Comprendo que, en la actualidad, la actividad o acción de una drag queen (es decir, el dragqueenismo) es un fenómeno globalizado de algunas de las prácticas identitarias y culturales gay surgidas, en principio, en espacios anglófonos. Más allá de cualquier tipo de concepción esencialista, existen diversos productos culturales que han sido acuñados en el imaginario de distintas minorías sexuales y sobre los que se han desarrollado procesos de apropiación. La práctica de la drag queen, a mi parecer, ha sido una de las más exitosas y fructíferas en este proceso de apropiación; cada espacio en el que estas han tenido lugar ha arraigado la práctica de manera particular, añadiendo a su repertorio los matices locales que los propios productores y consumidores creían necesarios. Los tres capítulos que componen este trabajo colaboran con sustentar el planteamiento de que el dragqueenismo es un trabajo de representación al que recurren una comunidad de sujetos homosexuales (las drag queens) para acceder de manera legítima al espacio heteronormativo. Al hablar de un proceso de representación, me refiero al trabajo que realizan estos sujetos para crear significados de manera comunitaria, a cómo estos significados cobran relevancia en sus interacciones cotidianas y la manera en que esperan que este tipo de representación sea finalmente consumida. «Yo soy una drag queen, no soy cualquier loco.» Poética del dragqueenismo en Lima. En este capítulo presento las concepciones de la drag queen limeña en torno a su propia práctica y cómo ésta se diferencia de otras prácticas transgenéricas, como el travestismo y el transformismo. Como intento argumentar, la poética promovida por el arte y la tradición demarcarían las actitudes y acciones que definen a una drag queen y las diferencian de otros sujetos transgénero. En esta línea y como planteo, la asunción de las características de una drag queen se realiza mediante un vínculo afectivo con la práctica que termina por hacer efectiva la poética y el repertorio de elementos que sirve tanto para aceptar a otro sujeto como un semejante o para demarcar la significación del otro. «Ni con los tacones más altos estás a mi altura». Dragqueenismo y transformación de capitales. En este capítulo me dedico exponer cuáles son los vínculos que existen entre los sujetos drag queens y cómo los discursos presentados en el primer capítulo son movilizados en sus interacciones. Deseo sustentar que los sujetos drag queens de Lima, a diferencia de las drag queens representadas en otros contextos, demuestran y negocian una serie de recursos, que agrupados según categorías podrían comprenderse, desde Bourdieu, como capitales, con el fin de alcanzar una serie beneficios subjetivos y sociales. «Hoy saldré bien mujer.» Performatividad femenina como dragqueenismo. El estudio culmina con la aproximación al dragqueenismo limeño como una performance y la puesta en cuestión de cómo su poética contribuye con una performatividad heteronormativa. Esta concepción del dragqueenismo permite poner de relieve las características rituales y las funciones subjetivas y sociales del dragqueenismo. Por último, mediante la revisión de algunas propuestas teóricas que aseguraban la capacidad subversiva del dragqueenismo globalizado, busco elaborar la idea de que el dragqueenismo limeño se establece como un alcance más del dispositivo del sexo, es decir, funciona de manera performativa a favor de la matriz heterosexual.

One key outcome of this research is the design for a 3-D tractor-trailer base-drag reduction device that predicts a 41% reduction in wind-averaged drag coefficient at 57 mph (92 km/h) and that is relatively insensitive to uncertain wind speed and direction and uncertain deflection angles due to mounting accuracy and static aeroelastic loading; the best commercial device of non-optimized design achieves a 12% reduction at 65 mph. Another important outcome is the process by which the optimized design is obtained. That process includes verification and validation of the flow solver, a less complex but much broader 2-D pathfinder study, and the culminating 3-D aerodynamic shape optimization under uncertainty (OUU) study. To gain confidence in the accuracy and precision of a computational fluid dynamics (CFD) flow solver and its Reynolds-averaged Navier-Stokes (RANS) turbulence models, it is necessary to conduct code verification, solution verification, and model validation. These activities are accomplished using two commercial CFD solvers, Cobalt and RavenCFD, with four turbulence models: Spalart-Allmaras (S-A), S-A with rotation and curvature, Menter shear-stress transport (SST), and Wilcox 1998 k-ω. Model performance is evaluated for three low subsonic 2-D applications: turbulent flat plate, planar jet, and NACA 0012 airfoil at α = 0°. The S-A turbulence model is selected for the 2-D OUU study. In the 2-D study, a tractor-trailer base flap model is developed that includes six design variables with generous constraints; 400 design candidates are evaluated. The design optimization loop includes the effect of uncertain wind speed and direction, and post processing addresses several other uncertain effects on drag prediction. The study compares the efficiency and accuracy of two optimization algorithms, evolutionary algorithm (EA) and dividing rectangles (DIRECT), twelve surrogate models, six sampling methods, and surrogate-based global optimization (SBGO) methods. The DAKOTA optimization and uncertainty quantification framework is used to interface the RANS flow solver, grid generator, and optimization algorithm. The EA is determined to be more efficient in obtaining a design with significantly reduced drag (as opposed to more efficient in finding the true drag minimum), and total predictive uncertainty is estimated as ±11%. While the SBGO methods are more efficient than a traditional optimization algorithm, they are computationally inefficient due to their serial nature, as implemented in DAKOTA. Because the S-A model does well in 2-D but not in 3-D under these conditions, the SST turbulence model is selected for the 3-D OUU study that includes five design variables and evaluates a total of 130 design candidates. Again using the EA, the study propagates aleatory (wind speed and direction) and epistemic (perturbations in flap deflection angle) uncertainty within the optimization loop and post processes several other uncertain effects. For the best 3-D design, total predictive uncertainty is +15/-42%, due largely to using a relatively coarse (six million cell) grid. That is, the best design drag coefficient estimate is within 15 and 42% of the true value; however, its improvement relative to the no-flaps baseline is accurate within 3-9% uncertainty. / Ph. D.

