Aerodynamic characteristics of owl like airfoil at low reynolds number.

The computational investigation of aerodynamic characteristics and flow fields of a smooth owl-like airfoil without serrations and velvet structures.The bioinspired airfoil design is planned to serve as the main-wing for low-reynolds number aircrafts such as (MAV)micro air vechiles.The dependency of reynolds number on aerodynamics could be obtained at low reynolds numbers.The result of this experiment shows the owl-like airfoil is having high lift performance at very low speeds and in various wind conditions.One of the unique feature of owl airfoil is a separation bubble on the pressure side at low angle of attack.The separation bubble changes location from the pressure side to suction side as the AOA (angle of attack) increases. The reynolds number dependancy on the lift curve is insignificant,although there’s difference in drag curve at high angle of attacks.Eventually, we get the geometric features of the owl like airfoil to increase aerodynamic performance at low reynolds numbers.

LOADING RESPONSE OF STERN TAB MOTION CONTROLS IN SHALLOW WATER

The ride control systems of high-speed vessels frequently use active stern tabs for both motion control and maintenance of correct trim at various speeds and sea conditions. This paper investigates the effect of water depth on the lift force provided by stern mounted trim tabs, of the type fitted to INCAT high speed wave-piercer catamaran vehicle ferries and similar vessels. This investigation was carried out at model scale with the use of a test apparatus in a flume tank in the University of Tasmania hydraulics laboratory. The lift force magnitude and location were measured over a range of tab angles and flow depths. This was used to calculate the lift coefficient of the tab and asses the performance of the tab over the range of flow depths. It was found that the lift force increased and the force location progressed further forward of the hinge as flow depth decreased. The lift curve slope of the stern tab increased by a factor of over 3 relative to the deep water value when the water depth below the hull was approximately equal to the tab chord. The deep water lift curve slope appears to be approached only when the water depth exceeded 4 or more tab chord lengths. The centre of pressure of the lift force was more than two chord lengths ahead of the tab hinge, showing that most of the lift produced by the tab was under the hull rather than on the surface of the tab itself.

UNSTEADY CHARACTERISTICS OF LIFT GENERATED BY SMALL UNDERWATER CONTROL FIN

Speed reduction or slamming must be restricted for a high-speed oceangoing vessel because of the requirement for punctuality and the high value of the cargo. Speed reduction and slamming are caused by large amplitude motions in waves. A promising ship form for such vessels is so-called “Resonance-Free SWATH (RFS)”, which has negative pitch and roll restoring moments due to the extraordinary small water plane area. As a consequence, the resonance peak is removed from the motion response. The attitude of the RFS with negative restoring moments is adjusted by four pairs of control fins attached to the fore and aft ends of the lower hulls. In previous studies, the steady value of the lift-curve slope is usually used in the motion equation of the frequency domain. However, when working in waves, the controlling fins are not working in a steady state and the lift coefficient is no longer a constant. In addition, there exists a phase lag between the change in the attack angle and the fin-generated lift. In the present study, theoretical predictions using a frequency-domain 3D-Rankine Panel Method, as well as experimental measurement, have been made to analyze the phenomena of the lift generation including the phase lag and the interference between fins, the lower hulls and the struts. The theoretical results agree well with the experimental results in spite of the potential theory being without viscosity. Next, the unsteady characteristics of fin-generated lift are expressed as the function of the encountering wave frequency. Then the effects of the fore fins, the lower hulls and struts on the lift curve-slope of the aft fins are discussed.

LOW REYNOLDS NUMBER PERFORMANCE OF A MODEL SCALE T-FOIL

Submerged T-foils are an essential forward component of the ride control systems of high speed ferries. A model scale T-Foil for a 2.5m towing tank model of a 112m INCAT Tasmania high-speed wave-piercer catamaran has been tested for both static and dynamic lift performance. The tests were carried out using a closed-circuit water tunnel to investigate the lift and drag characteristics as well as frequency response of the T-Foil. The model T-Foil operates at a Reynolds number of approximately 105, has an aspect ratio of 3.6 and a planform which is strongly tapered from the inboard to outboard end. All of these factors, as well as strut and pivot interference, influence the steady lift curve slope ( of the model T-foil which was found to be 61% of the value for an ideal aerofoil with elliptic loading. The T-foil dynamic performance was limited primarily by the stepper motor drive system and connection linkage. At the frequency of maximum motion of the 2.5 m catamaran model (about 1.5Hz) the model T-foil has approximately 5% reduction of amplitude and 15 degrees of phase shift relative to the low frequency response. Only very small limitations arose due to the unsteady lift as predicted by the analysis of Theodorsen. It was concluded that the model scale T-foil performed adequately for application to simulation of a ride control system at model scale.

