The NEWSLETTER International Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer SPRING 2000 Publisher: Barney C. Black

NEW MAGAZINE IN HALTER MARINE INSTALLS FOILS CYBERSPACE ON E-CAT Classic Fast is a free new virtual magazine with lots of photos. It’s at (From Fast International, January-February 2000) http://classicfast-f.homepage.dk. Editor Tim Timoleon introduces the magazine in Letters to the Editor, page 15 inside. evelopment of Halter Marine’s E-Cat project took a significant Dstep forward last year when the prototype was retrofitted with a 2000 DUES ARE DUE pair of foils. Launched in 1998 at the Equitable Shipyard facility in Eastern New Orleans, the catamaran was built to United States Coast Guard Subchapter H rules for vessels over 100 gross tons. IHS Membership is still only US$20 per calendar year (US$2.50 for Two Caterpillar 3516B diesels driving MJP/Bird-Johnson 650 students). Your renewal or new member- waterjets, via Reintjes WVS 930 gearboxes and Centa composite ship is critical. Please remit 2000 dues as shafting, originally gave the vessel a speed of 30-31 knots. The foils, soon as possible. We regret that high bank Halter Marine reports, have increased performance by 6-7 knots at fees make it impractical for IHS to accept the same 95% of maximum continuous engine rating. payment by credit card or a check drawn on a non-US bank, or by other than US Development funds. Overseas members with no easy Referring to the origins of the project, the company says, “The Halter way to send US funds, are advised to send E-Cat was developed specifically to minimize the environmental im- money order to IHS or US Dollars cash. pact of a fast ferry operation. In 1991, Halter recognized the need to INSIDE THIS ISSUE address wake wash, engine emissions, noise, and operational safety. This resulted in the development of a design that featured long, slen- - Welcome New Members ...... p. 2 der, gently curving hulls with a fine entrance. Model test results met or exceeded all expectations. - ADM Zumwalt ...... p. 4 “In 1994, Halter - Added Foils to Flaps ...... p. 5 Marine was - Interceptor ...... p. 6 awarded a cost share contract by - Jetfoils ...... p. 7 the Advanced - News of Members ...... p. 8 Research Pro- Halter Marine’s E-Cat With A Foil - Sailors Page ...... p. 10 See Halter Marine, Page 3 - Letters to the Editor ...... p. 13 WELCOME NEW MEMBERS

PRESIDENT’S COLUMN Duane C. Ohly - Mr. Ohly is Presi- dent of Island Express Boatlines, LTD., Sandusky Ohio. The com- Just as the Winter 1999-2000 News- Spring 2001. Their fleet of modern pany currently operates 2 high speed letter was in the process of printing 35-knot catamaran ferries will con- ferries, one of which has a foil. The and mailing, we received word that nect points along the Potomac River details of these vessels are provided Admiral Elmo R. Zumwalt, Jr. USN in Virginia and Maryland to points in in the latest editions in several trade (Ret) had passed away. The Admiral the District of Columbia and nearby, publications about Island Rocket II. was keynote speaker at the IHS 25th including the Washington Navy Yard (December 1999 Fast Ferry Interna- Anniversary Celebration and Confer- and the Pentagon. Captain tional, January 2000 Work Boat ence in 1995. A brief biographical Bamberger provided an overview of World). One can visit his web site at: sketch and notes of his talk on that oc- the entire project, tracing the basic www.islandrocket.com. casion are provided on page 4. As studies of commuter market demand Honorary Life Member of the IHS through to the eventual decisions as Derek Chandler - Derek is a senior and a forward-thinking proponent of to the type and number of craft to buy engineering major at Cedarville advanced marine vehicles, he will be and all of the other elements of the College, in Cedarville Ohio. Part of sorely missed by all of us in that com- complete ferry system. He also dis- his senior year is being devoted to munity. cussed the economics of the planned developing a hydrofoil system for a service and alluded to the many prob- solar powered boat, and is trying to The IHS Board of Directors continues lems associated with legal authorities research the “pros and cons” of a to strive toward production of a hy- in the areas to be served. The main fully submerged system versus a drofoil video. Several inquiries with features of the service, the areas to be self-stabilizing design. He found the Discovery and History channels served, the terminal facilities and in- out about the IHS on its website. have been disappointing. James King frastructure improvements being is now pursuing another route and made, and the agreements with gov- Bradford S. Gatenby -Mr. hopes to have positive results soon. ernment authorities that have influ- Gatenby, from South Dartmouth, However, if not, we are interested in enced the company’s planning were Massachusetts is a specialist in me- knowing if any of our IHS members briefly described. chanical devices and worked in that have any contacts in the television field for many years. He has admir- production industry who might have YourSociety continues to make prog- ingly observed operat- an interest in supporting such a ven- ress on the objective to have all of our ing, and with his keen interest in ture, please let us know. members “online” so they can be flying machines, namely ul- contacted by e-mail and also will tra-lights, of which he has 3, he now The IHS and its members in the have the capability to download the intends to have his 18-foot boat fly Washington DC area continue to sup- Newsletter from the IHS website. over the water with the addition of port the quarterly dinner meetings Over 50% of our members accept the surface-piercing foils. held in conjunction with the U.S. Newsletter electronically. This con- Hovercraft Society and the Society of stitutes a considerable savings in Robert Boyle - Bob, from Mt. Naval Architecture and Marine Engi- terms of cost and effort on the part of Clemens, Michigan, is planning the neers Ship Design-5 Panel (Ad- the Board members who are involved construction of a trawler style cata- vanced Marine Vehicles). The talk in in the mailing process. maran early this year. It will be 50 February was on “Potomac RiverJet” feet and 16 tons. He is very much in- given by Captain James Bamberger, John R. Meyer, President terested in the incorporation of hy- and proved to be quite interesting. Po- drofoils on this boat. However, Bob [email protected] tomac RiverJet plans to provide is interested in economy, not speed, Washington commuters a new and as this will be a live-aboard boat. He welcome alternative to their present mentioned that any help from fellow means of transportation starting in IHS members would be appreciated. Page 2 IHS Spring 2000 HALTER MARINE E-CAT low for a minimum of wetted surface, Production Designs high length to beam ratio, and mini- (Continued From Page 1) Halter Marine is currently offering mal transom immersion. In addition single deck, one and a half deck and to physical model testing, HMI con- ject Agency to develop the low wake twin deck versions of the E-Cat pow- ducted a series of CFD predictions to ferry concept into a marketable de- ered by a choice of four propulsion investigate vessel wash characteris- sign and prototype vessel. During the packages. Typically, the single deck tics while varying parameters. performance of this ARPA/Maritech design could be fitted out for 299 pas- contract, research determined the de- “These investigations correlated well sengers. Capacities of the other vari- sign needed to be larger, faster, and to the model tests and indicated that ants are approximately 350 and 400 have more passenger carrying capac- the E-Cat 350 design would meet passengers. ity to meet market demand." The re- even the most stringent wake wash Service speeds are in the range of sulting design, the E-Cat 500, had a criteria. Comfortable with the results, 30-40 knots without foils and 38-48 speed range of 32-40 knots, depend- Halter proceeded with the construc- knots with foils. With a pair of ing on the choice of main engines, tion of a full size E-Cat prototype ves- MTU/Detroit Diesel 16V 4000 M70 when carrying up to 500 passengers. sel. This has performed hundreds of diesels installed, Halter Marine antic- Halter Marine reports, “Model test- hours of testing in varying load con- ipates that figures of 35 knots will be ing was conducted to determine bare ditions, water depths, and sea condi- achieved by a single deck E-Cat with- hull resistance in calm water and in tions.” varying sea states to evaluate out foils and 42 knots by a twin deck seakeeping. These tests were run over Foils version with foils. a range of displacements, trims, and Last year, a foil support system that PANAMA CANAL MILESTONES hull separations to study the effects of “radically improves the resistance varying the parameters. In addition, performance of the E-Cat hull" was preliminary wash data was measured installed on the prototype. Two sub- at model scale to compare to later ccording to the Panama Canal merged foils now span the hulls for- Computational Fluid Dynamics anal- ACommemorative Award Cere- ward and aft. According to the yses. mony Program dated Septem- company, “The resistance of the ber 26, 1979, USS PEGASUS, the US “The results were impressive. They E-Cat with the hydrofoil system has Navy hydrofoil missile ship PHM-1, revealed an extremely smooth run- been calculated using the results of set the record for fastest transit of the ning hull with minimal hull motions. extensive model testing of similar canal in 1979: 2 hours, 41 minutes. Slamming was absent in waves up to hulls with foils fitted. The system Other interesting milestones for the a significant wave height of 6 feet provides significant lift to the vessel, Panama Canal, which first opened in [1.5m]. Accelerations were well be- greatly reducing the displaced vol- 1914: The smallest toll (36 cents), low the O’Hanlon and McCauley cri- ume and wetted surface. was paid in 1928 by Richard teria for 95% comfort with a one hour Halliburton for swimming through “The wake wash was independently crossing corrected for women, chil- the Canal; the Canal began 24-hour measured [before foils were fitted] by dren, and the elderly, in seas with a operation in 1963; the longest ship, Washington State Ferries. The E-Cat significant wave height of 2 feet the MARCONA PROSPECTOR 973 has the lowest wake wash height of [0.5m].” feet long and 106 feet wide, transited any known design over the largest the Canal in 1973; toll rates were in- speed range, 12 inches [30 cm] or E-Cat 350 creased in 1974 for the first time since less. The hydrofoil support system re- 1914; the highest toll of $68,499.46 There followed an optimized design, duces the wake wash characteristics was paid by the Queen Elizabeth 2 the E-Cat 350, based on a hull form even further, these have been mea- (QE2) in 1977. Our thanks to Leigh that, Halter Marine confirms, “exhib- sured, again independently, and show DuPré for sharing this bit of hydrofoil its many features of the original a 20% reduction in wake height.” E-Cat such as a fine entrance angle, and other Panama Canal history. round bilge sections amidships to al-

IHS Spring 2000 Page 3 IN MEMORY OF ADMIRAL ELMO count of their Vietnam experiences achieved appropriations for the CVN RUSSELL ZUMWALT, JR., USN (Ret.) and the tragedy that resulted. 70 and the Spruance class destroyers; at the low end we sought funding for e regret to report that Admiral Admiral Zumwalt served as a Direc- the sea control ship, the surface effect WZumwalt passed away on Janu- tor of eleven corporations and orga- ship, the Oliver Hazard Perry class ary 2, 2000. He was a cum nizations. and the hydrofoil craft. laude graduate of the United States ------Naval Academy. At age 44, Admiral With regard to the hydrofoil program, Zumwalt became the youngest offi- t the IHS 25th Anniversary the original plan was to procure 35 of cer ever promoted to rear admiral. At ACelebration and Conference, them...only six were built in the for- age 49, he became the youngest Admiral Zumwalt presented the mal program. Our concept was to four-star admiral in United States his- keynote address. Here are his recon- achieve a small, high performance, tory. He was promoted over 35 senior structed Comments made on June 14, small radar cross section, high speed, admirals to become the youngest man 1995: all weather capability with sufficient ever to serve as Chief of Naval Opera- armament to deal with likely threats. tions. “I summarized factors contributing to Our planned use was to achieve pres- development of hydrofoil and other ence in the smaller seas, i.e., Adriatic, Admiral Zumwalt initiated wide- fast craft at the time that I was CNO Aegean, Gulf of Sidra, Red Sea, Per- ranging reforms in a dramatic effort and concluded that the same factors sian Gulf, Arabian Sea, Pacific Rim to revitalize the Navy. Time maga- pertain today. Such fast vehicles are areas, the Baltic and Black Sea. This zine hailed Admiral Zumwalt as “the even more desperately needed today. would permit our larger ships to avoid Navy’s most popular leader since risk by laying back until coming in for World War II.” As the Navy’s senior In 1970, the situation was that we war-time operations at the ready. It officer, he increased the fighting ca- were fighting a war on a “guns and was capability that would have been pabilities of the dwindling United butter” basis and that the money particularly useful against regional States fleet by outfitting remaining which heretofore had been used for threats initiated by Soviets. The PHM ships with more sophisticated and ef- other purposes was going into the ex- was born in 1970 and died in 1992. ficient weapons. penditure of ammunition and replace- ment of attrition aircraft. The country The future threats that we face are Admiral Zumwalt was Commander was in the midst of an anti-war many fold; a revanchist Russia, the of the United States Naval Forces in anti-military mood. Budgets were at PRC, Bosnian-type operations, North Vietnam from 1968 to 1970, and best level and usually declining. Korea, Syria, Libya, Iraq, and Iran as served as Chief of Naval Operations the center of a bloc of fundamentalist and a member of the Joint Chiefs of The Soviet Union with the expendi- religiously fanatic nations. Readiness Staff from 1970 to 1974. He served as ture of roughly $1 billion a year to aid to deal with these threats makes hy- President of the firm, Admiral Vietnam was driving us to expendi- drofoil craft of modern design ideal Zumwalt and Consultants, Inc., a tures of in excess of $30 billion a year. as the low end of a modern high-low consulting firm in the fields of man- The PRC and the USSR were work- mix. agement, energy, health care, over- ing together to our disadvantage in seas business operations, foreign and Vietnam as they were in all of their The commercial development of defense policy and strategic plan- client states. high-speed craft is serving to reduce ning, until his death. the costs of military craft. In this day With the foregoing, I found myself in of threats not subject to the rational a position of having to cut the number control of the former Soviet Union, Admiral Zumwalt is the author of two of our ships, the technologically ob- we would be much better off if we had books. On Watch (1976) recounts his solescent ones, by nearly 50 percent PHMs in our force. I give tribute to Navy career and warns Americans to free up dollars to go into research the progenitors of the hydrofoil and about the Soviet naval threat. My Fa- and development and procurement of other fast combat craft and urge you ther, My Son (1986) was co-authored new ships. We came up with the all to hang in there.” by his late son, Elmo III, and is an ac- “high-low” mix. At the high end, we

Page 4 IHS Spring 2000 ADDED FOIL REFINES TRANSOM transom flap. Such flaps usually pro- PC-based control system with sen- FLAPS vide lift to alter trim when they are sors and signal filters, and a control hinged down to deflect the water flow panel with display. (From Speed at Sea, December coming off the bottom of the hull at 1999) by Richard White the transom, while the vessel reverts Paradis Nautica claims a number of to its natural trim angle if the flap is advantages, specifically that the sys- motion control system now in raised. tem is cost efficient both to buy and Aservice on fast catamaran ferries maintain. It can easily be retrofitted to operating in the north of Nor- In the Nautica SMC, however, a small existing vessels and does not increase way combines a transom flap and a hydrofoil extends sideways from the draught significantly, so that dry- small hydrofoil moving together. The flap and moves with it. The foil flies docking is not affected. It is also Nautica SMC system has been devel- in the water flow at the side, provid- claimed to be safe in operation, in- oped by Bergen-based design and ing a lifting or lowering force de- volving the minimum of risk to the consultancy company Paradis pending on its angle of incidence. vessel and its passengers in the event Nautica AS, which claims that the These forces are large but controlla- of malfunction. SMC is cheaper and simpler than ble, and give a positive or negative T-foil systems, but more effective trimming moment with the minimum SMC systems have been fitted to cat- than a normal flap system. of associated drag. amarans of different sizes. Because the design is held in parametric form it is a relatively straight forward pro- cess to feed in data on a vessel and produce a tailor-made unit, eliminat- ing the need to develop a standard- ized series of flap/fin units. Two 30m propeller-driven catama- rans from Oma Baatbyggeri, Renoy and Fjordprinsessen (Speed at Sea, October 1999), have been fitted with the ride control system, with reported good results. So has a 24m, 148-passenger catamaran from the same yard. A somewhat different motive lay behind the application of SMC to the 38.8m catamaran Solundir, operating in Sogn and A motion control system combining a transom flap and a small hydro- Fjordane. This vessel had a heavy foil moving together is cheaper and simpler than T-foil systems but trim by the stern and the fin and flap more effective than a normal flap system, according to its developer. system was fitted for passive trim control. The desired trim angle was If a unit is fitted to each transom of a The SMC system provides active mo- achieved, with a corresponding speed catamaran with its hydrofoil sticking tion control to limit roll, pitch and increase of 1-2 knots at the same into the tunnel flow, operating them heave. It can also be used for both power, and reduced roll due to in- differentially can provide a rolling passive trim adjustment and active creased roll stiffness. optimization of trim to give the best moment. The same effect can be gen- possible speed under different load- erated with two units on the stern of a For most conditions Paradis Nautica ing conditions. monohull. says that the SMC system on its own is sufficient to give good motion con- The complete system comprises the At the heart of the system is a clever trol. For particular routes and sea con- twist to the long established technol- flap/fin units, the hydraulic cylinders ogy of the hydraulically operated and valves to operate them, a Continued on Next Page IHS Spring 2000 Page 5 ADDED FOIL REFINES TRANSOM (above 30 knots), whereas the tradi- Seastate’s ride control system can be FLAPS tional flaps were more effective for integrated with other onboard sys- lower speeds. Power reduction was of tems to yield an efficient, lightweight ditions a forward T-foil system can considerable magnitude, down from and maintenance friendly operating be offered in addition, and the com- 110 kw for a flap to 11 kw for the in- system. pany has also developed a V-foil terceptor. This allowed hydraulics to ‘wave basher’ as an alternative to the be electrically driven, thereby creat- Trials found the system can reduce T-foil. ing a significant weight reduction vertical acceleration by up to 50 per cent and a vessel equipped with ride INTERCEPTOR OUTDATES TRANSOM which has a measurable effect on ves- sel performance. control requires less power to main- FLAPS tain speed than a ship without it. Pre- (From Speed at Sea, Dec1999) by Another advantage was that, unlike cise motion reduction levels depend Evelyn Duffy the flaps, the installation of an inter- on the system’s configuration which ceptor did not require a recess in a is dictated by an operator’s require- estern Australian company vessel’s hull. “The structural interfer- ments. Reductions between 40 and 50 WSeastate has brought an inno- ence of a flap is significant. With the per cent have been achieved on both vative dimension to ride con- interceptor there is no need for struc- monohull and catamaran craft with a trol with its use of an active tural discontinuity in the way of jet variety of control surfaces. interceptor as a replacement for the structure,” Mr Elms said. “It can be traditionally installed tran- applied to any shape of transom and is som-mounted flaps. Use of the inter- ideal for retrofit.” ceptor, as opposed to a flap, offers several advantages, with the greatest The point of force application for the of these being a significant reduction interceptor was further aft than a flap, in power demand. Mr Elms said, making it very effec- tive at trimming. He emphasized the Seastate began marketing its active interceptor was non-linear and re- interceptor last month (Nov. 1999), quired a full understanding to control beginning from experience of sys- it effectively. tems installed on 39 Austal The Seastate system (photo above) LTD.-built vessels of various types Mr Elms, a naval architect, heads up comprises a vertical plate that is low- and sizes since 1992 the team of 15 former Austal Ship’s employees who have refined and de- ered below the transom bottom to pro- The interceptor represents the hall- veloped the ride control system since vide a high pressure under the mark of Seastate, which began trad- the first one was installed in a 40m transom. By adjusting the depth of ing in November to market ride catamaran for a Chinese ferry opera- plate immersion into the water flow control and associated technology to tor in 1992. The team’s expertise cov- leaving the transom, the amount of lift the international maritime commu- ers the fields of mechanical can be rapidly adjusted to provide op- nity While the interceptor concept engineering, control programming, timum trim or simultaneous motion has its origins in Russian technology information technology, electronics, damping forces. it was not commercialized until after electrical, naval architecture, aero- Studies show Seastate’s systems will extensive trialing by a research and nautical, and hydraulics. This combi- suit vessels up to 120m. They have development team at Seastate’s sis- nation of skills enables Seastate - been installed in 39 Austal-built ves- ter company Austal Ltd. which can supply simulation, the con- sels since 1992, including vessels up trol system and all hydraulics and me- Seastate’s general manager Tony to 92m, 30m patrol boats and a 52m chanical devices - to sell complete Elms said full scale trials on a 79m luxury motor . Seastate will project solutions. car ferry found the interceptor ad- adapt its system - which can be tai- vantageous for high speed vessels lored to meet operational constraints Continued on Next Page

Page 6 IHS Spring 2000 such as reduced draught - for high BOEING JETFOILS RETURN TO speed freight vessels, military vessels, UNITED STATES research platforms and the luxury mo- tor yacht industry. (From Fast Ferry International, In predicting a big future for the appli- December 1999) cation of ride control, Mr Elms said it would eventually be regarded as es- oeing Marine Systems Jetfoil sential as users of sea transport de- B929-115 hydrofoil SeaJet Kara manded similar standards of left the Port of Palm Beach on BMS Jetfoil 929-115 SeaJet Kara en- comfort/control that were taken for November 6 on its first commercial tered service with SeaJets in early granted on aircraft. “High speed ves- crossing to Grand Bahama Island. November sels are a relatively new thing and The inauguration date was some two there are a lot of parallels with the months later than previously re- George Bradley, “Our revenue pro- high-speed industry and the aircraft ported as the introduction of the ser- jections for the tourism sector on industry,” he said. “There is virtually vice was delayed by the United States Grand Bahama Island should exceed no high speed vessel that wouldn’t Coast Guard certification program $10 million after the first 18 months benefit from ride control.” for the vessel. of operation. The economic impact on Palm Beach County, in addition to Enumerating the “far reaching” bene- The operating company SeaJets, has $750,000 to the Port of Palm Beach, fits of ride control, Mr Elms noted: re- imported two 250 seat Jetfoils that is estimated to be a total of $3.5 mil- duced sea sickness, the provision of a were operated across the English lion, dispersed throughout the tour- more stable platform for weapons, air- Channel from 1981 until 1997 by ism sector.” craft or scientific equipment, the pre- RTM and then sold to Adler Ships for vention of broaching, deck wetness, a planned service in Germany. This NEW BOOK FROM WIT PRESS spray or slamming, and the ability to failed to materialize and Adler Ships lessen the impact of wave-induced has now formed a joint venture in The following book has just been loads on a ship’s structure. Florida with local interests. published at WIT Press: Marine Ride control could be used to elimi- SeaJet Kara and sister vessel SeaJet Technology III , Editors: T. Graczyk nate cancellations due to rough Kristen were both refurbished at the and T. Jastrzebski, Technical Univer- weather, enable an operator to size a beginning of 1999. A one craft ser- sity of Szczecin, Poland and C.A. vessel according to capacity instead of vice is currently being operated. Brebbia, Wessex Institute of Tech- seakeeping, reduce operator fatigue in SeaJet Kara is timetabled to make nology, UK. This book contains high seas and prevent cargo damage. two return crossings a day on Thurs- some of the reviewed papers pre- “For instance an isolated event could day -Monday, leaving Palm Beach at sented at the Third International result in severe damage to cargo such 0900 and 1630 and Freeport at 1130 Conference on Marine Technology. as fresh produce. Ride control could and 1850. The schedule for the 65 Held in Szczecin, Poland, an impor- prevent this from happening.” nautical mile route is based on 99 tant center of shipbuilding and re- minutes on foil, 21 minutes of search on marine sciences, the Discussing the limitations of ride con- foilborne running and turnarounds of meeting attracted participants from trol systems, Mr Elms said: “The limit 20 or 30 minutes. The crew com- nearly 20 countries. of any ride control system is depend- prises two masters, two first officers A wide variety of organizations in- ent on, amongst other things, how and five cabin attendants. much force can be generated to coun- cluding international shipbuilding ter the upsetting motion. The ability to The standard return fare, which in- enterprises, relevant professional generate force typically depends on an cludes complimentary snacks and bodies as well as classification soci- operator’s willingness to trade off soft drinks, is $99 plus $25 departure eties, research and design centers, calm water speed for rough water per- taxes. According to the president and and hydraulics and shipping compa- formance. chief executive officer of SeaJets, nies were represented.

IHS Spring 2000 Page 7 NEWS OF MEMBERS

of Services lapel pin circled to the left rom time to time we receive inter- Cosmonaut Basic Training Course at of his “Hero of Russia” medal. esting information and news Star City near Moscow. The certifi- F cate was presented by Mandles’ about the Society’s very diverse ************ members. Two examples of this, from spaceflight instructor, Russian Air Martinn Mandles and Stan Siegel, are Force Colonel Gennadi Manakov, tan Siegel has been busy forging provided here for the benefit of the who received his country’s highest Sahead with the possibility of a IHS membership. honor, “Hero of Russia”, for person- high speed ferry operation off the ally commanding two Soyuz-Mir coast of California. missions that totaled more than one year in orbit. Mandles presented Col- A Flyer that he forwarded to the IHS onel Manakov with the ABM Family is reproduced below:

BM Industries Chairman of the ABoard Martinn Mandles, center, an ex-aviator and engineer, is flanked by his “Cosmonaut Class- mates” Scott Fitzimmons of Zegrahm Expeditions Adventure Travel and Russian-born American entrepreneur Boris Krutonog, as they begin train- ing in the full-scale working model of Russia’s Mir space station.

Martinn Mandles is awarded his di- ploma after completing a one-week Page 8 IHS Spring 2000 MARQUETTE SOLAR HYDROFOIL the major reasons for the existence of system to control the angle of attack. the competition as they have been the By Anthony Scott Daniels host of the event since its inception. We are planning on a sunny day and expect about 480 Watts from the sun. was at the Solar Splash competi- This does not include batteries. The tions against the Marquette boat. it I SOLAR POWERED FOILER CANOE efficiency of the prop is 80% and we was a good concept and based off expect over 80% for the motor. The of one of the entries by Kanazawa In- By Derek Chandler weight of the boat will be approxi- stitute of Technology, . The mately 350 lbs for the Sprint race only ironic thing is that the boat did s a senior project at Cedarville (Larger motor and more batteries are better without the foils than with ACollege, we are designing a so- allowed). I am guessing that the En- them. I have seen them race that boat lar powered manned hydrofoil. I durance race will be about 275 to 300 4 times and every time they had the am currently writing a program that lbs. We also attempting to achieve 10 same problems, dynamic stability will predict the correcting moment a mph and 30 mph respectively. when on foil. On the flip side the surface piercing foil would have as Kanazawa boat had a stability system well as a program to predict any turn- For more information, contact that was rock solid. As a monohull ing moment created by a sur- Derek Chandler at: alone the Marquette boat did fine face-piercing/fully submerged com- [email protected] though, in endurance. Most of the bination. slender monohull types didn’t fare well in the sprint competition. If you Our boat is a 19’ canoe type hull. It is SEAWING ON A POSTCARD want the hands down overall best de- 1.75’ wide in the center section. Past sign look at the KIT boat. For more Cedarville solar splash teams have he hydrofoil Sea Wing was as info, check out the Solar Splash Site had trouble with control and drag. Tthrilling to see as this postcard at www.sunrayce.com We are attempting to attack both of from the late 1970s depicts (see below). It operated as a ferry for a short time, running from Pt. Judith on the mainland to Block Island, Rhode Island, until the ocean waves proved to be too much of a match for the ves- sel. Here the ferry has entered — at full tilt, up on its foils — through the breakwaters at Old Harbor on Block Island. Once power was decreased, the ferry seemed to stop on a dime.

Marquette University Solar- Powered Hydrofoil these issues. We would like to Overall, Marquette has probably one have the forward of the better all around teams at the foils support competition. They regularly support 60-70 percent of multiple boats at the competition. the weight. We Something that no other school does plan on control- on a regular basis. Their entire uni- ling the aft foil versity on the whole does a great job with some type supporting the tech project cause. of mechanical The tech teams are an active part of their curriculum. They are also one of IHS Spring 2000 Page 9 SAILORS PAGE By Sam Bradfield

eterans of design often refer to a In August 1998 we enjoyed a two day Mark Ott has been working hard at Vprocess known as “the design meeting to put together the vehicle putting together a business organiza- spiral”. It should start with a concept of Figure 1, and to outline a tion to support this project and pro- clear and succinct innovative mission mission statement that would attract vide funding. During this process he statement. And it should proceed funding for this 60 foot re- has focused the original mission dis- boldly, smoothly and expeditiously search and development project. Un- cussion into the following objectives: turn by turn to a lovely out-the-door fortunately, no funds have 1. To develop a sail powered, hydro- piece of hardware accompanied by, if materialized to date. foil lifted open ocean vehicle which it’s a vehicle, sophisticated instru- improves present day high speed mentation and elegantly written soft- heel and pitch stability ware. Unfortunately...those of us who while at the same time increasing are veterans in present day sustained top speeds by a this area are significant amount; 2. To signifi- well aware cantly reduce current long distance that technical open ocean point to point records by and economic sail powered craft; 3. To adapt and de- monsters lurk velop technology from aeronautical, to attack us navigational, robotics, military, en- technicians at tertainment, scientific, search and every turn of rescue, and environmentally clean power generation which will have the spiral. And Figure 3 - VOLANTIS Jr in Flight that we’ll be multiple applications to ocean going lucky indeed Of course, as anyone who reads this sailing boats; 4. To develop technol- to proceed column knows, we AYRS’rs cannot ogy which when retrofitted will in- smoothly and be stopped from thinking and doing crease safety and efficiency levels of all types of sailing craft; 5. To race as Figure 1 - VOLANTIS unimpeded to “technical” by lack of anything as our mission nonessential as money. We usually an exhibition class in any ocean dis- statement goal. But there’s the chal- even manage to do a little develop- tance race worldwide. ment work on our own hook, so to lenge. And that leads us to Volantis The estimated time for completion of speak. As an example, Figure 3, (Figures 1. and 2.)...a wing powered, the vehicle of Figure 1 from the date VolantisJr, is our low (no) budget 1/3 lifting hydrofoil equipped 60 foot of funding is two years. If anyone scale model of a Volantistype vehicle sailing vehicle concept created by wishes to fund or to participate in the photographed in flight. David is pro- four enthusiastic multihull sailors: funding of this project, you are cor- posing development work on VoJr’s Mark Ott, Nigel Irens, David Hub- dially invited to contact: Mark Ott, rig which will be scaled up to Volantis bard and including, yours truly, Sam Project Leader Volantis Project; 540 size when funding becomes avail- Bradfield. Kamani Street; Honolulu, HI 96813; able. Nigel’s group did the original (808) 591-0176; drawings and renderings of the con- [email protected] cept and he is currently scouting for a suitable intermediate sized (40 or FOILER MOTH NEWS 45ft) trimaran to be retrofitted and used in the intermediate developmen- By Ian Ward tal stage of the project. Sam’s group n a world first, Western Australian at Florida Tech is working on im- International Moth Class provement of the automatic control I sailor, Brett Burville, has cracked it Figure 2 - 1/3 Scale Model of VOLANTIS subsystem for the inverted T-foil lift- ing system. Continued on Page 11

Page 10 IHS Spring 2000 FOILER MOTH downwind and also upwind on the - Michell Marecau, the person who (Continued From Previous Page) foils. In the light wind races he re- was the Windrider agent in Europe, moved the foils from the simple and who decided to join us in selling with a Foiler Moth, winning outright mountings in a couple of minutes. Windrider and Rave. I believe that two heats of the World International you met Michel. Moth Class Championships held in This is a major achievement, as most Perth last week and finishing a credit- foilers to date are only reaching speed The four of us founded European able 10th place overall; go to www. machines, like sailboards. This is the Hydrosail Systems BV (EHS) with freeyellow.com/members7/imca-wa/ first time EVER for a foilborne craft the mission to manufacture and mar- to compete successfully around the ket hydrofoil sailboats and wave The International Moth class is one of buoys in all conditions in a truly Inter- piercing craft. the few truly development Interna- national standard sailing competi- tional sailing classes and also allows tion. All year last year we spent “grilling” a foil development. At times he was couple of Raves. We loaned 2 Raves traveling at up to 1-1/2 times the It is hoped that Brett will produce and 2 Windriders to a sailing school. speed of the top existing designs. This some further details and it is expected The mission to the instructors was to is no mean feat, keeping in mind that a lot of further development will now really beat the hell out of them. The an existing Moth can outpace a 505 proceed, as it is possible to take any final verdict was that both the Rave and is already the fastest 11’ mono- existing Moth and truly revolutionize and the 16’ Windrider are well de- hull in the world (for more info, go to its speed in winds over 10 knots! Who signed, well built sailboats in which www.moth.asn.au/) will be first to take it further?! we can invest our time and money in order to popularize them. The princi- Brett’s boat is a standard Moth, with a NEWS FROM EUROPE pal improvement on the Rave is a larger than usual T-foil on the rudder boom on the . The Rave be- and forward V-foils mounted at the ere’s an excerpt of a letter from comes an entirely different sailboat end of the wings. See the photo below Hmy friend Walter van Varik with the boom because of the greater by John Hilton. Mark Pivac is the whom I regard as a real moving stability of the mainsail. As a result, Aero engineer who Brett worked with force for the acceptance of sail pow- controlling the wands (automatic on the set up. ered hydrofoils in Europe. Walter control systems) becomes much eas- says: “There is also the subject of pri- ier. I have not sailed her yet, but I un- orities. I became the sole agent for derstand that you can clamp the Windrider sailboats in Europe. There elastics for a good deal of the time were three people who wanted to be- while sailing. We just ordered 24 come my partner in this venture. They Raves from Windrider. We are now are: negotiating to become the sole agent - Eelco Piena - a well known sailor, for the Catri line of hydrofoil trima- author, and previous business man- rans. The concept of the Catri is 2 ager of the watersport division of the Bruce foils much before the sailpoint largest tourist organization in Nether- of the rig, way up front, 2 fins (small lands (ANWB). At the same time the T-foils) on the stern of each outrigger, Moth Operating in a Stiff Breeze initiator (together with Chris Heil) of and 1 fin (looks like a big fence) on (photo by John Hilton) European Multihull Center (EMC), the rudder. This contraption raises It appears that Brett showed bursts of an organization that markets 90% of the main hull out of the water incredible speed in the stronger (see www.multihulls.nl). so that she planes over the water winds, punctuated by many capsizes. They also participate in a boat yard in while being supported on three Clearly there is scope for further de- Latvia, most of the boats they sell are points: one Bruce foil, one stern fin velopment, perhaps with some form being built in Latvia. and the rudder fin. Because the Bruce of sensor. He was foilborne above foil is so much forward, there is a very - Chris Heil, a long time sailor and about 8-10 kts of wind and sailed both sailboat fanatic and friend of Eelco, Continued on Page 12 IHS Spring 2000 Page 11 30 YEARS AGO NEWS FROM EUROPE (From Fast Ferry International, December 1999) (Continued From Previous Page) high pitch stability. To increase the he December 1969 issue of Hovering Craft & Hydrofoil included a re- pitch stability even further, the crew Tview, by Anthony Brindle, of the Red Funnel hydrofoil operation and all heavy items are concentrated which had started seven months before on the south coast of England. in the stern of the main hull. This con- He concluded that the service “is a useful, competitive and worthwhile ad- cept was developed in Latvia (I be- dition to the ferry operations between the mainland and the Isle of Wight. lieve under the sponsorship of the The careful commercial approach during the initial season by the operator Russian armed forces during Soviet is commendable, particularly in technical terms, and is likely to show a div- days). A prototype sailed in Dutch idend in the future.” waters a couple of years ago. She at- tained a speed of 27 knots with baggy sails. We know that this boat is ex- tremely fast. The designer thinks that she will be faster than the Rave. He is so convinced that I bet a bottle of whiskey that she is not.

