Dragonfly flight. I. Gliding flight and steady-state aerodynamic forces.

1997 ◽  
Vol 200 (3) ◽  
pp. 543-556 ◽  
Author(s):  
JM Wakeling ◽  
CP Ellington
Keyword(s):  
Steady State ◽  
Lift Coefficient ◽  
Reynolds Numbers ◽  
The Body ◽  
Flat Plates ◽  
Viscous Forces ◽  
Drag Forces ◽  
Aerodynamic Properties ◽  
Gliding Flight ◽  
Lift And Drag

The free gliding flight of the dragonfly Sympetrum sanguineum was filmed in a large flight enclosure. Reconstruction of the glide paths showed the flights to involve accelerations. Where the acceleration could be considered constant, the lift and drag forces acting on the dragonfly were calculated. The maximum lift coefficient (CL) recorded from these glides was 0.93; however, this is not necessarily the maximum possible from the wings. Lift and drag forces were additionally measured from isolated wings and bodies of S. sanguineum and the damselfly Calopteryx splendens in a steady air flow at Reynolds numbers of 700-2400 for the wings and 2500-15 000 for the bodies. The maximum lift coefficients (CL,max) were 1.07 for S. sanguineum and 1.15 for C. splendens, which are greater than those recorded for all other insects except the locust. The drag coefficient at zero angle of attack ranged between 0.07 and 0.14, being little more than the Blassius value predicted for flat plates. Dragonfly wings thus show exceptional steady-state aerodynamic properties in comparison with the wings of other insects. A resolved-flow model was tested on the body drag data. The parasite drag is significantly affected by viscous forces normal to the longitudinal body axis. The linear dependence of drag on velocity must thus be included in models to predict the parasite drag on dragonflies at non-zero body angles.

Vortex force map method for viscous flows of general airfoils

2017 ◽  
Vol 836 ◽  
pp. 145-166 ◽  
Author(s):  
Juan Li ◽  
Zi-Niu Wu
Keyword(s):  
Flat Plate ◽  
Normal Force ◽  
Viscous Flows ◽  
Reynolds Numbers ◽  
The Body ◽  
Drag Forces ◽  
Edge Force ◽  
Lift And Drag ◽  
Critical Regions ◽  
Map Approach

In a previous paper, an inviscid vortex force map approach was developed for the normal force of a flat plate at arbitrarily high angle of attack and leading/trailing edge force-producing critical regions were identified. In this paper, this vortex force map approach is extended to viscous flows and general airfoils, for both lift and drag forces due to vortices. The vortex force factors for the vortex force map are obtained here by using Howe’s integral force formula. A decomposed form of the force formula, ensuring vortices far away from the body have negligible effect on the force, is also derived. Using Joukowsky and NACA0012 airfoils for illustration, it is found that the vortex force map for general airfoils is similar to that of a flat plate, meaning that force-producing critical regions similar to those of a flat plate also exist for more general airfoils and for viscous flow. The vortex force approach is validated against NACA0012 at several angles of attack and Reynolds numbers, by using computational fluid dynamics.

Gliding Flight of the White-Backed Vulture Gyps Africanus

1971 ◽  
Vol 55 (1) ◽  
pp. 13-38 ◽  
Author(s):  
C. J. PENNYCUICK
Keyword(s):  
High Speed ◽  
Lift Coefficient ◽  
The Body ◽  
East African ◽  
Induced Drag ◽  
Gliding Flight ◽  
Vertical Speed ◽  
Statistical Sense ◽  
Pass Through ◽  
Comparison Measurements

