The Detroit Conference will take place at the Doubletree Hotel in Novi, Michigan on May 7th and 8th.

User presentations from an array of industries, including auto, power generation, combustion and aerospace engineering, focusing on analytical results, will be held on the first day of the conference. The second day will be comprised of eight, 1.5 hour parallel sessions where you will gain knowledge of detailed code methodology and procedure.

• Optimization Using STAR-CD and modeFrontier
• Advanced Meshing and CAD Integration Processes
• Reciprocating Engine Modeling
• Underhood Thermal Management and Vehicle Aerodynamics
• Aftertreatment Modeling with STAR-CD Aeroacoustics
• Fuel Cell Modeling
• Rotating Machinery and Fluid Structure Interaction Modeling

We shall host an informal reception following the first day of presentations, where you are welcome to meet with other users, CD adapco Group staff, and enjoy the food and drink at the Doubletree Hotel.

The Seattle Conference will be held at the Bellevue Hilton, Bellevue, Washington on May 9th.

The format will be similar, with User presentations in the morning and some in depth seminars in the afternoon. Breakfast and lunch will be included.

Demonstrations from a variety of hardware and software vendors will be presented throughout both conferences.

To register, please visit our website.

The 2003 User Conference is expected to be the biggest and best event so far. This conference is focused on you, the user of CFDRC software, with the goal being to inform you of the latest developments while also listening to your needs for future direction. The schedule includes sessions, presentations, and events that will be both rewarding and fun.

More information is available at the CFDRC Home page.

FLUENT 6.1 incorporates a new cavitation model which is accurate even under very high pressure conditions and new reaction modeling functionality targeted for exhaust system design. IC engine modeling capabilities are further enhanced by crevice and spray-wall interaction models. Also, FLUENT 6.1 offers dynamic coupling capability with WAVE (Ricardo) – in addition to GT-Power (Gamma Technologies, Inc.) and Virtual Engines (Optimum Power Technology).

The conference aims to provide delegates with a unique insight into established methods, along with a visionary view of new technologies. The combination of these insights will have a real impact on the product development process.

With papers being presented from the leading industrial experts and academic researchers from no less that 18 countries, the Congress promises to be a truly international representation of the state of simulation and analysis technology worldwide.

The keynote address is being provided by Tom Curry of LMS International, and will focus on the business benefits of simulation, but will also touch on the people issues which are vital to successful implementation. With over 25 years experience in the analysis, simulation and testing markets, Tom is uniquely placed to provide a leading edge insight into the business benefits of simulation.

Delegate registration is still open, and anyone wishing to register for the congress should contact Anne Creechan at the NAFEMS office on +44(0)1355 22 56 88, or e-mail anne@nafems.org. You can find out more and also register online at www.nafems.org/nwc2003.

Nozzle propellers are used in many types of ships and for dynamic positioning of platforms. Their operation at high thrust loadings and low inflow velocities requires high-tech designs. SVA Potsdam specializes in these propulsion systems and is investing in continuous research to ensure that its designs meet expectations.

The flow in the gap between the propeller tip and the inside wall of the nozzle strongly influences the performance of the propeller, and the greater the thrust loadings, the greater the influence. CFD allows visualization of these flows, which are difficult to study experimentally because the gap can be less than one millimeter. Unfortunately, the required computational effort increases rapidly as the thrust loading increases (due to slower convergence as the rotational speed of the propeller increases), and we have realized that combining experimental and numerical investigations can overcome the shortcomings of each method. The experimental data provide a good overview of the forces and moments for the whole range of operational conditions, while CFD reveals the detail of the flow for selected loadings.