MAJOR BENEFIT IHS provides a free link from the IHS website to members’ per- sonal and/or corporate site. To re- Red Funnel’s first hydrofoil, Seaflight H.57 Shearwater, entered service on quest your link, contact Barney C. the operator’s Southampton-West Cowes route in May 1969 Black, IHS Home Page Editor at [email protected]. Developments were continuing to take place in the Soviet Union as well, “The first Soviet craft with automatically controlled hydrofoils, the Ty- phoon, was launched in Leningrad on December 12. Unlike vessels with IHS OFFICERS 1999 - 2000 fixed hydrofoils which have a rather limited seaworthiness, the 100-seat John Meyer President Typhoon experiences no shocks or overloads as her foils remain in the water all the time. The designers have copied from aircraft flaps which will be Mark Bebar Vice President controlled by a complex automatic system incorporating a computer.” George Jenkins Treasurer Ken Spaulding Secretary

OUR REGRETS Sumiyasu Arima wrote: IHS BOARD OF DIRECTORS ong-time employee of Boeing 1997-2000 1998-2001 1999-2002 LMarine Systems and hydrofoil enthusiast, Phil Janosik, lost his Mark R. Bebar Stephen Duich Jerry Gore granddaughter, Rachel Janosik, in the William Hockberger John R. Meyer James King Alaska 261 MD-83 airplane crash. She worked for Horizon Air as a food George Jenkins Frank Peterson Mike Perschbacher attendant, while attending Bellevue Community College. She was 20 Ralph Patterson, Jr Peter Squicciarini Kenneth Spaulding years old.

Page 12 IHS Spring 2000 LETTERS TO THE EDITOR

Cavitation... separated as intended and I was able to re- rotate away from the center towards the out- trieve them. One day though, I was traveling side of the boat when something was struck. [25 Feb. 00] I’m a French student working an under the Lions Gate Bridge In Vancouver, This actually worked very well. a project, and I’m searching information B.C. and one of the rear foils broke loose. The about the phenomenon of cavitation or venti- nylon line payed out OK but there was too The rear foil was straightened and a different lation that occurs when a boat lifted with foil much current and I could not pull the hydro- solution was used to make it continue rotat- goes fast enough. Is there any solution for foil back up. The string even cut into my ing until it was completely out of the water. A those problems, or could anyone tell me hands a bit. I let the foil go and there was no fairly large piece of plywood was attached something about the subject? — L. Pério way we could find it later. I was able to buy a with hinges to the top support extrusion of the ([email protected]) replacement from a man in Oregon and was foil. This was held up in the horizontal posi- back flying again for a while. Eventually tion by a pin in the side of the boat when the More on the Historic Upright Hydrofoil other things became more important (two foils were in use. If the foil started to rotate Kit... sons as example) and I sold the boat. I did backwards due to striking something the piece of plywood would come off the pin and [24 Feb. 00] It is extremely interesting and keep the foils though and they moved with us swing down and be caught by the water. It exciting to read your history of the develop- from place to place. (Vancouver to Pine Hill would go against the leading edge of the foil ment of the Up-Right Hydrofoil Kit. I first Alabama, to Aberdeen Washington, to Van- so the water could not pass through the trian- saw this hydrofoil when I was newly married couver, to Mackenzie B.C., to Tswassen gular inside shape of the foil and therefore the (1963) and on a business trip with my wife in B.C., to West Vancouver, two moves) water would push the foil up and completely Coeur d’Alene Idaho. They were mounted on In about 1986 my 15 year old son expressed free of the water. This system also worked a 17 foot boat and seemed to be the answer to an interest in the propeller and the foils that very well. my dreams of making a boat go faster and had been in the household all his life. We easier. I had to have a set and not long later bought a fourteen foot aluminum boat and an By this time we were getting tired of experi- purchased a set from the Up-Right company. older 40 hp Johnson so the propeller would menting and the young fellow indicated that My wife went along with it even though she fit. Remembering the problems with the he was not really interested in foils but just must have felt there were much better things shear plates I modified the mounting of the wanted a nice boat to play with. The foils to spend our money on. They were mounted foils so they would tilt up like an outboard went back in the basement where they remain on my 14.5 ft Fiberglas runabout with 40 hp does when it hits an object. Once again we to this day. I still have dreams of buying a Johnson outboard. It was soon apparent that were foil borne. All went well for a while and suitable boat and using them again but it is they worked like everything but the motor the set-up performed like the good old days. hard to justify when I already have two boats was not properly loaded and could overrev. I One day the front foil hit a submerged plastic not suitable for these foils. Actually I have a then was told that the OJ Johnson propeller bag and the foil rotated back against the boat. 7,000lb-26ft Fiberglas cabin cruiser that I company in California was excellent at mak- It then acted like a huge brake in the water would like to put foils on. I think their fuel ef- ing propellers for fast boats so I contacted and the boat very abruptly stopped. Luckily ficiency and weight carrying ability would be them. They sold me a three blade bronze pro- my son was not hurt although he was not im- a great advantage for that type of boat. — peller with about three more inches of pitch pressed. Another time one stern foil hit some- John Hards ([email protected]) and cupped trailing edges. It worked beauti- thing and rotated back out of the way, fully. More than one fellow with a V-8 in- Response... however it did not rotate completely out of board speed boat was a little surprised and the water and it too acted like a huge brake. It [24 Feb 00] We were delighted to receive annoyed when I passed him with my little actually pulled hard enough to bent the foil your email, and we thank you for taking the outboard boat. Also the foils worked very out of shape. time to write it because it contains much good well in Georgia Strait off Vancouver harbor information. Unless you object, we will add where I used it often. They did dive though, Next I cut the front foil in two at the point of it as a large footnote to the article. Of course when in a following sea. This was a frustrat- the V. The two pieces were held together at we will forward your email to Tom Lang, the ing deficiency. the V with a shear bolt. The foil was made so designer of the Upright kits; he is a member that the main tube would not rotate on impact The major problem was the “shear plate, of IHS. As far as adding foils to your current but the join between the top of the foil and the string-in-the-bottle” system. I believe I did cross tube would allow each half of the foil to Continued on Next Page strike small debris a few times and the foils IHS Spring 2000 Page 13 LETTERS TO THE EDITOR hundreds of tons. Choices of power range some articles several years ago in how-to (Continued From Previous Page) from human-powered, to motor driven, to magazines about adding foils. See the IHS sail powered. As you realize, there is a varia- page on popular magazines at boat, a 26 foot cabin cruiser, you may want to tion in the information needed, depending on http://www.erols.com/foiler/refpop.htm. contact IHS member Harry Larsen for inspi- details of the hydrofoil that interests you. You can find copies of these magazines at ration and information. Visit his website for Note also that student membership in IHS certain antique stores, or you can search for information on his boat TALARIA III and a costs only $US 2.50 per year. Information on them on www.ebay.com periodically... link to read a Popular Mechanics magazine how and why to join is posted at sooner or later everything turns up on ebay. article on his boat. Harry once estimated that http://www.erols.com/foiler/member.htm. The foils treated in the magazine articles are it would cost $20,000 to add a fully sub- — Barney C. Black ([email protected]) not exactly what I would call high perfor- merged foil system with automatic control as mance. — Barney C. Black Business Opportunity... he did. However, recent advances in mass ([email protected]) produced sensors might allow a good cost re- [18 Feb 00] We are a North based Source of Model Testing... duction in the automatic control system. The shipping company. We are operating 2 IHS member who could help you on that is RO-RO ferry ships and 4 Hydrofoils [18 Feb 00] I thought, it could be of interest Malin Dixon. (KOMETA-Russian made) between N. Cy- for you, that there is a lot of model-building prus and Turkey ports. We are interested in and -testing going on here at Vienna/Austria, Project Start 1948; Estimated Comple- operating Hydrofoils or on joint though it’s far away from the main tion Date? venture basis or perhaps on a Time Charter boatbuilding places! - If anybody has a new [20 Feb 00] A friend and I have bought a hy- basis. However, we would also consider a design and wants to test a small version, be- drofoil project. It is a small wooden power- good bargain sale offer. We would also like to fore he starts the REAL one, feel free to con- boat. It began in 1948 and it is still not have offer about low tonnage (Grt.900-1500) tact me; - don’t forget, a model of 2 meters is finished. We hope the boat can be on water in RO-RO ships or RO-RO ferries. — Kufi only 1/125 expense of a real 10 Meter Yacht. April 00. Please take a look at: Birinci ([email protected]) I’m building these models on request, but www.inocean.no/trixi3.html — Svenn Erik also to have a comparison to the speed and Hydrofoil Ferries, Wanted to Buy... Kristoffersen ([email protected]) performance of the outrigger boats (proas - [24 Feb 00] Do you know of the possible models and big ones up to 33ft this far) I’m Spanish Student Develops a Project... availability for purchase of any Hydrofoil or building. In spring I will start to build a NEW, bigger, faster and lighter Proa - so if you are [18 Feb 00] I am a Spanish student of naval Hovercraft ships, capable of carrying 60 to interested, please reply to me. It’s a cold and engineering, and I want to do my final degree 100 passengers comfortably, along the coast lonely place right now here at Austria for a project about a hydrofoil. But I don’t know on ocean waters? Please advise. — Jon Freed boatbuilder. — Ernst Zemann how and where I can start to do it. Could you ([email protected]) ([email protected]) website: guide me in this work? Could you advise me Adding Foils To a Ski Boat... (http://www.multihull.de/zeman/). how I can do it and from which books can I get this information? — Belen Vega Mesa [18 Feb 00] I was reading an internet article Response... ([email protected]) named “the upright hydrofoil kits”. I was wondering if such kits were available today. I Response... am interested in putting hydrofoils on my [18 Feb 00] Thanks for your proposal, but I have the same service in ... One of big- [18 Feb 00] Please spend some time explor- 1978 16’ Chrysler trihull ski boat. Any info gest model building company in the world ing our website, including the sections on would be greatly appreciated. — Rick Bailes and an hydro laboratory are offered to me a links, references, and frequently asked ques- ([email protected]) free service using engineer students to realize tions. Then, if you have specific questions, it... All my past boats have been model IHS can find a better answer for you. Your tested... It’s a good way to get some informa- question is so general that I can provide no Response... tion on reality of the VPP.If you request some better answer. After all, a hydrofoil could be a info on proas, don’t hesitate to ask to me. — radio-controlled model weighing a few [18 Feb 00] There are no kits offered today Guy Delage ([email protected]) pounds up to a ferry or warship weighing that I know of. Tom Lang, the author of the article you read, may be willing to offer an- swers to specific questions. Also, there were Continued on Next Page

Page 14 IHS Spring 2000 boats that way, and because I enjoy it. Since I I’ve been collecting info/photos/memora- LETTERS TO THE EDITOR can’t afford to buy a RAVE, I guess I’ll have bilia for years and wish to think that I know (Continued From Previous Page) to build one next. I was working on a planing what I’m talking about. However, CFF will VOLANTIS 60’ Sailing Trimaran... sort of boat, sort of a trimaran built with not survive without help. Hopefully IHS windsurfer hulls, but an experience with foils members and others will consider donating [12 Feb 00] I just attended a meeting of the has got me started in this direction. — Rusty some photos. As to writers guidelines for Northwest Multihulls in Seattle where Duff Clauss ([email protected]) website: submitting articles... can’t say I’ve drawn Sigurdson of Canada presented the latest http://www.pan.com/folksinger any such up yet as to what depth or breath an news on the 60-foot trimaran planned to be article should have. As long as the prospec- built in Hawaii. Sam Bradfield has designed New “Cyberzine” Classic Fast Ferries... tive author writes about what he (she) knows http://classicfast-f.homepage.dk the foils thus she will have inverted T-foils best, and it slots in with the magazine’s cov- [23 Jan 00] I would like to draw your atten- and small amas. Nigel Irens is the designer. erage. For instance, we do not intend to in- tion to a new virtual magazine, CLASSIC They plan a solid wing with reefable/furlable clude military craft (unless converted into FAST FERRIES, of which the premier issue center section, and a hard vertical tab on the passenger vessels) or ‘hobby’ craft - not to be is just out. As its title suggests, CFF is not lower leech of the rig for depowering. It confused with scale models of (commercial) only about hydrofoils, but incorporates also looks like a more delicate Rave Trifoiler, fast ferries which are indeed welcome. — other “traditional” fast ferries such as cata- with a single CF gull-wing crossbar. I was Tim Timoleon ([email protected]) impressed, even considering that Queen marans and hovercraft. What you will not Elizabeth II is supposed to christen it. It is not find in CFF though are stories about conven- Force Model... immediately clear that “Volantis” is meant tional ferries or ships in general, as these are [23 Jan 00] I am looking for a theoretical for The Race. Burt Rutan will build the foils being covered in multitude by others already. model of the force of bearing on a in his “Composites” shop in the Mojave I do not intend to start charging money for supercavitating hydrofoil or the name of a Desert, and the majordomo is Adm. Stuart F. CFF - at least not in its present form. and right French research laboratory that is working on Plott, formerly head of seaborne infiltration now I can’t see it in any other form. but I the subject. Do you know if there are some efforts during the late unpleasantness in Viet- might just reconsider the minute a big French ships with supercavitating hydro- nam. Duff also talked about aquatic satel- spender walks in the joint and offers me to foils? — C. Gouel ([email protected]) lites- small versions of the hardsail Trifoiler fund the transformation of CFF into a real that would be permanently at sea, monitoring magazine, glossy paper and all! How will it Hydrofoils For R/C Model Sailing Cata- the shipping lanes and seaport accesses, survive? By means of a lot of devotion to and maran... video-monitoring incoming ships for oil enthusiasm for the subject! It isn’t always dumping/bilge pumping. Solid wings again? money that makes the world go around Contact Duff Sigurdson for more accurate (though it usually helps) - some of the best [21 Jan 00] I was hoping to add hydrofoils to news- he is the new publicist: formerly asso- works are those made out of love for the sub- my new 2m sailing boat. It seems it’s much ciated with the Ronin project for The Race. ject in question; i.e. wherever a natural more complicated than I thought. I am wor- Dave Carlson ([email protected]) can’t-help-myself enthusiasm is allowed to ried about stability. The model is six foot flourish and be the driving force. My inter- long with out riggers six foot wide with a HIGH POINT Offered For Sale... ests lie in this topic - fast ferries in general mast of about nine feet. The hulls are about and hydrofoils in particular - and my decision eight inches wide. So its very wide for its [12 Feb 00] After long discussions with a na- to launch this venture is no sudden impulse. length and weight. I am worried that the foils val architect, I can’t find a way to put the will just make it skim on top of the water. Is it HIGH POINT to any use. So I am going to Letters To the Editor allows just trial and error to get the foils at the proper put it on the market for one year at $100,000. hydrofoilers to ask for or provide infor- angle? Its like I just entered a different world, If there is no interest by next January, off she mation, to exchange ideas, and to inform there is so much to know, but it looks fun. goes to the scrapper. I don’t know what else I the readership of interesting develop- Please look at the web site, they are the fastest can do. — William Knuth (wil@paci- ments. More correspondence is pub- model sail boats on earth, without foils. RC fier.com) lished in the Posted Messages and Sailing- www.ns.net/griggair/2meter/ — Frequently Asked Questions (FAQ) Jerry ([email protected]); Fax: USA (916) Build a ... section of the IHS internet web site at 721-1417 http://www.erols.com/foiler. All are in- [12 Feb 00] I just came on your site because vited to participate. Opinions expressed I’m researching foils now. I’ve done a lot of are those of the authors, not of IHS. Continued on Next Page boatbuilding, primarily because I can afford IHS Spring 2000 Page 15 LETTERS TO THE EDITOR from an accelerometer that measured the tilt. be a live-aboard boat. I didn’t find on your (Continued From Previous Page The gyroscope was mounted with its axis website any information specific to this style fore - aft, as it was holding that axis steady, boat. Any help would be appreciated. — Bob Response... while it was designed to be used in a model Boyle (sojern@ netscape.net) [21 Jan 00] You will need a height control helicopter with its axis up - down, preventing Solar Powered Hydrofoil Design Info system and a roll control system if you are to spins. There was a fast servo connected to the Wanted... have fully submerged hydrofoils. It is no output of the gyroscope, and that altered the good to just fix the angles; you need to reduce angle of attack of the foil tips, one up and one the angle of attack of the front foils as the down, like ailerons on a plane. Many sailing [19 Jan 00] I am a senior engineering major at boat lifts to its correct flying height. A simple hydrofoils use V-foils, often mounted far Cedarville College. Part of my senior year is skate has been used to control the front foil from the center of the boat to give roll stabil- being devoted to developing a hydrofoil sys- angle for ride height control in TALARIA III, ity. As the boat rolls, the down side has more tem for a solar powered boat. I am trying to a converted Bayliner, and on Trampofoils, a wing in the water, so more lift. They need to research the pros and cons of a fully sub- human powered hydrofoil, and several oth- be very wide but they don’t need a control merged system versus a self-stabilizing de- ers. A skate runs on the water in front of the system. Email me if you have more ques- sign. My Senior Design Team is modifying a hydrofoil, and this is attached to the front foil tions. — Malin Dixon 19’ canoe type hull to enter the Solar Splash so that the height of the skate alters the angle ([email protected]) competition. Our hope is to put hydrofoil on of the front foil. This controls the height of Need More Info on WHITE HAWK... the boat in a manner that gives us the least the front, and the back follows the front in amount of drag, adequate maneuverability, height control, just as the front follows the [21 Jan 00] I am researching the hydrofoil and good stability. SOLAR SPLASH is the skate. The roll control is more difficult. In WHITE HAWK which unsuccessfully at- World Championship of Solar/Electric boat- TALARIA III an electronic control system tempted the water speed record at ing. It is an international intercollegiate com- was used to control flaps on the rear foils to Windermere in 1952-3. I have a number of petition which takes place over five days. stop it falling sideways, and on the photos and various press cuttings, plus the The first two days are Technical Inspections Trampofoil it was up to the rider to move up recollections of a US Navy officer who was and Qualifying and the final three days are to the high side if it started to roll. The wide involved with a trial run of the boat in the on-the-water competitions. Points are wing, low speed and the undivided attention USA in 1952 for the Navy. Any info you awarded in 6 events including the newest of the rider on the Trampofoil made this pos- could supply would help. — Simon Lewis which is called the SOLAR SLALOM. The sible. A skate on each side has been used, as ([email protected]) various events stress system design and both in Halobates (see www.onspec.co.uk/ihs) for short distance speed and long distance endur- the pictures, but the skates tend to get very Response... ance. The Event this year will be held in New large if you are trying to control the angle of [21 Jan 00] If you have visited our webpage Orleans, Louisiana. SOLAR SPLASH is a larger rear foils. You can’t get the amplifica- on the Hanning-Lees at and Leslie Field’s practical educational experience which helps tion affect of the ride height control with a webpage of newspaper clippings then you al- to develop teamwork and inter-disciplinary fixed rear foil, which relies on the rear foil ready know all that we know. The skills. In recent years, a few highly qualified having a larger angle of attack when it is Hanning-Lees were a fascinating couple, and High School teams have joined the Event as a deeper, which is true if the front is held at a I always thought that their life would make a natural educational path from secondary fixed height. In a sailing boat, there is a large good movie script. Please share with us (and school to college. The Event combines the roll torque from the sail, so you want to run with Leslie Field) anything else you may find fun of competition with education in a way with much more lift on the lee side, and prob- of interest so that we can post it. — Barney C. which is not a major disruption to the stu- ably down force on the windward side, al- Black ([email protected]) dent’s academic schedule. The project can be though that can be a bit dangerous, because if accomplished at a relatively low cost. See you lift a foil out of the water there is no Foils For 50’ Cat... www.sunrayce.com for more info. You can downforce and you capsize. also go to www.cedarville.edu/student_org/ [19 Jan 00] I am planning the construction of solsplsh/ and find out about Cedarville’s past Anyhow, you need to alter the angles or flaps a trawler style catamaran early this year. It team and sponsors. Would you be able to pro- of the main foils to counteract the torque will be 50 feet, displacement approximately vide me with any information about various from the sails. This will have to respond too 16 tons. I would be very interested in the in- design concepts and their various character- quickly to do by hand. Our model used a corporation of hydrofoils on this boat. I am istics? I would be grateful. — Derek Chan- “heading hold” gyroscope, with a trim input interested in economy, not speed, as this will dler [email protected]

Page 16 IHS Spring 2000 EXTRA FOR THE ELECTRONIC EDITION

LETTERS TO THE EDITOR course, with human power, we didn’t have foil geometry. Doing a quick wetted area (Continued From Previous Page) this luxury. We ended up with a large and comparison might tell you something. A small foil directly under the pilot. The large fully submerged system will generally yield a Response... foil could be retracted at higher speeds. Pitch higher aspect ratio foil overall which should stability came from the skimmer/small hori- have a better lift/drag ratio. — Mark Bebar [21 Jan 00] I strongly recommend a self-sta- zontal surface in front. Having one on each ([email protected]) bilizing (surface piercing) foil system. Fully pontoon gave us enough roll stability by re- submerged requires technical sophistication quired serious bracing to keep the pon- Follow-Up Question... (height sensors and automatic control sys- toon/cockpit frame rigid enough. The pilot tem) that are not warranted for a recreational controlled depth with a lever that set the an- [18 Feb 00] Would a hydrofoil system con- hydrofoil application. — Mark Bebar gle of attack of the main foil. We used a sisting of a fully-submerged rear hydrofoil ([email protected]) 3-axis CNC machine to make our foil molds. and a surface piercing front foil be subject to The foils themselves were solid carbon fiber. porpoising? Would the surface-piercing foil 2nd Response... Sizing the foils is pretty complicated. You naturally damp that out? — Derek Chandler [email protected] [21 Jan 00] I am afraid I must respectfully have to be able to go fast enough to ‘take off’, disagree with Mark Bebar here. Fully sub- but you don’t want them so big that your top Response... merged hydrofoils need roll control and speed suffers. There is a lot more information height control systems, but control systems about our design available at: http://lan- [18 Feb 00] I see no reason that such a system are now so small and cheap that I feel that the cet.mit.edu/decavitator/. I hope this helps. — would be prone to porpoising. There will be benefits outweigh the costs. Fully submerged Marc Schafer ([email protected]) an influence based on the weight distribution. hydrofoils have better seakeeping than sur- Will you have an airplane configuration with More Responses... face-piercing systems. On surface-piercing a majority of the craft’s weight on the for- hydrofoils it is often necessary to have the [1 Mar 00] Regarding difference in sur- ward foils or a canard arrangement with most foils set very far apart to give enough roll sta- face-piercing foil effects on propulsion: This of the weight on the aft foils? One of the is- bility, while fully submerged foils can often of course relates to lift/drag ratio for the par- sues with an airplane configuration is making be kept within the hull width. I would like to ticular size foils you would be using and the sure the aft system has enough weight on it to know more about what sort of boat you will speed you will be running at. I and most of the keep the foil fully loaded. Also, how do you be making. I think that one of the biggest hydrofoilers have dealt with much larger intend to maintain control of the aft foil sub- problems will be getting enough power to weights (like tons instead of pounds) than mergence? — Mark Bebar overcome hull drag at take-off. Here the foil you are concerned with. There is an impact of ([email protected]) design is of little importance, except in the the small scale you are designing with which 2nd Response... take-off speed required. — Malin Dixon I have had very little experience, but you can ([email protected]) probably expect a small larger difference in [18 Feb 00] I realize this is a far cry from a so- power required from the surface-piercing lar powered hydrofoil, but you might find it 3rd Response... foil. I would still like to know how much [18 Feb 00] I worked on the Massachusetts power you expect to be able to put into an Continued on Next Page Institute of Technology DECAVITATOR electric motor from the sun. What efficiency project, and I just wanted to respond to some do expect from the motor and prop? What is of the questions that were being raised. We total weight of craft? Will it be manned? How EXTRA CONTENTS tried for 2 years to use a surface piercing V fast do you expect it to go? It sounds like - More Letters p. 17 foil on our project. The obvious advantages some students worked on this before, so you of this configuration are automatic depth and should have this information. — John Meyer - Trampofoil Folds p. 19 roll stability. However, we found that there ([email protected]) was no way to control ventilation. We tried - More Foiler Moth p. 20 [1 Mar 00] I would intend to agree with John fences and dramatic sweep angles with no on drag differences - it will depend on the - TALARIA III p. 24 avail. If you have lots of power to spare, then number of elements in the surface piercing just plan on the foil cavitating all the time. Of

IHS Spring 2000 Page 17 LETTERS TO THE EDITOR aft, the wake nearly disappears. You feel a have some questions about certain aspects of (Continued From Previous Page) change in the ride immediately as the waves design. The main question is what are fences seem to vanish. There is still some feeling but on hydrofoils for? What do they do and how interesting to know that a combination of sur- it is as though you just went from riding in a should the be arranged on a foil shape? I want face- piercing and fully-submerged foil has buckboard wagon to a fine Cadillac automo- to make foils like those from ICARUS and I been done before - by the Russians on their bile. The slamming of waves normal to cross- know they used fences. Are they a way to ship SARANCHA. However, for a solar ing the wake (we went looking) was keep water down? Visual marker for the skip- powered hydrofoil with severe weight limita- completely gone. per? Another question is what is the chord tions, a surface-piercing system for and aft size for ICARUS ? It looks like 4"-5" because (without the need for an automatic control The real difference was when he let me drive. it is larger than the crossbeam on a Tornado system) would be prefered in my mind. As the craft became foilborne, the response beach catamaran. What size do you think Please tell us more about the size of the vehi- to the helm changed from the feeling of driv- would suit a 360 pound catamaran sailing at cle that you plan to build. How much power ing a boat to that of flying an aircraft. Albeit a or above 25 knots with 200-400 pounds of are you counting on from the sun? We would small aircraft that had rudder input tied to the crew weight? This assumes I do use the like to hear more about the project which ailerons (as a few do) but it I found the simi- ICARUS foil setup. I may use the ICARUS II might make a good article for the IHS News- larities amazing. Turning the helm banked setup and use a smaller chord, this is pretty letter. — John Meyer ([email protected]) the craft and directed the boat into a turn with much just a doubled up bottom lifter foil. a minimal of lateral acceleration. A very tight This setup was used when they had the dou- Assessment of TALARIA III... turn was possible without stalling. ble rig. I noticed you didn’t have any photos [7 Jan 99] When I was last in Seattle I had the I was most amazed at the stability and feel of of this great boat either, I have found two of pleasure of not only meeting Harry Larsen control, after becoming comfortable there is them on the site: http://home.worldonline.nl/ but actually getting to ride in his hydrofoil no doubt that you could cruise at speed right ~hbsmits/hydrofoi.htm — Michael Coleman TALARIA III. This is the first time I have through most traffic with confidence which ([email protected]) been able to ride one foilborne and I can tell Mr. Larsen demonstrated at he took her back Response... you it is amazing! into the harbor. He tells me that while it is safe and there is less wake than at all but idle [5 Jan 00] Fences reduce spanwise flow. When she is sitting in the water it is not obvi- speed hullborne the problem with such a ma- Since the pressure under the foil is greater ous that she is very different from any other neuver is that it will scare the wits out of oth- than that on top, the water wants up any way cabin cruiser. The fully submerged foil sys- ers in the harbor to see this big cabin cruiser it can. Going around the tip reduces the lift; tem is controlled with a custom build analog moving at 25 knots so close. It would result in therefore, fences or tiplets or tiprings. If you computer using an inclinometer (pendulum someone immediately calling the Coast are making an exact copy of ICARUS foils type device) for roll control and a front Guard or harbor master! Fortunately for us use the same fences. If not, the best is to do mounted ski type of mechanical height con- this was a cool fall day and there was no one some simple tank tests (try the Naval Acad- trol. Mr. Larsen tells me it was an important else around. emy). design criteria not to use expensive aero- space equipment like gyros. Propulsion is This would be the perfect answer to big lakes provided by an extended I.O. The system is like the Lake of the Ozarks that are nearly un- If you want to risk a little loss in efficiency fully retractable and appropriate measures bearable due to the rough conditions from so scale the ICARUS foils and fences. ALSO, have been taken to minimize damage from much traffic. I simply find it ridiculous that do not change the aspect ratio of the foils drift strikes. there are so few hydrofoils out there. This is a without testing. Reducing it will change gold mine I swear. For no more than it would flight characteristics. Increasing it will Exiting the harbor was much like any other at cost to have a conversion done, after riding change structural loads. SUPPLEMENT: a slow pace to minimize wake, advancing the Mr. Larsen’s boat there is no way I would Strut fences are good for reducing downflow throttle, the small block Chevrolet engine spend the kind of money a cruiser of that size on the strut, both water, which reduces lift revs smoothly and then becomes slightly cost without having it fit with foils! — Elliot and air, which ventilates the foil and screws louder as the exhaust rises out of the water. S. James ([email protected]) everything up. GOOD LUCK!!! — Nat The change from hull to foil is not felt so Kobitz ([email protected]) much as a lift sensation but more like some Fences.. one let go a trailing line that was towing an anchor. The motor revs up with the reduced [5 Jan 00] I am about to start my hydrofoil Continued on Page 24 drag and the boat speed increases. looking setup for my solo sailing 18 Square, but I

