a larger configuration distance between the three hulls will lead to a reduction in resistance and the platform will be in highly stable condition. The relationships derived from these findings should produce a stable and low-drag platform to accomplish the design concept of three rudders-shaped like body in columns for low-drag USV. This concept may help us to accomplish the design requirements that are related to low-drag and minimum power operation.

Drag Measurements over Embedded Cavities in a Low Reynolds Number Couette Flow

NASA Astrophysics Data System (ADS)

Gilmer, Caleb; Lang, Amy; Jones, Robert

2010-11-01

Recent research has revealed that thin-walled, embedded cavities in low Reynolds number flow have the potential to reduce the net viscous drag force acting on the surface. This reduction is due to the formation of embedded vortices allowing the outer flow to pass over the surface via a roller bearing effect. It is also hypothesized that the scales found on butterfly wings may act in a similar manner to cause a net increase in flying efficiency. In this experimental study, rectangular embedded cavities were designed as a means of successfully reducing the net drag across surfaces in a low Reynolds number flow. A Couette flow was generated via a rotating conveyor belt immersed in a tank of high viscosity mineral oil above which the plates with embedded cavities were placed. Drag induced on the plate models was measured using a force gauge and compared directly to measurements acquired over a flat plate. Various cavity aspect ratios and gap heights were tested in order to determine the conditions under which the greatest drag reductions occurred.

Viscous drag reduction in boundary layers

NASA Technical Reports Server (NTRS)

Bushnell, Dennis M. (Editor); Hefner, Jerry N. (Editor)

1990-01-01

The present volume discusses the development status of stability theory for laminar flow control design, applied aspects of laminar-flow technology, transition delays using compliant walls, the application of CFD to skin friction drag-reduction, active-wave control of boundary-layer transitions, and such passive turbulent-drag reduction methods as outer-layer manipulators and complex-curvature concepts. Also treated are such active turbulent drag-reduction technique applications as those pertinent to MHD flow drag reduction, as well as drag reduction in liquid boundary layers by gas injection, drag reduction by means of polymers and surfactants, drag reduction by particle addition, viscous drag reduction via surface mass injection, and interactive wall-turbulence control.

Evaluation of fins used in underwater swimming.

PubMed

Pendergast, D R; Mollendorf, J; Logue, C; Samimy, S

2003-01-01

Underwater swimmers use fins which augment thrust to overcome drag and propel the diver. The VdotO2 of swimming as a function of speed, velocity as a function of kick frequency, maximal speed (v), maximal oxygen consumption (VdotO2) and the maximal thrust were determined for eight fins in 10 male divers swimming at 1.25 m depth in a 60 m annular pool. A theoretical analysis of fin cycles was also performed. VdotO2 increased as a second order polynomial as a function of velocity; VdotO2 = 0.045 + 1.65B V + 1.66 (2) V2 (r2 = 0.997), VdotO2 = 0.25 + 1.03 V + 1.83 V2 (r2 = 0.997) and VdotO2 = -0.15 + 2.26 V + 1.49 V2 (r2 = 0.997), for least, average and most economical fins respectively. Kick frequency increased linearly with velocity and had a unique movement path (signature), giving theoretical values that agreed with the measured thrust, drag and efficiency. In conclusion, virtually all thrust comes from the downward power stroke, with rigid fins kicked deep (high drag), while flexible fins are kicked less deep but with higher frequency (low efficiency). Kick depth and frequency explain the performance of the eight tested fins, and should be optimized to enhance diver performance.

An Efficient Multiblock Method for Aerodynamic Analysis and Design on Distributed Memory Systems

NASA Technical Reports Server (NTRS)

Reuther, James; Alonso, Juan Jose; Vassberg, John C.; Jameson, Antony; Martinelli, Luigi

1997-01-01

The work presented in this paper describes the application of a multiblock gridding strategy to the solution of aerodynamic design optimization problems involving complex configurations. The design process is parallelized using the MPI (Message Passing Interface) Standard such that it can be efficiently run on a variety of distributed memory systems ranging from traditional parallel computers to networks of workstations. Substantial improvements to the parallel performance of the baseline method are presented, with particular attention to their impact on the scalability of the program as a function of the mesh size. Drag minimization calculations at a fixed coefficient of lift are presented for a business jet configuration that includes the wing, body, pylon, aft-mounted nacelle, and vertical and horizontal tails. An aerodynamic design optimization is performed with both the Euler and Reynolds Averaged Navier-Stokes (RANS) equations governing the flow solution and the results are compared. These sample calculations establish the feasibility of efficient aerodynamic optimization of complete aircraft configurations using the RANS equations as the flow model. There still exists, however, the need for detailed studies of the importance of a true viscous adjoint method which holds the promise of tackling the minimization of not only the wave and induced components of drag, but also the viscous drag.