1. Glide-comparison measurements were made on ten species of East African soaring birds using a Schleicher ASK-14 powered sailplane. Horizontal and vertical speed differences between bird and glider were measured by a photographic method, and used to estimate the bird's horizontal and vertical speeds relative to the air. The analysis refers to the white-backed vulture, since by far the largest number of measurements was obtained on this species. 2. A regression analysis using a two-term approximation to the glide polar yielded an implausibly high estimate of induced drag, which was attributed to a lack of observations at lift coefficients above 0.72. An amended glide polar was constructed assuming elliptical lift distribution and a maximum lift coefficient of 1.6 to define the low-speed end, while the high-speed end was made to pass through the mean horizontal and sinking speeds of all the experimental points. This curve gave a minimum sinking speed of 0.76 m/s at a forward speed of 10 m/s, and a best glide ratio of 15.3:1 at 13 m/s. It did not differ significantly (in the statistical sense) from the original regression curve. 3. In comparing the estimated circling performance, based on the amended glide polar, with that of the ASK-14, it was concluded that the rates of sink of both should be comparable, but that the glider would require thermals with radii about 4.3 times as great as those needed to sustain the birds. The conclusions are consistent with experience of soaring in company with birds. 4. In an attempt to assess the adaptive significance of the low-aspect-ratio wings of birds specializing in thermal soaring, the white-backed vulture's circling performance was compared with that of an ‘albatross-shaped vulture’, an imaginary creature having the same mass as a white-backed vulture, combined with the body proportions of a wandering albatross. It appears that the real white-back would be at an advantage when trying to remain airborne in thermals with radii between 14 and 17 m, but that the albatross-shaped vulture would climb faster in all wider thermals; on account of its much better maximum glide ratio, it should also achieve higher cross-country speeds. It is concluded that the wing shape seen in vultures and storks is not an adaptation to thermal soaring as such, but is more probably a compromise dictated by take-off and landing requirements. 5. The doubts recently expressed by Tucker & Parrott (1970) about the results and conclusions of Raspet (1950a, b; 1960) are re-inforced by the present experience.

Computational Aerodynamics of a Winston-Cup-Series Race Car

2002 ◽  
Author(s):  
Oktay Baysal ◽  
Terry L. Meek
Keyword(s):  
Present Model ◽  
Pressure Coefficient ◽  
The Body ◽  
Race Car ◽  
Drag Forces ◽  
Surface Pressure Distribution ◽  
Computational Aerodynamics ◽  
Baseline Case ◽  
Quantitative Results ◽  
Lift And Drag

Since the goal of racing is to win and since drag is a force that the vehicle must overcome, a thorough understanding of the drag generating airflow around and through a race car is greatly desired. The external airflow contributes to most of the drag that a car experiences and most of the downforce the vehicle produces. Therefore, an estimate of the vehicle’s performance may be evaluated using a computational fluid dynamics model. First, a computer model of the race car was created from the measurements of the car obtained by using a laser triangulation system. After a computer-aided drafting model of the actual car was developed, the model was simplified by removing the tires, roof strakes, and modification of the spoiler. A mesh refinement study was performed by exploring five cases with different mesh densities. By monitoring the convergence of the computed drag coefficient, the case with 2 million elements was selected as being the baseline case. Results included flow visualization of the pressure and velocity fields and the wake in the form of streamlines and vector plots. Quantitative results included lift and drag, and the body surface pressure distribution to determine the centerline pressure coefficient. When compared with the experimental results, the computed drag forces were comparable but expectedly lower than the experimental data mainly attributable to the differences between the present model and the actual car.

On the reverse swing of a cricket ball—modelling and measurements

2001 ◽  
Vol 215 (1) ◽  
pp. 45-55 ◽  
Author(s):  
A T Sayers
Keyword(s):  
Boundary Layer ◽  
Flow Visualization ◽  
Reynolds Numbers ◽  
Flow Conditions ◽  
Drag Forces ◽  
Cricket Ball ◽  
Direct Measurements ◽  
Scale Ratio ◽  
Lift And Drag ◽  
At Will

The phenomenon of reverse swing of the ball in a game of cricket is achieved by very few bowlers, and then only by those who seem able to bowl at speeds in excess of 85 mile/h. It also seems that reverse swing cannot be achieved at will. Rather, it is obtained perhaps by accident as much as by design, its inception being as much of a surprise to the bowler as to the batsman. This would suggest that the flow conditions pertaining to reverse swing are extremely marginal at best. This paper investigates the flow conditions required for reverse swing to occur and presents data describing the lift and drag on the ball. While some direct measurements are made on a cricket ball for comparison purposes, the flow over the ball is modelled through a 2.7:1 scale ratio sphere. This permitted relatively large lift and drag forces to be measured. The results define the range of Reynolds numbers and seam angles over which reverse swing will occur, as well as the corresponding forces on the cricket ball. Flow visualization is used to indicate the state of the boundary layer.

