Aerodynamic characteristics of flying fish in gliding flight.

The flying fish (family Exocoetidae) is an exceptional marine flying vertebrate, utilizing the advantages of moving in two different media, i.e. swimming in water and flying in air. Despite some physical limitations by moving in both water and air, the flying fish has evolved to have good aerodynamic designs (such as the hypertrophied fins and cylindrical body with a ventrally flattened surface) for proficient gliding flight. Hence, the morphological and behavioral adaptations of flying fish to aerial locomotion have attracted great interest from various fields including biology and aerodynamics. Several aspects of the flight of flying fish have been determined or conjectured from previous field observations and measurements of morphometric parameters. However, the detailed measurement of wing performance associated with its morphometry for identifying the characteristics of flight in flying fish has not been performed yet. Therefore, in the present study, we directly measure the aerodynamic forces and moment on darkedged-wing flying fish (Cypselurus hiraii) models and correlated them with morphological characteristics of wing (fin). The model configurations considered are: (1) both the pectoral and pelvic fins spread out, (2) only the pectoral fins spread with the pelvic fins folded, and (3) both fins folded. The role of the pelvic fins was found to increase the lift force and lift-to-drag ratio, which is confirmed by the jet-like flow structure existing between the pectoral and pelvic fins. With both the pectoral and pelvic fins spread, the longitudinal static stability is also more enhanced than that with the pelvic fins folded. For cases 1 and 2, the lift-to-drag ratio was maximum at attack angles of around 0 deg, where the attack angle is the angle between the longitudinal body axis and the flying direction. The lift coefficient is largest at attack angles around 30∼35 deg, at which the flying fish is observed to emerge from the sea surface. From glide polar, we find that the gliding performance of flying fish is comparable to those of bird wings such as the hawk, petrel and wood duck. However, the induced drag by strong wing-tip vortices is one of the dominant drag components. Finally, we examine ground effect on the aerodynamic forces of the gliding flying fish and find that the flying fish achieves the reduction of drag and increase of lift-to-drag ratio by flying close to the sea surface.

A zero-dimensional predictive model for the pressure drop in the stenotic coronary artery based on its geometric characteristics.

The diameter- or area-reduction ratio measured from coronary angiography, commonly used in clinical practice, is not accurate enough to represent the functional significance of the stenosis, i.e., the pressure drop across the stenosis. We propose a new zero-dimensional model for the pressure drop across the stenosis considering its geometric characteristics and flow rate. To identify the geometric parameters affecting the pressure drop, we perform three-dimensional numerical simulations for thirty-three patient-specific coronary stenoses. From these numerical simulations, we show that the pressure drop is mostly determined by the curvature as well as the area-reduction ratio of the stenosis before the minimal luminal area (MLA), but heavily depends on the area-expansion ratio after the MLA due to flow separation. Based on this result, we divide the stenosis into the converging and diverging parts in the present zero-dimensional model. The converging part is segmented into a series of straight and curved pipes with curvatures, and the loss of each pipe is estimated by an empirical relation between the total pressure drop, flow rate, and pipe geometric parameters (length, diameter, and curvature). The loss in the diverging part is predicted by a relation among the total pressure drop, Reynolds number, and area expansion ratio with the coefficients determined by a machine learning method. The pressure drops across the stenoses predicted by the present zero-dimensional model agree very well with those obtained from three-dimensional numerical simulations.

Effects of pannus formation on the flow around a bileaflet mechanical heart valve.

Some patients with a bileaflet mechanical heart valve (BMHV) show significant increases in the transvalvular pressure drop and abnormal leaflet motion due to a pannus (an abnormal fibrovascular tissue) formed on the ventricular side, even in the absence of physical contact between the pannus and leaflets. We investigate the effects of the pannus shape (circular or semi-circular ring), implantation location and height on the leaflet motion, flow structure and transvalvular pressure drop using numerical simulations. The valve model considered resembles a 25 mm masters HP valve. The mean systolic pressure drop is significantly increased with increasing pannus height, irrespective of its implantation orientation. Near the peak inflow rate, the flow behind the pannus becomes highly turbulent, and the transvalvular pressure drop is markedly increased by the pannus. At the end of valve opening and the start of valve closing, oscillatory motions of the leaflets occur due to periodic shedding of vortex rings behind the pannus, and their amplitudes become large with increasing pannus height. When the pannus shape is asymmetric (e.g., a semi-circular ring) and its height reaches about 0.1D (D (= 25 mm) is the diameter of an aorta), abnormal leaflet motions occur: two leaflets move asymmetrically, and valve closing is delayed in time or incomplete, which increases the regurgitation volume. The peak energy loss coefficients due to panni are obtained from simulation data and compared with those predicted by a one-dimensional model. The comparison indicates that the one-dimensional model is applicable for the BMHV with and without pannus.

