• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.11
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• pp.1105-1114
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• 2010

Ice shapes accumulated on the aircraft surfaces are categorized into rime and glaze ice, which are highly dependent on various parameters such as ambient temperature, liquid water contents (LWC), mean volumetric droplet diameter and freestream velocity. In this study, quantitative analyses on the ice accretion have been attempted in a systematical manner and the key findings are as follows. First, the increase of freestream velocity can cause tremendous change in the ice accumulation such as the growth of ice accretion area, ice heading direction and maximum thickness of ice horn. Second, LWC is found to be linearly proportional to the ice accretion area. Third, the effects of ambient temperature on incoming water mass seem to be relatively small in comparison with LWC and freestream velocity. Finally, it was shown that MVD has only a little influence on ice shapes. However, it may increase the ice accretion area by increasing the droplet impacting range.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.11
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• pp.1094-1104
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• 2010

In the previous studies, the validation of numerical codes has been conducted based on the qualitative comparison of predicted ice shapes with experiments, which poses a significant limit on the systematic analysis of ice shapes due to the variation of meteorological conditions. In response to this, the numerical code has been quantitatively validated against available experiment for the ice accretion on cylinders and airfoils in the present study. Ice shapes accumulated on the bodies are systematically investigated with respect to various icing parameters. To this end, maximum thickness, heading direction and ice thickness are quantified and expressed in the polar coordinate system for the comparison with other numerical results. By applying the quantitative analysis, similar shapes are intuitively distinguished. The developed numerical code underestimates the ice accretion area and the ice thickness of lower surface. In order to improve the accuracy, further accurate aerodynamic solver is required for the water droplet trajectories.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.8
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• pp.747-757
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• 2010

The ice accreted on the airfoil is one of the critical drivers that causes the degradation of aerodynamic performance as well as aircraft accidents. Hence, an efficient numerical code to predict the accreted ice shape is crucial for the successful design of de-icing and anti-icing devices. To this end, a numerical code has been developed for the prediction of glaze ice accretion shape on 2D airfoil. Constant Source-Doublet method is used for the purpose of computational efficiency and heat transfer in the icing process is accounted for by Messinger model. The computational results are thoroughly compared against available experiments and other computation codes such as LEWICE and TRAJICE. The direction and thickness of ice horn are shown to yield similar results compared to the experiments and other codes. In addition, the effects of various parameters - temperature, free-stream velocity, liquid water contents, and droplet diameter - on the ice shape are systematically analyzed through parametric studies.

• The Korean Journal of Physiology and Pharmacology
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• v.3 no.4
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• pp.365-373
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• 1999

Somatostatin (SOM) is one of the major neuropeptides in dorsal root ganglion cells, but its role in spinal nociceptive process has not been well known. In present study we aimed to investigate the effect of SOM on the response of dorsal horn neurons to the various types of peripheral nociceptive stimuli in anesthetized cats. Using carbon-filament microelectrode, the single cell activities of wide dynamic range neurons were recorded from the lumbosacral enlargement after noxious mechanical (squeeze), thermal (radiant heat lamp) and cold (dry ice) stimulation to the receptive field. Sciatic nerve was stimulated electrically to evoke $A\;{\delta}-$ and C-nociceptive responses. SOM analogue, octreotide $(10\;{\mu}g/kg),$ was applied intravenously and the results were compared with those of morphine (2 mg/kg, MOR). Systemic SOM decreased the cellular responses to the noxious heat and the mechanical stimulation, but increased those to the cold stimulation. In the responses to the electric stimuli of sciatic nerve, $A\;{\delta}-nociceptive$ response was increased by SOM, while C-nociceptive response was decreased. On the other hand, MOR inhibited the dorsal horn cell responses to all the noxious stimuli. From the above results, it is concluded that SOM suppresses the transmission of nociceptive heat and mechanical stimuli, especially via C-fiber, while it facilitates those of nociceptive cold stimuli via $A\;{\delta}-fiber$.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.1
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• pp.23-33
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• 2020

In this study, the effect of surface roughness distribution and its influence on the inflight icing code was investigated. Previous numerical studies focused on the magnitude of surface roughness, and the effects were only addressed in terms of changes in thermal boundary layers with fully turbulent assumption. In addition, the empirical formula was used to take account the turbulent transition due to surface roughness, which was regarded as reducing the accuracy of ice shape prediction. Therefore, in this study, the turbulent transition model based on the two-equation turbulence model was applied to consider the effects of surface roughness. In order to consider the effect of surface roughness, the transport equation for roughness amplification parameter was applied, and the surface roughness distribution model was implemented to consider the physical properties. For validation, the surface roughness, convective heat transfer coefficient, and ice shape were compared with experimental results and other numerical methodology. As a result, it was confirmed that the excessive prediction of the heat transfer coefficient at the leading edge and the ice horn shape at the bottom of the airfoil were improved accordingly.