In this study, efforts ensued to increase our knowledge of fluidization and gasification behavior of Geldart A particles using CFD. An extensive Eulerian-Eulerian numerical study was executed and simulations were compared and validated with experiments conducted at Utah State University. In order to improve numerical predictions using an Eulerian-Eulerian model, drag models were assessed to determine if they were suitable for fine particles classified as Geldart A. The results proved that if static regions of mass in fluidized beds are neglected, most drag models work well with Geldart A particles. The most reliable drag model for both single and binary mixtures was proved to be the Gidaspow-blend model. In order to capture the overshoot of pressure in homogeneous fluidization regions, a new modeling technique was proposed that modified the definition of the critical velocity in the Ergun correlation. The new modeling technique showed promising results for predicting fluidization behavior of fine particles. The fluidization behavior of three different mixtures of coal and poplar wood were studied. Although results indicated good mixing characteristics for all mixtures, there was a tendency for better mixing with higher percentages of poplar wood. In this study, efforts continued to model co-gasification of coal and biomass. Comparing the coal gasification of large (Geldart B) and fine (Geldart A) particles showed that using finer particles had a pronounced effect on gas yields where CO mass fraction increased, although H2 and CH4 mass fraction slightly decreased. The gas yields of coal gasification with fine particles were also compared using three different gasification agents. Modeling the co-gasification of coal-switchgrass of both fine particles of Geldart A and larger particles of Geldart B showed that there is not a synergetic effect in terms of gas yields of H2 and CH4. The gas yields of CO, however, showed a significant increase during co-gasification. The effects of gasification temperature on gas yields were also investigated. / Ph. D.

The transition of flight from manned to unmanned systems has led to new research and applications of technology within the field that, until recently, were previously thought to be unfeasible. The industry has become interested in alternative control surfaces and uses for smart materials. A Macro Fiber Composite (MFC), a smart material, takes advantage of the piezoelectric effect and provides an attractive alternative actuator to servos in the Small Unmanned Aerial Systems (SUAS) regime of flight. This research looks to take MFC actuated control surfaces one step further by pulling inspiration from and avian flight. A dual mode control surface, created by applying two sets of two MFCs to patch of carbon fiber, can mimic the tip feathers of a bird. This actuator was modeled both using Finite Element Analysis (FEA) and Computational Fluid Dynamics (CFD). Real-world static testing on a feather confirmed preliminary FEA results, and wind tunnel tests simulating assumed cruise conditions confirmed the feather would not exhibit any adverse structural behaviors, such as flutter or aeroelastic divergence. From its modeled performance on a wing using CFD, the MFC feather proved to be a success. It was able to produce a wing that, when compared to a traditional rectangular wing, yielded 73% less induced drag and generated proverse yaw. However, the MFC feathers alone, in the configuration tested, did not produce enough roll authority to feasibly control an aircraft. / Master of Science

Newtonian theory was applied, in this analysis, to the elliptic cone segment at angles of attack and sideslip. Closed form expressions for the aerodynamic coefficients and static stability derivatives were obtained. Expressions for the full and half conic bodies were given and approximate expressions were given for the half cone case. The circular cone results were obtained as a special case of the general results. Comparisons of the theoretical calculations with experimental results at hypersonic speeds were made of the aerodynamic coefficients and static derivatives for several conic segments. Generally, good agreement was observed for specified ranges of fineness ratios and angles of attack. / Master of Science