Identifying customer priority for new products in target marketing: Using RFM model and TextRank

Target marketing is a key strategy used to increase the revenue. Among many methods that identify prospective customers, the recency, frequency, monetary value (RFM) model is considered the most accurate. However, no RFM study has focused on prospects for new product launches. This study addresses this gap by using website access data to identify prospects for new products, thereby extending RFM models to include website-specific weights. An RF model, built using frequency and recency information from website access data of customers, and an RwF model, built by adding website weights to frequency of access, were developed. A TextRank algorithm was used to analyze weights for each website based on the access frequency, thus defining the weights in the RwF model. South Korean mobile users’ website access data between May 1 and July 31, 2020 were used to validate the models. Through a significant lift curve, the results indicate that the models are highly effective in prioritizing customers for target marketing of new products. In particular, the RwF model, reflecting website-specific weights, showed a customer response rate of more than 30% among the top 10% customers. The findings extend the RFM literature beyond purchase history and enable practitioners to find target customers without a purchase history.

High Reynolds investigations on the ability of the full scale e-TellTale sensor to detect flow separation on a wind turbine blade section

The complexity of the flow over a wind turbine blade makes its understanding and monitoring a challenging task, especially on operating wind turbines. The innovative e-Telltale sensor is developed for that purpose : detecting the flow separation on wind turbines blades. In this paper, high Reynolds wind tunnel tests have been performed with different configurations of full scale e-Telltale sensors and wall pressure measurements on a wind turbine blade section. A comparison between the lift curve and the e-Telltale signal was used to evaluate the ability of the sensor to detect flow separation. Results show different interesting properties of the sensor response depending on its size, position along the chord and its fitting process that could be used in real applications.

B-Lift Curves in Euclidean 3-space

In this study, we introduce a new type curve in 3-dimensional space which called B-lift curve and we obtain the Frenet operators of the B-lift curve. Moreover, we consider the correpondence of Frenet operators between the Blift curve and the natural lift curve. Finally, we investigate the B-lift curve according to the main curve is slant helix or darboux helix.

Optimization of Lift-Curve Slope for Wing-Fuselage Combination

The paper presents results obtained by the author for wing-body interference. The lift-curve slopes of the wing-body combinations are considered. A 2D potential model for cross-flow around the fuselage and a discrete vortex method (DVM) are used. Flat wings of various forms and the circular and elliptical cross sections of the fuselage are considered. It was found that the value of the lift-curve slopes of the wing-body combinations may exceed the same value for an isolated wing. An experimental and theoretical data obtained by other authors earlier confirm this result. Investigations to optimize the wing-body combination were carried within the framework of the proposed model. It was revealed that the maximums of the lift-curve slopes for the optimal midwing configuration with elliptical cross-section body had a sufficiently large relative width (more than 30% of the span wing). The advantage of the wing-fuselage combination with a circular cross section over an isolated wing for wing aspect ratio greater than 6 can reach 7.5% at the relative diameter of fuselage equal to approximately 0.2.

Numerical Study of Wind-Tunnel Wall Effects on Lift and Drag Characteristics of NACA 0012 Airfoil

Possible interference effects of the wind tunnel walls play an important role especially for measurements in closed-wall test sections. In this study, a numerical analysis of two-dimensional subsonic flow over a NACA 0012 airfoil at different computational domain heights, angles of attack from 0o to 10o, and operating Reynolds number of 6×106 is presented. The work highlights the role of computational fluid dynamics (CFD) in the investigation of wind tunnel wall effect on lift curve slope correction factor (Ka). The flow solution is obtained using Ansys Fluent software by solving the steady-state continuity and momentum governing equations combined with turbulence model k-v shear stress transport (SST-K?). The numerical results are validated by comparing with the available experimental measurements. Calculations show that the lift curve slope correction results are very close to the published data.