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Abstract Superhydrophobic (SHPo) surfaces have been investigated vigorously since around 2000 due in large part to their unique potential for hydrodynamic frictional drag reduction without any energy or material input. The mechanisms and key factors affecting SHPo drag reduction have become relatively well understood for laminar flows by around 2010, as has been reviewed before [Lee et al. Exp Fluids 57:176 (2016)], but the progress for turbulent flows has been rather tortuous. While improved flow tests made positive SHPo drag reduction in fully turbulent flows more regular since around 2010, such a success in a natural, open water environment was reported only in 2020 [Xu et al. Phys Rev Appl 13:034056 (2020b)]. In this article, we review studies from the literature about turbulent flows over SHPo surfaces, with a focus on experimental studies. We summarize the key knowledge obtained, including the drag-reduction mechanism in the turbulent regime, the effect of the surface roughness morphology, and the fate and role of the plastron. This review is aimed to help guide the design and application of SHPo surfaces for drag reduction in the large-scale turbulent flows of field conditions. Graphic abstract 

Abstract Periodic micro/nanoscale structures from nature have inspired the scientific community to adopt surface design for various applications, including superhydrophobic drag reduction. One primary concern of practical applications of such periodic microstructures remains the scalability of conventional microfabrication technologies. This study demonstrates a simple template‐free scalable manufacturing technique to fabricate periodic microstructures by controlling the ribbing defects in the forward roll coating. Viscoelastic composite coating materials are designed for roll‐coating using carbon nanotubes (CNT) and polydimethylsiloxane (PDMS), which helps achieve a controllable ribbing with a periodicity of 114–700 µm. Depending on the process parameters, the patterned microstructures transition from the linear alignment to a random structure. The periodic microstructure enables hydrophobicity as the water contact angles of the samples ranged from 128° to 158°. When towed in a static water pool, a model boat coated with the microstructure film shows 7%–8% faster speed than the boat with a flat PDMS film. The CNT addition shows both mechanical and electrical properties improvement. In a mechanical scratch test, the cohesive failure of the CNT‐PDMS film occurs in ≈90% higher force than bare PDMS. Moreover, the nonconductive bare PDMS shows sheet resistance of 747.84–22.66 Ω □⁻¹with 0.5 to 2.5 wt% CNT inclusion. 

Superhydrophobic (SHPo) surfaces can capture a thin layer of air called a plastron under water to reduce skin friction. Although a ~30 % drag reduction has been recently reported with longitudinal micro-trench SHPo surfaces under a boat and in a towing tank, the results lacked the consistency to establish a clear trend. Designed based on Yuet al.(J. Fluid Mech, vol. 962, 2023, A9), this work develops and tests a series of high-performance SHPo surface coupons that can sustain a pinned plastron underneath a passenger motorboat revamped to reach 14 knots. Importantly, plastrons in a pinned state, not just their existence, are confirmed during flow experiments for the first time. All the drag-reduction data measured on different longitudinal micro-trenches are found to collapse if plotted against slip length in wall units. In comparison, aligned posts and transverse trenches show less and little drag reduction, respectively, confirming the adverse effect of the spanwise slip in turbulent flows. This report not only verifies SHPo surfaces can provide a consistent drag reduction at high speeds in open sea but also shows that one may predict the amount of drag reduction in turbulent flows using the physical slip length obtained for Stokes flows. 

This paper studies the sustainability of plastrons on superhydrophobic (SHPo) surfaces made of longitudinal micro-trenches covered by nano-grass with the main interest on hydrodynamic friction drag reduction in high-speed flows of open water, which represent the operating conditions of common watercraft. After revising the shear-driven drainage model to address the air diffusion for SHPo surfaces, the existing theories are combined to reveal the trends of how the immersion depth, air saturation level and shear stress affect the maximum attainable plastron length. Deviations from the theories by the dynamic effect at the two ends of the trench, the interfacial contaminations and turbulent fluctuation are also discussed. A combinatorial series of well-defined SHPo trench surfaces (4 cm × 7 cm in size with varying trench widths, depths, lengths and roughnesses) is microfabricated and attached underneath a 4 m long motorboat on seawater in turbulent flows up to 7.2 m s −1 (shear rate ∼83 000 s −1 and friction Reynolds number ∼5500). Because the plastron can provide a substantial slip only while its air–water interfaces are pinned (or only slightly depinned) at the trench top, two underwater cameras are employed to differentiate the pinned (and slightly depinned) interfaces from the depinned (and no) interfaces. In addition to achieving pinned plastrons on 6 cm long trenches aligned to high-speed flows in open water, the experimental results corroborate the theoretical estimations, supporting the design of SHPo surfaces for field applications.