This thesis describes the development and implementation of new computational techniques to predict installation losses for mixed compression inlets and a study of advanced technology nozzles. The new computational techniques have been created to predict drag and total pressure recovery for both axisymmetric and 2-D mixed compression inlet configurations. These inlets are designed for use in aircraft with sustained supersonic cruise capabilities such as the HSCT. The drag and pressure recovery prediction methods have been added to ACSYNT, an aircraft conceptual design program. Also included in this thesis is a survey of the performance of advanced technology nozzles. Axisymmetric and nonaxisymmetric geometries are considered, as are non thrust-vectoring nozzles. Only the internal losses of these nozzles are considered, and these losses are characterized by the thrust coefficient. The results of this survey have also been added to ACSYNT to extend the thrust prediction capabilities of the code. / Master of Science

This study focuses on measuring and normalizing the roughness noise of multiple roughness types across numerous layouts and flow speeds. Using the Virginia Tech Anechoic Wall Jet Facility, far field noise was recording for the flow of a turbulent wall jet boundary layer over cubes, hemispheres, and gravel, with element heights in the range of 14.3 - 55.2% of the boundary layer thickness. The sound radiated from the various layouts showed that the elements acted as independent sources when separated by three element diameters center-to-center or more. When the elements were placed shoulder to shoulder, interaction between the elements and shielding of the higher velocity flow lowered the noise per element produced. The far field roughness noise was then normalized using the theory of Glegg et al. (2007), which assumes a dipole efficiency factor. Comparisons were made between the theoretical drag spectrum model proposed by Glegg et al. (1987) and a modified version of this model made using the empirical data gathered. Overall, the theory of Glegg et al. (2007) succeeds greatly in collapsing the data into its non-dimensional drag spectra, but the original model spectrum did not fit well. The modified spectrum showed much greater fit with the data at all layouts and speeds. The collapse of the data using the theory of Glegg et al. (2007) confirms that roughness noise is dipole in nature. / Master of Science

This investigation sought first to determine the feasibility of generating a surrogate model of the interference drag between nacelles and wing-fuselage systems suitable for the inclusion in a multidisciplinary design optimization (MDO) framework. The target aircraft was a single-aisle, transonic aircraft with a freestream Mach number of 0.8 at 35,000 feet and a design lift coefficient of 0.5. Using an MDO framework is necessary for placing the nacelle because of the competing objectives of the disciplines involved in aircraft design including structures, acoustics, and aerodynamics. A secondary goal was to determine what tools are necessary for accurately capturing interference drag effects on the system. This research used both Euler computational fluid dynamics (CFD) with a coupled viscous drag estimation tool and Reynolds Averaged Navier-Stokes (RANS) CFD to estimate the system drag. The initial trade space exploration that varied the nacelle location across a baseline airframe configuration was completed with the Euler solver, and it showed that appreciable overlap between the wing and nacelle led to large increases in interference drag. A follow-on study was conducted with RANS CFD where the wing shape was tailored for each unique nacelle position. In comparing the results of the Euler and the RANS CFD, it was determined that RANS is required to accurately capture the flow features. Euler solvers can create artifacts due to the lack of viscous effects within the model. Wing tailoring is necessary because of the sensitivity of transonic flows to geometric changes and the addition of neighboring components, such as a nacelle. The research showed that for above and aft wing locations, a nacelle can overlap the trailing edge without incurring a drag penalty. Nacelles placed in the conventional location, forward and beneath the wing, displayed low interference drag effects, as the nacelle had a small and local impact on the wing's aerodynamics. Given the high cost of computing a RANS solution with wing tailoring, and the large design space for nacelle locations, building a surrogate model for interference drag was found to be prohibitive at this time. As the cost of computing and mesh generation decreases, collecting the data for building a surrogate model may become tractable. / Doctor of Philosophy / Engine placement on an aircraft is dependent on multiple disciplines. Engine placement affects the noise of the aircraft because the wing can shield or reflect the engine noise. Engine placement impacts the structural loads of an aircraft, with some positions requiring more reinforcement that adds to the cost and weight of the aircraft. Aerodynamically, the engine placement impacts the vehicle's drag. Taken together, the only means of trading the different disciplines' needs is through a multidisciplinary design optimization (MDO) framework. The challenge of MDO frameworks is that they require numerous solutions to effectively explore the trade space. Thus, MDO frameworks employ fast, low-order tools to compute hundreds or thousands of different combinations of features. A common approach to make running MDO analysis feasible is to develop surrogate models of the key considerations. Current aerodynamic drag build-ups for aircraft do not consider the interference drag associated with engine placement. The first goal of this research was to determine the feasibility of generating a surrogate model for inclusion in an MDO framework. In order to collect the data required for the surrogate, appropriate tools to capture the interference drag are required. Building a surrogate requires a large number of samples, thus the aerodynamic solver must be fast, robust, and accurate. An Euler (inviscid) computational fluid dynamics (CFD) was used do explore the engine placement design space to test the feasibility of building the surrogate model. The target aircraft was a single-aisle, transonic aircraft with a freestream Mach number of 0.8, flying at an altitude of 35,000 feet and a design lift coefficient of 0.5. The initial vehicle used a baseline wing, and the engine placement was varied across the wing span and fuselage. The results showed that the conventional location, where the engine is forward and beneath the wing, had the a modestly beneficial interference drag, though positions near the trailing edge and above the wing also showed neutral interference drag. In general, if the engine overlapped the wing, the interference drag increased dramatically. A follow-on study used Reynolds Averaged Navier-Stokes (RANS) CFD to investigate seven engine placements above and aft of the wing. Each of these positions had the wing tailored such that the wing performance would be typical of a good transonic wing. The results showed that with wing tailoring, a moderate amount of overlap between the wing and nacelle results in reduced or neutral interference drag. This is in contrast with the baseline wing results that showed moderate overlap led to large increases in interference drag. The results from this research suggest that building a surrogate model of interference drag for transonic aircraft is not feasible given today's computational resources. In order to accurately model the interference drag, one must use a RANS CFD solver and tailor the wing. These requirements increase the cost of evaluating an engine position such that collecting enough for a surrogate model is prohibitively expensive. As computational speeds increase, and the ability to automate CFD mesh generation becomes less time intensive, the feasibility may increase. Using an Euler solver is insufficient because of the lack of viscous effects in the flow. The lack of a boundary layer leads to artifacts appearing in the flow when the nacelle and wing are in close proximity.