Flow over a ski jumper in flight: Prediction of the aerodynamic force and flight posture with higher lift-to-drag ratio.

Large eddy simulations (LESs) are performed to study the flow characteristics around two flight posture models of ski jumping. These models are constructed by three-dimensionally scanning two national-team ski jumpers taking flight postures. The drag and lift forces on each component of a ski jumper and skis (head with helmet and goggle, body, arms, legs and skis) and their lift-to-drag ratios are obtained. For the two posture models, the drag forces on the body, legs and skis are larger than those on the arms and head with helmet and goggle, but the lift forces on the body and skis are larger than their drag forces, resulting in high lift-to-drag ratios on the body and skis and low lift-to-drag ratio on the legs. We construct simple geometric models, such as the circular cylinder, sphere and thin rectangular plate, predicting the drag and lift forces on each component of a ski jumper and skis, and validate them with those obtained from LES. Using these geometric models, we perform a parametric study on the position angles of flight posture for higher total lift-to-drag ratio. The flight postures obtained increase the total lift-to-drag ratios by 35% and 21% from those of two base postures, respectively. Finally, LESs are performed for the postures obtained and show the increases in the total lift-to-drag ratios by 21% and 16%, respectively, indicating the adequacy of using the simple geometric models for finding a flight posture of ski jumping having a higher lift-to-drag ratio at low cost.

A predictive model of the drag coefficient for a revolving wing at low Reynolds number.

A predictive model of the drag coefficient for a revolving wing at low Reynolds number is suggested. Unlike the previous model (Wang et al 2016 J. Fluid Mech. 800 688-719), the present model includes a viscous drag on the wing from laminar boundary layer theory and thus predicts the drag force more accurately at low angles of attack and low Reynolds numbers. Also, in determining the model constants, we consider the attack angle of π/4 at which the resultant force on the wing is assumed to be perpendicular to the wing chord. The present aerodynamic model more accurately predicts drag forces of four different revolving wings than the existing ones.

Flow structure modifications by leading-edge tubercles on a 3D wing.

Leading-edge tubercles on a humpback whale flipper are known to enhance its hydrodynamic performance at post-stall angles of attack (Miklosovic et al 2004 Phys. Fluids 16 39-42). We investigate vortical structures above a three-dimensional wing with tubercles using surface-oil-flow visualization and particle image velocimetry measurement. Two wing models with and without tubercles, previously studied by Miklosovic et al (2004 Phys. Fluids 16 39-42), are considered at the Reynolds number of 180 000 based on the free-stream velocity and mean chord length. At this Reynolds number, tubercles delay the stall angle by 7° and increase the maximum lift coefficient by about 22%. At a low angle of attack, flow separation first occurs near the tip region for both wing models. While flow separation rapidly progresses inboard (toward the wing root) for the model without tubercles with increasing angle of attack, tubercles produce two types of vortical motions and block the inboard progression of flow separation, resulting in delayed stall from α = 8° to 15°. One of these two vortical structures is pairs of counter-rotating streamwise vortices evolving from hemi-spherical separation bubbles near the leading-edge troughs at pre-, near-, and post-stall angles of attack, and the other is asymmetric pairs of streamwise vortices evolving from separated flow regions after the mid-chord region at near-stall angle of attack. At a post-stall angle of attack (α = 16°), strong clockwise and counter-clockwise streamwise vortices are generated from foci at the root and tip near the trailing edge, respectively, and delay flow separation in the mid-span, resulting in a higher lift coefficient than that without tubercles.

Characteristics of the alula in relation to wing and body size in the Laridae and Sternidae.