Page 18 IHS Spring 2000 TRAMPOFOIL IS DISCONTINUED This is how a bird flies. Like the onto the Trampofoil, jumping off the Trampofoil, a bird’s big muscles bottom with one foot and landing move the wings up and down relative with the other knee on the step. He By Malin Dixon to the center of gravity. Like the then climbs up and starts jumping. If Trampofoil, the angle of attack is that doesn’t sound too difficult, on a adly the Trampofoil company in negative on the downstroke. The steeply sloping beach, there is one SSweden has failed. Only about birds alter the angle of attack actively, step from standing to jump and the 100 units were sold. I believe that but it is passive on the Trampofoil. whole lot takes about 2 seconds. they were too expensive and not well However some control can be enough advertized. achieved by jumping on the front or back of the step. There is no way of slowing down Like all hydrofoils, the Trampofoil quickly. The rider just stops jumping has a wing that supports the weight by and coasts. It’s possible to land “dry” hydrodynamic lift. The rear wing is if the jetty is undercut so that the end 2.9m in span and has a chord of 0.1m of the wing can fit under. It’s also pos- and is under the step, taking just about sible to stop at the corner of a jetty, but all the weight. 6 knots will give timing the stop is difficult. Emer- enough lift. The front wing is about gency stopping is by jumping off the 0.4m by 0.05m. back and catching the step to stop the Ride height control is by a skate that Trampofoil as water drag on the rider controls the angle of the front wing. stops him. The rudder also joins the skate to the front wing and supports the front It is unfortunate to see the Trampofoil wing. The skate, rudder and front discontinued. Jake Free, whose wing form one rigid assembly, which website is http://members.aol.com/ is rotated to steer the craft and tilts jfreeent/, sells other human powered freely, controlled by the skate. The hydrofoils, but their cost is about angle of the rear wing adjusts itself $5000. They all have floats so that because the front is held at the correct The Trampofoil cannot be started they can water start, and they are pro- height by the skate, and as the rear be- from in the water. It is easiest to start peller driven. comes deeper, the angle of attack be- from a jetty where a single push can come larger. get the rider and Trampofoil to the The Trampofoil is unstable in roll, minimum flying speed. Also, before and the rider has to shift his weight to the start, the rider can hold the the side to keep it upright. However it Trampofoil and himself, in the same takes several seconds to roll over so attitude and height as during flying. this is easy. So the rider just needs to add speed. Propulsion comes from the rider Beach starting is possible, but much “jumping.” The body that joins the more difficult. The rider stands in - step to the front wing is flexible, so ter about 10cm deep, holds the that as the rider pushes down, the rear Trampofoil wings just under the sur- wing points down (negative angle of face. Then he pushes the Trampofoil attack), so the lift force is slightly for- forwards. On its own, it flies at about wards. As the rider pulls his feet up, 1 knot, so it’s flying immediately. The the angle of attack is positive, so the steering is not held at this point, but wing rides up, and the lift force is the exact direction of launch isn’t im- backwards, but it is smaller because portant. The rider holds either side of there is less weight on the wing at that the step and accelerates until the wa- time. ter is about 40cm deep. He then jumps

IHS Spring 2000 Page 19 MORE ON THE FOILER MOTH

By Peter Kovesi (photos by John Hilton) The most exciting development seen at the 1999/2000 Australian and World Moth Championships hosted by the Mounts Bay Sailing Club was undoubtedly Brett Burvill’s hydro- foils. He had only used them twice before the championships and spent much of the series learning how to sail with them. The boat was supported by two foils attached at the front of the wings and a very deep rudder with a large T foil at its base. The front foils were gener- ous in size and were angled inwards by about 45 degrees (Bruce foils for the technically inclined). They were for Brett to get to the top mark well Local IMCA-WA Contacts: capable of lifting the boat out of the clear of the fleet, but to have dropped water in under 10 knots of wind. many places by the time he reached • Glen Oldfield; 179 Healy Rd; Hamil- When going well in ideal conditions, the bottom mark. ton Hill 6163; Western Australia; the speed Brett achieved was truly Tel: +61 8 9337 6643 After the series Nigel Oswald from awesome - possibly comparable to a the UK bought Brett’s foils. The UK 49er! The main issue with the foils • Garth Ilett; 38 Stanley St; Nedlands group were intending to display a was control. Sitting too far back in the 6009; Western Australia; Tel: Moth with the foils at the London boat caused the front foils to porpoise +61 8 9386 6561; email: Dinghy Show at the end of February. [email protected] upwards and then stall, producing a No doubt we can look forward to usually catastrophic nose-dive. some developments in the UK over • Peter Kovesi; 20 Stanmore St; Shen- Heeling the boat excessively to wind- the northern hemisphere summer. ton Park 6008; Western Australia; ward would cause the leeward foil to Tel: +61 8 9388 1197; email: At the World AGM there was much come out of the water, the windward [email protected] discussion on the foils. The general foil would then slide in on itself pro- sentiment, while being somewhat ap- Moth Continued on Next Page ducing a sudden windward lurch and prehensive, was generally supportive nose-dive. This behaviour was partic- with a feeling that we have a duty to ularly a problem when sailing side on Interested in hydrofoil history, sailing to pursue these developments to waves (ie. on most of the legs of an pioneers, photographs? Visit the because we are one of the few classes M course!) when the leeward foil history and photo gallery pages that can actually do this sort of thing. went into a trough. Upwind, the foils of the IHS website. Do you have were quite straightforward to sail, For more information, the Interna- photos to contribute? Scan them even in rough conditions. tional Moth Class Association of and send them in so we can post Western Australia (IMCA-WA) them for others to enjoy. Quite unexpectedly it was found that website is located at http://www. the boat could be tacked faster on freeyellow.com/members7/imca-wa. http://www.erols.com/foiler. foils than without. It was not unusual

Page 20 IHS Spring 2000 MOTHS TAKE TO THE WING been around for decades. As an exam- WINDRUSH is as tame as a pussycat, ple, Hobie make the Trifoiler, which but her wildest point is flying down- can do more than 30 knots out of the wind in a breeze with chop. However, By Mark Pivac, “By Design Group” box. A few Moth class stalwarts have sometimes the surface-piercing foils www.bydesigngroup.com/au been experimenting with lifting hy- lift too high, pass through a wave drofoils for years. To avoid confusion trough and ventilate. It looks hilari- From Boating Oz, 25 Jan 00 I’ll call the lifting foils on ous as WINDRUSH instantly bears www.boatingoz.com.au WINDRUSH “Piv Foils.” off and capsizes to windward. Fortu- nately this doesn’t happen frequently, A revolutionary new lifting foil de- So what is unique about and Burvill is learning how to control sign fitted to WINDRUSH, a compet- WINDRUSH and its Piv Foils? It’s this tendency. itor in the recent 2000 Moths World the first fully flying hydrofoil Moth to Championship in Perth, made it the be competitive in all wind strengths, In the early races, Burvill was proba- first fully flying hydrofoil Moth to be on all points of sail. It’s the first and bly struggling with the fear of cap- competitive in all wind strengths, on only hydrofoil Moth to finish a world size, but towards the end of the series all points of sail. Although it has championship race, and it is the first he could think less about staying up- some vices, the yacht is competitive to have won a heat (WINDRUSH right and concentrate on winning in all conditions, from drifting to won two). races. By sailing conservatively and gale. trying to avoid the worst waves when To give an idea of how fast it can be, heading downwind, Burvill managed WINDRUSH, sailed by Brett Burvill, in one race Burvill ended up on the to keep WINDRUSH on her feet. He didn’t win the championships out- wrong side of a light wind beat. The won two of the last three heats and right, but it won a few heats in a boat wind was a land breeze whispering at came close to winning another five. that still has plenty of scope for fur- around three to eight knots, so it was ther development. “By Design pretty important to be in the right Group” director Mark Pivac made a place at all times. Burvill rounded the This steep learning curve came about significant contribution to the devel- top mark 35th whilst the leaders were because the Piv Foils had only been opment of WINDRUSH. in a pack down past the wing mark. On the first reach he passed 20 boats The foil concept is not limited to as WINDRUSH popped onto the foils Moth Continued on Next Page Moths. By Design Group and in less than eight knots of breeze. He Windrush Australia are both rounded the bottom mark in 5th place. keen on a production version. Windrush Yachts has produced thou- sands of WINDRUSH 14 cats, but In another heat, in about 18 knots of production levels are now far below breeze, he crossed a few transoms at the heydays of the seventies and the start and by pointing as high but eighties. A simple-to-build, rela- footing faster on the foils, led around tively cheap and easy to sail hydrofoil the first windward mark by a minute. could be a fantastic boost to the popu- Moths are so competitive that this larity of sailing. If all goes well, we sort of thing rarely happens. But it can look forward to a one or two per- was happening in Perth in every race. son off-the-beach boat with kick up folding foils and a smooth and fast So why didn’t WINDRUSH win ride. Such a craft has been predicted overall? The answer is simple. It since the fifties, but we are now real- takes more than expert sailing on a istically close to achieving a boat as boat with blinding boat speed to win a suitable for the masses as a Hobie Cat world championship. Burvill is a bril- or WINDRUSH 14. liant sailor, WINDRUSH is a brilliant concept, but the synergy that links The underside of the foiler moth Hydrofoils and Moths aren’t a new mind, body, and boat were missing in on its trailer (photo by John Hilton) match, and hydrofoil sail craft have the early races. In some conditions

IHS Spring 2000 Page 21 MOTHS TAKE TO THE WING The keys to a successful sailing hy- drofoil design are always to think of Continued From Previous Page stability and drag. Although it looks so simple and only the rudder is a sailed four times before the champi- moving part, WINDRUSH has a nat- onship. urally stable arrangement in pitch and ride height, has reasonable yaw Burvill initially built WINDRUSH to damping, and she has improved roll his own design as a fairly conserva- stability compared to a standard skiff tive but narrow skiff Moth. The rig moth. The hydrofoils on and wing bars are all state-of-the-art WINDRUSH are an advanced de- carbon fibre, an incremental im- sign. The main lifting surfaces are the provement on current Moth best prac- forward hydrofoils mounted from the tice. hiking out wing tips. These foils are inclined at around 45° to the horizon- The foil idea was rekindled when By tal so that they provide both lift and Design Group received a brief to side force. The toe in/toe out angles make a set of inclined foils for an 8.5 and the incidence angle of the rudder trimaran WHITE WAVE that was be- foil are critical. We also use a special ing modified. Burvill and I have been hydrofoil section shape and planform discussing hydrofoils for a few years shape that blends a range of features and in early September we started to minimise drag, spray and the ten- talking about how to get a set of foils Moths Approaching the Buoy dency to ventilate or cavitate. to really work on the Moth class. We (photo by John Hilton) agreed that if By Design Group The horizontal aft or rudder foil is would design and machine the foils, Although we started seriously think- used primarily for stability. It has an Burvill would finish, fit and sail ing about it in September, this was the elliptical plan form and a symmetri- them. We agreed that the foils had to busiest time of the year for both By cal low drag section shape. The rud- be simple, strong, easy to fit with Design and WINDRUSH, so the foil der uses a section shape that is very minimal modification and fast. project had to fit in after everything Moth Continued on Next Page else. You need to spend a lot of time with new ideas if you want to win By Design Group has expertise in the races. Burvill nearly didn’t use the design and development of new Piv Foils at this World Championship equipment and products, especially because he was only barely comfort- those with an aeronautical slant such able with them. However, we wanted as fans, composite structures and air- to see the concept advance as rapidly craft. Our centreboard and rudder de- as possible. Additionally we wanted signs are currently widely successful to get the foils further forward on the in the dinghy, cat and skiff classes. In boat but there wasn’t enough time to designing the Piv Foils, I was acutely do it. This compromised down wind aware of the need for both simplicity controllability. and stability. We pared the design down to its essential elements. We got The boat takes off exactly as pre- rid of everything we could and took dicted and performs well overall. the simplest path. I carefully worked This was our first attempt at hydro- out foil geometry and sizing so the foils and to see it work so well and boat would sail to windward win some heats was a real thrill. To- foilborne in light airs. It’s a tough job gether we are confident that the next to balance low speed lift off and high boat will solve the few problems that WINDRUSH Rounding the Buoy speed stability. WINDRUSH has. (photo by John Hilton)

Page 22 IHS Spring 2000 MOTHS TAKE TO THE WING a standard Moth rudder to keep the WINDRUSH is a simple concept that rudder foil in the water. Each main is already reviving the Moth class. (Continued From Previous Page) foil is similar in size to a standard With further development it is very Moth centreboard. likely that the next world champion- ships will be won on hydrofoils. With tolerant of operating close to the sur- Although the total wetted area has hydrofoil production boats in the face. It has a fairly sharp leading edge been increased by slightly more than wind, it is already shaping up to be an to reduce spray and it can also gener- the area of a centreboard, this is offset exciting century. ate significant side force. As boat by the reduced hull wetted area as the speed increases the inclined foils ride boat starts lifting out of the water. The By Design Group has plans for an un- higher on the water to maintain the hull rides noticeably higher even at limited offshore racer. We would love optimum lift coefficient and in doing speeds of only a few knots. to discuss this in detail with someone so their area in contact with the water serious about taking on the big bud- decreases. The T foil on the bottom of For very high speed sailing, hydro- get, big boat teams in around the the rudder is essential for stability. It foils may not be the answer. Above 45 world racing. Our vision encom- lifts up or down, depending on the knots it is very difficult to control passes a sailing hydrofoil about 11m pitch angle and pitch rate of the boat. ventilation with the sideloads and (35 feet) long, doing 45 knots. With To minimize drag it is essential to waves that sail craft encounter. hydrofoils, size hardly matters, the have as few foil intersections and wa- Really high speed craft are likely to boat need only be big enough to carry ter surface penetrations as possible. continue to be planing craft like the crew and supplies for the duration We use very efficient, low drag lami- sailboards. However the Interna- of the race. nar flow hydrofoils with very smooth tional Moth is not in that league. surfaces so the parasitic drag of cor- Beam, length and sail area restric- About the author: Mark Pivac (29) ner joints and spray making surface tions place limits on power-to-weight graduated from RMIT with a B Eng penetrations is a substantial part of ratios that make hydrofoils the per- (Aerospace) Hons degree. He won the total drag. fect solution to improving Moth per- the Tom Shelton Memorial Prize for formance. his thesis on Performance Improve- When you look at WINDRUSH sail- ment and Stability Analysis of High ing there is almost no spray and no Speed Sailboards. This was followed visible wake. She just glides past very Future plans to improve the Piv Foil by three years as an Engineer Officer smoothly at an impressive speed. “In layout on WINDRUSH include mov- in the RAAF. He then ran his own en- an eighteen knot breeze on a choppy ing the main or forward foils further gineering design consultancy before course the ride up wind is quite forward. We will also experiment joining By Design Group at its incep- smooth, you do bounce around as the with incidence controlled main foils tion in 1996. He has been interested in foils flex through waves but the hull using surface sensing “feeler’” skis. high speed sailing and racing for never slams,” says Burvill. “On a nor- Neither of us is convinced yet that many years. mal boat you often pound quite a bit these will be better all round. Surface going up wind. sensing will be good at high speed to Windrush Yachts Australia is man- maintain a constant foil depth and aged by Commercial Director Gra- “By keeping the support strut inter- help to avoid ventilation by keeping ham Burvill. Production is managed sections above the waterline and by the lifting surface deep, but it will be by Brett Burvill. only having three foils we have really difficult to maintain low drag at low minimized the drag. If we could get speed without adding complication. Contact Windrush at: away with one foil we would to do it, More likely to work is some Windrush Yachts but we need three for stability.” on-the-course angle adjustment to the rudder foil or all three Piv Foils. The 1B Stockdale Road The boat does not have a centreboard. basic arrangement is stable, however The angled Piv Foils off the wing tips both handling and geometry changes O'Connor. 6163 are asymmetrical so that the leeward with speed. This is quite similar to Western Australia. foil produces most of the lift. It actu- aircraft which must be trimmed when ally lifts the boat to windward. The flying at different speeds. Website: www.wevo.com rudder is around 300mm deeper than

IHS Spring 2000 Page 23 TALARIA III -- EXPANDED WEBSITE Computers: LETTERS TO THE EDITOR - Analog computer flight controller (speed (Continued From Page 19) variable gains), Harry Larsen reports that he has ex- - 286 lap top powering instrument display 2nd Response... panded his web page to add more pic- [5 Jan 00] I do not know of any hydrofoil ship tures of TALARIA III. Also he has Data acquisition: with fences on the foil itself. Fences were put included a parts list with approximate - 8 channel 8 bit 20 samples per second PC based data acquisition system on the struts to interrupt ventilation. Ventila- cost for each of the elements in his tion is when the air flows from the water sur- Bayliner’s fully submerged, automat- Performance: ically controlled hydrofoil system. face creating a cavity between the strut - Cruise typically at 25 knots, 31 knots at surface and the water. Due to the difference in Harry hopes that the parts list may be 4200 rpm density of air and water, ventilation could useful to builders for their better un- - Take off speed about 18 knots cause loss of lift and/or control. derstanding of the cost of the various - Have negotiated 3’ steep / short waves subsystems. The fences are essentially flat plates attached Harry can be contacted by email at to the strut perpendicular to the strut surface [email protected] (the “0” in that ad- and in line with the water flow. Generally dress is a zero, not a letter “O.” they were contoured in similar shape as the Harry’s is at the following URL: strut. A good example is the cavitation plate http://home1.gte.net/hlarsen0 (the on an outboard motor or the I/O drive. Fences “1” is a one, and the “0” is a zero!) were not used on any of the Navy hydrofoils. Following are some features of As far as the remainder of your questions, I TALARIA III: plead ignorance. — Sumi Arima ([email protected]) Vehicle Description View over the bow with the bow foil Boat: submerged at 2 ft depth. Note the - 24 foot (nominal) deep Vee hull small twig caught on the strut. - 200 hp Volvo outdrive powered (More Talaria Photos -- Next Page) - Canard configuration - Boat weight 4000 lbs. - Foil spans within the boat’s beam (8’) - Hydraulic retraction of bow and stern foils (trailerable) - Manual hydraulic bow strut steering - Rear foil loading 375 lbs/sq ft - Bow foil loading 500 lbs/sq ft

Hydrofoil Materials: - Bow strut - stainless steel - Aft center strut - galvanized steel - Bow foil & side struts - high density FRP - Aft foil - aluminum

Hydrofoil Control System: - Height - Surface ski articulating bow foil angle of attack - Roll - Differentially actuated flaps on rear foil controlled by analog computer - Hydraulic system: servo valve, 4way valves, pump, heat exchanger, filter, stainless steel cylinders Harry Larsen’s TALARIA III

IHS Spring 2000 Page 24 TALARIA III -- EXPANDED WEBSITE (Continued From Page 19)

TALARIA III In the Hoist, Struts Retracted, Ready For Trailering

TALARIA III With Stern Struts Retracted For Trailoring Front Strut Retracted

IHS Spring 2000 Page 25 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer SUMMER 2000

WHERE ARE YOU IN DEVELOPMENTS CONTINUE TO ENHANCE PERFORMANCE CYBERSPACE?! by Paul Hynds IHS relies on electronic communi- cation with the membership to improve (Extracted from Speed at Sea, December 1999) timeliness and reduce mailing costs. If you are a member with email, let us know your email address! Thank you. new device introduced by the Milan-based marine division of ALA.ME srl is specifically designed to, as the company puts it, 2000 DUES ARE DUE “accelerate the ship’s performance.” Humphree is an advanced appendage designed to enhance the hydrodynamics of semi-planing IHS Membership is still only and planing vessels. The technology underpinning the new develop- US$20 per calendar year (US$2.50 for ment is based on the interceptor type of device. students). Your renewal or new member- ship is critical. Please remit 2000 dues as On-ship assessment has demonstrated superior means to improve a soon as possible. We regret that high bank vessel’s performance in terms of hull resistance, wash waves, speed, fees make it impractical for IHS to accept motion control and maneuverability, according to LA.ME. Up- payment by credit card or a check drawn grading installations have already been completed, between March on a non-US bank, or by other than US and May this year, on Tourships’ three Rodriquez designed high funds. Overseas members with no easy speed monohull Aquastrada car ferries, Corsica Express II, Corsica way to send US funds, are advised to send Express III and Sardinia Express. money order to IHS or US Dollars cash. The fundamental working principle of the Humphree device is, in INSIDE THIS ISSUE some ways, similar to that of the now familiar transom-mounted trim tab flaps and wedges seen on most high speed ferries. In this case, - Welcome New Members ----- p. 2 though, there are several important differences that distinguish the new system. - USS Zumwalt ------p. 5 The first difference is that the Humphree device generates a high - Deliveries and Orders ------p. 7 pressure area on a planing surface by intercepting the flow at the tran- - PHM Restoration Update --- p. 7 som by a blade. Even when this blade is only projected a small dis- tance beyond the transom edge, the upstream decelerating effect on - Matveev Paper ------p. 8 the flow is substantial and the area of increased pressure extends far - Foil assisted Catamaran ------p. 9 ahead of the transom. The resulting effects of this action are a positive hydrodynamic lift generated at the expense of only minimal hydrody- - Sailor’s Page ------p. 10 See Enhanced Performance, Page 3 - Letters to the Editor, ------p 13 WELCOME NEW MEMBERS

PRESIDENT’S COLUMN Michalis Chatziapostolou - Michalis is associated with ince the publication of the Spring lized it. The Newsletter has technical Comeract Ltd., in Rhodas, . SNewsletter, the Board of Direc- articles from time to time. Martin The organization is a source of en- tors for the Class of 2000-2003 Grimm has made up an index of all gine parts for Russian hydrofoils has been elected by the his member- the Newsletter articles - big job; well like Kometa, and Russian ships of ship. Those directors are: Mark done. the types “Alexander Green” and Bebar, William Hockberger, George “Efpatoria.” 4. We have IHS members, Malin Jenkins and Ralph Patterson. Also, Dixon in the UK helping on the web Thomas Eckey - Thomas is a Naval the Board met in July to elect the IHS with the Photo Gallery, and more re- Architect in Oslo, Norway. He is officers for the year 2000-2001. The cently Sam Bradfield has become the mainly involved in offshore activi- Officers are: President: John R. Hydrofoil Sailor’s Page editor. ties related to oil production. Meyer, Vice President: Mark Bebar, Through his business relations with Secretary: Ken Spaulding, and Trea- 5. Hydrofoil Video - This has not classification societies such as surer: George Jenkins. come about. However, Ken ABS, Det Norske Veritas etc, the Spaulding has recently proposed and Several months ago, one of our mem- news has come around that he is followed up with the Smithsonian In- bers raised the issue of goals that about to test a hydrofoil, and the in- stitution on their “Road Show” pro- Board of Directors may (or may not) terest has been great. Especially gram with the intent to put one have in mind when consenting to from the fast ferries division at DnV. together on Hydrofoils. This may be serve the Society. This was discussed Together with a friend, Svenn Erik even better than a one-shot video on at a Board meeting in April. The Kristoffersen, (svennek @online. no), Discovery Channel. Needs a lot of Board is serious about incorporating they are in the process of finalizing a work. See article by Ken Spaulding such goals in the Ballot next year. hydrofoil project started in 1947. on page 5 in this Newsletter. However, I am reminded of the goals For more info contact him at: I had set for the Society when I was 6. Hydrofoil Text Book. This has not [email protected] first elected President in 1992. I have come about either, BUT, thanks to Timothy Graul - Timothy is a con- summarized the progress the Society Mark Bebar, we will be putting many sultant in the marine world in Stur- has made since that time. of the key hydrofoil documents on geon Bay, WI. He received a B.S.E. the “AMV ONLINE” through Naval 1. A fantastic Web Site for which we degree in naval architecture at the Sea Systems Command (NAVSEA). receive many compliments. Thanks College of Engineering, University We have just gathered about 50 docu- to Barney Black-- Big job; well done. of Michigan in 1964. He was at- ments to pass on to NAVSEA for the tracted to the field by a desire to de- 2. Increased membership to the tune first batch of about 500 documents sign sailboats. Tim retained his of 3 new members per quarter. We planned. All at no cost to the IHS!! interest in drawing and small craft; have exceeded this year after year. More on this later. expanding it to include the larger Steve Chorney has put IHS member- As I have said many times in this col- sphere of small commercial vessels; ship on EXCEL with many columns umn, we are always looking for sug- boats under 200 feet in length that of information - Big job; well done. gestions for improvement of the work for a living. In l981, feeling that he had achieved the necessary 3. Publicizing hydrofoil technology Society, and material for both the IHS experience and “seasoning” needed and the use of hydrofoils around the Web Site and the NL. We will con- to strike out on his own, he rented an world via the web and Newsletter. tinue to welcome your comments and office in downtown Sturgeon Bay. The Newsletter has been upgraded contributions. His first major design job was a 90 from that earlier time period by an or- der of magnitude. Barney Black set John R. Meyer, President Continued on Page 4 up the newer format and I have uti- Page 2 IHS Summer 2000 ENHANCED PERFORMANCE There are alternatives for mounting through a single control network. An (Continued From Page 1) the Humphree system devices on to additional feature now allows the the vessel with the preferred locations crew to make separate adjustments on being on either the bottom of the tran- the forward and aft forces while con- namic drag due to the low surface som or, if the vessel incurs a signifi- siderably reducing roll characteris- area of the projected blade, despite cant degree of wetted sides at high tics. being subjected to high pressure. speed operations, on the side edge of Maritime Dynamics Inc. has been The lift/drag ratio of the interceptor the transom. conducting its own research into in- has been proven to be inherently Norwegian fast ferry specialist terceptor devices to complement its higher than that of an equivalent de- Kvaerner Fjellstrand has its own ride range of inverted T-foils and trim tabs vice such as a flap or wedge, LA.ME control system designated Motion developed for both catamarans and says. Consequently the drag gener- Dampening System. Originally de- monohulls. MDI’s first ride control ated by the interceptor is, for the same signed as an enhancement intended system that uses interceptors aft will amount of lift produced, always for the company’s range of high enter service in the Spring. This in- lower than the drag generated by the speed passenger vessels, the system stallation incorporates MDI’s find- trim tab flap or wedge device. has subsequently been developed and ings during extensive model and Additionally the projection or depth improved as Kvaerner Fjellstrand has simulation tests. The company has of the interceptor blade is several moved into the high speed car ferry also specialized in the development times less than corresponding depth market. of fin appendages specific to SWATH hull types. of the flap’s trailing edge. Further- A typical existing installation com- more, the maximum pressure is in bines trim tabs aft with inverted line with the interceptor blade and the T-foils forward. The ride control de- center of pressure acts more toward vices are fully active and linked sepa- aft, promoting a larger actuating mo- rately to bridge stations for override ment about the vessel’s center of commands. A decrease in bow accel- gravity. erations of up to 36 per cent has been The LA.ME-developed Humphree recorded in sea conditions with wave device consists of a single compact heights measuring 2m. and robust design featuring the inter- The latest improvements to the Mo- ceptor blade, its supports and bear- tion Dampening System specifically ings as an integral unit. The for larger vehicle carrying fast ferries movement of the blade is initiated built by Kvaerner Fjellstrand include from a hydraulic servo actuator lo- the redesign of the forward T-foils to cated inside the unit itself. Due the enhance dynamic efficiency at speeds relatively small mass of the intercep- in excess of 40 knots. This redesign tor blade, the actuating mechanism also incorporates measures to reduce and hydraulic systems can be en- drag, thus a consequent performance gaged quickly and without the need gain in terms of maximum speed at- for high power consumption. tainable compared to previous sys- tems developed. MDI’s Ride Control Interceptor [Ed Note: The Speed at Sea article The transom flaps originally installed did not show a picture or illustration Typical installation incorporates the on all Kvaerner Fjellstrand vessels wheelhouse control station linked to of the “Humphree” device, nor ex- for the purpose of adjusting trim have plain the derivation of the name. We the hull motion sensor processors also been redesigned and are now which in turn receive data transmitted suspect that this is due to the fact that fully integrated into the Motion patents are “pending”.] Dampening System by connecting Continued on Next Page IHS Summer 2000 Page 3 ENHANCED PERFORMANCE monohull to Spanish operator Armas, Hans Jorgen Hansen - Hans is (Continued From Page 3) the ride control system as described from Espergaerde, Denmark, and by Rodriquez Engineering managing has a great number of hobbies in- director Dr Alcide Sculati will be cluding remote control of model keenly anticipated by the fast ferry in- boats, airplanes, and cars. He re- dustry (Speed at Sea, August 1998). cently was successful in getting a 11.5 kg electric driven hydrofoil In order to address some specific sea model to have an endurance of and swell conditions found in the op- about 1 hour before the battery ran erator’s Canary Islands sector, down. He closed his letter of intro- Rodriquez has developed an inte- duction to us with the phrase “Think grated system combining trim tabs, Foiling”. fins and adjustable trailing trim flaps on fully submerged, lift-generating Dr. Eugene O. Jackim -Dr. foils. The section shape of the fins has Jackim, from Wakefield, RI, has al- been determined to deliver the maxi- ways been interested in sailing, and mum possible lift with minimum re- more recently in building a model sistance while avoiding cavitation. hydrofoil sailboat. He is anxious to Control of the foil appendages can be know more about scaling the model directly from the fin, foil or trim tab. either fully automatic or manual. up to a full size boat, and the intrica- cies of hydrofoil design in general. The control station provides real-time Tank testing has proved that the displays of the attitude or angle of in- Helpful IHS members can reach monohull design is marginally sensi- him at: [email protected] cidence of each ride control device tive to roll, pitch, yaw and accelera- via a monitor in the form of bar tions from rough sea any direction, Michael Mirfield - Michael is a stu- graphs. To facilitate fast response al- By installing this combined ride con- dent of Naval Architecture and terations to the system settings, for trol system, says Rodriquez, excel- Small Craft Engineering at the Uni- example if sea trials indicate neces- lent stabilization is achieved. Roll versity of Strathclyde in Glasgow, sary action, the system calibration co- motions are controlled by two lifting Scotland. His thesis is the design of efficients are logged and stored using surfaces forward and two aft of the a detachable hydrofoil kit for the a ROM databank. center of gravity. Pitch and heave mo- Hobie 16, a design which he hopes In sea conditions producing wave tions, and vertical accelerations are to build very soon. His interest in heights of up to 2m on the bow, MDI dampened by the T- foil fitted for- hydrofoils was raised when he came says that its ride control system can ward and ‘Pi -foil’ aft. across a book called “Hydrofoil consistently return a 30 per cent re- Sailing” by James Grogono et al. Since then he has studied hydrofoils duction in pitch moment and a 60 per ************ cent reduction in roll. in as much depth as his time has al- WELCOME NEW MEMBERS lowed. He would like to thank all A motion control system being fitted (Continued From Page 2) the members of the society who to SNCM’s 134m Corsaire 13000 have already given him a great deal monohull under construction at of help and made him feel welcome Alstom Leroux Naval incorporates foot ferry for the Madeline Island to the world of hydrofoils. MDI’s largest T-Foil, at 13.4 M2. The Ferry Line which runs between system also employs four 3.5 M2 fins Bayfield and Madeline Island in Lake Alan Mirucki - Alan is from Live and two 13.5 M2 trim tabs. Superior. Although much of his de- Oak, Florida. He wrote that he is in- sign work involves passenger and terested in building a small hydro- As Italian fast ferry builder ferry boats, he has done everything foil, and can use a lot of help from Rodriquez Cantieri Navali SpA nears from weed harvesters to trap boats; various members. He can be delivery of its first 114m Aquastrada from patrol craft to floating cement reached at: 4263 89th Road, Live plants. Oak, FL 32060. Page 4 IHS Summer 2000 PRESIDENT NAMES NEW SHIP A TRAVELING HYDROFOIL MUSEUM letters of interest from a sampling of CLASS AFTER ADMIRAL ZUMWALT EXHIBIT museums. he President announced on July By Ken Spaulding At this time the exhibit is envisioned T4, 2000 that the Navy will honor our IHS Board of Directors has, to include a comprehensive history of Navy Adm. Elmo R. “Bud” military, commercial and recreational Zumwalt Jr., by naming its 21st Cen- Yfor some time, been considering possibilities for bringing “The hydrofoils. The show that hits the tury Land Attack Destroyer (DD 21) road must be a polished, professional after him. Hydrofoil Story” to the public’s at- tention. Several years ago John production. It may contain actual Zumwalt, who became the youngest Meyer authored a book “Ships That foils and models, as well as interac- man ever to serve as chief of Naval Fly, a Story of the Modern Hydro- tive displays and videos. It would Operations (CNO) in 1970, passed foil”, but a willing publisher is yet to cover the early experimental craft, away in Durham, N.C., on Jan. 2, be found. Proposals have been made principles of hydrofoil design, sailing 2000. Appropriately, this class of 32 to the History and Discovery chan- hydrofoils, military and commercial future warships will embody nels for the production of a one hour craft in the US and abroad, current Zumwalt’s visionary leadership and TV documentary without success. In hybrids and ride control applications. well-known reputation as a Navy re- March the Board agreed to pursue the Comprehensive material on Soviet former. possibility of fielding a traveling hy- foils is now available. Interactive dis- drofoil museum exhibit. plays could include a simplistic de- Entering the fleet at the end of this de- sign model, PHM war games, a cade, USS Zumwalt will usher in the This exhibit, if shown at leading mar- virtual hydrofoil trip, etc. Navy’s newest class of destroyers. itime museums, could reach a large These revolutionary warships are be- percentage of the interested public. ing designed to meet post-Cold War The American Society of Museums Yourthoughts and ideas on this initia- requirements using 21st century na- lists 135 US maritime museums. The tive are solicited. Specifically: What val warfare concepts. The Zumwalt Council of American Maritime Mu- content would you envision for such class will incorporate several ad- seums has 45 members. an exhibit? What corporate sources vanced technologies and introduce might make significant contribu- features to improve the DD 21 The Smithsonian Institution tions? What “interactive” displays sailor’s quality of life. Traveling Exhibition Service could be economically produced? (SITES) is a long established and ex- Would an exhibit without foils and perienced vehicle for such an exhibit. models (much cheaper) be success- Armed with an array of land attack They currently have 60 shows on the ful? Which maritime museums weapons, USS Zumwalt will be capa- road around the US. Their catalog of should we target? Please reply to Ken ble of delivering an unprecedented available exhibits is very widely dis- Spaulding at [email protected]. level of offensive firepower from the tributed. Categories include; Art, sea. It will also be the first U.S. Navy History & Culture, Science and Mis- *********** ship to be powered and propelled by a cellaneous. Hydrofoils would fall fully integrated power system, in- under Science or Miscellaneous. HELMUT KOCK AWARD cluding modern electric drive. The In a recent letter from Helmut Kock, Zumwalt will be manned by a crew The Board intends to prepare a pro- he acknowledges receipt of the IHS approaching one hundred and will Award as follows: It was a surprise feature new habitability standards posal for SITES consideration. Dr. Paul Johnston, Smithsonian Curator and great pleasure for me to receive and shipboard amenities. She will be the International Hydrofoil Society a platform that values its crew more of Maritime History has agreed to serve as internal SI sponsor for the Award. I thank you and the members than any other ship on which sailors of the Board of Directors for my nom- have ever lived, fought, and worked," proposal. Currently we are attempt- ing to scope the format and content of ination. Please forgive me for my be- said Secretary of the Navy Richard lated acknowledgment of the receipt Danzig. “It is a fitting tribute to the a successful proposal. Corporate Continued on Page 12 legacy of Admiral Bud Zumwalt." sponsors will be required as well as