The desire to achieve higher heat transfer augmentation for turbine blades is fueled by the increased power output and efficiency that is achievable with high turbine inlet temperatures. The use of internal cooling channels fitted with pin fin arrays serves as one method of accomplishing this goal. Consequently, the addition of pin fin arrays comes at the expense of increased pressure drop. Therefore the pin fin geometry must be judiciously chosen to achieve the required heat transfer rate while minimizing the associated pressure drop. This project culminates in the measurement of both pin fin force and array pressure drop as they related to changes in the array geometry. Specifically, the effects of Reynolds number, spanwise pin spacing, streamwise pin spacing, pin aspect ratio, and flow incidence angle. Direct two-component force measurement is achieved with a cantilever beam force sensor that uses highly sensitive piezoresistive strain gauges, relating the strain at the base of the beam to the applied force. With proper characterization, forces as small as one-tenth the weight of a paper clip are successfully measured. Additionally, array pressure drop measurements are achieved using static pressure taps. Experiments were conducted over a range of Reynolds numbers between 7,500 and 35,000. Changes in the spanwise pin spacing were shown to substantially alter the pin fin drag and array pressure drop, while changes in the streamwise pin spacing were less influential. The experimental results also showed a dramatic reduction in the pin fin drag and array pressure drop for an inline flow incidence angle. Finally, changes in the pin aspect ratio were shown to have little effect on the array pressure drop. / Master of Science

An optimal solution of vortex-induced vibrations of structures would be a time-domain numerical simulation that simultaneously solves the fluid flow and structural response. Yet, the requirements in terms of computing power remains a major obstacle for implementing such a simulation. On the other hand, lower- or reduced-order models provide an alternative for determining structural response to forcing by fluid flow. The objective of this thesis is to provide a consistent approach for the development of reduced-order models for the lift and drag on oscillating cylinders and the identification of their parameters. Amplitudes and phases of higher-order spectral moments of the lift and drag coefficients data are combined with approximate solutions of the representative models to determine their parameters. The results show that the amplitude and phase of the trispectrum could be used to model the lift on the oscillating cylinder under different excitation conditions. Moreover, the amplitude and phase of the cross-bispectrum could be used to establish the lift-drag relation for oscillating cylinders. A forced van der Pol equation is used to represent the lift on a transversely oscillating cylinder, and a parametrically excited van der Pol equation is used to model the lift coefficient on an inline oscillating cylinder. All cases of excitations lead to close values for the damping and nonlinear parameters in the van der Pol equation. Consequently, and as shown in this thesis, different excitation cases could be used to identify the parameters in the governing equations. Moreover, the results show that the drag coefficient could be derived from the lift coefficient through a square relation that takes into account the effects of the forced motions. / Ph. D.