Thanks! The 21s are starting out to be a great decade.
This is unexpected.
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Interestingly, the drag of the [Dymaxion's] nose is almost off-set by a zone of thrust (annulus of negative Cp-X shown in Figure 14 and numerically in the cumulative drag plot in Figure 16) from just behind the nose to the front wheels.
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My reading of Figure 16 had Cp-X only negative at 15° yaw and only through the front wheelwell area, not forward of it.
They fudged the number to compensate for the blocked off air intake. There's an interesting gotcha in CFD — air inlets and outlets.
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Wait 'til you-know-who gets ahold of this
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Figure 40 (after Hucho[3]) illustrates the two strategies which have been used for aerodynamic shape development. As discussed previously the ‘optimisation’ of a given style has been the traditional approach since the 1960s and has resulted in some substantial reductions in drag. However, and by reference to passenger car drag time-lines such as Figure 36, it can be argued that this technique might now look to be providing diminishing returns and that a return to the radical approach of the 1930s may be required for worthwhile gains to be achieved. In this alternative process the starting points are scientifically created low-drag aerodynamic forms which are then developed into new generations of passenger vehicles.... So if starting from streamlined forms is to become a strategy once again then the role of the designer to aid the aerodynamicist is crucial.
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We'd be hearing about 'Paris dress-makers' again.