Previous research has established that surfaces with tiny ribs
(riblets) aligned in the
streamwise direction can reduce the turbulent wall-shear stress below that
of a smooth
surface. Typical skin-friction reductions have been found to be about 5%.
The results
of the present investigation, however, demonstrate a considerable improvement
over
this value. This improvement is achieved by a systematic experimental optimization
which has been guided by theoretical concepts.
A key feature of our experiments is the utilization of an oil channel.
Previous
experiments in wind tunnels had to contend with very small riblet dimensions
which
typically had a lateral rib spacing of about 0.5 mm or less. By contrast,
in our oil
channel, the ribs can have a lateral spacing of between about 2 and 10
mm. This
increased size of the surface structures enables test surfaces to be
manufactured with
conventional mechanical methods, and it also enables us to build test surfaces
with
adjustable geometry. In addition, the Berlin oil channel has a novel shear
stress balance
with an unprecedented accuracy of ±0.3%. This latter feature is
a
prerequisite for a systematic experimental optimization.
In the present investigation, surfaces with longitudinal ribs and additional
slits are
studied. The experiments cover a fairly large range of parameters so that
the drag
reduction potential of a surface with ribs and/or slits is
worked out conclusively. A
large parameter range is made possible because of the adjustability of
the surfaces as
well as the automatic operation of the oil channel. In particular, the
following tests were run:
(i) Shear stress measurements with conventional riblet configurations,
i.e. with
triangular and semi-circular grooves, have been carried out. These measurements
were
necessary in order to establish the connection between our oil channel
data and
previous data from wind tunnels. As was previously established, we found
a drag
reduction of about 5%.
(ii) An adjustable surface with longitudinal blade ribs and with slits
was built and
tested. Both groove depth and slit width could be varied separately and
continuously
during the experiment. It turned out, that slits in the surface did not
contribute to the
drag reduction. Nevertheless, these investigations show how perforated
surfaces (e.g.
for boundary-layer control) can be designed for minimal parasitic drag.
On the other
hand, with closed slits, an optimal groove depth for the rib surface could
be
determined, i.e. half of the lateral rib spacing. For this configuration,
we
found an
8.7% skin-friction reduction. By carefully eliminating deleterious effects
(caused by
little gaps, etc.), the skin-friction reduction could be improved to a
record value of 9.9%.
(iii) A quantitative comparison between theory and experiment was carried
out. The
theory is based on the assumption that riblets impede the fluctuating turbulent
crossflow near the wall. In this way, momentum transfer and
shear stress are reduced.
The simplified theoretical model proposed by Luchini (1992) is supported
by the
present experiments.
(iv) For technological applications of riblets, e.g. on long-range
commercial aircraft,
the above thin-blade ribs are not practical. Therefore, we have devised
a surface that
combines a significantly improved performance (8.2 %) with a geometry which
exhibits
better durability and enables previously developed manufacturing methods
for plastic
riblet film production to be used. Our riblet geometry exhibits
trapezoidal grooves with
wedge-like ribs. The flat floor of the trapezoidal grooves permits an undistorted
visibility through the transparent riblet film which is essential
for crack inspection on aircraft.