• Journal of Industrial Technology
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• v.20 no.B
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• pp.71-76
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• 2000

A numerical investigation was performed to determine the effect of the Gurney flap on NACA 0015 airfoil. A Navier-Stokes code. FLUENT, was used to calculate the flow field about the airfoil. The fully-turbulent results were obtained using the standard ${\kappa}-{\varepsilon}$ two-equation turbulence model. The numerical solutions showed the Gurney flap increased both lift and drag. These results suggested that the Gurney flap served to increase the effective camber of the airfoil. Gurney flap provided a significant increase in lift-to-drag ratio relatively at low angle of attack and for high lift coefficient. It turned out that 0.75% chord size of flap was best. The numerical results exhibited detailed flow structures at the trailing edge and provided a possible explanation for the increased aerodynamic performance.

• International Journal of Naval Architecture and Ocean Engineering
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• v.1 no.1
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• pp.1-12
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• 2009

Wing-in-Ground vehicles and aerodynamically assisted boats take advantage of increased lift and reduced drag of wing sections in the ground proximity. At relatively low speeds or heavy payloads of these craft, a flap at the wing trailing-edge can be applied to boost the aerodynamic lift. The influence of a flap on the two-dimensional NACA 4412 airfoil in viscous ground-effect flow is numerically investigated in this study. The computational method consists of a steady-state, incompressible, finite volume method utilizing the Spalart-Allmaras turbulence model. Grid generation and solution of the Navier-Stokes equations are completed using computer program Fluent. The code is validated against published experimental and numerical results of unbounded flow with a flap, as well as ground-effect motion without a flap. Aerodynamic forces are calculated, and the effects of angle of attack, Reynolds number, ground height, and flap deflection are presented for a split and plain flap. Changes in the flow introduced with the flap addition are also discussed. Overall, the use of a flap on wings with small attack angles is found to be beneficial for small flap deflections up to 5% of the chord, where the contribution of lift augmentation exceeds the drag increase, yielding an augmented lift-to-drag ratio.

• Journal of Advanced Marine Engineering and Technology
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• v.25 no.5
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• pp.1091-1097
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• 2001

A numerical investigation was performed to determine the effect of airfoil on the optimum flap height using NACA 00XX and 44XX airfoils. The six flaps which have 0.5% chord height difference were selected . A Navier-Stokes code, FLUENT, was used to calculate the flow field of the airfoil. The code was first tested as a benchmark by modelling flow around a NACA 4412 airfoil. Predictions of local pressure coefficients are found to be in good agreement with the result of the experimental results. For every NACA 00XX and 44XX airfoil, flap heights ranging from 0.0% to 2.5% chord were changed by 0.5% chord interval and their effects were also studied. Representative results from each case are presented graphically and discussed. It is conclued that this initial approach gives an idea for the future development of the wind turbine optimum design.

• Proceedings of the KSME Conference
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• 2001.11b
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• pp.616-621
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• 2001

A numerical investigation was performed to determine the effect of airfoil on the optimum flap height using NACA 0021 Wells turbine. The five double flaps which have 0.5% chord height difference were selected. A Navier-Stokes code, FLUENT, was used to calculate the flow field of the Wells turbine. The basic feature of the Wells turbine is that even though the cyclic airflow produces oscillating axial forces on the airfoil blades, the tangential force on the rotor is always in the same direction. Geometry used to define the 3-D numerical grid is based upon that of an experimental test rig. This paper tries to analyze the optimum double flap of Wells turbine with the numerical analysis.

• 한국전산유체공학회:학술대회논문집
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• 2011.05a
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• pp.331-336
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• 2011

The flow fields over multi-element airfoils with lift-enhancing flat-plate tabs were numerically investigated. Common choice of the height of the lift-enhancing tabs usually ranges from 0.25% to 1.25% of the reference airfoil chord, and in this study the effect of the position of the tab with l%-chord height was studied by varying the distance of the tab from the trailing edge ranging from 0.5% to 2% of the reference chord. In this paper, the effects of lift-enhancing tabs with various position were studied at a constant Reynolds number on a two-element airfoil with a slotted flap. Computed streamlines show that the additional turning caused by the tab reduces the amount of separated flow on the flap.

