Time-Resolved PIV Measurements of Ship Motion and Orientation Effects on Airwake Development

Sydney, Anish; Ramsey, Joseph; Milluzzo, Joseph

doi:10.2514/6.2017-4230

Cited by 14 publications

(5 citation statements)

References 6 publications

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“…The development of ship airwake over a period of pitch motion is presented in Figure 3. 16 The phase lag between the ship motion and the observed airwake response is qualitatively showed in these figures. Although pitch angles are both 0°, the bow is moving up in Figure 3(b) and moving down in Figure 3(d).…”

Section: Ship Environmentmentioning

confidence: 73%

“…Considerable works on effects of ship motions on the airwake have been conducted. [14][15][16][17][18] The frequency of ship motion is directly associated with the frequency distribution of turbulence in the airwake, with an energy peak in the turbulence at the corresponding frequency of motion. It was observed that pitch motion created the most significant influence on airwake and roll motion had minimal effect, as shown in Figure 2.…”

Section: Ship Environment Ship Motionmentioning

confidence: 99%

“…The increase in turbulence above the stack in Figure 3(d) is caused by that the turbulence, which is generated when the ship has a positive pitch angle, has been convective to the stack area.

Figure 3.Development of airwake over a period of pitch motion with the background contoured by velocity amplitude. 16 …”

Section: Ship Environmentmentioning

confidence: 99%

“…Figure3. Development of airwake over a period of pitch motion with the background contoured by velocity amplitude 16. …”

mentioning

confidence: 99%

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Insight into the factors affecting the safety of take-off and landing of the ship-borne helicopter

Cao

Qin

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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Despite the important role and highly frequent appearance of the helicopter in modern ship operations, the flight mission with take-off and landing of helicopters to ships, especially ships with small-sized decks, could be very challenging and potentially hazardous. Many researches on ship-helicopter dynamic interface (DI) have been conducted, and significant progress has been made. In this paper, a comprehensive and systematical review of the factors affecting the flying qualities of ship-borne helicopter and pilot workload during taking off and landing is derived from these efforts to date. The factors from two aspects, including the ship environment and the pilot-helicopter interface, are covered to address how these factors affect the helicopter handling qualities and pilot workload, primarily focusing on aerodynamic issues. The insight into these factors is not only of great significance for conducting take-off and landing tasks safely but also helpful to establish suitable fidelity criteria and guidelines for the modelling and simulation of the ship-helicopter DI environment.

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Section: Ship Environmentmentioning

confidence: 73%

Section: Ship Environment Ship Motionmentioning

confidence: 99%

“…The increase in turbulence above the stack in Figure 3(d) is caused by that the turbulence, which is generated when the ship has a positive pitch angle, has been convective to the stack area.

Figure 3.Development of airwake over a period of pitch motion with the background contoured by velocity amplitude. 16 …”

Section: Ship Environmentmentioning

confidence: 99%

“…Figure3. Development of airwake over a period of pitch motion with the background contoured by velocity amplitude 16. …”

mentioning

confidence: 99%

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Insight into the factors affecting the safety of take-off and landing of the ship-borne helicopter

Cao

Qin

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…For these geometries, the boundary layer effects on the spatial velocity arrangement (such as the re-circulation region size in the wake of a step) and the turbulence behaviour are relatively well characterised. However, most experimental studies on ship air-wakes are performed with uniform incoming flows [3,13], despite the importance of ABL in the air-wake behaviour being often cited [12,16]. A handful of studies that included simulated ABL conditions showed changes in the wake spatial structure and the level of turbulence fluctuation on the landing deck [5,9,15].…”

Section: Introductionmentioning

confidence: 99%

An assessment of Atmospheric Boundary Layer Effects on the Ship Air–wake

Setiawan¹,

Kevin²,

Monty³

2020

Australasian Fluid Mechanics Conference (AFMC)

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The ship air-wake over the landing deck of a NATO-Generic Destroyer model is investigated experimentally to better understand the effects of the Atmospheric Boundary Layer (ABL) on the flow. Two methods of creating thick ABLs are employed: i. using a series of tripping devices in a typical wind tunnel; ii. by performing the test on a water surface in a wind-wave facility. In comparison with a smooth-wall (unstimulated) boundary layer, the wake of the ship is substantially modified for both ABL cases. The ABL increases the overall fluctuation levels over the landing deck, highlighting the importance of including an ABL in simulations or experiments. Specifically, we show that the streamwise fluctuation on the landing deck increases linearly with both the background turbulence and the reference mean velocity; a simple relationship is provided. We consider the sensitivities of the wake to ABL scaling (relative to ship height), noting that a thicker ABL will generally lead to lower fluctuation levels in the wake over the landing deck (in the absence of free stream turbulence intensity).

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