IHS Summer 2000 Page 5 PIVOTING HYDROFOILS AND POWERED PLANING CRAFT (by James Stewart, IHS Member) have originated and patented a Inew hydrofoil concept, which may be of interest to International Hydrofoil Society members.

The concept came about from watching my son and his friends These small foils, by generating a prototype are invited to contact Mo- windsurf on the Lake of Two Moun- lifting force which interacts hydro- tion Design Creations Inc. tains at Hudson, Quebec. The stern dynamically with the hull in a spe- [email protected]. of their sailboards dragged deeply cific manner, create a synergistic in the water creating a lot of drag effect which makes both the hull ********* and I thought “there must be a solu- and the foils more efficient than if FRESH-1 INFORMATION tion to that”. This thought resulted, they were functioning separately. some years later, in a patent (U.S. This synergistic action is the key to By Sumi Arima Patent No. 4,811,674) covering the the effectiveness of this concept. pivoting foil concept for drag reduc- would like to clarify the state- The small size of the foils allows tion of sailboards and other craft in- ment made by Malin ixon that them to be rotated to a stowed or in- I D cluding powered planing craft. cavitation is bad for hydrofoils. active position alongside the hull Cavitation is a detriment for sub The following is a brief description for operation in shallow water and cavitating foils, causing loss of lift, of this foil concept for drag reduc- for convenience in docking. tion as it applies to powered planing but if the foils are of super cavitating craft. The reduced drag of the plan- The efficiency gained by using design, theoretically cavitation does ing craft’s hull will result in its in- these foils will vary from craft to not become a factor. FRESH-1 used creased acceleration to higher craft depending on a number of vari- super cavitating demonstration foils maximum speed and more efficient able factors. However, it can be said and attained speeds of 70 knots, ap- operation at all speeds which trans- that substantial hull drag reductions proximately 78 mph. I left the pro- lates into greater fuel economy and would be readily achievable – up to gram after the unfortunate turn over, an extended operating range. 50 percent in some cases. It is ex- and thus cannot attest to the exact pected that the lower fuel consump- speed reached after the restoration. tion provided by the foils would It was powered by a Pratt and Whit- The pivoting foils, much smaller over the life span of the craft more ney JTD-1 pure jet engine providing than the foils on conventional hy- than pay back the original cost of the 16,000 pounds of thrust. After the drofoil craft, are installed directly foils and thus make the foil installa- accident, a military version of the on the hull without any intervening tion a profitable investment. The engine was used which provided a support structure between the foils rate of saving would increase over little more thrust. and the hull. The pivoting feature time due to the inevitable increase in Although another set of foils was has a unique and important role in the price of fuel. This is seen as an designed by Grumman called the the foils’ operation. By allowing important factor in evaluating the “transit foils” for the FRESH-1, the the foils to pivot downward from a foil concept. lifting position to a non-lifting posi- Navy chose to pursue the tion, the pivoting feature prevents Individuals or companies interested sub-cavitating foil research rather the foils from generating the nega- in additional information on this tive lift which would otherwise oc- new concept and the possibility of Continued on Page 12 cur under some conditions. investing in the development of a

Page 6 IHS Summer 2000 1999 DELIVERIES AND ORDERS 300-349 cars 1 1 2 40 different 400 hz motors on the ship 350-399 cars - 1 1 from fuel pumps to vent fans as well (Extracted from Fast Ferry Interna- 400-449 cars - - - as nearly that many fluorescent 400 tional, January-February 2000) 450-499 cars 2 - 2 hz lights. These units save significant Totals 18 12 30 space and weight above commer- ast year’s total of 92 fast ferries cially available 60 hz units , are far Ldelivered or on order is the low- Although the number of deliveries superior in construction (and should est since the magazine started and orders has fallen, the vessels be for the price of new ones) are compiling figures in 1986. Deliv- themselves continue to increase in cheap on the surplus market because eries were not that much lower than size and value. The number of vehi- few others use them, and most impor- in previous years. What has dragged cle ferries delivered, for example, is tantly, are all in place, and in good the total down is the very low figure the highest since 1996. working order. for outstanding orders at year-end. As always, a fast ferry is regarded as The challenge has been in construct- Breakdown of Deliveries and Orders a vessel, delivered to or ordered by a ing a power plant to power both the Deliveries Orders Total commercial company, capable of 400hz as well as the new 60 hz loads. carrying at least 50 passengers, or an We had quotes on having inverters Catamarans 36 23 ‘59 equivalent amount of passengers built but the cost was nearly Foil assisted plus cargo, and having a minimum $150,000.00. All the surplus motor Catamarans - - - service speed of 25 knots. generators we have found are for Hovercraft - - - lower voltage and are extremely Hydrofoils - 2 2 PHM RESTORATION UPDATE heavy. We were just about settled on Hydrofoil building a custom gearbox to drive 2 Catamarans - - - By Eliot James, (IHS Member) generator ends from one diesel en- Monohulls 17 6 23 Custom Composites Company gine. Again, we found our answer in Surface [email protected] our own industry. VariableFrequency Effect Ships 1 1 2 Drives (VFDs) have been in use to SWATHs - 1 1 e have been working on an In- change speed of 3 phase motors for Wavepiercing tegrated Bridge System W many years. They are made to ramp Catamarans 3 2 5 (IBS), and are creating our up and down but if we compensate Totals 57 35 92 own due to the lack of knowledge of commercially available systems. with a large enough unit, we can drop Passenger ferries This will enable one person to moni- motors on and off line with no prob- 50-99 seats - - - tor all ship functions (conning, and lem, we consulted the factory on this 100- 149 seats 8 8 16 navigation) from the bridge, the and while they never heard of using a 150-199 seats 6 3 9 navigation station, or EOS. Our ex- VFD for a power supply and they 200-249’seats 4 2 6 perience is based on industrial auto- were a little tentative in saying it was 250-299 seats - 2 3 5 mation and “Man Machine OK, their engineer could not give any 300-349 seats 2 4 6 Interfacing” (MMI). The commer- reason that it wouldn’t work fine. We 350-399 seats 5 2 7 cially available marine control units purchased a small one (off of ebay no 400-449 seats 3 1 4 that I have seen (electronic steering less) that would go up to 400hz. It is 450 + seats 9 - 9 systems or engine control for in- rated for 20 kva and only weighs Totals 39 23 62 stance) have all been based on this about 40 lb. We took the 400 lb. 12 technology but often use proprietary kva motor generator and the 200 lb. Passenger/Vehicle ferries hardware packaged in a nice enclo- of transformers (needed to boost out- 10-49 cars 1 1 2 sure and carried an astronomical put to 440 volts), that run basic ship 50-99 cars 5 2 7 price tag with less functionality. systems (lights, fresh water pumps, 100- 149 cars 1 - 1 150-199 cars 5 1 6 We have solved a big hurdle in Continued on Next Page 200-249 cars 3 4 7 power generation. There are about 250-299 cars - 2 2 IHS Summer 2000 Page 7 PHM RESTORATION UPDATE ESTIMATION AND COMPENSATION come down to the formation of dents, (Continued From Page 7) OF HYDROFOIL DEFORMATIONS bends, cracks, breakage, or changes DURING OPERATIONAL SEASON in the geometry of hydrofoil systems. etc) off line and wired in the VFD. In The phenomenon of hydrofoil sing- testing it works great. These units are By K.I. Matveev (California Insti- ing caused by flow-induced oscilla- made for integrating into MMIs and tute of Technology, Pasadena, Cali- tions of the foil trailing edge can also will be far easier to incorporate to the fornia, USA, IHS Member) and I.I. lead to the foil damage. IBS that any other unit. New, a unit to Matveev (Central Hydrofoil Design run the entire ship 400hz equipment Bureau, Nizhniy Novgorod, Russia) In this paper we consider only distor- tions of cross-section foil profiles would cost $50,300.00, but because ne of the restrictions on the use these are so prolific in industry, I have and the installed incidence angles of Oof commercial hydrofoil craft, hydrofoils. The precision of the hy- found two 3-year old units for which have advantages in com- $5,000.00 each, and think I can do drofoil system geometry is a very im- parison with common displacement portant issue because of the high better. I can enclose them in a NEMA ships, is the necessity for specialized 12 stainless steel enclosure and be far sensitivity of the lifting force to the maintenance of the foil systems. profile geometry and to the interac- more “marinized” than what was orig- Such work usually requires compli- inally aboard. tion between fore and aft foil system . cated equipment and experienced These deformations can be treated by The lights still hum at that high freq. specialists. the original method given in this pa- but being a VFD we can “tune” the res- This paper offers a new method ef- per, which are based on the expres- onance out and quiet them a bit so they fectively restoring of a hydrofoil af- sion for the lift coefficient. The are now quieter than when we used the ter foil damage. A simplified method advantages of this method are sim- generator. We have not been able to for conservation of the lift coeffi- plicity and rapidity of the repair rela- tune out the hum from the lighting iso- cient, which greatly influences on tive to the standard procedures lation transformers that change 440 v ship’s performance, is obtained from requiring a change in the hydrofoil 400hz to 110 v 400hz. Since the VFD consideration of the factors defining installation. The method has been is not quite as “clean” as a generator, the lift. The technology of the pro- successfully applied to hydrofoil the resonance moves in and out be- cess is briefly described. This craft, such as the Katran (Kolhida) tween the three transformers like three method enables operators to reduce shown in the Frontispiece, operating flutes almost in tune with each other. repair expenses and time drastically, in the Mediterranean basin. There is no extra heat building up, just which is very important during a sea- (Editor’s Note: A complete version noisy. Is there another way to quiet the son of operation. hum in the transformers? of this paper can be found on the IHS Peculiarities of the maintenance of Home Page and on the author’s site: We are mounting the hydraulic pumps hydrofoil craft are caused by their http://www.cco.caltech.edu/~matveev/). on electric motors. By running them specific structural elements: through their own VFDs. we can re- light-weight alloy hulls, powerful Disclaimer duce idle horsepower requirements as engines, hydrofoils, complex geome- well as add the ability to have a fully IHS chooses articles and try propellers, inclined shaft lines, photos for potential interest to IHS variable bow thruster instead of just on etc. In operation, hydrofoil systems members, but does not endorse or off as it was originally (again can be subjected to impacts with the products or necessarily agree with through the MMI). sea bed and floating objects, to vi- the authors’ opinions or claims. One of the major advantages to this brations from shaft lines and propel- approach is that instead of building a lers (when they are not in good Interested in hydrofoil history, custom diesel power unit, we can use working state), and to chemical and pioneers, photographs? Visit a common commercially available 60 biological action of the water envi- the history and photo gallery hz. gen. Set. ronment. Foil-strut and strut-hull pages of the IHS website. connections also sustain sharp wave http://www.erols.com/foiler. ************* loads in rough seas. These factors

Page 8 IHS Summer 2000 USA CATAMARANS COMPLETES Don Burg said, “The Seacoaster has funding of a test and evaluation pro- FOIL-ASSISTED DESIGNS wave slicing fine entry sidehulls, gram. however it differs in that there are re- (From Speed at Sea, April 2000) cesses built into the underside of each “The demonstrator was launched in hull. When pressurized air is supplied the spring of 1998. Several modifica- ased in Fort Lauderdale, Florida, to the recesses, the air cushions tions were required to achieve pre- BUSA Catamarans Inc. is com- formed support about 80% of dis- dicted performance. The perfor- pleting two fast tourist boats of placement. mance goals were met in late 1998, unique design. Both are foil-assisted when 44 knots was achieved at catamarans, but the hull forms are There results a decrease in draft and a 30,385 kg displacement with the very different: one is based on what substantial reduction in wetted area main engines at 522 kW each. Total the company calls its Super Critical resistance. Propulsive power require- blower power was 89 kW. Dyna-Cat hull form and the other is a ments are about half those of a con- planing catamaran. Both designs ventional catamaran or monohull at have been developed by in-house na- cruise speeds. After adding blower “ONR tests in February 1999 were val architect Chuck Baum, and details power, Seacoaster still requires only run with a hydrofoil that spanned the will be featured in a future issue of about 60% of the power required by a distance between the sidehulls Speed at Sea. catamaran or monohull." slightly forward of midship. This was installed to add load carrying capabil- The original programme had a variety ity to handle the extra displacement of of financial backers. As Don Burg ex- the boat when it was converted to a plains, “Funding was received from a passenger ferry. group of private investors and from a grant from the Department of Energy, as Seacoaster was selected as a fa- “The effect of the hydrofoil at the test vored energy saving invention by the displacement was to slow the boat DoE. down by about 5 knots. However, as shown later, it did improve load car- USA Catamarans’ Super Critical rying capability by about 8,163 kg at Dyna-Cat Hull 40 knots. ************ “On the ONR tests, the maximum g AIR RIDE FERRY ENTERS SERVICE forces measured during operation at ON LAKE ERIE 32 knots, while running into 4-6 foot Air Ride Seacoaster 20m Island [1.2m to 1.8m] head seas, were only (Extracted from Fast Ferry Interna- Rocket II entered service on Lake three-tenths of 1 g rms. The wake sig- tional, December 1999) Erie in August, 1999 nature of the 19.8m Seacoaster has not been measured. However, the he first Seacoaster catamaran “Support was also received from Cat- wake appears to be substantially less ferry to feature Air Ride Craft’s erpillar and Pantropic Power in the T than that of a similar size catamaran patented air assisted hull design form of a Cat 3116 blower engine and or monohull operating at the same entered service in the United States in two Cat 3406E propulsor engines. displacement and cruise speed.” August, 1999. The vessel, Island Twin Disc supplied the gears and Rocket II, was introduced on a 10 nau- ASD 12 Arneson drives. tical mile route on Lake Erie by Island [Editor’s Note: The FFI article is Express Boat Lines, an operator “Further assistance was received rather lengthy. The reader is referred based in Sandusky, Ohio. from HVIDE Marine, who desires to to it or Don Burg’s paper from “Ferries 99” Conference for full de- Describing the concept in a paper pre- build larger Seacoasters for the off- tails.] sented at the Ferries 99 conference shore oil industry, and from the Office last month, Air Ride Craft president of Naval Research in the form of IHS Summer 2000 Page 9 SAILORS PAGE

DEVELOPMENT OF BASILISCUS - Surface piercing ladder foils for for general acceptance. Hydrofoils simplicity, strength, and robustness in also require careful engineering using the demanding offshore environ- By Tom Speer (IHS Member) aeronautical technology which was ment. Other foil types may be feasi- unfamiliar to most sailboat designers his is a design case study for my ble, and will be investigated during of the day. Had Keiper been able to af- Tsailboat, Basiliscus which is cur- the design effort. ford to develop the concept through a rently in preliminary design. As series of boats, as Brown was able to - Ability of the hydrofoils to improve the design proceeds I will be publish- do, we might have many more hydro- seaworthiness of the boat in extreme ing her development. The study will foils sailing today. conditions, even when hullborne. include methods and design tools as well as results for this design. Basiliscus will be a cruising, hydro- foil trimaran, only the second of its type; none have been built since Da- vid Keiper’s Williwaw proved out all of the essential elements of the cruis- ing hydrofoil sailboat: - Trimaran configuration, which al- lows the boat to heel, (a catamaran heels very little). A multihull config- uration is essential for a hydrofoil, to avoid lifting the weight of ballast and Why has Williwaw remained unique to allow the boat to reach a takeoff The advent of the personal computer for 30 years? Williwaw, a contempo- speed which does not require exces- has given the individual designer ca- rary of the Brown Searunner series of sively large hydrofoils to lift off. The pabilities which in the days of designs, was built in 1969. It was de- trimaran configuration works in con- Williwaw only existed in the biggest stroyed at anchor in 1977, having cert with the foil arrangement, which aerospace and naval architecture cruised 20,000 miles in the Pacific, was a Keiper invention. firms. The purpose of this project is to from San Francisco to New Zealand, apply the principles of modern ma- - “Diamond” foil arrangement con- in conditions from calms to storms. rine engineering and flight dynamics sisting of a bow foil, stern foil, and Keiper was not able to develop his de- to the design of the sailing hydrofoil, two lateral foils, which lets the wind- sign further; he was unable to sell to capitalize on the advances in mate- ward foil come completely out of the Williwaw for money to build a sec- rials and operational experience with water. The bow and stern foils bal- ond-generation boat, and it was not multihulls gained over the last three ance the boat in pitch, with the bow insured when destroyed. These were decades, and build a boat that I can foil acting like a sensor to adjust the the pioneering days of multihulls - enjoy and take pride in having cre- angle of attack of the lateral foil. The both Keiper and Brown were Piver ated. This case study is primarily for lateral foil carries most of the weight devotees - and one can only wonder my own benefit in organizing the en- of the boat as it resists the side force where the state of the art of sailing gineering of Basiliscus. I also hope and heeling moment of the rig. Since craft would be today had hydrofoils that the documentation and the com- the lateral foil is near the center of become popular. But at a time when puter tools that result will be of value gravity of the boat, its loading can the very idea of multihull sailboats to other designers in the engineering change significantly without disturb- was a radical concept, the idea of hy- of their craft. ing the pitch trim of the boat. drofoils offshore was too great a leap

Page 10 IHS Summer 2000 MICROFOILER F3 - THE SAGA over the foil area including the flap is primarily there so that I, the designer 11% the nominal chord here is 2.08 can take the boat out on a windy day inches. Viewed from above the foil, and see if a non catastrophic tech- By Doug Lord ([email protected]) the flap is centered and sticks out be- nique can be found to “jump” the hind the trailing edge of the rest of the foiler right out of the water and then We just test sailed our new radio con- foil 3/8ths of an inch and is 3/4" in back in for a safe landing in one piece. trolled MicroFoiler F3 for the first chord making up 37.5% of the chord I should point out that my mentor and time. This is the production version as of the center part of the foil. The out- friend Dr. Bradfield thinks I’m nuts we built no prototype. We learned a side of the foil is 15% thick- for this particular fantasy; we’ll see! whole lot from the modifications Dr. ness/chord ratio. We believe we can Sam Bradfield and Tom Haman build these foils thinner and will be made to a 68" radio controlled experimenting with it. trifoiler of our design last year. Altitude sensing is basically the same system pioneered by Dr. Bradfield using a “wand” to sense the water’s surface. The production model has servos that allow the skip- per to vary spring tension on the wand, and it is advanta- geous when racing to slack off tension on the lee side al- lowing the boat to sail more level and Foil Detail of MicroFoiler F3 Micro Foiler F3 Underway slightly reducing wetted surface. The boat has a single torsionally rein- The Micro Foiler F3 , including the forced carbon cross arm that seems to foils rig etc, was designed by me, but I be stiff enough, though as of this writ- can assure you, inspired by Dr. ing we have only sailed in 5 mph wind Bradfield’s work. The idea was to (at least twice the wind speed ,by the come up with a radio controlled foiler way). The rig is a Wing Tip Rig de- that could be sailed by anybody and signed by me with a swept back upper that would fly in a FIVE MPH wind. tip which is nothing more than a mod- That was important because so many ern version of a with one ex- RC sites are on ponds and protected ception: the camber can be adjusted at small lakes all across the country. the top of the sail as well as with the Close up of MicroFoiler F3 outhaul along the foot. This rig gives The foils we came up with are 13" in a powerful planform and yet does not span with a flap having a 4" span us- The rear foil has a servo mounted to it require full battens which helps in an ing a sealed Mylar hinge that is allowing the skipper to adjust the RC model(and should reduce weight molded integral with the foil. The down force of the rear foil; it is not aloft on a full-size rig). nominal thickness-to-chord ratio normally adjusted during sailing. It is **************

IHS Summer 2000 Page 11 CALL FOR PAPERS FRESH-1 (Continued From Page 6) ast Ferry International has issued a call for papers for presentation at the F17th International Fast Ferry Conference, in New Orleans, USA to be than the high speed supercavitating held on the 13th - 15th March 2001. Synopses of no more than 300 foils, and thus was never tested. The words should arrive no later than 30th September 2000. Acceptance notices FRESH-1 was subsequently will be sent out by 31st October 2000. Completed papers should be in the surplused. Fast Ferry Conference office no later than; 15th January 2001. Postal Ad- By the way, if I remember correctly, dress: Windmill Oast, Benenden Road, Rolvenden, Cranbrook, Kent TN17 FRESH is an acronym for “Futuris- 4PF, UK; or email to: [email protected]. tic Research Experimental ******************* Super-cavitating Hydrofoil.” UPDATE ON WHITE HAWK HISTORY Jean Buhler (IHS Member) recently sent IHS a page from an old magazine ************* (unidentified) showing several pictures of White Hawk. Two of them are re- produced here:

NEW BENEFIT IHS provides a free link from the IHS website to members’ per- sonal and/or corporate site. To re- quest your link, contact Barney C. Leslie Field (Hydroplane History Black, IHS Home Page Editor at http://www.lesliefield.com, Vancouver, BC CANADA) recently wrote: [email protected]. I have received an enquiry from Simon Lewis in the UK who is preparing an article for the Speed Record Club magazine. We have subsequently located IHS OFFICERS 2000 - 2001 the sons of the Hanning-Lees. Simon will be talking with Vaughan in the UK and soon I’ll speak with Mark who lives in California. I’m anxious to John Meyer President find out what happened to both the boat and the Hanning-Lees. We’ll then Mark Bebar Vice President pool our information. I’ll pass on anything I learn to the IHS website. For a two page article photo and text on the Hanning-Lees, see Popular Me- George Jenkins Treasurer chanics Magazine of August 1953, pp 70 and 71. Ken Spaulding Secretary

KOCK AWARD (Continued From Page 5) IHS BOARD OF DIRECTORS of the documents, which I got only a 1998-2001 1999-2002 2000-2003 few days ago at my return from Chile. Sorry that I left for Chile only two Stephen Duich Jerry Gore Mark Bebar days after I received your kind tele- phone call in which you told me about John R. Meyer James King William Hockberger the Award nomination and mailing of the papers. Frank Peterson Mike Perschbacher George Jenkins Sincerely, Peter Squicciarini Kenneth Spaulding Ralph Patterson Helmut Kock