The alula is a small structure present on the leading edge of bird wings and is known to enhance lift by creating a small vortex at its tip. Alula size vary among birds, but how this variation is associated with the function of the alula remains unclear. In this study, we investigated the relationship between the size and shape of the alula and the features of the wing in the Laridae and Sternidae. Laridae birds have generally longer wings and greater loadings than Sternidae birds. The two families differed in the relationships between body size or wing length and the size or shape of the alula. In the Laridae, the aspect ratio of the alula was smaller in the species that have relatively longer wings, but the pattern was opposite in the Sternidae. The aspect ratio of the alula was greater in the species that are relatively heavier in the Sternidae but not in the Laridae. Combined, these results suggest that the species with high loading potential and long wings exhibit long alula. We hypothesize that heavier species may benefit from having longer alula if they perform flights with higher attack angles than lighter species, as longer alula would better suppress flow separation at higher attack angles. Our results suggest that the size and shape of the alula can be explained in one allometric landscape defined by wing length and loading in these two closely related families of birds with similar wing shapes.

A bio-inspired device for drag reduction on a three-dimensional model vehicle.

In this paper, we introduce a bio-mimetic device for the reduction of the drag force on a three-dimensional model vehicle, the Ahmed body (Ahmed et al 1984 SAE Technical Paper 840300). The device, called automatic moving deflector (AMD), is designed inspired by the movement of secondary feathers on bird's wing suction surface: i.e., secondary feathers pop up when massive separation occurs on bird's wing suction surface at high angles of attack, which increases the lift force at landing. The AMD is applied to the rear slanted surface of the Ahmed body to control the flow separation there. The angle of the slanted surface considered is 25° at which the drag coefficient on the Ahmed body is highest. The wind tunnel experiment is conducted at Re H  = 1.0 × 10(5)-3.8 × 10(5), based on the height of the Ahmed body (H) and the free-stream velocity (U ∞). Several AMDs of different sizes and materials are tested by measuring the drag force on the Ahmed body, and showed drag reductions up to 19%. The velocity and surface-pressure measurements show that AMD starts to pop up when the pressure in the thin gap between the slanted surface and AMD is much larger than that on the upper surface of AMD. We also derive an empirical formula that predicts the critical free-stream velocity at which AMD starts to operate. Finally, it is shown that the drag reduction by AMD is mainly attributed to a pressure recovery on the slanted surface by delaying the flow separation and suppressing the strength of the longitudinal vortices emanating from the lateral edges of the slanted surface.

Hydrodynamic role of longitudinal dorsal ridges in a leatherback turtle swimming.

Leatherback sea turtles (Dermochelys coriacea) are known to have a superior diving ability and be highly adapted to pelagic swimming. They have five longitudinal ridges on their carapace. Although it was conjectured that these ridges might be an adaptation for flow control, no rigorous study has been performed to understand their hydrodynamic roles. Here we show that these ridges are slightly misaligned to the streamlines around the body to generate streamwise vortices, and suppress or delay flow separation on the carapace, resulting in enhanced hydrodynamic performances during different modes of swimming. Our results suggest that shapes of some morphological features of living creatures, like the longitudinal ridges of the leatherback turtles, need not be streamlined for excellent hydro- or aerodynamic performances, contrary to our common physical intuition.

The function of the alula in avian flight.

The alula is a small structure located at the joint between the hand-wing and arm-wing of birds and is known to be used in slow flight with high angles of attack such as landing. It is assumed to function similarly to a leading-edge slat that increases lift and delays stall. However, in spite of its universal presence in flying birds and the wide acceptance of stall delay as its main function, how the alula delays the stall and aids the flight of birds remains unclear. Here, we investigated the function of alula on the aerodynamic performance of avian wings based on data from flight tasks and wind-tunnel experiments. With the alula, the birds performed steeper descending flights with greater changes in body orientation. Force measurements revealed that the alula increases the lift and often delays the stall. Digital particle image velocimetry showed that these effects are caused by the streamwise vortex, formed at the tip of the alula, that induces strong downwash and suppresses the flow separation over the wing surface. This is the first experimental evidence that the alula functions as a vortex generator that increases the lift force and enhances manoeuvrability in flights at high angles of attack.

