Recent numerical studies have suggested the potential of substrates with streamwise-preferential permeability to reduce drag in turbulent boundary layers. Such a substrate is theorized to facilitate relaxation of the no-slip condition and thereby reduce the skin friction. So far, these beneficial effects have not been demonstrated experimentally yet and therefore the scope of this work is to present this concept in air flow where the substrate geometry satisfies the theoretical permeability requirements for an expected reduction in drag. For this, a three-dimensional-printed structure with anisotropic permeability (φxz=2.7, φxy=3.9) and small pores (s≈250μm), akin to an acoustic liner, was developed. The substrate was investigated using direct force measurements and 2D-2C PIV in the range of U∞≈5-35 ms-1, corresponding to frictional Reynolds numbers of Reτ≈430-1960. Results show an increase in drag of 0%<ΔCD<8% and, while contrasting the model predictions, this agrees with DNS data on structures with similar geometric properties when using the inverse wall-normal Forchheimer coefficient, or inertial permeability, as the equivalent roughness parameter. Hence the present results constitute the first experimental evidence that this is the governing property for the drag behavior of acoustic liners. The absence of the predicted beneficial flow modulation effects is attributed to the investigated substrate not strictly satisfying the theoretical framework assumptions on characteristic length scales. However, to expand beyond this structural limitation, we analytically derive that, for realistic, geometrically resolved cases, this length scale mismatch is unavoidable and thereby render it unfeasible to model the substrate as a continuum for the virtual-origin approach. We expect that translating the abstraction of substrates with streamwise-preferential permeability into physical realisations relevant for practical applications would result in structures very similar to riblets.

We present an experimental realisation of spatial spanwise forcing in a turbulent boundary layer flow, aimed at reducing the frictional drag. The forcing is achieved by a series of spanwise running belts, running in alternating spanwise direction, thereby generating a steady spatial square-wave forcing. Stereoscopic particle image velocimetry in the streamwise–wall-normal plane is used to investigate the impact of actuation on the flow in terms of turbulence statistics, drag performance characteristics, and spanwise velocity profiles, for a non-dimensional wavelength of λ_x⁺=397. In line with reported numerical studies, we confirm that a significant flow control effect can be realised with this type of forcing. The scalar fields of the higher-order turbulence statistics show a strong attenuation of stresses and production of turbulence kinetic energy over the first belt already, followed by a more gradual decrease to a steady-state energy response over the second belt. The streamwise velocity in the near-wall region is reduced, indicative of a drag-reduced flow state. The profiles of the higher-order turbulence statistics are attenuated up to a wall-normal height of y⁺≈100, with a maximum streamwise stress reduction of 45% and a reduction of integral turbulence kinetic energy production of 39%, for a non-dimensional actuation amplitude of A⁺=12.7. An extension of the classical laminar Stokes layer theory is introduced, based on the linear superposition of Fourier modes, to describe the non-sinusoidal boundary condition that corresponds to the current case. The experimentally obtained spanwise velocity profiles show good agreement with this extended theoretical model. The drag reduction was estimated from a linear fit in the viscous sublayer in the range 2≤y⁺≤5. The results are found to be in good qualitative agreement with the numerical implementations of Viotti et al. (Phys Fluids 21, 2009), matching the drag reduction trend with A⁺, and reaching a maximum of 20%. Graphical abstract: (Figure presented.)

Chevron-shaped protrusions have been proposed in the literature for turbulent skin friction reduction. However, there is no consensus on the performance of this passive flow control technique; both an increase and a decrease in drag have been observed in previous studies. There is also no experimental evidence to support the working mechanism behind the drag reduction effect that has been postulated in the literature. In this study, direct force measurements were used to replicate experiments from the literature and, in addition, were used to test new array configurations to characterise the effect of individual design parameters on drag performance. A total of 23 different protrusion configurations were investigated in a turbulent boundary layer flow. In addition to the integral force measurements, particle image velocimetry was used to measure wall-parallel velocity fields in order to extract the statistical sizing and energy of the near-wall cycle turbulence. All configurations increased the drag between 2% and 10% for a friction Reynolds number of 1700. The drag reduction reported in the literature could not be replicated; however, these findings agreed with an experimental and numerical study that reported drag increase. The trend observed in the low-speed streak spacing from the PIV experiments was consistent with that observed in the balance data. Nevertheless, no evidence was found to support the working mechanism proposed in the literature. These results cast doubt on the proposed drag reduction potential of chevron-shaped protrusions. In the authors’ view, the results of this study strengthen previous conclusions regarding their minor increase in drag. Future studies to further approach a consensus are proposed.