Page 12 IHS Summer 2000 LETTERS TO THE EDITOR

Hydrofoil Service From Miami... say this as the linkages at the top of the rod are above water), pitch and roll. It is usually not quite clearly shown on one photo in the issue necessary to have a surface sensor for the rear [22 Jul 00] I’m working on a feasibility study of Multihull I mentioned. In that design, it foil(s) as they tend to be controlled by the for hydrofoil/ fast ferry passenger transport seems that as the rod becomes submerged it is change in attitude of the boat as a whole. The between Miami FL USA and Bimini Baha- pulled back by the drag of the water and this angle of incidence of the rear foil(s) then just mas route length is approx. 50 miles. I’m in turn increases the foil angle and hence lift need to be adjusted once on shore so that they looking for information on broker or ship- on the foil such that the craft rises again. The are carrying the desired percentage of the yard that can provide new or used 50-80 pas- more common alternative is to have a surface craft weight when sailing in calm water. — senger vessel. — Alessandro Di Bari sensor or feeler arm which projects forward Martin Grimm (contact M. Grimm c/o IHS). ([email protected]) of the foil unit and has a relatively small plan- Foil Adjusters For Human Powered Hy- ing surface mounted on its tip. The planing [22 Jul 00] Fully submerged foil hydrofoils drofoil... surface then skims above the water surface such that when it encounters a wave, or the are unstable, so some type of angle control is [7 Jul 00] I am a mechanical engineer and big craft settles, the feeler arm is pushed upwards needed. For height control, the front foil has hydrofoil enthusiast. My partner and I are and the foil or flap angle is again increased to have angle control, so it is much easier if currently building a prototype for a human proportionally via a pushrod which goes the front foil is small. (I think that rear foil an- powered hydrofoil for recreational purposes. down the inside of the foil support strut. The gle control is possible, but the control algo- I need some information on self-trimming solar boat of Marquette University is an ex- rithms would be very complicated. It’s like foils. I have ridden a Trampofoil and do not ample of a design that uses this approach. I reversing a trailer) When DECAVITATOR want to use their canard configuration. I have recall they have a web site about their design was made, there was a lot of trouble with seen photos of a hydrofoil trimaran that has but I don’t have the details. There are also a V-foils with ventilation. On the other hand, I some kind of rod dragging in the water which number of human powered hydrofoils which saw on “Tomorrow’s World” on the BBC, looks like it trims the angle of attack of the operate on the same principle such as the about 10 years ago, a human powered hydro- outrigger foils. — Ben Lochner Flying Fish and Decavitator, for which I foil with a V-foil at the front. I think that it ([email protected]) think there are some web sites as well. I don’t was a canard configuration. As with a fully think it is an easy task to determine the size of submerged foil, making the front foil small Responses... [11 Jul 00] Self trimming is the surface sensor arm, the planing surface, reduces magnitudes of the problems of the most easily achieved by using a canard (sin- the linkage arrangements or the pivot point of ride height control. Anyhow, for a foil angle gle small foil forward, main lift aft with dual the foil unit such that a stabilization system control, the immersion depth must be mea- foils) all surface piercing, configuration. A that works well is obtained. I certainly don’t sured and from that the foil angle must be set. better design, though, is a single V in the rear have any experience in doing this so perhaps The simplest method is a surface skate, like with a fully submerged section between the V others could help. The book by Christopher on the Trampofoil, but it doesn’t have to be in sections. — Nat Kobitz ([email protected]) Hook and A.C. Kermode ‘Hydrofoils With- front of the foil, and it can be arranged to alter [11 Jul 00] In response to your message, I out Formulae Series’ published by Pitman the angle of a foil that is separately pivoted. If think the hydrofoil trimaran you are referring Paperbacks in 1967, gives a good description you look at the drawings of TALARIA III, to may be the ‘Rave’ which is a relatively of the use of mechanical surface sensor sys- you can see one such arrangement. If you small recreational sailing boat tems for foil control. This book is likely to be want to have automatic roll control, it can be (www.ravepage.com). If you are able to get on your local library bookshelf if any hydro- done by having two separate ride height con- hold of the Nov / Dec 1999 issue of foil book is. Christopher Hook was one of the trol systems either side of the center of the Multihulls magazine, it features an article on early (if not the first) developers of fully sub- boat. However they have to have enough roll a race meeting of a number of these sailing merged hydrofoil designs. In the late 40’s, authority, so they have to be large and widely hydrofoils. There are also a number of posted electronic autopilot systems for controlling spaced if the center of gravity is high. Trima- messages or items on the ‘Rave’ in the IHS the attitude of hydrofoils were not really rans are quite low and have a broad beam so website as far as I recall. The rod dragging available so Mr. Hook developed his designs they are easier to give roll control like this, al- though the water either side of the boat does using mechanical sensors. The use of a me- though the sail force has to be considered. indeed serve as the means of adjustment for chanical surface sensors on each of the two Two early hydrofoils, ICARUS and the angle of the foils (or perhaps it has flaps) bow foils helps to control heave (height mounted on the outriggers of the ‘Rave’. I Continued on Next Page IHS Summer 2000 Page 13 LETTERS TO THE EDITOR power plant for a naval warship. While re- like to receive the material by post. If that is (Continued From Previous Page) searching options for producing emergency possible please could you send the photo- power, I was interested to learn of the SSPUs graphs to my colleague, Jane Moore at 188 HALOBATES, had very large surface skates used aboard the PHM class ships. I am at- Tufnell Park Road London N7 0EE and ad- to give roll authority because the craft were tempting to learn more, so that I don’t cham- vise me by return e-mail? The material will high and not very wide. (There are photos pion the “reinvention of the wheel”. Could be returned promptly after publication and and info elsewhere on the IHS site about all you tell me who I could contact that would credited in the book. — Dee Robinson the hydrofoil craft I have mentioned above). have detailed technical insight into the de- ([email protected]) — Malin Dixon ([email protected]) sign of the SSPU’s, the systems that they were used in, and the integration into the Response... [27 Jun 00] 1. As to Enrico [22 Jul 00] You would do well to visit Jake PHM class ships? Any contact information Forlanini, photos of his craft have appeared Free’s web site and note the already made self or insight may be very helpful. —Wayland in books and magazine articles, so I know trimming foils which he has for sale in his Comer ([email protected]) Office: (408) that they exist. I will ask around within the product section. Go a bit down the page to: 735-2644 society and will post your request on our INTERNAL PUSH/PULL/FLAP ATTI- website to see if I can find a good hard copy TUDE CONTROL STRUT. all carbon fiber Response... [28 Jun 00] Most of the person- somewhere. Hopefully visitors to this site (above, and right) has hinge and flap foil, in- nel that worked on the PHMs have retired will suggest sources of the photos you re- ternal push/pull rod to control attitude. — from Boeing. The SSPU for PHMs were quire. 2. As for Bells HD-4 hydrofoil, there is Warren Lemoi ([email protected]) manufactured by Garrett Airesearch, in an immense quantity of historical photos Phoenix, AZ. They might have someone that posted on the Internet by the Alexander Gra- [22 Jul 00] What you describe may have been can spell out the particulars. The PHM SSPU ham Bell Institute. The postal mailing ad- a “drag link”, which was a concept first ex- powered a 400 hz “Y” connected generator, dress is c/o University College of Cape plored about 1960 to self position trailing an air start compressor, and hydraulic pump. Breton; PO Box 5300, Sydney, NS, edge flaps on fully submerged foils to control I am not aware of any other use than the B1P-6L2; Phone: 902-563-1378 — FAX: height or submergence. It was basically an at- PHMs, but contacting the manufacturer 902-562-0119. They sell a CD-ROM con- tempt at a mechanical autopilot. The drag would be your best bet. My only contact was taining the entire collection. Note that your link was a vertical vane or rod pivoting at the a one-day visit to witness the ongoing quali- printer may very likely be able to download top, where it was connected to the trailing fication tests for the Navy. — Sumi Arima the images you select from; however, you edge of the foil strut. As the foil and strut low- ([email protected]) should certainly contact the museum for per- ered into the water the drag link would pick mission to use the photos. Quoting from their up drag, pivot and through mechanical link- Automated Lift Formula in MS Excel... website, “The Alexander Graham Bell Insti- age within the strut transmit the turning mo- tute (The Bell Institute) of the University ment to the foil flap, thereby increasing lift. [28 Jun 00] I have placed an Excel implemen- College of Cape Breton was incorporated on As the lift increased the foil (and strut) would tation of Konstantin Matveev’s lift formula September 13, 1977. It is directed by a Board lift, reducing drag on the drag link. The drag on my webpage. — Harry Larsen of Trustees representing the Bell family, Uni- link would return to its neutral position ([email protected]) versity College of Cape Breton and members (sometimes augmented by a return spring), Encyclopedia Publisher Needs Early of the community. Over the years, the Bell in- and through the linkage return the foil flap to Photos... stitute has achieved several notable mile- neutral. That was the theory. In practice it stones including consolidating photographs, was a mechanical nightmare. It had no way to [27 Jun 00] I am collecting illustrations for personal notes, and technical work of Alex- anticipate height needs, which later elec- the Marshall Editions - C20 Science & Tech- ander Graham Bell, completing a compre- tronic autopilots solved with forward/down- nology Encyclopaedia which is to be pub- hensive index of these holdings, and ward looking (radar) height sensors. Even lished early in 2001, and I would be most conducting scholarly study of these materi- with dampers the drag link concept tended to grateful for your help. We would particularly als. The Bell Institute is dedicated to the oscillate. — Charlie Pieroth like to include photographs of Enrico memory of Dr. Alexander Graham Bell and ([email protected]) Forlanini’s 1909 first catamaran and his hy- his work. Continued study of Dr. Bell’s work drofoil ship and also Alexander Bell’s 1918 PHM Ships Service Power Units (”Mining for nuggets") and development of hydrofoil boat that created a new wa- (SSPUs)... new applied research projects are motivated ter-speed record. Please could you advise me by a desire to continue his high standard of [28 Jun 00] I am presently working on the how to obtain the material. I’m afraid I’m not conceptual design of an integrated electrical very Internet proficient and ideally I would Continued on Next Page Page 14 IHS Summer 2000 LETTERS TO THE EDITOR [6 Jun 00] These excellent reference books tures a variety of sailing hydrofoil designs (Continued From Previous Page) were frequently used back in the days when made by various inventors around the world. we were designing hydrofoil boats. A must — Paul Dunlop principle, his practical spirit and his social for designers. — Neil Lien ([email protected]) conscience. The Alexander Graham Bell ([email protected]) family collection brings together a wide Response... [1 Jun 00] This is a great site, range of documents accumulated by Dr. Bell Rodriquez USA Office... and a great honor to Barney Smith. I knew and his family during their time in Baddeck, Barney when he started this work, and ob- Nova Scotia. The Alexander Graham Bell in- [3 Jun 00] As you are well aware Rodriquez served his first foil/hull model test in the Free stitute has developed a comprehensive index has a long history of hydrofoil building and Surface Water Tunnel at Caltech. — Tom of these materials. This index, with on-line operation. Given the shallow water wake Lang ([email protected]) access to several components of the Bell col- wash problem that even so called “low wake” lection, can be accessed using the World fast ferry designs can’t get around, we feel [2 Jun 00] You know, Bernard Smith is re- Wide Web." 3. There is a virtual reality movie that there is an increasing US market for pas- sponsible for getting me started in this sail- on the Internet. This is like standing in front senger only hydrofoils. Fuel efficiency and ing hydrofoil activity with his book The 40 of the restored HD-4 hydrofoil, and you are building cost are also strong points for hydro- Knot Sailboat. Some of my students and I able to turn around to look behind you, up, foils. We would be very interested in your working in the AYRS context took off from down, left, right, etc. — Barney C. Black opinion on how to best market our designs there in the early 1970s and haven’t stopped ([email protected]) and hear about any leads you may have. — yet. We’re still trying to develop a practical Mats Feldtmann, Vice President, Engi- ocean-roving sail-powered hydrofoil. We Another PHM Veteran Checks In... neering, Rodriquez Marine Systems USA, won’t stop until/unless somebody else beats Inc.; 16 Center Street, Concord, NH 03301; us to it. Could happen! — Sam Bradfield, [27 Jun 00] I served onboard GEMINI phone (603) 228-9797, fax (603) 228-9898; Hydrosail, Inc. ([email protected]) 1989-91 as one of the Radiomen. I found it a website: http://www.rodriquez-ms.com very rewarding tour of duty. We had a very Vintage TUCUMCARI Models... tight knit community down there in Key New Website Dedicated to Bernard West. I wish those ships were still around as I Smith... [5 May 00] My number four son has located 2 would gladly go back there for more 20-hour Monarch USS TUCUMCARI (PGH-2) mod- work days. Good site...keep it up. Let’s not [1 Jun 00] I have a website you may be inter- els in Virginia They sell for $125 and $160. If forget these hard working ships. ITC(SW) ested in viewing, Mr. Smith’s Amazing Sail- anyone is interested give me an e-mail and I Rich Powell ([email protected]) boats. It concerns the hydrofoil sailboat will get ordering info. They are not too bad. I designs of the American scientist Bernard had two of them when I was still with Boeing. Fluid Dynamic Drag and Fluid Dynamic Smith who wrote the book “The 40-knot Several years ago now. They cost at that time Lift... Sailboat” in the early 1960s detailing his $5. — John Monk ([email protected]) ideas. Bernard Smith developed several dif- [6 Jun 00] I notice that copies of these two ferent hydrofoil sailboat concepts over Response...[5 May 00] These model kits go out-of-print, self published books, Fluid Dy- 40-plus years of experimenting. He worked up for auction on www.ebay.com from time namic Drag by Sighard F. Hoerner (1965) with small unmanned designs as well as to time...most that I have seen have sold for and Fluid Dynamic Lift (1975) by Hoerner full-sized machines. Part of my site also fea- well under $100. Ebay has an automatic and editor Henry V.Borst (published posthu- shopper feature that you can turn on... it looks mously) have gone up for auction on for key words that you specify, then emails www.ebay.com. These remarkable technical Letters To the Editor allows you if it finds anything. This is a frequently sources cover their respective subjects pretty hydrofoilers to ask for or provide infor- asked question on the website posted mes- close to 100%. — Barney C. Black mation, to exchange ideas, and to inform sages page ([email protected]) the readership of interesting develop- (http://www.erols.com/foiler/models.htm) ments. More correspondence is pub- and also there are photos in the photo gal- lished in the Posted Messages and lery... an entire page is devoted to models. Responses... [6 Jun 00] I have 1 or 2 copies Frequently Asked Questions (FAQ) of the 2nd edition, which I believe this is. I section of the IHS Internet web site at also have a copy of the 1st edition, which I http://www.erols.com/foiler. All are in- contributed to, when I was at Cornell Lab. — vited to participate. Opinions expressed Nat Kobitz, ([email protected]) are those of the authors, not of IHS. Continued on Next Page IHS Summer 2000 Page 15 LETTERS TO THE EDITOR Planing craft must additionally be designed weldments. — Mark Bebar (Continued From Previous Page for bottom slamming loads (and bending ([email protected]) stresses resulting from the slams). As you note, a hydrofoil craft will experience “occa- [29 Mar 00] This would be a very difficult Partner Wanted For Caribbean Joint sional” slams. The structure of the 10-15 knot generalization to make since there are widely Venture... craft would have to be analyzed for these varying design approaches for a 15 knot 50-foot motor yacht. In general, we would [30 Apr 00] I am looking for a partner with a added loads probably resulting in a require- expect to use design pressures of about 40 psi hydrofoil or access to a hydrofoil for business ment for strengthening - both for local slam- on the forward hull of a hydrofoil where in a very lucrative tourist market in the ming loads and the associated longitudinal wave slamming could occur. This is higher Northern Caribbean. Discussions and infor- bending. — Ken Spaulding than the normal design pressures for a tradi- mation will be confidential, details can be ob- ([email protected]) tional displacement vessel. — Mark Rice tained via my email address. — Keven [29 Mar 00] According to classification soci- ([email protected]) O’Kelly ([email protected]). ety structural design rules (such as ABS, Which Foils Are Best to Use? Lloyd’s), the slamming pressure of a fast 2 craft is proportional to V . It will be subject [11 Jun 00] The premise of the question is [29 Mar 00] I’d like to design a hydrofoil to damage for a hull designed for 10-15 knots wrong. Yachts are built of aluminum to be sailboat, and I need data about the foil pro- when it is re-powered to 35-50 knots. light so that they, with sufficient power, will files to use. This boat is not for business. I —Weimin Hu ([email protected]) go fast. If the premise is changed to a yacht just want to build my own race boat with a with a planing speed, 20 + knots, and if the friend and sail it as fast as possible. I’d like [29 Mar 00] The answer to your question is: conversion maintains the same power, then a to know whose profiles are frequently used not likely because the local wave impact conversion to a hydrofoil is more feasible. for 5 to 20 knots speed (length ratio /thick- pressures would tend to increase with the The hull form will be about right, usually ness / profile name / symmetric or not) and square of the vessel speed, i.e. ( 50\15)2 = deep V. By maintaining the same power the at which angle to use them. The goal is not 11.1. This problem is bad enough, but the hull hydrofoil speed will not be dramatically to lift the entire boat (surfing shaped hull) would have to be extensively reinforced at faster and the slamming load increase a small but to help it. — the foil attachment points and a more power- rather than large factor. Further, the slam- ([email protected]) ful engine(s) might have to be added to go ming, with the proper ride pitch, will impact foilborne. In any case the propeller shaft(s) the finer bow section rather than at a mid sec- Structural Impact of Adding Foils to a would have to be lengthened for the propel- tion. In the case of SEA LEGS and Motor Yacht ... lers to remain submerged while foilborne. On TALARIA III perhaps the most significant a more positive note, in 1954 a Chris Craft (only) modification beyond the hydrofoils [29 Mar 00] If you were to somehow succeed cabin cruiser L= 28.5 ft., B= 9 ft., displ. = was in their propulsion systems. SEA LEGS against all odds, hydrodynamic and other- about 5 tons and equipped with 235 hp. ma- utilized a very long V drive. Talaria extended wise, in converting the typical aluminum mo- rine engine was modified to add foils. This a Volvo outdrive. Although I have not per- tor yacht in the 50’ to 90’ range from a 10 to craft, named SEA LEGS, flew successfully sonally inspected SEA LEGS, from the 15 knot vessel to a35 to 50 knot vessel by with a vacuum tube autopilot and sonic drawings I have seen, I am not aware of any re-powering and adding foils, would it be height sensor. — Bill Buckley significant hull modifications other than at likely that the hull could withstand the im- ([email protected]) the strut attachment points. TALARIA has no pact from the occasional large wave? Stated hull modifications other than at attachment another way, is it correct to presume that [29 Mar 00] I’m not a structures expert, but I points, For both of these boats and perhaps faster speeds demand stronger hulls, and that think the answer is no. The loads will go up as for larger planing craft the structural require- it is unlikely that an aluminum hull designed the square of the speed, and if this is an alumi- ments of a planing design dominated the for lower speeds could withstand the stress at num hull with lower structural modulus than loads that would be experienced by a hydro- higher speeds? — David steel, deformation and hull failure would be foil modification. By changing the craft to be ([email protected]) expected by speed increases that are 3 to 4 converted from a slow aluminum craft, (that times the design speed. I doubt that the hull Responses... largely do not exist), to a fast aluminum craft could be modified sufficiently with addi- (that do exist), a hydrofoil conversion, al- [29 Mar 00] Both displacement (10-15 knots) tional intermediate stiffeners, since there though still not easy, is at least possible. In and planing (35-50 knots) craft are designed would be potential mis-match between skin some cases, historically, even successful. — for hydrodynamic and wave bending loads. thicknesses and stresses at the stiffener/shell Harry Larsen ([email protected])

Page 16 IHS Summer 2000 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer Summer 2000 Extra Co-Editor: Barney C. Black

Craftsmanship and History in Miniature... NEWSLETTER NEWS

The electronic edition of the IHS Modelling The Bell - Baldwin newsletter now has bookmarks and hot links. Bookmarks are like a detailed table of contents on the left side of your com- Hydrofoil HD-4 puter screen. By a click of the mouse you By Dave Acker can jump directly to the article or section that interests you. Hot links are hidden From Model Shipbuilder No. 118, March/April 1999 HTML commands. To use these, move your cursor over the URL address of a website or an email address cited in the September 9, 1919. Cattle milled nervously in distant pastures as newsletter text, then click... you will jump the two Liberty engines began blowing through twenty-four short exhaust directly to the website, or a window will stacks. The heart-stopping blast of noise and spray amplified as the craft open to compose an email. Go ahead and moved awkwardly away from the dock, and forward speed increased so try the IHS hot links below: slowly as to put the issue in doubt. Finally the vessel began its painful rise from the surface. At some distance out, the HD-4 became fully extended http://www.foils.org on its main foils and, at about 50 mph, turned and began its clocked run email: [email protected] on tip toe down the Bras D’Or at 70.86 miles per hour! I wish I had been there that day. When the electronic edition opens, it is optimized for a 21 inch monitor screen. If your screen is smaller, use the “Zoom” feature in Acrobat Reader to ad- just the size of the page so you can read it. You can also close the bookmark window to gain more screen width for viewing. INSIDE THIS SPECIAL ISSUE - Enrico Forlanini, p. 3 - Letters to the Editor, p. 13 - News Digest, p. 15 - 750 mm Model Yachts, p. 16 - R/C Model Hydrofoils, p. 18

See Bell HD-4, Page 2 Bell HD-4 (Continued From Page 1)

The HD-4 was an outgrowth of Alexander Graham Bell’s early flight experiments with man-lifting tetrahe- dral kites. The kites had become large and heavy enough to require towed wa- ter launches. Hydrofoils attached to the catamaran launching hulls provided about the only real successes in this dead-end search for heavier-than-air flight. Subsequently, hydrofoil devel- opment became a separate area of in- quiry, catalyzed in 1911 when Bell met Enrico Forlanini, the hydrofoil pioneer, in and rode in his ladder foil boat. Enrico Forlanini’s hydrofoil on Lake Maggiore in 1906 Bell and Frederick W. “Casey” Baldwin’s first “Hydrodromes” (HD-1, time proposal, the HD-4, designed by Hulls” or pontoons of about 20 feet in -2, -3) were basically penguin (non-fly- Baldwin, was pretty much what you length at their extremities. ing) biplanes whose major lift was will see in this article. The vessel was a stubby air foil wings. These proved un- creature of the air as much as the water. There were four sets of multi- rewarding because of persistent struc- ple-blade hydrofoils. Each blade had an air tural weaknesses, and the aircraft- Vessel Description foil cross-section: oriented approach was all but termi- nated with the outbreak of the Great As prelude it should be known 1. The ladder-like bow “preventer” War in Europe in 1914. that the hull/fuselage of the HD-4 was was essentially an anti-pitch device help- very lightly built... much like an ing in initial rising and was clear of the wa- Bell’s laboratories and home at old-fashioned canoe, which is to say it ter when the craft was fully extended. Beinn Breagh, near Baddeck, Nova was made of formers or bulkheads con- Scotia, placed him in a delicate political nected by longitudinal stringers. This 2. The main foil sets, one on each situation. As an American citizen in assembly was covered spirally with sponson, were mounted on four braced Canada, a combatant nation, he was re- scarphed veneer stock and finally struts and were adjustable for angle of at- luctant to violate the spirit of neutrality topped by a layer of ½ inch strip laid tack as well as being set at a fixed dihedral. that was the official U.S. position at that fore and aft. Embedded in the outer time by developing a potential instru- shell were steel wires for stiffness in the 3. The stern set pivoted on a braced ment of war. The picture changed, how- long axis, and spirally wound about the post. The vertical members of this set acted ever, when the US entered the war in hull were eight pairs of cables for resis- as rudders, supplemented by a small con- 1917, and the Allied admiralties sought tance in torsion. Final covering was ma- ventional water rudder and an air rudder proposals for submarine chasers. rine glue, canvas and dark gray paint. fixed atop an extension of the post. Control was by a steering wheel in the cockpit via a Bell and Baldwin tendered two The hull was a 60-foot ci- conventional cable and drum arrangement. designs for hydrofoil craft stressing the gar-shaped cylinder with a maximum high speed potential and slight immer- diameter of about 5.75 feet. This hull 4. Large triangular spray shields sion which would immunize them from was the main structural member provid- were fitted from the bow to the leading torpedo hazard and give the ability to ing flotation at rest, crew accommoda- edges of the sponsons. Later, another operate over the top of anti-submarine tion, fuel, and proposed military load. shield encircling the bow augmented these. nets. The capacity and lift of these boats The forward wing-like sponsons sup- These combined surfaces provided some was adequate for the carrying of torpe- ported the power plants and their does and depth charges. The first war- mountings and carried “Balancing Continued on Page 4

Page 2 IHS Summer 2000 -- Extra FRONT COVER The front page photo is from the Beinn Breagh Recorder Nov 20, 1919 XXIV. This and many other contemporary photos of HD-4 and other prototypes are on the web at http://bell.uccb.ns.ca/images/hd4.html. This site is maintained by the Alex- ander Graham Bell Institute.

“The Alexander Graham Bell Institute (The Bell Institute) of the University College of Cape Breton was incorporated on September 13, 1977. It is directed by a Board of Trustees representing the Bell fam- ily, University College of Cape Breton and members of the commu- nity. Over the years, the Bell institute has achieved several notable mile- stones including consolidating pho- tographs, personal notes, and technical work of Alexander Gra- Enrico Forlanini Although designed to fly at a ham Bell, completing an index of speed of 56 mph, records show that dur- these holdings, and conducting By John Meyer, Jr. ing tests on Lake Maggiore, Italy in scholarly study of these materials. Excerpt From Ships That Fly 1906, a speed of 42.5 mph was attained. “The Bell Institute is dedicated Forlanini was an Italian engineer The ladder foil system was a whose interests included airships, air- to the memory of Dr. Alexander Gra- rather complicated structure, but the craft ham Bell and his work. Continued craft, and helicopters. His hydrofoil de- operated well and represented an ad- velopments started in 1898 with a series study of Dr. Bell's work ("Mining for vancement in the state of the art. nuggets") and development of new of model tests from which he arrived at Forlanini obtained a number of British several simple mathematical relation- applied research projects are moti- and American patents on his designs, vated by a desire to continue his high ships. These allowed him to proceed with most aimed at seaplane applications. designing and building a full scale craft. standard of principle, his practical spirit and his social conscience.” According to Leslie Hayward, Forlanini’s designs were charac- who wrote a comprehensive history of terized by a “ladder” foil system. Youcan The AGB family collection hydrofoils in a 14-part series in Hovering brings together a wide range of docu- see from a drawing of his concept and a Craft and Hydrofoils, the first evidence copy of an old photograph what is meant ments accumulated by Dr. Bell and of the use of hydrofoils on a boat or ship his family in Baddeck, Nova Scotia. by this apt name. Forlanini’s model ex- was in a British patent of 1869 granted to periments had shown him that lift was The AGB Institute has developed a Emmanuel Denis Farcot, a Parisian. comprehensive index of these mate- proportional to the square of speed; There were numerous patents during the therefore, less foil area was required to rials. This index, with online access immediately ensuing years, all claiming, to several components of the Bell col- hold the vessel out of the water as speed by a variety of means to life the vessel ei- increased. He obtained this decrease in lection, is at http://bell.uccb.ns.ca/. ther partially or fully out of the water. AGB Institute is located at Univer- foil area with the ladder scheme. Such patents were exemplified by inven- Forlanini’s craft weighed about 2,650 sity College of Cape Breton, PO Box tors and experimenters like Horatio Phil- 5300, Sydney, NS, B1P-6L2, Canada pounds and had a 60 hp engine driving lips, G. W. Napier, Count de Lambert, contrarotating coaxial air screws. and the Meacham brothers.

IHS Summer 2000 -- Extra Page 3 BELL HD-4 (Continued From Page 2) paltry and inefficient lift, but did fulfill their function of protecting the propellers from spray.

The HD-4 was, from the outset, a test bed whose specifications changed frequently if not constantly. In fact, no two pictures seem to be the same in de- tail. The full-size replica at Baddeck cap- tures its aspect on a given day and cannot show it as it was earlier or later. In fact, the drawing from which I worked did not match in every respect the replica which I viewed. This is not meant as criticism, but only as an observation of the HD-4 Full-Size Replica at AGB National Historic Site, “a unique ex- ever-changing look of it. A few of sev- hibit complex -- situated on 10 hectares of landscaped grounds over- eral changes that occurred over a short looking scenic Bras d'Or Lake and Baddeck Bay — where models, time were: replicas, photo displays, artifacts, and films describe the fascinating life and work of Alexander Graham Bell.” -- AGB Institute Photo • Tendered drawings and patent appli- cations show no air rudder. that side. The replica exhibits this Construction of the Model asymmetry; the drawing does not. • The pontoons began as hull-shaped The project began in earnest when cylinders and were soon changed to • The hydrofoils themselves underwent I saw a kit for a model of this vessel of- shorter, flatter, rectangular cross-sec- constant re-design and refinement in fered by a Canadian model airplane man- tions. addition to adjustments of the angle of ufacturer, Easy Built Models. Typically, attack (the angle between the mean their offerings are of the traditional rub- • Early trials were with Renault V-12 chord line of the foil set and the flow). ber band powered balsa wood and tissue engines of nominal 250 HP each. paper type. Conceive of my astonish- • Chronic underestimation of the ment at the prospect of a stick and tissue • Two-blade propellers were replaced needed material strength for struts and hydrofoil! I bought the kit at once in or- by 4-blade types. foils resulted in a harried search for der to get the drawings, for I had never ways to avoid the plague of parts fail- seen such a thing. If the original vessel • De-tuned Liberty V-12 engines of 350 ures in these components. Finally, the was lightly built, then this kit was surely HP each replaced the Renaults. smallest foils — those at the very bot- more fragile than a butterfly as it ironi- tom of the sets — were fabricated of cally duplicated the construction of the original more accurately than I subse- • Motor supports were shortened. saw blade steel and took nearly the full five tons of the craft’s weight on their quently did in the project at hand. • The airfoil “nest” above the cockpit 6.37 square feet spared only the 500 or After examining the contents of was lowered. so pounds carried by the “dirty” lift of the spray shields and sponsons. the kit: good quality balsa sheet, print wood, sticks and silk span covering ma- • Spray shield applications and confor- terial, I felt that undertaking construction mation varied. • A large foil spanning the two main foil sets was swept away by misadventure would surely tax even a master builder on the day of the performance trial and and result in a heart-breakingly fragile • A rectangular camera port was cut into object. the port side spray shield which may was not replaced at the time or thereaf- have required an additional strut on ter. Continued on Next Page

Page 4 IHS Summer 2000 -- Extra BELL HD-4 full-length top and bottom, 180 degrees layout line. An electric hand drill using (Continued From Previous Page) apart. Establish the location of the cock- the same drum with careful employment pit opening and lay it out on the top cen- could do almost as well. Even a high The working drawing was printed terline. A pencil compass and a long speed rotary hand tool could do it. in parts on several sheets of small paper straight edge make it easy. Drill several which I finally organized, glued-up into a 5/16” or 3/8” holes carefully well inside Next, to strengthen the tube, I 2 x 3 foot sheet, and began to study care- — 3/8” or more — and all around the coated it with epoxy resin. This may fully. My first act was to consign all of cockpit layout line. The cardboard tube sound like a nastiness, but it is not and I the balsa material and silk span to my drills easily, but have a care. Any cutting consider the step to be among the most stockpile of surplus and consider for or drilling will leave ragged and important phases of the work. The only some months just what it was I was going weak-edged openings. Sawing or sand- tools required are a cheap, stiff brush of to do about it. Not building it was never a ing the tube is the safest and most accu- about 1 inch in width and somebody’s consideration. rate way to alter it. Connect the just hair dryer (I have little hair, so I bor- drilled holes with a carefully cut or sawn rowed a hair dryer for the job). Hobby The Hull — One day, serendipi- line and remove the ugly result. What I shops and home supply stores have those tously, the UPS man delivered a stout did was fashion a v-block of six or seven metal-handled, short bristle brushes that mailing tube of three feet in length, three inches in length on which to rest the fat, are specific for glues and epoxy applica- and a quarter inches in outside diameter, round tube. Establish its true vertical ori- tion and are meant to be expendable. and having a wall thickness of 1/8 inch. entation while in the v-block. I mounted Here it was—strength, size and shape: a a 1” diameter sanding drum (the rubber Mix a small batch — one ounce or perfect main structural member. The expansible type that uses abrasive so — of slow cure (2-hour type) epoxy. plan, however, called for a hull of three sleeves) in my drill press, lowered the You’llprobably require more, but the one inches in diameter. A quick calculation quill until it was well-inside the ragged ounce will give you a feeling of how told me that 3 1/4 inches was 1/l2th larger hole just formed in the tube now mounted much you’l1 need and how to work with than 3 inches and if I was going to pro- on the v-block and locked it in that down it. There’s plenty of time, so you can al- ceed, I had better break out my long un- position. Turning the drill press on, it was ways mix more as you go, of course. Start used calculator and install fresh batteries. the work of five minutes to feed the tube by heating the tube with the dryer and be- into the drum and make a clean, vertical Continued on Next Page The plan also called for a total sided cockpit opening precisely to the overall length of thirty inches. Well, if the diameter is increased by 1/l2th to 3 1/4 inches, then the length must be in- creased by 1/l2th to 32.5 inches. Sud- denly I was leaving the realm of 1/24th size an entering 1/22.5 territory. My re- solve was firm. I got a table of deci- mal-to-fraction equivalents and for the next three months, off and on, every di- mension was increased by .083, or 8.3%, or 1/l2th, or what have you. There was much rounding-off up and down, but things rarely got more than .030 - .060 (1/32nd - 1/l6th) inches out of size. All this can be avoided, however, if you find a tube of just three inches in diameter. Then you can work right from the draw- ing and use the kit-provided material for patterns or application. I’ll speak no more of it. A 3-1/4 in. dia. mailing tube reinforced with epoxy makes up the hull body. This The tube was carefully sawn to bottom view shows the hull with sponson spars and nosecone installed proper length and centerlines pencilled

IHS Summer 2000 -- Extra Page 5 BELL HD-4 ously fragile and quite unsuitable as and is a shining example of the mastery mounts for any but the most ephemeral of of tools. Humbly, I finished off the (Continued From Previous Page) attachments. I chose to glue up into point of the cone with a knife and sand blocks some scraps of clear white pine paper after the block was dismounted gin applying the resin generously to the left over from an earlier project and pre- from the plate. My estimate is that heated area and keep the dryer pointed at pared to carve. Obviously, however, they whittling both cones from blocks and up close to the brush. are a lathe project. Regrettably, I don’t would cost 5 to 8 hours of work. Hol- have a wood lathe. lowing-out is not necessary. The resin immediately thins out from a heavy syrup to almost water con- I went to see my friend, Rick the When the cones are finished I sistency and penetrates spectacularly carpenter, with the intention of using his would recommend they not be glued to into the cardboard tube. You can gauge lathe and turning the cones between cen- the tube yet because, (a) their added your progress as the tube becomes darkly ters. He suggested turning them on a face length makes handling the craft awk- soaked with the warm liquid. Work plate. Lagging the block, nose-end first, ward, (b) there is work to be done on quickly since no delicacy is required. to the face plate with sheet rock screw both cones in mounting foil sets and (c) Fuzz, dust, and other will begin to nails, he proceeded with the turning at installing some kind of cockpit interior raise from the cardboard. Ignore it, mix the fat end and worked toward the point is easier if you are able to work from more resin if needed, and keep going. at the head stock, glancing at the drawing each end of the tube. When the whole surface and all edges are from time to time. In less than 10 minutes thoroughly soaked — it’s over. The heat he smoothed it with sandpaper, turned off Installing the rudder post is will speed up the cure considerably. If the machine, and was done. probably best done with the rear cone runs appear, brush them out. It will be mounted on the tube. Drilling and tacky dry in a fairly short time, but I My jaw was still slack with bushing that hole I found to be among would suggest letting it go overnight or amazement when he turned the lathe on the most difficult jobs in the project be- even an extra day. When the surface is again and proceeded to hollow it! Now cause I didn’t do it that way. rock-hard to the touch, it may be sanded. this is surely beyond what most model- Despite its formidable hardness, the ma- ers, including me, have to work with. I terial sands easily. Medium grit paper mention it because the unerring skill with and a little time will yield a glass smooth which Rick worked is worth mentioning Continued on Next Page surface on a cardboard tube that has be- come a plastic pipe!

