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The model was designed by one of my friends who is currently working on a DIY RC plane project. 
He was originally designing a simple glider before revising the design in order to make it a flying boat.

I was asked to analyse the flow around the aeroplane and here it is!
I reckon it still needs more fine tunings (geometry, meshing, sim control, etc.) but I'm chuffed to acheive a decent results.

I am in the process of designing an update for my hobby project called Scorpion. I'm in great doubt about do I need an aerodynamic canopy or not. So I decided to test it here. 
I'm using Incompressible simulation to learn about the drag of the model with canopy and without it.

From Prandtl's 1933 paper on Bell lift distribution for minimizing the induced drag and recent works being published by NASA on PRANDTL D glider,  I decided to do a performance study and comparison of this type of lift distribution along with the conventional elliptic lift distribution,  that is to compare two wings with different lift distributions but with the same plan form area, taper ratio and aspect ratio

Aeroduynamic analysis of Front Wing design

Aerodynamic analysis of front wing using k-omega-sst-turbulence model.

This project involves meshing externally a Boeing 777-200 LR Aircraft, and then simulating its' operation on flight facing an airflow with an axial velocity of 50 m/s.  It is one of the longest-range commercial airliners, with an exterior length and wingspan reaching 63.70 and 64.80 meters respectively.  For this case a model with removed engines was chosen in order to assist convergence and meshing. Also a Symmetry plane was added midst the Part, and half the part was used for meshing and simulation for simplification.  A steady state compressible flow simulation is executed to visualize the air flow around the bodywork and wings of the aircraft, as well as the pressure distribution while on flight.

The project goal is to check what changes to stock rear end flow do different spoilers(don't confuse with wings).
As the spoiler job is to spoil the air, while in comparison wings are deflecting it.
Tests were performed at 35m/s and there are several cases.
As we look at coefficients we can notice that plain rear end have tendency to lift up the vehicle which increases overall drag.
Lip and 3000 are creating small air pocket which decreases lift thus releases vehicle from additional drag.
However, it creates a bigger wake region at the end, so 3000 by having open space at lower parts purges some of the stagnant air maintaining a smaller wake region, we can see similar tendencies in Lip and TrapezLip which is in offset. Being offset gives advantage of not staying in the path of direct airflow so wake region stays similar to plain rear end.
The project is not finished yet, feel free to check results.

Testing the wind interactions with a mobile home.

Invetigating low speed aerodynamic mods for a Subaru Loyale for ice racing.

formula-ppoino project - cockpit opening study

This project  involves meshing a single-Shaft Turbofan Engine, and then simulating its' operation when facing an axial airflow of 150 m/s, while rotating with a velocity of 940 rad/sec (9000 rpm) . A Fan is used to bypass a large amount of air in the inside of the engine. For this case the typical Compressor, Combustion chamber and Turbine Stator were omitted, and only the Fan, Shaft, Shell and Turbine rotor were meshed and examined, in order to restrain the meshing requirements for complex, time consuming meshing and simulation.  A steady state incompressible flow simulation is executed to visualize the air flow through the components of the Turbofan, as well as the pressure and U magnitude distribution on the blades of the Fan and Turbine.

Link to  the extended compressible study (bigger domain included) : https://www.simscale.com/projects/fsite/turbofan_engine_extended_study/

The project goal was to investigate the total downforce generated by the front wing of the 2019 car.
so for this simulation, I will use the incompressible type.
in 2019 F1 season was one of the best overtaking seasons so far. this happen just because of the NEW aerodynamic rule was help the drive to push the car at maximum limit.

Define minimum SimScale resources to study a 'twister' (vortex) and analyse its behavior in Incompressible CFD simulations

Simulation of lateral stability of a Thrush S-2R crop duster at high yaw and angle of attack. This airframe was originally designed for radial engines, so the addition of an extended nose to accommodate turbine power on these short-coupled, heavy-flying aircraft should be destabilizing. Let's find out how much! Extensive work (and detail!) on forming an appropriate mesh with adequate boundary layer.

The undertray is known to be the most aerodynamically efficient downforce generating device. Theoretically, almost 50-60 percentage of the downforce generated by the aerodynamic package of an F1 car is generated by the undertray. Moreover, the undertray produces a very minimal amount of drag force owing to its reduced frontal area hence the lift(here downforce) to drag ratio is very high. Therefore, optimizing the undertray design is of great significance to the overall downforce generated by a car.

aerodynamics | SimScale Project Library | Page 89