Improving Adhesion Density and Coverage Uniformity of Antibody-Antigen Binding on a Sensor Surface Using U-Type, T-Type and W-Type Microfluidic Devices

2011 ◽  
Author(s):  
Chia-Che Wu ◽  
Ping-Kuo Tseng ◽  
Ching-Hsiu Tsai
Keyword(s):  
Quantum Dots ◽  
Microfluidic Channel ◽  
Microfluidic Devices ◽  
Reynolds Numbers ◽  
Yellow Mosaic Virus ◽  
Fluorescent Intensity ◽  
Low Reynolds Numbers ◽  
Viscous Forces ◽  
Drag Forces ◽  
Low Reynolds

Usually microorganisms, molecules, or viruses in the fluidic environment are at very low Reynolds numbers because of tiny diameters. At very low Reynolds numbers, viscous forces of molecules and viruses will dominate. Those micro- or nanoparticles will stop moving immediately when flows cease and drag forces disappear, those phenomena were discovered by the fluorescent particle experiment. Of course, molecules and viruses are still subject to Brownian motion and move randomly. In order to increase the adhesion density of micro- and nanoparticles on sensor’s surface, designs of the flow movements in microfluidic channel is proposed. Adhesion density of linker 11-mercaptoundecanoic acid (MUA) and Turnip yellow mosaic virus (TYMV) with specific quantum dots were measured by confocal microscope. Fluorescent intensity and coverage of quantum dots are used to identify the adhesion density quantitatively. Results show that TYMV and MUA layers disperse randomly by dipping method. Fluorescent intensity of quantum dots; i.e. relative to the amount of MUA and TYMV; were 2.67A.U. and 19.13A.U., respectively, in W-type microfluidic devices to contrast just 1.00A.U. and 1.00A.U., respectively, by dipping method. Coverage of MUA and TYMV were 80∼90% and 70∼90%, respectively, in W-type microfluidic channel to contrast just 20∼50% and 0∼10%, respectively, by dipping method.

scholarly journals Physical and Aerodynamic Properties of Lavender in relation to Harvest Mechanisation

2014 ◽  
Vol 2014 ◽  
pp. 1-8
Author(s):  
Christos I. Dimitriadis ◽  
James L. Brighton ◽  
Mike J. O’Dogherty ◽  
Maria I. Kokkora ◽  
Anastasios I. Darras
Keyword(s):  
Surface Area ◽  
Drag Force ◽  
Aerodynamic Drag ◽  
Reynolds Numbers ◽  
Ultimate Tensile Stress ◽  
Flower Head ◽  
Drag Forces ◽  
Aerodynamic Properties ◽  
The Mean ◽  
Harvest Moisture

A laboratory study evaluated the physical and aerodynamic properties of lavender cultivars in relation to the design of an improved lavender harvester that allows removal of flowers from the stem using the stripping method. The identification of the flower head adhesion, stem breakage, and aerodynamic drag forces were conducted using an Instron 1122 instrument. Measurements on five lavender cultivars at harvest moisture content showed that the overall mean flower detachment force from the stem was 11.2 N, the mean stem tensile strength was 36.7 N, and the calculated mean ultimate tensile stress of the stem was 17.3 MPa. The aerodynamic measurements showed that the drag force is related with the flower surface area. Increasing the surface area of the flower head by 93% of the “Hidcote” cultivar produced an increase in drag force of between 24.8% and 50.6% for airflow rates of 24 and 65 m s−1, respectively. The terminal velocities of the flower heads of the cultivar ranged between 4.5 and 5.9 m s−1, which results in a mean drag coefficient of 0.44. The values of drag coefficients were compatible with well-established values for the appropriate Reynolds numbers.

An experimental investigation of the oscillating lift and drag of a circular cylinder shedding turbulent vortices

1961 ◽  
Vol 11 (2) ◽  
pp. 244-256 ◽  
Author(s):  
J. H. Gerrard
Keyword(s):  
Experimental Investigation ◽  
Reynolds Number ◽  
Circular Cylinder ◽  
Lift Coefficient ◽  
Reynolds Numbers ◽  
Circular Cylinders ◽  
Cylinder Surface ◽  
Fluctuating Pressure ◽  
Order Of Magnitude ◽  
Lift And Drag

The oscillating lift and drag on circular cylinders are determined from measurements of the fluctuating pressure on the cylinder surface in the range of Reynolds number from 4 × 103 to just above 105.The magnitude of the r.m.s. lift coefficient has a maximum of about 0.8 at a Reynolds number of 7 × 104 and falls to about 0.01 at a Reynolds number of 4 × 103. The fluctuating component of the drag was determined for Reynolds numbers greater than 2 × 104 and was found to be an order of magnitude smaller than the lift.

scholarly journals Aerodynamic Performance of Biomimicry Snake-Shaped Airfoil

2019 ◽  
Vol 9 (2) ◽  
pp. 3319-3323
Keyword(s):  
Cross Section ◽  
Lift Coefficient ◽  
Design Parameters ◽  
Drag Forces ◽  
Cross Section Shape ◽  
Section Shape ◽  
Wide Range ◽  
Lift And Drag ◽  
Drag Ratio ◽  
Lift To Drag Ratio