At this stage I departed almost to- tally from the Easy Built kit drawing. You may wish to work closely with it or follow me. Frankly, if you’ve come this far, you are surely qualified to make your own choice.

My choice was that the model — or more precisely, my impression of the HD-4 — should be robust and palpable, and to that end it would be built as sub-assemblies fastened to the hull with small screws. The use of adhesives would be kept to a minimum.

The Nose and Tail Cones — These can be built with the balsa wood and tis- sue per the plan and be quite attractive and appropriate in appearance. The With the hull flipped right side up, you can see the sponson spars, floor- downside is that they would be feloni- boards, and steering wheel.

Page 6 IHS Summer 2000 -- Extra BELL HD-4 (Continued From Previous Page)

The Sponsons — If you are not go- ing to make these structures removable, the drawing can be followed fairly closely, and the work is straight-forward. However, if the structures are to be re- movable, some planning and advance work is in order.

I would suggest building the motor Construction of the Sponsons - Illustration Not to Scale bearers at this time in order to determine just where on the sponsons their mounting The cross members are not glued hard balsa from my scrap box. My first spots will be so that hard points can be to the uprights directly, but to sheet choice would be yellow pine parting provided for the screws. metal brackets which are in turn attached strip obtainable from any lumber yard. to the uprights. Epoxy is my choice of The drawing shows the path I took: A local craft store offered large adhesive. Each end of the bracket is bags of what appear to be popsicle sticks. strain-relieved with a ring of • Inlet the ribs into the leading and trail- Their size was correct for both uprights shrink-tube. When all the joints are ing edge stock. Deeper is better. and cross members of the pedestals, and cured and the tubing shrunk, the struc- Avoid butt joints. more to the point, they are of polished ture becomes extremely rigid and able to birch and extremely strong. Departing take all reasonable stress put to it. Now • The 3 top spars are located so that the from the drawing slightly, I made all the the frames of the sponsons can be laid middle one is able to take a fastener uprights of the same length. Merely flat- out with an eye to where the motor bear- from the front of the motor pedestal in tening slightly the upper surface profile of ers will mount. its correct position. the sponsons allowed the motor bearers to be built incorporating a flat base which The ribs of the sponsons I made of • The two large bottom spars are lo- lent itself to a strong screwed-down fas- hard 1/8th thick balsa. The leading and cated directly beneath the front and tening. A wooden gauge block assisted trailing edges can be of pine, hard balsa rear top spars. The main mounting the construction greatly (see sketch). or anything that comes to hand. I used fasteners utilize both these pairs.

Use this angle for bending tin • When building the sponson, use can stock brackets dummy spars for the bottom pair and do not glue them to the ribs or any- thing else. Metal Bracket • Shape the leading and trailing edges. Shrink Tube • Construct the pontoons from pine or hard balsa, attach to the end of the sponson and match to the top sponson surface.

• Cover the sponson bottom surfaces, Cross Member Dimensions preferably with 1/64th plywood.

Motor Mount Pedestal X-Member

The gauge block was made f rom ¾” wood to the inside shape of the pedestal Continued on Next Page structure.

IHS Summer 2000 -- Extra Page 7 BELL HD-4 (Continued From Previous Page)

If you’re familiar with the polyes- ter heat shrink materials, they could be used here in conjunction with the ply. In any case, when the bottom is ply covered, there will be created boxes to capture both bottom spars which will be built into the hull. The function of the dummy spars, then, is to align the bottom spar notches while the sponson is being built.

Main Spar Installation in Hull — The hull and all detachable subassemblies are shown above. Begin by precisely locating the sponson in its fore and aft alignment and mark the front, rear, or measured — be of the same Early on, I considered all-wood leading and trailing edge positions on the height, and be a snug fit in the sponson construction and even had the front set hull with pencil marks or tape. Now de- “boxes.” Fit everything together snugly built of thin basswood strip. It looked termine the precise height of the bottom to the hull, verify alignments, and apply good and built easily, but was extremely surface of the sponson from the bottom epoxy or other glue to the hull/spar union fragile and was totally unsuitable for centerline on the hull and mark it. Use a inside the cockpit and allow to cure. anything except the original stick-and- straight edge and pencil a line on the hull tissue construction. at that height parallel to the bottom center It is now self-evident where the line. The bottom of the bottom spars will mounting screws go — as near as is prac- The composite wood and metal lie on this line. Carefully apply the tical to the hull, through the front and rear front set, strongly braced as it is, I would sponson structure to its fore and aft and top spars and into the larger bottom spars. judge to be minimally adequate. The rear bottom marks and mark the locations of The motor bearer pedestals should align all-metal cyano/epoxy set is notably the bottom spars on the just pencilled along the spars for mounting point: The more rigid and more adequate for my height line using the empty spar boxes as pontoons or outer ribs should take the purposes. The main sets of soldered iron guides. Do both sides at the same time, two outer screws; the middle upper spar strip are incredibly strong, and their ulti- and verify that all marks are properly in should take the inboard front corner fas- mate strain limit will not be met in any register. tener, and the rear spar mounting screw foreseeable situation. The choice of con- should be able to clamp the rear inboard struction materials and adhesives, then, Carefully pierce the epoxy shell at corner with a dog made of the birch is for the builder to decide. the spar locations with a small drill or popsicle stick material, or a piece of stiff sharp, pointed blade and, with a sanding metal if you prefer. The construction method called stick or small file, make the four rectan- for in the drawing was to build them like gular holes that will allow snug passage The Hydrofoils — These items grating, that is to say that intersecting through the hull of the spar material. Be were built, in my case, in three different members locked in half-depth notches. sure the holes don’t extend below the ways: The bow “preventers” were of The technique is sound, and with care height line. 1/32nd ply for the verticals and .015 any reasonably competent worker can sheet iron (tin can stock) for the blades, manage. When working with metal, Each spar should be of one piece all cyanoed and epoxied together. The though, the material offers greatly in- and long enough to reach through the stern set had epoxy laminated aluminum creased resistance to your efforts. outermost rib notch and butt into the pon- strip verticals and .015 sheet iron blades toon on the sponson’s extremity. Make except for the top blade which was an I had never used a high speed ro- trial fits and trim until this condition is .022 (22 gauge) strain bearer taking the tary hand tool and did not own one. A achieved. If all is done fairly, the spars rudder post, all cyanoed and epoxied to- good friend who does china repair and will extend the proper length on each gether. The main foils are entirely of .022 restoration loaned me one of his old tools side, be perpendicular to the hull’s verti- sheet iron strips soldered. cal center line, and — when viewed from Continued on Next Page

Page 8 IHS Summer 2000 -- Extra BELL HD-4 (Continued From Previous Page)

for my first trial. What drew my attention was the stack of little abrasive cut-off wheels. I was assured that they were, in- deed, extremely effective cutters-off. More interestingly, the little wheels were a nominal .020 thick and would be per- fect as notch makers in the tough 22 gauge iron — and everything else.

If I had possessed more experi- ence with the rotary hand tool, the job would have gone more quickly with fewer false starts. As it was, with a jew- eler’s saw for the thin slots and the .020 wheels for the thick ones, the job be- came, if not easy, at least do-able. Here is Left: bow preventers; Lower Right: Rear Foil Set; Upper Right: Air Rudder some free advice: It will also be possible to fasten the • Wear eye protection when grinding • Draw a pattern or make a jig on a piece work down, and it will be easier to slots. The cut-off wheels are brittle, of wood for construction of the foils, check bends and angles as you go. and a shattered one could be a calam- especially the main sets. There will be ity on your face. lots of handling before the job is done. • If there will be no great stress put on the parts, then cyano and epoxy are ad- • Make a stand for the boat as soon as equate adhesives, even for metal in the hull tube is prepared — work is conjunction with the grate-type con- eased considerably. struction. The rear set of foils is shown on • When grinding slots or sawing, use a the Easy Built plan as a ladder structure steel straight edge as a guide, not similar to the front anti-dive set. The rep- marks. Alignment is critical. Mis- lica craft at Baddeck, has a different alignment wastes time, causes warps form, which I used. The photos on the and makes scrap. next page will show the difference. Make your choice. • When all slots are properly cut, the grate assembly should snap together The Air Rudder — Straightfor- dry and become quite strong. That is ward construction per the kit if you the time for glue, cyano, epoxy, sol- choose. I made mine from 22 gauge iron der, or what-have-you. Continued on Next Page • Metal strips, if used, are best made with a shear — they come out flat, smooth-edged, and free of distortion. Disclaimer If you use snips (I do), they come out IHS chooses articles and The bow “preventer” foil is an sharp-edged, distorted, and curled and photos for potential interest to IHS anti-pitch device that assists in initial must be flattened and filed before use. members, but does not endorse rising, but is fully clear of the water A small bench vise is invaluable in products or necessarily agree with when the craft is foilborne. The photo swaging pieces flat. the authors’ opinions or claims. is of the full-size replica HD-4.

IHS Summer 2000 -- Extra Page 9 BELL HD-4 (Continued From Previous Page)

for the sake of strength. A tube was in- cluded so it could be dismounted for re- moval of the rear foil assembly.

The Spray Shields — The main shields can be built right on the hull/sponson assembly. Curiously, the drawing is mute as to the covering. at first I didn’t know that they were spray shields. I thought they were bracing for the sponsons. A query to the kit manufac- turer yielded a response that the structure was uncovered. This was the event that prompted my week-long sojourn to Nova Scotia. I had to see for myself. I can re- port that the main shields (on the replica) A Motor Mount is shown above are wood covered on the bottom surface only. In my version I epoxied small metal takes on the form of any object against peratures, inclinometer, air speed indica- tabs to enable screw fastening it to the which it is pressed and makes the produc- tor, air tank pressure (the starter motors nose cone and sponson leading edge. The tion of patterns easy. The attachment of were air driven), ammeters, and probably bow shield shown on the plan is at vari- small metal tabs enabled a nice screw a fuel level indicator of some sort. The ance with the replica at Baddeck. I went fastener fit to the nose cone. drawing is again mute, and the replica at with the replica type. Useful in making Baddeck had a drop cloth over the cock- this closely fitted piece is the ODD pro- The Cockpit Interior — Sources pit at the time of my visit. I’m not sure file gauge. A hardware store or building indicated that the cockpit was fully in- that if it were uncovered anything would supply outlet should stock them. It looks strumented, i.e. switches, tachometers, have been visible. like a comb whose teeth are moveable. It water temperature, oil pressure, oil tem- I had a badly obscured glimpse of the steering wheel and it appeared to be a disc of wood of about two or two and a half feet in diameter! Once more the plan was no help. The wooden wheel, I felt, was an execrable lapse in aesthetics, and I could not bring myself to make it. In- stead, a dashing item of flat aluminum and a slice of plastic pipe .was built for which no apology is offered.

I decided to place “faux” bulk- heads and stringers in the cockpit before affixing the front and rear cones. The cir- cular cross section of the hull interior made this easy. The assembly consists of 3 identical balsa rings carefully notched on the same pattern, and any number of 1/8th square spruce or balsa sticks (I used nine). The cockpit interior was sprayed a Yellow Pine Propellers and V-12 Liberty Engines Continued on Next Page

Page 10 IHS Summer 2000 -- Extra BELL HD-4 (Continued From Previous Page)

dark gray before the installation, and the bulk head/formers and stringers were left unfinished. Unfinished floorboards were installed across the spars. No instrumen- tation was installed.

The Topside Airfoil “Nest” — The drawings are good, and the structures can be built right on the plan. I used 1/l6th inch bass strip and attempted no airfoil cross sections. I deviated from the draw-

Aft foil structure on the full-size HD-4 replica differs from the design on the Easy-Built Model drawing... you must choose which to follow.

and screw-fastened firmly and becomes the interest of easy assembly and disas- a rigidly fixed and strong assembly. sembly. The builders may take their con- struction as far as desired. My motors are The Motors — The Liberty motors through-pinned to the mounting rails of are separate modeling projects in them- the motor pedestals. selves. I gave them a slightly more (1/l2th?) elaborate treatment than the The propellers of yellow pine are Port foil under pontoon. Photo is of drawing and omitted all wiring, accesso- easier to carve than it would appear. ries, and plumbing from the radiators in the full-size replica HD-4 Continued on Next Page ing to eliminate some of the weaker as- pects of the structures and to enable them to be attached with screws. The more elaborate front set is a tight fit in the cockpit opening and is wedged against the motor mount bases and has a longitu- dinal member screwed to the rear set.

The middle airfoil is metal brack- eted and screwed to the inside of the mid- dle vertical member of each motor mount.

The rear set is wedged against the motor mount bases and is screwed to the top of the hull/fuselage. It also is screwed to the longitudinal member of the front Airfoil “nest” and Liberty engines shown mounted in position on the scale set. The whole “nest,” thereby, is wedged model. Note the interior stringers visible in the cockpit opening.

IHS Summer 2000 -- Extra Page 11 BELL HD-4 (Continued From Previous Page) However, I claim some experience in this area. The plan offers adequate drawings as a guide. Yes, the 4-blade propellers are each a pair of 2-bladers on the same shaft, 1919 style.

The Paint — The overall color of the replica at Baddeck is a very dark, flat gray. The main hydrofoil blades and struts (excluding the braces) are a milky yellow — about like a canary, and the outer tips of the 3rd, 4th and 5th blades from the bottom are marked I, II, III re- spectively for photographic observation. View of the assembled model from aft, port side.

The rear foil blades except for the Historical Epilogue abled. Its abilities in rough water and top one are of the same yellow color, as open seas were suspect. And worst, the are the struts. The verticals are yellow to By the time the HD-4 had reached naval treaties following the war re- a point even with the hull bottom. its peak of development, the war in Eu- stricted expansion so the funding of de- rope had bled to a close and both the Brit- velopment was unlikely. On the front set only the 3 bottom ish and American admiralties, if they had blades are yellow. The verticals are yel- ever been enthusiastic, were cooling rap- In the end, the hull was refused as low their full length. The braces are yel- idly. Committees listlessly evaluated, a target by the Canadian government in low for 6 or 8 inches back from their and commissions dutifully tested. 1921. The clapped-out motors were connection with the vertical struts. junked — one later rescued — and the re- But the craft was not an efficient mains were beached at Beinn Breagh and load carrier. It was fragile and easily dis- weathered outside until 1953.

Bell himself never rode in the HD-4, although his wife Mabel auda- ciously passengered over to Baddeck one day at 31.5 mph. Patents on the HD-4 and a proposed HD-5 shared with Casey Baldwin and Sydney Breeze were the last to appear in Bell’s name. He died in August, 1922.

Reflections • The life of Alexander Graham Bell, his broad range of interests, and his many endeavors and accomplish- ments will reward even casual study.

• More should be known of the redoubt- able “Casey” Baldwin, Bell’s right-hand man, licensed engineer, in- Note that the front struts attached at the hull and at the forward motor ped- estal struts are quite functional and stiffen the structure considerably. Continued on Next Page

Page 12 IHS Summer 2000 -- Extra BELL HD-4 Sources (Continued From Previous Page) • HD-4 kit, Item MB-2, USD 27.00 + 5.00 shipping — Easy Built Models, 1851 trepid hydrofoil and airplane pilot, Dutch Rd., Fairview PA 16415, USA, phone: 814-474-9110. Website: and skilled craftsman. http://easybuiltmodels.com. The email address is: [email protected]

• The HD-4 is not likely to be mistaken • Micro Fasteners, 110 Hillcrest Rd., Flemington NJ 08822, USA. Phone: for any other vessel. 800-892-6917. Visit their website at: http://www.microfasteners.com. Email: [email protected]. Good to deal with on the phone. Excellent source • Nova Scotia is a curious and interest- for small fasteners. Ask for catalog. ing place to visit whose abundant na- tive sea scallops are best eaten fried. • Yazoo Mills, Inc., PO Box 369 (305 Commerce Street), Oxford PA 17350-0369, USA. 800-242-5216 or 717-624-8993.Visit their site on the • Small sheetmetal screws hold better Internet: http://www.yazoomills.com. Email: [email protected]. Card- than small wood screws and are easier board tubes and cores of all sizes. No minimum order. to obtain these days. Resources • The front struts from the motor mount/ strut bases to the hull are quite func- • Parc Historique National Alexander Graham Bell (PHNAGB); Box 159; tional and stiffen the structure consid- Baddeck, Nova Scotia. Site of the reconstructed HD-4. A large archive on the erably. premises. A splendid museum dedicated to Bell. Helpful staff.

• At the Bell historical site there was a • Extract from a draft report EA-PC-82-15, Reconstruction of the HD-4 Hy- model of the HD-4 built from this kit drofoil 1976-79. Parks Canada, Atlantic Region. Alex Barbour. Courtesy probably by the designer. It was fa- PHNAGB. tally damaged from shipping or from handling while being put on display. • A monograph, Search for Yesterday, Apr 81, Baddeck Public Library. PHNAGB.

• Leavy, Roy, Hovercraft and Hydrofoils, Arco Publishing Co., Inc. 219 Park More Models - More History Ave., South, NYC 10003. 1977. A working Radio Controlled (R/C) model of the World War II era Ger- • Fostle, Don W., Speedboat, Published jointly by US Historical Society and man Hydrofoil VS-8 is offered in kit Mystic Seaport Museum Stores. ISBN 0-939510-07-3, 1988, 218 pages, out of form by 23rd Parallel Corp. The 1/32 print. http://store.mysticseaport.org/. Good photos of Liberty engines. scale (3/8” = 1 foot) model is 38.5” long.

The Germans experimented with hydrofoils thoughout the war, culminat- ing in the 80 ton VS-8, which then held the record as the world’s largest hydro- foil for 25 years. The vessel was a proto- type for a class of fast transports intended to carry supplies to Rommel’s troops in Africa. It was designed to cross from Sic- ily to North Africa and return in one night. For more info, visit the 32ndP site http://www.32ndparallel.com/vs8.htm, visit your local dealer, or send email to [email protected].

IHS Summer 2000 -- Extra Page 13 LETTERS TO THE EDITOR

VENTURES... joint venture basis or perhaps on a Time There are only two R/C kits I know of Charter basis. We would also consider a personally; one was offered by Hydro- Proposed Hydrofoil Ferry good bargain sale offer. We would also foils, Inc., but they have recently discon- Route: Surat - Bhavnagar like to have offers for low tonnage tinued their models to concentrate on full (Grt.900-1500) RO-RO ships or RO-RO size ferry vessels. The other is a histori- [6 Aug 00] We are interested in ac- ferries. cal reproduction of the WWII-era Ger- quiring or dry/wet leasing for long term Kufi Birinci man VS-8 available from 32nd Parallel, hydrofoil or Jetfoil passenger vessel to [email protected] site: http://www.32ndparallel.com/vs8.htm. ply at Surat Port to Bhavnagar Port in In- There are some R/C kits, discontinued dia. Kindly suggest us your valuable ad- TV Project Solicits Proposals now, that can still be obtained: Shock- vice. — We are San Ferry Company, wave, PT-50, Super Comet, etc. From I am currently planning a TV-se- Indo World Commercial Complex, 1st time to time one of these will show up for ries on sailing in general, especially on floor, Behind Kadiwala School, Majura auction at http://www.ebay.com. You can performance sailboats or extreme pro- Gate, SURAT (gujarat) India. Email: set up eBay’s “Personal Shopper” feature jects, such as navigating in arctic or [email protected]. to automatically look for them and notify tropic waters or racing. The report will be Nilesh Bansal M.D. you by email. There are photos of R/C a feature like documentation and is [email protected] models in the IHS photo gallery at planned to start preferably from the very www.cks-precision.ltd.uk / ihs / models.htm. beginning. Any of your serious proposals Barbados Route There have been articles with plans in are highly welcome, The project is modeling magazines such as Marine I’m looking for a joint venture planned to start in very near future. Strict Modeling Monthly (Traplet Publications partner to operate a hydrofoil in Barba- confidence, if required, is guaranteed. UK) about building hydrofoil R/C boats, dos as a solution to the crowded streets. I About us: We are an independent full ser- see Graham Taylor’s RAPIER and MK1 will provide full details on a one-to-one vice TV film and editing team, supplying (http://www.home-taylor.freeserve.co.uk/). I basis upon request. German and European TV and electronic have presumed that you want a motor Ian E. Rock media. As a journalist, I specialized on powered boat. If it is a sailboat you want, [email protected] multihull sailing (and will of course vote please take a look at the 750mm site at: for the multihulled project) http://www.home.aone.net.au/cybernautics// Jetfoils Wanted... Claus-C. Plaass 750future.html. If you encounter any other I am searching for info on the Jet- Wulle 7 - 24159 Kiel hydrofoil model products or websites in foils that were sold to . I under- West Germany your search, please let me know about stand that there were six of them, that [email protected] them so I can cover them on our site. they were never used, and that they are ph+fax +49-431-36 800 Barney C. Black presently in a Sarabaya Indonesia ship- [email protected] yard. I have a prospective client that is in- SCALE MODELS... terested in purchasing the vessels but info is sketchy at best. Radio Controlled Model Kits... Hydrofoils, Inc. Discontinues Ken Plyler I have been looking for a R/C hy- R/C Model Product Line... [email protected] drofoil kit for some time, without luck - I have tried to contact Hydrofoils, are you aware of any available? Inc., manufacturer of an interesting R/C Cyprus/Turkey Hydrofoil Nick James electric hydrofoil. Unfortunately I heard Route [email protected] that they don’t build the R/C models any- Response... We are a North Cyprus based ship- more. Do you still have any contacts to I suggest you contact the IHS ping company. We are operating 2 this company? Do you know if there is photo archivist Malin Dixon because he RO-RO ferry ships and 4 Hydrofoils any of these models in stock anywhere, is personally involved in motor-powered (Russian KOMETA) between N. Cyprus maybe a last surplus at Hydrofoils Inc.? and Turkey ports. We are interested in R/C model hydrofoil boats. His email is operating Hydrofoils or Catamarans on [email protected], and his website is Continued on Next Page http://www.onspec.co.uk/ihs/model.htm.

Page 14 IHS Summer 2000 -- Extra LETTERS TO THE EDITOR WILLIWAW. You seem to have a similar » “Total vertically projected area of (Continued From Previous Page) seafaring spirit of adventure and appreci- submerged foils” (A)? Should this ation for hydrofoils. WILLIWAW would be total horizontally projected area? seem to be more suited to open ocean Thomas Lange than RAVE; it might be possible to recre- » My assumption is I simply solve for [email protected] ate this vessel from the original plans, but “A” to obtain the desired foil area? Response... it would be a major project. We are not selling models any- Barney C. Black • I understand that surface piercing foils more, and are currently concentrating [email protected] are self-stabilizing and do not require only on the ferry industry. Our current control surfaces. Most surface pierc- business focus is on larger, high-speed ing foils I’ve seen are either “V” marine transportation industry as indi- Determining Foil Size/Profile shaped, or more half-circular shaped. cated by the 100-knot ferry on the front For Human-Powered Hydrofoil Any benefits of one over the other? of our web site home page. We no longer Are there other types? have the models, smaller hydrofoils, I am not an engineer although I do parts, or plans in production. We will ad- have a technical background. I am famil- • Would one of the NACA Symmetrical vise you should we reenter that market. iar with aircraft operations as I am a gen- foils be a good choice for the parame- Ken Cook, Hydrofoils, Inc. eral aviation pilot. My design goals are a ters I listed above? [email protected] craft which weighs approximately 200 Wade Bissell lbs with occupant and a design speed of [email protected] around 10-15 mph. Here are three spe- DESIGN/BUILD PROJECTS... cific questions: Response #1... • How about just buying a FLYING FISH for about US$7,000? You can Roving, RAVE-ing Folksinger • I found, in one of the responses on the get to the company that sells them at: I’m researching foils now. I’ve FAQ’s, a formula to ballpark foil siz- ing. The formula read as follows: L = http://members.aol.com/jfreeent/hf.htm. done a lot of boatbuilding, primarily be- 2 cause I can afford boats that way, and be- 0.5xCLxRHOxAxV where, L = Lift (total craft weight supported by • The coefficient of lift is almost de- cause I enjoy it. Since I can’t afford to fined by the equation that you saw in buy my own Windrider RAVE, I guess I’ll the foils in Newtons); CL = Coeffi- cient of Lift (between 0.25 and 0.4) ; the FAQs. A clearer way of writing the have to build a hydrofoil next. I was equation isL=CLxAxP,where P is working on a planing sort of boat, sort of RHO = Water Density; A = Total ver- tically projected area of submerged the dynamic pressure. The dynamic a trimaran built with windsurfer hulls, pressure is the pressure increase that a but my experience sailing a borrowed foils; and V = Speed in meters per sec- ond. Questions: gauge with its opening pointing RAVE from Florida across the Gulf of straight forward would measure. The Mexico to the Yucatan and on to Belize dynamic pressure is given by P = 0.5 x has got me started in the direction of a » What is the Coefficient of Lift fig- ure, and why 0.25 to 0.4? Are these RHOxVxV,which gives the same foiler craft. Hmm, I guess its my way of value for the lift. Another way of look- saying thanks to share this story with desired figures, or do all foils range between these figures? ing at the dynamic pressure is the wa- you. The entire Captain’s Log about my ter pressure needed in a hose to give a RAVE trip and also my personal journal jet at that speed. The coefficient of lift for this trip are in the archives section of is used because it has no dimensions, my website http://www.pan.com/folksinger. Letters To the Editor allows so you don’t need to define units for it Hope you find it interesting, I just buck- to be meaningful. The coefficient of led on my swash and went for a little trip. hydrofoilers to ask for or provide infor- mation, to exchange ideas, and to inform lift will depend on the wing form, the Brian Douglas, Folksinger angle of attack and the aspect ratio. [email protected] the readership of interesting develop- ments. More correspondence is pub- Response... • There are one or two other things but Actually, you went on a big trip in lished in the Posted Messages and Frequently Asked Questions (FAQ) they won’t make much difference. Let a little boat. Yournarrative is reminiscent me explain the terms before going on: of Dave Keiper’s book Hydrofoil Voy- section of the IHS internet web site at ager about his travels across the Pacific http://www.erols.com/foiler. All are in- in his 31-foot hydrofoil vited to participate. Opinions expressed are those of the authors, not of IHS. Continued on Page20

Page 15 IHS Summer 2000 -- Extra HYDROFOIL NEWS DIGEST

HYDROFOILS FOR SALE 3 Foilers -- Australia My father Ian Berkley McRostie passed away recently and left me three IHS receives notices of hydrofoils hydrofoils. The first is called PHARAOH for sale from all over the world. Here are and is powered by 2 Volvo Penta 4cyl some of the latest notices. The complete turbo diesel engines and carries 10 pas- listings of vessels for sale can be found sengers. The other two carry 12 passen- on the Announcements page of the IHS gers: PHOENIX (powered by two 6 cyl site http://www.erols.com/announce.htm. turbo diesel Volvo penta engines) and PHIDIAN (powered by 2 4cyl Volvo Above: PHARAOH in Service MANU WAI PT 20 - Australia penta petrol engines) are at a friend’s fac- tory site in Bayswater here in Melbourne. Below: PHARAOH today I am told that these two hydrofoils are of Possibly the best surviving PT20. a design by International Aquavion, and Built 1964, completely rebuilt and mod- the model is called the Aquavit. PHA- ernized in 1990. Extensive aft cabin RAOH is in drydock at Hasting on modifications, aft deck extensions, mod- Westernport Bay. He was operating a ern , audio-video entertainment ferry service from the mainland here in system. Victoria Australia out of Stony Point on Western Port Bay to French Island. He MTU 12V493 1350HP main en- stopped operating this service about five gine 600 hrs on new alloy block, 15kva years ago and as he was suffering from Onan genset. Length 20.75m,Beam 8m, cancer and the hydrofoils were in dry Draft hullborne 2.8m, foilborne 1.4 m, dock and fell into disrepair. I would like Cruising speed 32 knots, max 36 knots. to advertise them on your site. Complete with spares, docking cradles, Daniele Galli drawings, documented history. ABS [email protected] class. May suit use as private cruiser. phone (work): 61 3 98657225 Asking US$300,000. phone (home): 61 3 95576664 Garry Fry 17 Hutchinson St; Bentliegh 3204 [email protected] Victoria Australia

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Disclaimer IHS chooses articles and photos for potential interest to IHS members, but does not endorse Garry Fry’s PT-20 Hydrofoil MANU WAI is offered for sale products or necessarily agree with the authors’ opinions or claims.

Page 16 IHS Summer 2000 -- Extra NEWS DIGEST - FOILS FOR SALE Russian Hydrofoils Remembering Dave (Continued From Previous Page) We offer for sale: Keiper and Hydrofoil Ferry/ Tour Boat • Two (2) Kolchida, build 1984, class WILLIWAW For sale by the owners, passenger register till 2004, fully equipment, hydrofoils: Type: METEOR; Class: very good condition, located , Black KM*1 II; Built: 1988; Passenger Capac- sea, Ukraine, asking for each U.S $ By Jim Wrenn ity: 123; Crew: 4: Service Speed: 35 430.000 and 410.000 FOB/ Odessa [email protected] knots; L.O.A.: 34.00 m; Beam: 9.5 m; I was lucky enough in life to Hullborne Draft: 2.35m; Foilborne draft: • Two Meteors, built 1989/91, “as is” have sailed with Dave Keiper in the 1.20m; DWT: 36.40 T; GRT: 53/40 T; Kiev/ Dnepr and FOB Black Sea summer of 1971 on the most incredi- Engines: M-400 2X1100 HP; Navigation Ukraine, asking US$60,000 and ble boat I have ever sailed on. We Eqpt: GPS, NAVTEX, Radar, GMDSS; $100,000. were anchored in the middle of Safety Eqpt: Safety vests and 20-passen- Hanalei Bay on the island of Kauai ger safety raft; Fuel Capacity: 3.2T; Nav- • Voschod-7 built 1986, complete, FOB when Dave came in and dropped an- igation Range: 324 nm; Trade Area: Odessa/ Black sea asking US$ 85,000 chor. We had seen WILLIWAW flying Restricted II; Complete set of spare parts around Wakiki a month or so before is available on board; Price idea: 135,000 We will assist the prospective and were surprised to see her here. USD as is, where is (Try FOB UKR buyer with his trip to inspect the vessel(s) Port); Inspection: Black Sea, Ukraine. of interest and guarantee his security and I had sailed over with a man The vessel is fully ready for sea sailing. that the deal will close successfully. We named Gordy Gladson on his tri, and Ship’s documentation is available upon just sold successfully two Meteor “Ad- as all trimaran sailors in those days expression of firm interest. For details, miral ½” to Egypt from Odessa. knew each other, we swam over to go to: http://www.egida.com/hydrofoil.html; Mrs. Raisa Steinigk have a visit . Of course Dave (most Note: We provide these details in good [email protected] gracious) had to show off the boat. faith, but without guarantee, as own- fax 0049(361)2261183 We put out to sea in about a 15 knot ers/exclusive brokers. trade wind on a beam reach. The EGIDA Agency boat started heeling like a monohull, 72/74 B. Arnautskaya St. PT-4 -- New Zealand and then the foils got a bite and the (offices 70-72) boat came up out of the water and ac- Odessa 65045, Ukraine Supramar PT4, 16 passengers, 4 ½ celerated like a car...what a rush!!! Tel (direct): + 380 482 229645 ton, built Porthleven shipyard UK 1965, The boat was so fast and stable Dave Tel/Fax: + 380 482 229745 POA. could walk away from the tiller and Tel/Fax: + 380 482 291901 Dave Esler she would run like she was on rails. USA Fax: + 1 561 3827612 [email protected] This was truly one of the most memo- http://www.egida.com/ rable days of my sailing life of 35 years.