Although several previous studies have reported a potential drag-reducing effect of dimpled surfaces in turbulent boundary layers, there is a lack of replicability across experiments performed by different research groups. To contribute to the dialogue, we scrutinize one of the most studied dimple geometries reported in the literature, which has a dimple diameter of 20 mm and a depth of 0.5 mm. There is no general consensus in literature on the drag-reduction performance of this particular dimple geometry, with some studies suggesting a drag reduction, while others report a drag increase. The present combined experimental and numerical study comprises two sets of wind tunnel experiments and a well-resolved large-eddy simulation. The wind tunnel experiments and the large-eddy simulation both depict a total drag increase of around 1%–2% compared to the flat reference case. This finding agrees with a recent study by Spalart et al. (2019). Furthermore, the present wind tunnel experiments have shed light on a plausible reason behind the discrepancy between the study by Spalart et al. (2019) and earlier results from van Nesselrooij et al. (2016). Lastly, the large-eddy simulation results reveal that the pressure drag is the main contributor to the increase in the total drag of the dimpled surface. We believe that these results will contribute to a new consensus on the drag performance of this dimple geometry.

Accurately measuring small changes in aerodynamic drag over a flat surface stands at the core of the development of technologies capable of reducing turbulent friction drag. A wind tunnel drag measurement system was developed which improves significantly on the state of the art. Experimental tests demonstrated that an uncertainty of less than 0.5% of C D at a 95% confidence level was typically achieved, already at drag values below 1 N. This was replicated in two different wind tunnels. A match with literature on riblet performance within 1% of C D was obtained. A crucial aspect of the design is the implementation of a correction for the pressure forces on the streamwise-facing surfaces of the test plate assembly. The flexible architecture of the system in the present realisation makes it suitable for most wind tunnels having a test section width of 400 mm or larger, which allows for accelerated development of turbulent drag reduction concepts from moderate-size low-cost facilities towards flow conditions relevant to the intended industrial application.

An anti-fairing is a concave deformation of the wall around a wing-body junction that can decrease the aerodynamic drag through the activation of a propulsive force generated by the interaction of the curved concave shape and the high-pressure region in proximity of the wing leading-edge. Although this mechanism is well understood, the dynamics of the interaction between the anti-fairing and the junction flow remain largely unexplored. This work brings together all the numerical and experimental studies of the anti-fairing to investigate its effect on turbulent quantities and the robustness of its design to changes to the incoming flow parameters, and to estimate the drag change with respect to a normal wing/flat-plate configuration. It is found that the interaction of the streamwise pressure gradient generated by the anti-fairing with the incoming boundary layer substantially reduces the shear responsible for viscous drag. Furthermore, no significant influence of the incoming boundary layer thickness on the anti-fairing performance is observed. However, a direct drag measurement with a force balance casts some doubts on the possibility to achieve large drag reductions.

Although various experimental studies have confirmed the potential drag reducing effect of dimpled surfaces in a turbulent boundary layer, the working mechanism remains largely unresolved. An experimental investigation has been performed with the objective to strengthen the understanding of this aerodynamic surface and its interaction with the turbulent boundary layer. Direct force measurements were combined with Particle Image Velocimetry (PIV) and Particle Image Surface Flow Visualization (PISFV). The direct force measurements reveal that the drag reduction is highly sensitive to flow conditions: a finding with significant implications for further research as well as for potential applications. Furthermore, the PIV and PISFV measurements reveal a spanwise oscillation of the flow near the surface due to the interaction of individual dimple flow topologies, which are of the converger-diffuser type. The measurement of this oscillation provides evidence for a novel drag reduction theory: the interaction between dimples causes alternating spanwise excitations of the near-wall flow which interacts with the turbulent coherent structures which leads to a reduction of the turbulent drag.