The cross-section shape and proportionality between geometrical dimensions are the most important design parameters of any lifting surfaces. These parameters affect the amount of the aerodynamic forces that will be generated. In this study, the focus is placed on the snake-cross-section airfoil known as the S-airfoil. It is found that there is a lack of available researches on S-airfoil despite its important characteristics. A parametric study on empty model of the S-airfoil with a cross-section shape that is inspired by the Chrysopelea paradise snake is conducted through numerical simulation. Simulation using 2D-ANSYS FLUENT17 software is used to generate the lift and drag forces to determine the performance of airfoil aerodynamic. Based on the results, the S-airfoil can be improved in performance of aerodynamic by reducing the thickness at certain range, whereby changing the thickness-to-chord ratio from 0.037 to 0.011 results in the increment of lift-to-drag ratio from 2.629 to 3.257. On other hand, increasing the height-to-chord ratio of the S-airfoil will increase maximum lift coefficient but drawback is a wide range of angles of attack regarding maximum lift-to-drag ratio. Encouraging results obtained in this study draws attention to the importance of expanding the research on S-airfoil and its usage, especially in wind energy.

Gliding Flight of the Fulmar Petrel

1960 ◽  
Vol 37 (2) ◽  
pp. 330-338 ◽  
Author(s):  
C. J. PENNYCUICK
Keyword(s):  
Drag Coefficient ◽  
Power Output ◽  
Lift Coefficient ◽  
Wing Area ◽  
Drag Coefficients ◽  
Minimum Drag ◽  
Gliding Flight ◽  
Lift And Drag

1. The basis used for estimating lift and drag coefficients is explained. A method of obtaining a photograph of a bird flying at known airspeed and rate of sink is described. 2. 96% of the speed measurements fall between 22 and 65 ft./sec., the average being 40 ft./sec. 3. A maximum lift coefficient of 1.8 can be achieved. Wing area is reduced with increasing speed. 4. The feet are used as airbrakes. 5. A comparison of the minimum drag coefficient (0.06) with the maximum estimated power output of the pectoral muscles leaves only a narrow margin of power available for climbing. 6. The performance diagram gives a minimum gliding angle of 1 in 8½, and a minimum sinking speed of just under 4 ft./sec. 7. The fulmar has apparently sacrificed the ability to soar dynamically over the sea in order to be able to fly slowly and thus utilize light upcurrents at cliff faces.

Aerodynamics of Flapping Flight with Application to Insects

1951 ◽  
Vol 28 (2) ◽  
pp. 221-245 ◽  
Author(s):  
M. F. M. OSBORNE
Keyword(s):  
Power Plants ◽  
Insect Flight ◽  
The Body ◽  
Specific Power ◽  
Vertical Force ◽  
Flat Plates ◽  
Force Coefficients ◽  
Wing Motion ◽  
Lift And Drag ◽  
Geometrical Dimensions

1. General formulae are derived giving the lift, thrust and power when the wing motion is specified. The formulae are applied to twenty-five insects for which quantitative data are available. Average values for lift and drag coefficients, CL and CD, are derived by equating the weight to the vertical force and the thrust to the horizontal drag of the body. 2. The large drag and lift coefficients obtained for insect flight are attributed to acceleration effects. There is a distinct correlation between (C2L,+ C2)D)½ and the ratio of the flapping velocity of the wings to the linear velocity of flight. When this ratio and therefore the accelerations are small, the force coefficients do not exceed those to be expected for flat plates. Owing to the nature of the assumptions and approximations made, the values derived for CD, CL and CD/CL are minimum values. 3. Other characteristics of insect flight are discussed. In general, insects fly in such a way as to minimize the mechanical power required. In most, but not all cases, the useful force is the one perpendicular rather than parallel to the relative wind. The wing tips should move in a figure 8, the down beat should be slower than the up beat, and the majority of the necessary force must be supplied on the down beat. 4. Figures are given using the data from the twenty-five insects considered, showing average relations between power, specific power, mass, acceleration forces, force coefficients and geometrical dimensions. The power per gram, the ‘wasted power’, and the force coefficients all increase as the importance of the acceleration forcesincreases. 5. When plotted as functions of mass, quantities involving the power show much less dispersion than quantities involving the geometrical dimensions. This is taken to mean that despite the diversity of insect form, as ‘power plants’, they are all essentially similar. 6. A table of the observed or adopted flight parameters (frequency of beating, mass, wing area, velocity of flight, amplitude and orientation of wing motion) is appended.

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