We calculated the DRAG FORCE for asymptotically Lifshitz space times in (d+ 2)-dimensions with the arbitrary dynamical exponent z. We find that at zero and finite temperature, the DRAG FORCE has a non-zero value. Using the DRAG FORCE calculations, we investigate the DC conductivity of the strange metals.

DRAG FORCE is one of the aerodynamic properties of Chickpea that is used extensively in the pneumatic separation and conveying systems in agricultural machinery and process engineering. Based on dimension eight samples of Chickpea were chosen. In order to hold Chickpeas in the wind tunnel 450 mm length comb was used. There are needles on the comb with 30 mm intervals.The experiment was done at three different moisture levels (42%, 46%, 52% wet basis) and at three different air velocities (10m/s, 12m/s, 15m/s) for eight dimension and at eight replications. Factorial experiment based on completely randomized design was used to analyze data.Effect of dimension moisture content and air velocity on the DRAG FORCE at α=1% were more significant and their interactions did too. The mean of DRAG FORCE was 7.923× 10-3 N the highest and the lowest were 18.8× 10-3 N, and 3.91 ×10-3 N, respectively. DRAG FORCE increases with increasing dimension moisture content and air velocity.Finally the results are shown based on the regression analysis with the related equations and tables.

An inverse analysis is conducted for the estimation of DRAG coefficient and wake’ s width in incompressible turbulent flows over the moving underwater bodies. The inverse analysis uses the laws of momentum and mass conservation for a control volume to estimate the DRAG coefficient and the wake’ s width from the measured velocity in the wake. The DRAG coefficient and wake’ s width are determined as unknown parameters by the Levenberg– Marquardt algorithm. The proposed inverse method is applicable for an environment without boundaries (e. g., the sea). Several experiments are conducted to evaluate the developed inverse algorithm. The wake velocity behind a cylinder located in the flow field is measured by a calibrated pitot tube and is used as an input to the algorithm. The cylinder is selected as the test body, because its hydrodynamic information is available in the literature. The effects of the tunnel’ s wall and the turbulence intensity are considered in the results of the algorithm. The estimated DRAG coefficient is validated by the values presented in the literature. The estimated wake-velocity profiles are fitted favorably with the measured velocities at the corresponding locations. It is shown that the proposed inverse method can be used to estimate the DRAG coefficient and wake’ s width of the underwater vehicles with very good accuracy.

During four last decades, a great deal of attention has been paid to the presupposed relationship between body shape and dimensions, hydrodynamic resistance related to DRAG in active swimmers and anthropometric variables. The development of a new indirect method to determine active DRAG (IMAD) warranted a reevaluation of this relationship, which was the aim of present work 20 experienced female swimmers with different body shapes aged between 13 and 19 and in mass between 42 and 68 kg volunteered in this study. They were requested to swim a 10-meter distance as fast as they could and three to five trials with enough rest in between. They were also instructed to glide at the end of the 10-meter swim by whistling until still position. The time of the 10-meter swim and the glide distance were measured with reasonable precision (10-2 Sec. and 10-2 m respectively). The variables were mass, weight, upper limit length, arm length, forearm length, head circumference, arm circumference and biacromial distance. Very high and significant correlations were found between active DRAG and anthropometric variables. In addition to a high degree of correlation between maximal body cross - section and active DRAG, significant correlations were also found between several other anthropometric variables and DRAG. Except for the head circumference and biacromial distance, the other variables had high and significant correlations with DRAG FORCE. The DRAG FORCE for swimmers at national team ranged from 26 to 36 N, while for other well experienced swimmers from 16 to 32 N. The results agreed well with the results by other researchers using MAD system.

