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.

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.