Hydrodynamic characteristics of the sailfish (Istiophorus platypterus) and swordfish (Xiphias gladius) in gliding postures at their cruise speeds.

The sailfish and swordfish are known as the fastest sea animals, reaching their maximum speeds of around 100 km/h. In the present study, we investigate the hydrodynamic characteristics of these fishes in their cruise speeds of about 1 body length per second. We install a taxidermy specimen of each fish in a wind tunnel, and measure the drag on its body and boundary-layer velocity above its body surface at the Reynolds number corresponding to its cruising condition. The drag coefficients of the sailfish and swordfish based on the free-stream velocity and their wetted areas are measured to be 0.0075 and 0.0091, respectively, at their cruising conditions. These drag coefficients are very low and comparable to those of tuna and pike and smaller than those of dogfish and small-size trout. On the other hand, the long bill is one of the most distinguished features of these fishes from other fishes, and we study its role on the ability of drag modification. The drag on the fish without the bill or with an artificially-made shorter one is slightly smaller than that with the original bill, indicating that the bill itself does not contribute to any drag reduction at its cruise speed. From the velocity measurement near the body surface, we find that at the cruise speed flow separation does not occur over the whole body even without the bill, and the boundary layer flow is affected only at the anterior part of the body by the bill.

Kinematic control of aerodynamic forces on an inclined flapping wing with asymmetric strokes.

In the present study, we conduct an experiment using a one-paired dynamically scaled model of an insect wing, to investigate how asymmetric strokes with different wing kinematic parameters are used to control the aerodynamics of a dragonfly-like inclined flapping wing in still fluid. The kinematic parameters considered are the angles of attack during the mid-downstroke (α(md)) and mid-upstroke (α(mu)), and the duration (Δτ) and time of initiation (τ(p)) of the pitching rotation. The present dragonfly-like inclined flapping wing has the aerodynamic mechanism of unsteady force generation similar to those of other insect wings in a horizontal stroke plane, but the detailed effect of the wing kinematics on the force control is different due to the asymmetric use of the angle of attack during the up- and downstrokes. For example, high α(md) and low α(mu) produces larger vertical force with less aerodynamic power, and low α(md) and high α(mu) is recommended for horizontal force (thrust) production. The pitching rotation also affects the aerodynamics of a flapping wing, but its dynamic rotational effect is much weaker than the effect from the kinematic change in the angle of attack caused by the pitching rotation. Thus, the influences of the duration and timing of pitching rotation for the present inclined flapping wing are found to be very different from those for a horizontal flapping wing. That is, for the inclined flapping motion, the advanced and delayed rotations produce smaller vertical forces than the symmetric one and the effect of pitching duration is very small. On the other hand, for a specific range of pitching rotation timing, delayed rotation requires less aerodynamic power than the symmetric rotation. As for the horizontal force, delayed rotation with low α(md) and high α(mu) is recommended for long-duration flight owing to its high efficiency, and advanced rotation should be employed for hovering flight for nearly zero horizontal force. The present study suggests that manipulating the angle of attack during a flapping cycle is the most effective way to control the aerodynamic forces and corresponding power expenditure for a dragonfly-like inclined flapping wing.

A proportional-integral-differential control of flow over a circular cylinder.

In the present study, we apply proportional (P), proportional-integral (PI) and proportional-differential (PD) feedback controls to flow over a circular cylinder at Re=60 and 100 for suppression of vortex shedding in the wake. The transverse velocity at a centreline location in the wake is measured and used for the feedback control. The actuation (blowing/suction) is provided to the flow at the upper and lower slots on the cylinder surface near the separation point based on the P, PI or PD control. The sensing location is varied from 1d to 4d from the centre of the cylinder. Given each sensing location, the optimal proportional gain in the sense of minimizing the sensing velocity fluctuations is obtained for the P control. The addition of I and D controls to the P control certainly increases the control performance and broadens the effective sensing location. The P, PI and PD controls successfully reduce the velocity fluctuations at sensing locations and attenuate vortex shedding in the wake, resulting in reductions in the mean drag and lift fluctuations. Finally, P controls with phase shift are constructed from successful PI controls. These phase-shifted P controls also reduce the strength of vortex shedding, but their results are not as good as those from the corresponding PI controls.