An experimental study has been carried out to evaluate the DRAG characteristics of different self- polishing acrylic copolymers (SPC) (tin base and tin-free) and a foul release coating. DRAG measurements have been performed on a smooth cylinder and different painted surfaces using a rotor device, using differential length technique to avoid the end effects. Surface energy of the coated samples was determined using static contact angle measurement. Characteristic roughness measurements of different painted surfaces were evaluated with SEM technique. DRAG measurements results showed that the frictional resistance of foul release coated test cylinders was lower than for all SPC coated cylinders. The surface become relatively hydrophilic when coated with self- polishing co-polymer paint. Foul release systems offer a low-energy surface that can prevent firm adhesion of fouling organism's underwater hulls. SEM Study revealed minor roughness of foul release system compared to SPC systems. The measurements indicate that the texture of the foul release surface is considerably different from SPC systems. It may be concluded that the DRAG characteristics are related to the surface free energy and the roughness parameters of the tested surfaces.

The DRAG FORCE imposed on a convex body in a free molecule regime flow together with corrections of the atmosphere model is investigated in the present study. Convex simple bodies such as a sphere and a cone and bodies with combination of these are modeled using the software's Solidworks and ANSYS. The DRAG FORCE of the mentioned bodies are obtained and compared with the data reported in literature. The HSN model for gassurface interaction modeling is introduced as well. A computer code for DRAG FORCE calculations is written. The results obtained using this program are in good agreement with the experimental results of other investigators. This indicates that variation of R-value of the air cannot be neglected. The DRAG FORCE results obtained by HSN model have lower values in comparison to the standard Nocilla model.

This paper presents the study of the overall aerodynamic performance of road vehicles and suggests a method to reduce the DRAG FORCE and also to find the optimum location for placing basebleed in a car using aerodynamic principle. The overall aerodynamic DRAG FORCE is reduced by eliminating wake region at the rear side of the car and reducing pressure in the front region of the car by delaying the flow separation. This improves the overall aerodynamic performance of the car thereby reducing fuel consumption, as well as improving stability and comfort by the attachment of basebleed. The wind tunnel tests are conducted for a subscale model of car with the basebleed at various locations along the front and rear side of the car in both X and Y directions. The coefficient of DRAG (CD), the coefficient of lift (CL) and coefficient of side FORCE (CS) for the car is measured to interpret the effect of flow conditions on the car model. The experimental result reveals that the attachment of base bleed at an optimum position in the front and rear side of the car improves its performance and decreases DRAG coefficient by 6. 188 %.

In this paper, the simulation of submarine motion near the free surface of water exposed to irregular waves has been done. In this article, URANS method with overset grid approach and volume fraction of fluid method have been used to simulate the free surface of water in Star CCM software. The geometry studied in this simulation is the Sobuff submarine model with fully appendages. Since the freedom of motion of the submarine can have a significant effect on the results of the DRAG FORCE, the simulations are performed in the case that the submarine is free in the three directions of heave, pitch and roll, and the DRAG FORCE has been calculated. Also, the effect of different encounter angles and characteristics of waves on the DRAG FORCE has been investigated. The results show that with the increase in the range of pitch motions due to the increase in the height of the wave, the DRAG FORCE also increases. In addition, in following waves, the fluctuation of the DRAG FORCE is minimal, and the maximum value of the calculated DRAG FORCE is in head waves. In waves with a characteristic height of 0.43 meters, the maximum DRAG FORCE in head waves is 444 N and in beam waves is 322 N. The results show that with the increase in the significant height of the waves, the DRAG FORCE also increases.

The characteristics of a cavitation water tunnel test setup and the experiments of cavitation around a circular cylinder with free stream turbulence are presented in this paper. The Reynolds number of flow is limited in the range of 1.260×105 to 3×105 and the far upstream flow has free turbulence. DRAG FORCE, back pressure, location of cavitation inception, length of cavity and appearance of cavitation are measured or observed and their results are presented here. It was found that the cavitation effects on the boundary layer and separation of flow over the cylinder and DRAG FORCE become minimum at the cavitation number of 1.94. The cavitation inception occurs in the sub-layer and at an angle of about 105o, with respect to flow direction (inception location depends on Reynolds number). The back pressure coefficient becomes maximum at the cavitation number of 1.94.