I’m sorry to learn that Dave has joined my friend Gory where ever sailors go when they leave us. Someday I hope to sail with them again. I may have some super eight film of WILLIWAW that was shot that day. The footage is probably not very good; I haven’t seen it in years. [For more on Dave Keiper and WILLIWAW, see the Hydrofoil Pio- neers section in the IHS site: http://www.erols.com/foiler/dak.htm - Ed.] PT 4 Hydrofoil offered for sale in New Zealand

IHS Summer 2000 -- Extra Page 17 Introducing Graham Taylor’s Radio-Controlled (R/C) Model Hydrofoils

The white MK1 hydrofoil model was featured in “Experimental Hydro- foil,” an article for Marine Modeling Monthly Jan 1992 pages 26 - 30.

The design and build of the or- ange RAPIER model hydrofoil was fea- tured in Marine Modeling Monthly, Dec 1992 issue, by Traplet Publications UK, pages 36 - 41. Plans for this model are still available from Traplet Publications. Unfortunately since publication the “half-round” aluminum strip (sold in hardware shops for edging worktops and the like) used for the foils may now be difficult to find. Modelers may try metal strip, such as a 3 foot/1 meter ruler.

In addition to the hydrofoil mod- Above: The MK1 boat (white) and RAPIER (orange). Both have tandem/ladder els shown, Graham Taylor has built WIG surface-piercing front foils and surface piercing rear foils. (Wing in Ground effect) craft. His MK4 WIG was recently filmed in action by a Below: MK4 is a Wing-in-Ground Effect (WIG) craft. It was recently filmed in camera crew for the Discovery Channel. action by Discovery Channel for a new series called Model Mania that will be “They are making a series called Model shown beginning in Autumn 2000. Mania that will be shown in the Fall,”Graham Taylor reports. “ They had brought their big cameras especially for my model. Seasoned modelers will know that the performance of a model is inversely proportional to the number of people hoping to watch it and the size of their cameras. This show will be broad- cast to the world, so I was really under pressure! Fortunately MK4 put on a good show, so you will be able to see footage of it in action, as well seeing as yours truly! The series starts on Sunday 3rd Sep 2000 on Tuesdays. My ekranoplans should be in program 10, first broadcast on Monday 18th Sep 2000 and repeated on Thursday the 21st. Check your local listings for times.”

Continued on Next Page

Page 18 IHS Summer 2000 -- Extra Graham Taylor’s R/C Models (Continued From Previous Page)

Above: MK1 at speed

Left: technical view showing the rear foil incidence control that is linked to the rudder to achieve tight banked turns as shown below.

Below Left: RAPIER’s simple “slab-sided” hull structure

Below: RAPIER makes a banked turn.

All images are copyright of Gra- ham Taylor and may not be repro- duced without the author’s permission. Visit his website at: http://www.home-taylor.freeserve.co.uk/ or send email to [email protected]

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IHS OFFICERS 2000 - 2001 John Meyer President The International Hydrofoil Society is an all volunteer, not-for-profit or- ganization of and for people who design, build, operate, or simply are in- Mark Bebar Vice President terested in commercial, military, research, or recreational hydrofoils of George Jenkins Treasurer any size... power (including human power!) or sail. Your participation is encouraged and welcomed. Membership is still only US$20 per calendar Ken Spaulding Secretary year (US$2.50 for students).

IHS Summer 2000 -- Extra Page 19 LETTERS - DESIGN/BUILD (Continued From Page 15)

» The wing form is the shape exposed if you were to cut off the foils with a vertical cut parallel to the forward- backward direction. The more curved the wing form, the bigger the coefficient of lift. The more like an airplane wing, the larger the coeffi- cient of lift that can be produced without a lot of drag or stalling.

» The angle of attack is the angle be- Above: Graham Taylor’s RAPIER at rest. tween the longest front-back line through the foil and the horizontal. Below: The foil assemblies on MK1 are fully detachable, fixed by nylon bolts The bigger the angle of attack, the which shear off on impact without damage to the hull. Yes, this feature has been bigger the coefficient of lift. tested in a full-speed run up the bank! Note: the upper foil in the assembly comes out of the water at speed and is only used for stability and take off. » The aspect ratio is the ratio of the wingspan to the length of the lon- gest front-back line through the foil.

• The aspect ratio doesn’t have much di- rect effect on the coefficient of lift, but the larger the aspect ratio, the larger the coefficient of lift can get, and the less the drag that is caused by that lift.

» Large aspect ratio foils (say more than 8 or so) with a sophisticated shape and a big angle of attack can get coefficients of lift above 1.0, but they are difficult to make.

» If you can keep the coefficient of lift below 0.5 then almost any flat shape will work (that’s why paper air- planes work).

» On the other hand, 200 lbs including IHS BOARD OF DIRECTORS occupant doesn’t leave a lot weight left for an engine, so you may need 1998-2001 1999-2002 2000-2003 to put more effort into wing design to get the drag low enough for you to Stephen Duich Jerry Gore Mark R. Bebar pedal it. Frank Peterson Jim King William Hockberger • A low coefficient of lift means a larger John R. Meyer Ken Spaulding George Jenkins wing or a higher speed, both of which mean more drag. The wings on hu- Peter Squicciarini Mike Perschbacher Ralph Paterson, Jr. Continued on Next Page

Page 20 IHS Summer 2000 -- Extra LETTERS - DESIGN/BUILD When you refer to “total horizontally ated still acts in the useful vertical direc- (Continued From Previous Page) projected area” you refer to the area pro- tion to support the weight of the craft. jected onto a horizontal surface. When I man-powered hydrofoils are usually referred to “vertically projected area,” I I have simply found it more expe- almost the same shape in all respects meant vertically projected onto a hori- dient to calculate the lift on the basis of as a glider wing. zontal surface. The reason I used the the foil area as seen from above, as that term “total vertically projected area of avoids having to account separately for » By vertically projected area, what is submerged foils” rather than simply “to- the component of lift on the various foil meant is the area of the shadow if the tal foil area” was that I had surface-pierc- elements which acts in the vertical direc- sun is vertically overhead, and the ing V-foils in mind as well as the tion. foils are in the normal flying atti- horizontal foils more common on fully tude. submerged hydrofoil designs. For Another, and perhaps better way V-foils, it can effectively be considered of calculating the vertical component of • As to your assumption “that I would that only the area of the foil as seen from the lift generated by an inclined hydro- simply solve for ‘A’ to obtain the de- directly above (Malin has nicely de- foil is to calculate the lift perpendicular sired foil area,” yes, it’s as easy as that. scribed this in terms of the shadow that is to the foil surface (LT) first and then ob- Have a look at a couple of websites, cast) is making a useful contribution to tain the vertical component of that lift http://www.onspec.co.uk/trampo, and try supporting the weight of the craft. (the part that supports the craft weight Bob Hogden’s Trampofoil page, which I will define this time with the To explain this reasoning a little, I symbol LV), by using trigonometry: http://ourworld.compuserve.com/homepa will use an example with which you are ges/roberthodgen/tramp.htm. Unfortu- familiar, an aircraft. The lift generated on LT=0.5xCLxRHOxATxV2 nately Trampofoil is no longer made. a wing acts at right angles to its surface Malin Dixon and as such, if the wing is horizontal, the ... is the total lift generated perpen- [email protected] lift acts in the vertical direction opposing dicular to the foil surface, where AT is Response #2... the weight of the plane. When the aircraft the area of the foil perpendicular to its When I prepared the response that is in a banking turn, only part of the lift on surface. Then, the component of lift in you saw in the FAQs, I did skip over a bit the wing acts in the vertical direction and the vertical direction is given by: of the background to try to keep it brief. the rest acts sidewards into the turn. In the extreme case of the aircraft in a 90 de- LV = LT x Cos(THETA) The range of coefficients of lift I gree bank, none of the lift on the wing had suggested were obtained by “reverse acts vertically to oppose the weight. So, ...where THETA is the dihedral engineering” the details of a number of for that third case, even though the actual angle defined previously. Combining the existing hydrofoil designs where the sub- wing area has not changed, the amount two equations gives: merged foil area, displacement (i.e. the of wing area as seen from directly above weight of the craft) and speed were all has reduced to zero just as the component LV=0.5xCLxRHOxATx known. These craft ranged in size from of lift in the vertical direction has done. Cos(THETA) x V2 small human powered hydrofoils such as the FLYING FISH and DECAVITATOR The two foil sections on a surface- ...but now it can be seen that part through to large passenger-carrying sur- piercing V foil are essentially acting like of the previous equation actually repre- face-piercing hydrofoils of Supramar two banking wings stuck together so that sents the submerged area of the foil when and Rodriquez design. Despite that range the component of the lift force on one viewed from above (previously referred in vessel size and speed, the coefficient half of the V-foil is “wasted” in pushing to simply as A): of lift for the foils remained in the band against the equal but opposite compo- from 0.25 to 0.4, which is why I proposed nent of lift produced on the other side of A = AT x Cos(THETA) that range. Staying between those limits the foil. However, the dihedral angle of a can be considered to be good design V-foil (the angle of the foil sections to the So we have now come full circle practice. horizontal when viewed from in front) is back to the form of the equation as I had not that large on typical surface-piercing originally presented it for the vertical On the matter of projected foil ar- hydrofoils, normally between 15 to 35 eas, we are both thinking alike but are degrees. As a result, a reasonably high simply using the opposite terminology! Continued on Next Page proportion of the total lift that is gener-

IHS Summer 2000 -- Extra Page 21 LETTERS - DESIGN/BUILD some good tips on the opti- (Continued From Previous Page) mum foil design for a hu- man powered hydrofoil. component of lift in terms of the foil area Martin Grimm as seen from above: ‘47 Hydrofoil Needs LV=0.5xCLxRHOxAxV2 Better Prop

...(in my previous reply to Jim I I’m in the process of had simply referred to LV as L). Now, completing a hydrofoil pro- re-expressing the equation in terms of ject started in 1947. The de- foil area gives: sign is Swedish, called TRIXIE de LUXE, and was A=LV/(0.5xCLxRHOxV2) designed by an engineer named Ivar Troeng (see ...and applying this equation to photos at left). The boat is your case with the following particu- built in Oregon pine and lars... mahogany, and everything is made at a immaculate LV=mxg=90.7 kg x 9.81 m/s2 standard. The builder is now = 890 N (200 lbs) 85 years old, and he never CL = 0.25 to 0.4 had the boat on water. But I RHO = about 1000 kg/m3 in fresh did. 1 week ago, the boat water, 1025 kg/m3 in salt water was launched, at it hardly V = 4.5 to 6.7 m/s (10 to 15 mph) took in any water, after 53 years on land. The problem ...leads to a foil area viewed from is, the engine is not strong enough the get Response... above (A) from 0.099 to 0.352 m2 in the boat flying. It is an appr. 90 hp Volvo Veteran hydrofoil designer and fresh water or 0.097 to 0.343 m2 in salt engine, with 1:1 gearing to a straight IHS member Niel Lien suggests that you water depending on the speed and CL shaft propeller, max rpm is 5000. The obtain a drag profile for this craft by tow- values which are used. current propeller on is a 12” x approxi- ing it at various speeds and measuring the mately 22” (dia. x pitch). After a phone drag. Then get an engine horsepower As you can see, there is not much call to the propeller expert at the Norwe- profile and send these to a propeller man- difference in the required foil area gian university in Trondheim (SINTEF), ufacturer for a recommendation. whether you are in salt or fresh water. I was told that I should have a 12” x 13” The speed of the craft and the lift coeffi- size propeller. But they were not sure. I Response... cient of the hydrofoils has a far greater have also been told that I ideally should For any particular speed and impact. For a nice high aspect ratio fully have a reduction gearbox say 2:1. The power, there is a propeller diameter for submerged foil with an efficient foil pro- boat is 17 feet long. I do not know the best efficiency. There are power losses file (or wing form), you should be able to weight. I would be very grateful for any from the speed of the wash (the water get away with a combined area of foils on information on how to choose a propel- pushed backwards by the propeller) the low side of the range above. ler, or information on manufacturers of which is larger for smaller propellers. variable pitch propeller for rigid shaft On the other hand, if you have a system. More pictures of the boat can be There is also power lost from the stumpy foil with a “rough” profile, then a found on the internet at these URLs: drag of the blades which is larger for higher area will be necessary. In the latter http://www.inocean.no/trixi1.html larger propellers, so there is a size with case, the resistance will also be greater. http://www.inocean.no/trixi2.html least total losses. However, efficiency Even if a FLYING FISH off the shelf is http://www.inocean.no/trixi3.html does not decrease much if the size is near not what you are after, it would be worth Thomas Eckey, Norway to the best, and the best size is often too your while looking at the foil arrange- [email protected] big to fit on small power boats. There is ments on that type of craft or the similar Svenn Erik Kristoffersen Continued on Next Page human powered DECAVITATOR for [email protected]

Page 22 IHS Summer 2000 -- Extra LETTERS - DESIGN/BUILD speed is one of the most important factors rina, and thus I have resources available (Continued From Previous Page) in deciding the best propeller. I’ll esti- to construct my boat. mate some speeds and try to work out Kevin Knull what will be needed. I can’t give you the [email protected] also a propeller pitch for best efficiency. equations because there is a chart and I Response... If the pitch is very small the blades have don’t have that in electronic form. You may want to take a look at to rotate very fast so there is a lot of drag, Dave Carlson’s website, which is at as there is with large diameters. If the For 15 m/s and 90 hp at 5000 rpm, http://members.xoom.com/catcobbler/. He pitch is very large, the propeller turns the best propeller efficiency will be about has continued to refine and test designs very slowly with a large pressure on the 66%. This will use a 10 inch diameter begun by Dave Keiper and appears to be surface, so there are large losses from the propeller. For lower speeds a larger di- having good success. propeller tip vortices. ameter is better, but I can’t accurately es- timate the efficiency. Also a larger Boat Plans Wanted The most important aspect is get- diameter makes the efficiency less at 15 ting the pitch to match the engine and m/s. I think that the efficiency at 15 m/s I am looking for plans for a small boat speed. A problem with hydrofoils is with a 12 inch diameter propeller is about outboard hydrofoil. that there is a lot of thrust needed at low 50%, but the chart give a pitch of about 6 Michel Bourgault speeds while the maximum speed is a lot inches for those conditions, which is too [email protected] higher, and some thrust is needed at max- low. It seems that making the propeller Response... imum speed. larger than optimum by 20% makes the Look at this page on the IHS site: efficiency worse than making the propel- http:// users.erols.com / foiler / popmags.htm. I haven’t yet looked at your boat, ler smaller than optimum by 20%. How- Also, read this article on our website: but I’ll guess that you are looking for ever, you might need the best efficiency http://users.erols.com/foiler/upright.htm. about 15 m/s (54 km/h) max speed. The when there is most drag, which is while pitch is the distance that the propeller the hull is still in the water. HYDROFOIL MODELS... tries to advance each turn. 5000 rpm is Malin Dixon 83.3 turns per second, so the pitch should [email protected] 750mm Radio-Controlled (R/C be 15/83.3 = 0.18m pitch, or 7 inches, or Response... Model Sailing) Yacht Web about 8 to 9 inches to allow for slip. 13 The advice your received from the Site... inches is too much, and the engine will university seems about right. TALARIA Please check out our site for possi- not get to full speed, so it will not produce III, weighing 4000 pounds, with 200hp, ble inclusion on your links page? full power (unless the top speed of the and a 1 to 1.7 gear reduction, has a 15/17 http://www.home.aone.net.au/cybernautics// boat is a lot more than what I estimated). dia./pitch prop. A 12/12 prop. would be 750future.html. We have been using in- roughly equivalent to TALARIA’s for verted T-foils on our rudders for years to A 17 foot boat will start to hydro- 90hp, 1 to1. If your power to weight ratio prevent nose diving. plane at about 6 m/s. With a 22 inch pitch is higher than TALARIA’s then a higher Malcolm Smith, Secretary the engine will only turn at about 1500 pitch propeller (12/13) would be better. 750mm R.C. Yacht Assoc. rpm or less and produce about 30hp just Harry Larsen [email protected] when you need the most thrust. You must [email protected] get the pitch about right to get anywhere Source of PT-20 Model Kits near the full power of the engine. Build Foiler “From Scratch” I have a German model magazine There will be a small loss of effi- where I can order a blue print and de- I read your postings regarding ciency from using an 8 inch pitch propel- scription how to build a model PT-20 sailing hydrofoil plans, and was wonder- ler at 5000 rpm, compared to using a 16 (1:25, 83cm long 30cm broad.)for about ing if anyone has had any success with inch pitch propeller at 2500 rpm with a $15USD. Also some hovercrafts building a reasonably priced hydrofoil gearbox, but I do not think that it will be a (SRN-1$15,00/ Bell SK 5 $25 in French) sailboat? I am familiar with the RAVE big problem, unless you cannot buy a warships, towing, sailships, airplanes and others out there, but I am unwilling propeller of the correct pitch. and even engines more than 2000 ! For to pay the $10K price. I am interested in any successes anyone has had, or any I’ve just found my book about Continued on Next Page propeller sizing, and the expected boat info. My family recently purchased a ma-

IHS Summer 2000 -- Extra Page 23 LETTERS - MODELLING (Continued From Previous Page)

who is interested I can scan the list of models. Addresses/phones for ordering the plans: Phone: 07221-508722; Email: [email protected]; Address: Verlag für technik und handelswerk GmbH, Bestellservice, D-76526 Baden-Baden, Germany (main office). In Holland: Tel: 0031-294-450460; Fax: 0031-294- 452782; E-mail: [email protected]; Address: De muiderkring BV, Postbus 313, NL-1380 AH Weesp. They accept: Eurocard, MasterCard, Access, and Visa. Mark van Rijzen [email protected]

Source of Model Testing... (proas - models and big ones up to 33ft bined drive system). This vessel should this far) I’m building. In spring I will be: (1) human error resistant ( shallow There is a lot of model-building start to build a NEW, bigger, faster and water entry, for example), (2) to be able and -testing going on here at Vienna, lighter Proa - so if you are interested, to profit from little harbor or even to op- Austria, though it’s far from the main please reply. It’s a cold and lonely place erate without any wharf (shallow water boatbuilding places! - If anybody has a right now in Austria for a boatbuilder. problem), and (3) transportable by a pas- new design and wants to test a small ver- Ernst Zemann senger car trailer. Such ecological and sion, before he starts the REAL one, con- [email protected] cheap water vehicle would be able to be- tact me; a model of 2 meters is only 1/125 http://www.multihull.de/zeman/ come a hit of a sport/turistic boat market, the expense of a real 10 Meter Yacht. I’m Response... I think. I have invented several of con- building these models on request, but I have the same service in structional solutions, which in connec- also to have a comparison to the speed France... One of biggest model building tion with existing know-how will make it and performance of the outrigger boats companies in the world and an hydro lab- possible to manufacture such a hydrofoil. oratory offered me a free service using I have the benefit of my experience engineer students... All my past boats geared while working in the Polish avia- Ernst Zeman have been model tested... It’s a good way tion industry to project devices (includ- to get some info on realité of the VPP. If ing suitable calculations) of the you need some info on proas, don’t hesi- aforementioned water vehicle. I have tate to ask me. verified my ideas on models. Now I seek Guy Delage partners experienced in manufacturing [email protected] and trading conventional hydrofoils in- terested in utilization of my ideas. Even HYDROFOIL VENTURES... suggestions for such a partner would be welcomed. Hydrofoil Boat of New Bogus³aw P³oszajczak Properties, My Inventions, ul. Ko¶ciuszki 45 Looking For Partners 390-300 Mielec, Poland Hydrofoils are my hobby. I have [email protected] several ideas that can considerably widen areas of uses of hydrofoil boats, I believe. My dream is little hydrofoil (max. 2 tons of draught) equipped with a quiet drive ( probably electric or com- Continued on Next Page

Page 24 IHS Summer 2000 -- Extra LETTERS - VENTURES shafts and 1 V-drive). Also have we or- Structural Design-Limit Pressures on (Continued From Previous Page) dered 3 (new) front and 2 (new) aft foils. High Performance Marine Vehicles,” Mark van Rijzen Paper No. 78-754, AIAA/SNAME [email protected] Advanced Marine Vehicles Confer- Bold Ideas ence, San Diego CA, Apr 78 We are an innovative group who Source of Engine Parts for intend to promote inventions and new Russian Hydrofoils • Spencer, J.S., “Structural Design of ideas. We are located in Romania. As Aluminum Crew Boats,” Marine My company, Comeract, Ltd is a well, we are in possession of some valu- Technology, Vol. 12, No.3, Jul 75 source of spare parts of Russian engines, able ideas, and we want to patent them in including engines in Russian hydrofoils any country and, if possible, to sell on the • Silvia, P.A., “Small Craft Design: like Kometa and in other Russian vessels international market. These are not Structures,” paper presented at Small of the type Alexander Green and toys!!, and some of them have military Craft Engineering Symposium, Uni- Efpatoria. My fax is: 0030 241 22728; applications. We guarantee our serious- versity of Michigan, Oct 71 address is: 9 Mitropolitou Apostolou; ness and the value of our projects. We Ken Spaulding Rodos-Greece need help to promote and sell our inven- [email protected] Mihail Hatziapostolou tions. Please contact us for further info. [email protected] Dan Sobol Tidal Turbines... [email protected] ENGINEERING DESIGN... I thought you might be able to phone: 04 094 25 44 33 help, since there would seem to be some References: Planing Hull similarity between hydrofoil sections Hydrofoils Excluded From Specifications TheRace2000... and those for free-flow tidal turbines. Having spent 20 years developing and I am a university student studying building wind turbines in Britain and TheRace headquarters has limited ocean engineering and I was wondering California, I am now looking to develop the entry of our hydrofoiler for the “No if you could assist me in gathering some electricity-producing turbines for Limits Race” around the world. Their information on planing hull specifica- strongly tidal areas. These will eventu- discrimination against foils has seriously tions for one of my assignments. ally be up to 20m diameter or so, with a impeded the development of effective Daniel Lewis capacity of about 500 kW per rotor. offshore sailing hydrofoils. Our potential [email protected] sponsor withdrew when our entry was Response... denied. The prototype is complete. Our My website shows what these Here are some references for you: 9’ wide horizontal spans are designed to might look like. The first thing I want to retract when we hit the inevitable obsta- do is build a small demonstration model, • Savitsky, Daniel, “Hydrodynamic cles. Please send an email to about 5 ft diameter, and test it in the Design of Planing Hulls,” Marine [email protected] with a copy to Thames near my home in London. How- Technology, Vol 1, No.1, Oct 64 [email protected] and ask ever, I am stumped on what hydrofoil them why they are discriminating against section to use, and where the cavitation hydrofoils. Thank you for your support. • DuCane, Peter, High Speed Small limits on speed will be. For the model, Peter Murray Craft, Temple Press Books, London, the chord at 75% radius will be about [email protected] 1964, 3rd Edition. 0.1m, traveling through the water at say 8 Tel.#(1)561-286-2643 m/s (i.e. 11 m/s tip speed), giving a • Blount, D.L., “Small Craft Power Pre- Reynolds number of about 800,000. This PARTS & MATERIAL... diction,” Vol 13, No.1, SNAME is low, compared to the data in Abbott Transactions, 1976. and von Doenhof, however it is roughly Russian Parts Received... comparable to a 5m diameter wind tur- • Heller, S.R. & H. H. Jasper, “On the bine rotor. Most of these have airfoils Structural Design of Planing Craft,” with gentle and predictable stall, and are I wanted to let you know that my Quarterly Transactions, RINA, Jul 60. given taper and twist resulting in a company has successfully ordered new spare parts out of Russia. We have re- • Allen, R. G. and R.R Jones “A Sim- ceived our 1st shipment (5 propeller plified Method for Determining Continued on Next Page

IHS Summer 2000 -- Extra Page 25 LETTERS - ENGINEERING 1. As you have already noted, content and other “impurities” in the wa- (Continued From Previous Page) there should be many similarities be- ter can trigger cavitation at a higher pres- tween wind turbines and water turbines sure than would otherwise be the case. flat-topped limit to power (at constant ro- as the basic physics behind their opera- tational speed). I would think underwater tion remains the same. The differences 3. The onset of cavitation can have mills could operate in the same way, sub- are all in the nature of the fluid the tur- the following detrimental effects on hy- ject only to a cavitation limit and, of bine is operating in as illustrated in Mar- drofoils, including propeller blades and course, lower speeds and turbulence than tin Grimm -- Table 1 below. The fact that water turbines: A lift breakdown occurs in air. I am assuming 11 m/s (22 knots) is salt water density is about 840 times for hydrofoils and in the case of propel- about the limit to avoid cavitation, and greater than air density means that for the lers, this corresponds to a thrust break- that a standard NACA 15% or so airfoil same inflow conditions, including the down in comparison to the thrust which would be OK. Do you agree? What about flow velocity, a given turbine (if strong would have been produced without cavi- cavitation speed limit - any other com- enough to handle the extra load) would tation occurring. The collapse of the cav- ments? produce about 840 times as much power itation bubbles on the blades or John Armstrong in water than in air! downstream causes underwater noise [email protected] and can also induce vibration. Under cer- Work Tel/fax: 0(044)181-994-2645 2. Cavitation is a phenomenon tain conditions, the collapse of cavitation 76 Dukes Avenue which, of course, does not occur for wind bubbles, as the pressure rises above va- LONDON W4 2AF turbines but could be a problem with wa- por pressure again, can cause erosion of http://www.jac.ndirect.co.uk ter turbines. The cause of cavitation is the hydrofoil surface / propeller blade. http://www.windenergy.co.uk straightforward. If at any location on the This is evident by distinct pitting of the Response... blades of a hydrofoil (in this case, the surface of the hydrofoil / propeller blade. A cursory look leads me to say blades on the water turbine), the water In the case of propeller blades, it is often that there is no problem whatsoever at the pressure is reduced below vapor pressure visible at the leading edge near the outer speeds anticipated. Cavitation is not a for water, then it will change state and be- tips or also at the blade root near the pro- problem if designed for. We ran the SES come steam. Normally we are familiar peller hub. efficiently with supercavitating props at with steam being produced when water is 80+ knots, with no damage. More of a heated beyond 100 degrees Celsius at at- 4. There are foil sections for both problem that can be expected is logs, de- mospheric pressure. In the case of water hydrofoil craft and for propeller blades bris, etc. in the water. Also remember, flowing over a hydrofoil section, the which are specifically designed to oper- water is incompressible, and high aspect combination of an ambient water tem- ate in a fully cavitating condition. These ratio, thin foils tend to oscillate destruc- perature of say 15 degrees Celsius com- are known as supercavitating hydrofoils tively. Good luck. bined with a very low pressure will or propellers. In that case the hydrofoil or Kobitz, Nat produce the same result. The vapor pres- propeller blade profile is wedge shaped [email protected] sure below which water turns to gas (or with a blunt trailing edge. The idea is that Response... cavitates) is quite variable and depends the water turns to vapor (steam) at the I have the following response on whether we are dealing with fresh or leading edge of the foil on the low pres- which I know is not a full answer to your salt water, the water temperature and sure side and this vapor cavity remains questions: even the gas content in the water. Gas over the whole of the low pressure side of the foil / blade and only collapses back into water well downstream of the blade. Air Salt Water Such hydrofoils or propellers are how- ever not as efficient as the more conven- Density 1.223 kg/m3 1025.9 kg/m3 tional sub-cavitating or fully wetted Kinematic hydrofoils / propellers. ~1.4x10-5 m2/s 1.188x10-6 m2/s Viscosity 5. A final clarification: Cavitation Typical 10 m/s (say, in a good breeze) 3 m/s (say, in a tidal stream) is not the same as ventilation. Ventilation Velocity occurs when air is sucked down from the

Martin Grimm - Table 1 Continued on Next Page

Page 26 IHS Summer 2000 -- Extra LETTERS - ENGINEERING on the blade shape selected. Limits for hub of the propeller. The same would ap- (Continued From Previous Page) both cavitation on the face and back are ply to a turbine where the bending forces provided on such diagrams. Thus the dia- increase as you near the hub. water surface and onto a hydrofoil or into grams show the range of angles of attack, a propeller due to the low pressure it is both positive and negative, which the foil I hope this partial response helps creating. On outboard propeller legs, section can tolerate without cavitating you in the meantime but I will give your “anti-cavitation plates” are often fitted. I for a particular flow velocity and head of questions more thought and try to give a believe these actually act as fences which water pressure (or in other words, foil more complete answer as time permits. help to stop air being sucked down from submergence). I do not have any cavita- Martin Grimm the surface and into the propeller. Venti- tion bucket diagrams handy at the mo- lation also causes propeller thrust to be ment so I can’t give you a worked HUMAN POWER HYDROFOILS... reduced just as cavitation will do. The example. In any case, to do that, you same is possible for a water turbine and would need to give me more details of the Marquette’s Solar Powered you will have to ensure ventilation is RPM vs torque characteristics of the gen- Hydrofoil... avoided to get the best performance from erator load on your turbine, and details of I was at the Solar Splash competi- your turbine. the envisaged pitch and number of blades tions against the Marquette boat. It was a etc. on the turbine impeller. Better still, if good concept and based off of one of the 6. For ship’s propellers there are you defined the inflow conditions (flow entries by Kanazawa Institute of Tech- some rules of thumb concerning the velocity past blade and angle of attack of nology, Japan. The only ironic thing is avoidance of cavitation and also far more blade) at various radii on the blades then that the boat did better without the foils sophisticated methods of calculating the a direct check on cavitation could be than with them. I have seen them race pressure distribution over the blades to made using a suitable diagram. that boat 4 times and every time they had check on the risk of cavitation. I don’t the same problems, dynamic stability know how well the rules of thumb will 8. My gut feeling is that 22 knots when on foil. apply to turbines which take energy out combined with a small blade angle of at- of the water rather than put energy into tack and a streamlined blade section On the flip side, the Kanazawa the water as propellers do. The simplest should be OK for cavitation free opera- boat had a stability system that was rock propeller cavitation criteria I am aware tion, but I would prefer to see that is actu- solid. As a monohull alone the Marquette of is the Keller Criteria which sets the re- ally the case by reference to the boat did fine though, in endurance. Most quired blade area for a given propeller appropriate cavitation bucked diagram. of the slender monohull types didn’t fare design and depends on the submergence well in the sprint competition. If you of the propeller below the waterline, the 9. A NACA 15% (or NACA 0015) want the hands-down overall best design thrust required to be produced, the num- foil profile is symmetrical for both its up- look at the KIT boat. Check out the Solar ber of blades and the vapor pressure. At per and lower surface. Such foil sections Splash website http://www.sunrayce.com. this stage, I am unclear how the formula are typically used for surfaces which can be applied to a water turbine as a tur- need to produce an equal amount of lift in Over all, Marquette has probably bine does not produce a thrust, but rather both directions such as ship’s rudders, one of the better all around teams at the has a drag force acting on it as it spins. I yacht keels etc. I believe you would get a competition. They regularly support will give that some further thought. more efficient turbine if an asymmetrical multiple boats at the competition. Some- foil section was used (such as is the case thing that no other school does on a regu- 7. A more rigorous approach for on the wings of an aircraft or the blade lar basis. Their entire university on the designing propellers is to use what are sections on a propeller). I also have a whole does a great job supporting the commonly known as “cavitation bucket” feeling that a thinner foil section (with a tech project cause. The tech teams are an diagrams. These show the limits of cavi- thickness to chord ratio more like 10%) active part of their curriculum. They are tation free performance on a hydrofoil / would give greater efficiency and hence also one of the major reasons for the exis- propeller blade profile at various angles more output power. This will depend on tence of the competition; they have been of attack as a function of their cavitation the strength required of the turbine the host of the event since its inception. number. The cavitation number is in turn blades as there is no point in having too Anthony Scott Daniels dependant on the ambient water pressure thin a section only to see it snap in half! [email protected] at the location of the foil, the flow veloc- For typical ship or aircraft propellers, the thickness to chord ratio increases the ity over the foil and the vapor pressure of Continued on Next Page the water. The diagrams vary depending closer you go from the tip towards the