• The Journal of the Korean dental association
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• v.49 no.9
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• pp.520-526
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• 2011

Vascularized iliac crest flap include bone tissue of good quality and quantity for mandible segmental defect. Even if fibular flap can contain longer bone tissue, iliac crest has esthetic shape for mandible body reconstruction and large height for implant. Conventional vascularized iliac crest osteomyocutaneous flap is too bulky for reconstruction of intraoral soft tissue defect. But modified flap can reduce soft tissue volume, so is good for functional reconstruction of oral mucosa. It takes only one month for completely replace oral mucosa. The final mucosal texture is much better than other skin paddle flap, especially for implant prosthesis. Donor site morbidity of this method looks same level or less with other modalities functionally and socially. In case of oral mucosa-mandible combined defect, vascularized iliac crest with internal oblique muscle flap shows good outcomes for hard and soft tissue.

• Ocean Systems Engineering
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• v.10 no.1
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• pp.1-23
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• 2020

Hydrodynamic Drag of Surface combatants pose significant challenges with regard to fuel efficiency and exhaust emissions. Stern flaps have been used widely as an energy saving device, particularly by the US Navy (Hemanth et al. 2018a, Hemanth Kumar and Vijayakumar 2018b). In the present investigation the effect of flap turning angle on drag reduction is numerically and experimentally studied for a high-speed displacement surface combatant fitted with a stern flap in the Froude number range of 0.17-0.48. Parametric investigations are undertaken for constant chord length & span and varying turning angles of 5° 10° & 15°. Experimental resistance values in towing tank tests were validated with CFD. Investigations revealed that pressure increased as the flow velocity decreased with an increase in flap turning angle which was due to the centrifugal action of the flow caused by the induced concave curvature under the flap. There was no significant change in stern wave height but there was a gradual increase in the stern wave steepness with flap angle. Effective length of the vessel increased by lengthening of transom hollow. In low Froude number regime, flow was not influenced by flap curvature effects and pressure recovery was marginal. In the intermediate and high Froude number regimes pressure recovery increased with the flap turning angle and flow velocity.

• Archives of Plastic Surgery
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• v.45 no.4
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• pp.333-339
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• 2018

Background Flap volume is an important factor for obtaining satisfactory symmetry in breast reconstruction with a transverse rectus abdominis myocutaneous (TRAM) free flap. We aimed to develop an easy and simple method to estimate flap volume. Methods We performed a preoperative estimation of the TRAM flap volume in five patients with breast cancer who underwent 2-stage breast reconstruction following an immediate tissue expander operation after a simple mastectomy. We measured the height and width of each flap zone using a ruler and measured the tissue thickness by ultrasound. The volume of each zone, approximated as a triangular or square prism, was then calculated. The zone volumes were summed to obtain the total calculated volume of the TRAM flap. We then determined the width of zone II, so that the calculated flap volume was equal to the required flap volume ($1.2{\times}1.05{\times}$the weight of the resected mastectomy tissue). The TRAM flap was transferred vertically so that zone III was located on the upper side, and zone II was trimmed in the sitting position after vascular anastomosis. We compared the estimated flap width of zone II (=X) with the actual flap width of zone II. Results X was similar to the actual measured width. Accurate volume replacement with the TRAM flap resulted in good symmetry in all cases. Conclusions The volume of a free TRAM flap can be straightforwardly estimated preoperatively using the method presented here, with ultrasound, ruler, and simple calculations, and this technique may help reduced the time required for precise flap tailoring.

• Journal of the Korean Solar Energy Society
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• v.26 no.2
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• pp.1-7
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• 2006

A numerical investigation was performed to determine the effect of airfoil on the optimum flap height using NACA0015 Wells turbine. The five double flaps which have 0.5% difference were selected. A Navier-Stokes code, CFX-TASCflow, was used to calculate the flow field of the Wells turbine. The basic feature of the Wells turbine is that even though the cyclic airflow produces oscillating axial forces on the airfoil blades, the tangential force on the rotor is always in the same direction. Geometry used to define the three dimension numerical grid is based upon that of an experimental test rig. This paper tries to disign the double flap of Wells turbine with the numerical analysis.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.34 no.3
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• pp.200-204
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• 2012

In the repair of unilateral complete cleft lip, the most popular method is the rotation-advancement by Millard. Despite advantages of Millard repair, a few pitfalls exist. Above all, some of the scars, at the height of the cleft side philtral ridge, cross the Langer's line. Further, in the repair of complete cleft lip, small triangular lateral lip flap is often added in the base of an advancement flap to level the Cupid's bow. Moreover, preservation of the advancement flap has some negative effects on a primary nasal repair. As a result, the shape of philtrum is somewhat unnatural. Therefore, I applied the extended Mohler repair in the six cases of complete wide cleft lip to get a more esthetic scar. As a result, more natural, straight philtral ridge was obtained, without adding small triangular flap in the base of the advancement flap.