IHS Summer 2000 -- Extra Page 27 LETTERS TO THE EDITOR (Continued From Previous Page) HISTORY/RESTORATIONS... PLAINVIEW’s Owner Identified... On a short trip to the Oregon coast, I stopped to take pictures of PLAINVIEW, which is located about 2 miles east of the Astoria bridge on the Washington side of the Columbia. When traveling east, you cannot see the ship since it will be behind you. Traveling west, it is in plain view across the slight inlet. As I was taking pictures, a fellow stopped and started talking about the owner and the abandoned plans. I subse- quently made an e-mail inquiry, and have Above: PLAINVIEW today... been given permission to let IHS know that the current owner is Lowell Right: ...in better times Stambaugh. His e-mail address is [email protected] and his tele- phone number is (360) 777-8798. He ap- Which Grumman Hydrofoil? signs shared components and features. parently lives across the road and up in One of the last things Grumman did be- the hills from the ship. I would like to be I am currently looking for infor- fore getting out of the business was to copied to: if anyone makes e-mail con- mation on a Grumman hydrofoil, 75 Ft. ship all the spare engines, foils, struts, tact with Lowell. Working for the Navy in length, 1968 all aluminum model. This props and other parts to the Navy at Department, I was the principal engineer is the only info I have on this vessel. Do Carderock. Last I heard someone in New following the design and construction of you know where I could get information Jersey was trying to put the FLAGSTAFF the PLAINVIEW. Upon construction, I on this vessel, possibly a picture, and back in operation. The DENISON was was hired by David Taylor Naval Ship would it be a good choice for conversion about 95 to 100 feet in length, and was R&D Center to conduct the Navy’s Hy- to a charter yacht or a tour boat? built in the late fifties. XCH4 (“The Carl drofoil R&D program using the The Marauder Boat” so called after Bill Carl) looked PLAINVIEW and HIGH POINT. Trials [email protected] like a twin engine high engine seaplane of various types were conducted which Response... with the outer wings missing. It had been included ship system improvements; I think this is either the passenger built in the mid fifties and by 1962 had analysis of torpedo, missile, and gun fir- ferry DOLPHIN or the military gunboat, been scrapped. The XCH6 was a modi- ing; and confirming modeling/computer PG(H)-1 FLAGSTAFF. The DOLPHIN fied 23 foot (I think). Grumman pleasure techniques based on full scale measure- carried 88 passengers and had a hull boat with a and various foils ments. The PLAINVIEW was especially length overall of just under 75 feet. The including I believe fully submerged useful in learning structural calculation hull had conventional sheer. The passen- supercavs. It was built in the late fifties concerns, large hydraulic system design, ger cabin was raised about three feet and flew on the Great South Bay of Long and foil system loads. The PLAINVIEW above the main deck. The FLAGSTAFF Island. Let me know if you need any fur- also provided the research bed for plastic had reverse sheer, which made the height ther recall. piping, fiberglass piping, stainless tubing amidships higher, the resulting flush Charlie Pieroth with automated butt welder, and many deck eliminated the need for a raised [email protected] other features now found on many new cabin. As a result the length on the flush Navy ships. deck was about a foot shorter, or about 74 Sumi Arima ft. Both were built in the 1964 - 1967 Continued on Next Page [email protected] timeframe, the DOLPHIN first. Both de-

Page 28 IHS Summer 2000 -- Extra LETTERS - HISTORY/RESTORATIONS string-in-the-bottle” system. I believe I (Continued From Previous Page) did strike small debris a few times and the foils separated as intended and I was 1954 German Sport Hydrofoil able to retrieve them. One day though, I was traveling under the Lions Gate I found a German-built WING Bridge In Vancouver, B.C. and one of the sport hydrofoil built in 1954, abandoned rear foils broke loose. The nylon line and rotting in the bush in Northwestern, payed out OK but there was too much Ontario, Canada. The only info that I current and I could not pull the hydrofoil have found is from the Sept 54 Life Mag- back up. The string even cut into my azine article featured in the Hydrofoil hands a bit. I let the foil go and there was Bibliography on this site. We would like no way we could find it later. I was able to to attempt a restoration but need more in- buy a replacement from a man in Oregon formation, ANYTHING PLEASE!! and was back flying again for a while. Greg Wilkinson Eventually other things became more [email protected] ent that they worked like everything but important (two sons as example) and I the motor was not properly loaded and sold the boat. I did keep the foils though could overrev. I then was told that the OJ and they moved with us from place to WHISKER Foil Boat Johnson propeller company in California place. (Vancouver to Pine Hill Alabama, was excellent at making propellers for To Aberdeen Washington, to Vancouver, I go back to the late 1950s for my fast boats so I contacted them. They sold to Mackenzie B.C., to Tswassen B.C., to first hydrofoil ride on a 16 foot Chal- me a three blade bronze propeller with West Vancouver, two moves). In about lenger outboard boat with a 35 hp about three more inches of pitch and 1986 my 15 year old son expressed an in- Evinrude engine. I am a contemporary of cupped trailing edges. It worked beauti- terest in the propeller and the foils that John Gill and Company, and had the fully. More than one fellow with a V-8 in- had been in the household all his life. We pleasure of driving their WHISKER foil board speed boat was a little surprised bought a fourteen foot aluminum boat boat with Jim Wynne and Walt Walters. and annoyed when I passed him with my and an older 40 hp Johnson so the propel- Allan L. Brown little outboard boat. Also the foils ler would fit. Remembering the problems [no email address provided] worked very well in Georgia Straight off with the shear plates I modified the 1045 N.E. 119 ST Vancouver harbor where I used it often. mounting of the foils so they would tilt North Miami FL 33161 They did dive though, when in a follow- up like an outboard does when it hits an 305- 681-7893; (office) ing sea. This was a frustrating deficiency. 305- 685 -1457 (fax) The major problem was the “shear plate, Continued on Next Page Historic Upright Hydrofoil Kit It is exciting to read your history of the development of the Up-Right Hy- drofoil Kit. I first saw this hydrofoil when I was newly married (1963) and on a business trip with my wife in Coeur-Delane Idaho. They were mounted on a 17 foot boat and seemed to be the answer to my dreams of making a boat go faster and easier. I had to have a set and not long later purchased a set from the Up-Right company. My wife went along with it even though she must have felt there were much better things to spend our money on. They were mounted on my 14.5ft Fiberglas runabout with 40 With the Upright Hydrofoil Kit installed, this boat achieved 47 mph hp Johnson outboard. It was soon appar- with a 65 hp Mercury outboard motor.

IHS Summer 2000 -- Extra Page 29 LETTERS - HISTORY/RESTORATIONS By this time we were getting tired contact IHS member Harry Larsen for in- (Continued From Previous Page) of experimenting, and the young fellow spiration and information. Visit his indicated that he was not really interested website for information on his boat in foils but just wanted a nice boat to play TALARIA III. Harry estimates that it object. Once again we were foilborne. with. The foils went back in the basement would cost $20,000 to add a fully sub- All went well for a while and the set-up where they remain to this day. I still have merged foil system with automatic con- performed like the good old days. dreams of buying a suitable boat and us- trol as he did. [Tom Lang’s article on his ing them again but it is hard to justify experiences designing the Upright hy- One day the front foil hit a sub- when I already have two boats not suit- drofoil kit is posted on the IHS site: merged plastic bag and the foil rotated able for these foils. http://www.erols.com/foiler/upright.htm.- back against the boat. It then acted like a Ed.] huge brake in the water and the boat very Actually I have a 7,000lb-26ft Barney C. Black abruptly stopped. Luckily my son was Fiberglas cabin cruiser that I would like [email protected] not hurt although he was not impressed. to put foils on. I think their fuel efficiency and weight carrying ability would be a Miami Shipbuilding History Another time one stern foil hit great advantage for that type of boat. I write, edit and publish and an- something and rotated back out of the There has to be an economic justification nual historical magazine for the Friends way, however it did not rotate completely for adding hydrofoils. If I can cut fuel us- of the South African Air Force Museum. out of the water and it too acted like a age by one half or more that could do it. Last year one of the articles I wrote was huge brake. It actually pulled hard The foils would have to very simple and on the SAAF crashboats/ rescue boats. enough to bend the foil out of shape. inexpensive. From that an interest arose on research- ing the full history of the Motor Boat Next I cut the front foil in two at I am thinking of a straight foil on Unit. To this end I have been engaged in a the point of the V. The two pieces were each side at the stern, about 3 feet long number of interviews with surviving held together at the V with a shear bolt. each, that would replace the trim tabs. members, and archival research. One of The foil was made so that the main tube They would be parallel to the 20 degree the people instrumental in us getting would not rotate on impact but the join V of the boat and about a foot or so below these boats was the designer a Mr. Dair between the top of the foil and the cross the bottom of the boat. At the bow, N. Long, a naval architect at the Univer- tube would allow each half of the foil to mounted to the stem, would be another sity of Michigan. He designed what were rotate away from the center towards the foil to balance the lifting of the stern and known as “Miami Boats,” which were outside of the boat when something was to lift the bow. The idea would not be to built by the Miami Shipbuilding Com- struck. This actually worked very well. lift the boat completely clear of the water pany (MSC). I wonder if it would be pos- but to take 80 or 90% of the weight of the sible for you to tell me anything about The rear foil was straightened and boat but leave much of the bottom of the this man, more about the company, and if a different solution was used to make it deep-V and the propeller in the water. As there are relevant documents available. continue rotating until it was completely long as there is enough of the boat still in Guy Ellis out of the water. A fairly large piece of the water enable it to be controlled there [email protected] plywood was attached with hinges to the should be no need for fancy controls on top support extrusion of the foil. This the foils. What do you think of that idea? was held up in the horizontal position by John Hards MONITOR & SEA LEGS a pin in the side of the boat when the foils [email protected] The Mariner’s Museum in New- were in use. If the foil started to rotate Response... port News VA is planning a multimil- backwards due to striking something the We were delighted to receive your lion-dollar exhibition building for small piece of plywood would come off the pin email, and we thank you for taking the boats. According to the Curator the and swing down and be caught by the wa- time to write it because it contains much MONITOR hydrofoil sailboat has the ter. It would go against the leading edge good information. Unless you object, we highest requests for information on it; of the foil so the water could not pass will add it as a large footnote to the arti- therefore it will be a featured exhibition through the triangular inside shape of the cle. Of course we will forward your along with SEA LEGS. The Mariner’s foil and therefore the water would push email to Tom Lang, the designer of the Museum would like to be a facility where the foil up and completely free of the wa- Upright kits; he is a member of IHS. As people might go to study hydrofoils. ter. This system also worked very well. far as adding foils to your current boat, a Neil Lien 26 foot cabin cruiser, you may want to

Page 30 IHS Summer 2000 -- Extra The 750mm Radio of hydrofoils, it is their duty to the sailing Controlled Yacht — Future fraternity to do so. Perhaps the 750mm Hydrofoil Development class has the same duty towards R/C yachting? Malcolm Smith, Secretary 750mm Model Yacht Association For more information and plenty [email protected] of interesting photos, visit our website: http://www.home.aone.net.au/cybernauti Sailing hydrofoil development is cs//750future.html hotting up, with the advent of the Hobie Trifoiler, the Windrider Rave, and re- cently the foil supported Moth class din- ghy. So why not a fully foil supported 750? The preliminary design sketch 750 mm Brief History shown was prepared by Mal Smith. The 750mm model yacht class The Foil System began in 1986 in Sydney Australia. What was conceived as a one off race The two forward foils are surface event grew into a monthly series. piercing foils attached to a cross beam that is freely hinged along the centreline The first boats had rigs up to of the hull, so that the hull can roll while 1.2m, keels of around 300mm and the forward foils remain level. The aft bulb weights of less than 1kg. The cross beam is fixed to the hull. The two more lightly ballasted boats fared rear foils are fully submerged t-foils, ble consistent with a self adjusting sys- well at this stage as the limiting fac- each similar to the rudder foils currently tem. The disadvantages of the design are tor for the ability to carry sail was used on 750’s to prevent nose diving. The that there are six struts penetrating the nosediving when running down- rear foil supports are hinged transversely free surface (the current practical mini- wind. The nosediving problem was on the ends of the aft cross beam. A rod mum is three and the ideal is one) and the largely overcome in early 1988 with fixed to the rear foil supports is con- use of surface piercing foils which are the introduction of the foil rudder. nected to the forward cross beam with a prone to ventilation. sliding hinge joint. This rod controls the From this time on the more angle of incidence of the rear foils when Rule Considerations heavily ballasted, longer keeled the boat rolls, or heels due to wind pres- boats began to prove superior. This sure. The forward foils are set at a posi- The design shown challenges the led to the current restrictions being tive angle of incidence. The rear foils are ‘no multihulls’ rule of the 750mm class. placed on these two variables. both at roughly zero angle of incidence While there are no distinct stabilizing when the boat is level. When heeled, the hulls, the design does rely on the cross 750 designers have experi- windward rear foil is at a negative angle beams, which are wedge shaped in sec- mented with wing masts, multiple of incidence and the leeward rear foil is at tion, to provide stability until the foils be- rudders, una rigs and wing top rigs. a positive angle of incidence. Thus the gin to operate. The acceptance of the This experimentation, which is the forward foils provide the bulk of the lift, design may depend on how early the foils basis of the class, continues today. control the ride height and provide level begin to provide stability as wind speed sensing for the rear foil system. The rear increases. Of course if the foils don’t pro- Currently, the only venue for foils provide some lift, all of the heeling vide stability early, the design will be a regular 750 regattas is Queenscliff resistance and also pitch resistance. The dud anyway. Lagoon, Pittwater road, Queescliff, rig is situated well aft, and most of the NSW Australia. Racing at this venue side loads will be carried by the deep rud- Interestingly, the Moth class is is usually held on the second Sunday ders. The general philosophy of the de- currently discussing the use of foils on of each month. The organizational sign is distribute the foil loads as evenly their boats, and the general consensus style of the 750mm Model Yacht As- as possible over the four foils, and of seems to be that as the Moth is the only sociation is ‘very casual’. course to keep the design as simple possi- dinghy class that allows the development

IHS Summer 2000 -- Extra Page 31 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer Autumn 2000 Sailing Editor: Sam Bradfield 850 Ton HYSWAS for Mine WHERE ARE YOU IN Countermeasures CYBERSPACE?! IHS relies on electronic communi- By William Hockberger (IHS Member) cation with the membership to improve timeliness and reduce mailing costs. If joint dinner meeting of IHS, the SNAME SD-5 Panel (Advanced you are a member with email, let us AMarine Vehicles), and the U.S. Hovercraft Society (USHS) was know your email address! Thank you. held on 21 June at the Fort Myer Officers’ Club, in Arlington, VA. The evening’s presentation, about the recently completed study 2000 DUES ARE DUE of an 850 ton HYSWAS (Hydrofoil Small Waterplane Area Ship) for mine countermeasures, was made by Mr. John P. Galloway and Mr. IHS Membership is still only Mark S. Rice. US$20 per calendar year (US$2.50 for Mr. Galloway was the Naval Sea Systems Command sponsor of the students). Your renewal or new member- ship is critical. Please remit 2000 dues as work and at the time was responsible for development of new Navy soon as possible. We regret that high mine countermeasures ships in PMS 303. He spoke first and gave a bank fees make it impractical for IHS to broad overview of the mine countermeasures problem and the many accept payment by credit card or a check types of mines that exist, their numbers in various countries’ arse- drawn on a non-US bank, or by other than nals, and how we are presently able to deal with them. Each coun- US funds. Overseas members with no ter-mine system was then presented briefly and its mode of operation easy way to send US funds, are advised to described, along with a discussion of how it is transported to the area send money order to IHS or US Dollars of operations. cash. Our present INSIDE THIS ISSUE mine counter- - President’s Column ------p. 2 measures ships are not de- - PT 20 Manu Wai ------p. 4 signed for - Retractable T-Foil ------p. 6 speed or good sea- keeping - ALN Monohulls with Foils -- p. 7 and can be de- ployed only - Morye Catamaran ------p. 8 very slowly, es- - Zeleodolski Designs ------p. 8 Model of MCM(X) (Courtesy of MAPC) pecially across - Sailor’s Page ------p. 10 Continued: See 850 Ton HYSWAS, Page 3 - Letters To the Editor ------p. 13

IHS Autumn 2000 Page 1 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Allan L. Brown - Allan had his first he IHS has reached another mile- In connection with this activity, the hydrofoil ride on a 16’ Challenger Tstone in its development, IHS board of Directors has frequently outboard boat with a 35 hp Evinrude namely, a new Web Site expressed our appreciation for the engine. He is a contemporary of (www.foils.org). Barney Black has dedication and effort put forth by our John Gill and Company, and had the informed me that after a month at the Webmaster, Barney Black. He, with pleasure of driving their “whisker” new URL and after checking the the help of Malin Dixon in the UK, foil boat. Allan is a member of counter, he noted that we received continually upgrade and update the SNAME and several other marine over 1500 hits on the website during website. We have also recently be- organizations. the month of September, and an aver- come aware of the amount of time age of over 75 hits per day. A couple Barney Black spends in maintaining Robert E. Harris - Robert is from of these hits are Barney working on the site. We always knew that a con- Jamaica, West Indies. He wants to the site, but the rest are from other siderable number of hours each week develop a new hydrofoil or aircavity people, members and visitors. This is were required to maintain the Site at vessel using the latest space age ma- actually an improved hit rate over the its high level of currency. We are con- terial to use in the Carribean. He previous site location at erols, where cerned about the amount of personal feels that a 50 to 80 passenger craft we were getting about 50 hits per day. time Barney spends; time he could with a 50 to 60 knot capability in As an example of how well this has otherwise spend with his family rough water would rival and take the been received, a hydrofoil enthusiast, rather than glued to a computer place of existing airplane routes at Michael BARANSKI (foiler@in- screen! Therefore we are seeking 1/2 the cost. ternet-australia.com) recently wrote, help for Barney, so he will have more in part: “I wish to congratulate you for of his time at home to do other things becoming an independent new web than webmastering. By this time, Douglas W. Lord - Doug is founder site and keep up this amazing work. many of you will have received an of microSAIL, a small company Your activities have been priceless e-mail message from me in which I working on several new hydrofoil and are fulfilling a vital role for the have elaborated on the tasks for models besides the F3 (see story in hydrofoil community worldwide.” which Barney could use some assis- Summer 2000 NL). Doug studied at tance. the Westlawn School of Yacht De- Not only has Barney Black been very sign. He has filled positions from busy maintaining and upgrading the Again, I must regretfully report that Ship’s Carpenter, Chief electrician, IHS web site, he was motivated to one of our fellow hydrofoilers has de- to managing the Marine Divisions produce an “Extra Summer Newslet- parted this world. Ronald Adler died of Guilford Construction and ter”. All of you should have either a suddenly on 6 June 2000 at his home Thomson Sailcraft while in design hard copy of the “Regular” Summer in Washington, D.C., after a long bout and production of 18 to 60 foot pow- Newsletter which you received with Parkinson’s disease. Please see ered catamarans, sailboats, com- through the regular mail, or down- page 3 for details. As Mark Bebar mercial fishing boats and more. loaded from the IHS Web Site. For wrote when he heard the news, Ron Doug designed and developed sev- those of you who do not have access was unique in his particular field of eral working prototypes and to internet, and would like a hard expertise, and he will be sorely pre-production prototypes of Video copy of the “Extra Summer Newslet- missed. Piloted Helicopters before getting ter”, please write to Ken Spaulding at John Meyer completely into Radio Control Sail- the IHS mail box (Box 51, Cabin boat design and manufacturing. His John, MD, 20818, USA). He will be IHS President company has an interesting web site pleased to send you a copy. (www.microsail.com). Continued on Page 12

Page 2 IHS Autumn 2000 MISO • Rapid deployability design choices illustrated that a (Continued From Page 1 ) HYSWAS may be right when dis- » Sustained speed greater than 30 placement is below 2,500 long tons, open oceans. In situations requiring knots in sea state 5 speed is greater than 35 knots, high their use there could be substantial speed is needed in high sea states, and delays before actual military opera- » 3000 nautical miles unrefueled an endurance of 2,000 nautical miles tions could proceed. The need was range at 30 knots or more is required at high speed. shown for a self-contained, self-de- • Carry advanced mine warfare systems The sensitivity of the design to small ploying ship system capable of trav- (in modules) changes in certain assumptions and eling fast to distant trouble spots in technical parameters was explained. any sea conditions and able to accom- » CH-60s helicopter Nevertheless, it was found that the plish mine clearance quickly upon ar- optimal proportions of buoyant sup- rival. Mr. Galloway made it clear that » Remote Mine Hunting System port and foil support remained close this mission is one for which a to 70% and 30%, respectively, for es- HYSWAS is actually well suited, not » Large Synthetic Aperture Sonar sentially all alternatives studied. It one concocted by technology enthu- was also found that the sum of pay- siasts to provide a false rationale for » Very shallow water detachment load and fuel constituted a fairly con- an interesting project. stant 47% of displacement for all • High survivability Mr. Mark Rice continued the presen- MCM(X) alternatives above a few hundred tons displacement. tation. He is a founder and Principal » Low detectability (signatures) Engineer of Maritime Applied Phys- The characteristics and performance ics Corp. (MAPC), of Annapolis MD, » Special operational concepts of the final 850 Lton MCM(X) and is uniquely qualified, having HYSWAS are: been a pioneer in HYSWAS technol- » Sea state 8 hullborne survivability ogy development and design. (He worked closely with IHS President • Minimal manning John Meyer for many years to bring the 12-ton HYSWAS prototype • High on-station endurance “QUEST” to reality.)[Note: See re- lated article, Winter 99-00 IHS NL, There is an additional objective of p.1. HYSWAS is a hybrid hull form low cost: $30 million or less to ac- quire the hull, machinery and electri- combining buoyancy and dynamic lift Propulsion is provided by a single cal (HM&E) parts of the system. in the foilborne mode.] LM-2500 gas turbine rated at 29,600 Mr. Rice outlined the Navy’s vision Mr. Rice noted that these require- horsepower. It drives a 12-foot pro- for the future mine countermeasures ments were not simply handed down peller yielding a 0.78 propulsive co- platform – the MCM(X) – stating that from OPNAV but were developed efficient. Electric drive was it is to be basically a mother ship car- systematically by an IPT (integrated examined but rejected because of its rying deployable vehicles (some of product team), and he was highly substantially higher weight and lower them unmanned and remotely oper- complimentary of that process and its efficiency compared with mechanical ated) to do the mine countermeasures participants from several Navy orga- drive (roughly 92 percent efficiency work. It must be able to serve as a nizations and a number of companies. versus 97 percent). communications hub for an extended All structure is aluminum. The lower task force, and he noted that it should hull has submarine-like primary load- also be capable of sprinting ahead of One conclusion of the design studies is that a HYSWAS is a niche answer ings, while the upper hull has the nor- its task force to initiate MCM opera- mal surface ship loadings plus a tions as early as possible. The perfor- to specific technical and operational mance objectives include: requirements and not a generally ap- plicable vehicle type. A flow chart of Continued on Next Page

IHS Autumn 2000 Page 3 850 TON HYSWAS IN MEMORIUM - UPDATE: RODRIQUEZ PT20 MANU (Continued From Previous Page) WAI RONALD EDWARD ADLER By Garry Fry (IHS Member) significant wave impact component. onald E. Adler (Class of 1953, The helicopter platform is designed RUS Naval Academy) died sud- s a result of pursuing a child- to accommodate the dynamic loads denly on 6 June 2000, at his Ahood dream of becoming a hy- generated by a CH-60 helicopter. home in Washington, D.C., after a drofoil captain when I grew up I long bout with Parkinson’s disease. have spent the last 5 years intimately He had lived in the Washington, D.C. involved with the purchase, repair The ship is supported on its upper hull area since 1965. and operation of this unique vessel. at speeds below 20 knots and be- Manu Wai was built by theRodriquez comes foilborne above that. It can Ron was born on 20 November 1930, shipyard and delivered to New Zea- launch and recover all of its deploy- grew up in Chicago and Highland land owners Kerridge Odeon Tourist able mission systems while hullborne Park, IL. He served in the Navy for 20 Services commencing service be- except helicopters, for which years, in a career that included five tween Auckland and Waiheke Island foilborne operation is essential to sea tours and four management tours. on 22 June 1964. She was acquired by providing the required steadiness of He developed a special interest in another local operator North Shore the flight deck. systems analysis and operations re- Ferries in 1968 continuing to provide search, focusing on analysis of a commuter service to the residents of anti-submarine and anti-air systems. Mr. Rice closed by outlining the Waiheke Island until December 1973 His final position prior to retirement broad features of the next step when she fell foul of a manning dis- from the Navy in 1973 as a com- planned for HYSWAS development. pute between the owners and the Sea- mander was director of the Ship That will be a follow-on MCM(X) man’s Union and never reentered Characteristics and Weapon Systems project to design a 2,000 ton service. Analysis Division of the Naval Ord- HYSWAS with expanded capabili- nance Systems Command, where he Some time later, Ossie James struck a ties. It will be propelled by two had a special interest in high-speed deal with Dominion Breweries to re- LM-2500 gas turbines (a total of and advanced ships. Prior to that, he turn Manu Wai to commercial service 59,000 horsepower) driving a had been director of the Naval Engi- as a tourist ferry, and in 1989 she was contrarotating propeller. With its neering Office at the Applied Physics completely rebuilt as a luxury corpo- higher PC of about 0.85, the CR pro- Lab, Johns Hopkins University and rate charter boat for use on Auckland peller will lead to some speed im- director of Systems Analysis for the Harbour. Originally a 72 passenger provement and underwater noise Anti-Submarine Warfare Systems ferry, Manu Wai re-emerged modern- reduction, plus lower fuel consump- Project Office. ized and modified with a reduced ca- tion and higher mission payload than pacity of 50 passengers. She was the 850 ton ship. That increased pay- Following retirement, Ron founded extensively modified, including wid- load will include more unmanned Adler Corporation, a firm specializ- ening of the aft deck to add a landing systems and an enhanced capability ing in systems analysis and opera- platform for a small helicopter. Total for onboard helicopter servicing and tions research. cost of rebuild was $1.3m NZ. maintenance. Survivability will also be enhanced. The same speed and en- Surprisingly, Manu Wai saw little use durance as in the 850 ton ship will be Ron served as Vice President of the in her new role and was sold to a com- provided, but in sea state 6 instead of North American Chapter of the IHS pany called the Caret Group whom sea state 5. This work has already be- in 1982 and 1983, and later as Presi- had intended to relocate Manu Wai to gun and is scheduled to be completed dent in 1984. He also served as Chair- the Bay of Islands area as tourist boat November 1, 2001. man of the Interim Council during the in 1993. Northland Port Corporation, 1985 transition of management re- whom had undertaken the 1989/90 sponsibilities of the IHS from Lon- *********** don to North America. Continued on Next Page

Page 4 IHS Autumn 2000 MANU WAI I returned to Sydney, prepared a busi- July 96 and Sept. 97 many things be- (Continued From Previous Page) ness plan to repair and operate Manu yond our control occurred which put Wai on tourist trips on Sydney Har- us way over budget, ultimately hav- rebuild carried out a refit late 1993 bour and surrounding areas, secured a ing a serious effect on our ability as a prior to transfer to Bay of Islands. Un- business partner, formed a company, very small company to keep our Sea flight Cruises and heads above water during the crucial successfully tendered first 12 months of business. Realising for the vessel. Manu that we would be unable to survive on Wai was shipped to walk up trade for the 12 to 18 months, Sydney where repairs we had to cease our operations pre- and the process of re- maturely or wind up going broke. classification com- Consequently, Manu Wai has had lit- menced at my partners tle use since then other than occa- ship repair facility in sional charter work. July 1995. No one to our knowledge had the With the recent death of my business expertise in Australia partner and subsequent loss of access to repair the aft foil so to repair facilities at his shipyard we flew an engineer when sold shortly, Manu Wai will out from Rodriquez have to be sold if I am unable to relo- fortunately, on her delivery voyage whose specialty was foil repair and cate business elsewhere in Australia. Manu Wai was run aground on a mud modifications. He had to do the job I can provide details of a proposed hy- flat whilst foilborne causing consid- under very primitive conditions com- drofoil service which would involve a erable damage to the aft foil, bending pared to what the tailshaft and minor damage to the he would have propellor. After being salvaged, had back in Manu Wai was towed back to NPC at Messina with Whangarei. The insurance company specialised wrote her off and decided to sell her equipment. by tender some 12 months later. Rodriquez were very helpful I had heard about Manu Wai through during the friend and fellow IHS member Mar- whole exercise tin Grimm. To me the damage ap- and the engi- peared much less than I had neer succeeded envisaged and armed with video and in straightening still camera filmed and photographed the foil on the first attempt. To ensure second larger vessel to run alongside the damaged aft foil from every pos- that the foil performed properly he the PT20. sible angle and sent copy of same to was working to an accuracy of quar- Rodriquez for assessment. Rodriquez ter of one degree, returning it to as advised that the aft foil, which had Any entrepreneur, business person/ new specs. been bent to an angle of -3 degrees, hydrofoil enthusiast that may be in- could be straightened although the Manu Wai was relaunched in Sep- terested in helping to set this up as photo’s didn’t show enough detail to tember 1996 and carried her first pas- partnership, joint venture or other ar- allow them to see precisely where the sengers on New Years Eve charter rangement or just to provide feedback foil was bent it would first have to be that year before commencing excur- is invited to contact me at any time. reassembled to the hull and the angle sion trips on Sydney Harbour during (e-mail: [email protected]) measured before the full extent of the 1997. During the transport, repair damage was known. and reclassification process between **********

IHS Autumn 2000 Page 5 RETRACTABLE T-FOIL FITTED ON The T-foil installed on Incat Evolu- vessel’s speed. With its location in the INCAT EVOLUTION 10 WAVEPIERCER tion 10 Millennium has an area of center bow, full access to the T-foil is about 9 sq.m. gained through an inspection hatch. (From Fast Ferry International, The need for anti-fouling on the foil is Now, ten years after the idea was first July-August 2000) eliminated and so too is the need for proposed, a retractable pivoting drydocking should the foil require at- hortly after Incat Tasmania 74m T-foil has been installed on Incat tention. Swavepiercing catamaran, Hover- Evolution 10 wavepiercer Millen- speed Great Britain, entered ser- nium. MDI was responsible for the “Previous bolted T-foils, though ex- vice in 1990 on the Ports mouth - design of the T-foil and Incat contrib- tremely efficient, are exposed to dam- Cherbourg route, some passengers uted the structural modifications age or loss from submerged objects. began complaining about the ride around the center bow. When re- On the new design, hydraulic damp- quality in rough seas. As the winter tracted, the strut of the T-foil is ers are fitted that will absorb energy wore on and the weather worsened, so stowed within a notch down the cen- and allow the foil to pivot upwards in did the number and voracity of the terline of the bow. Two hydraulic the event of a foil strike while de- complaints. A local newspaper even rams lower and raise the T-foil, a ployed.” dubbed the vessel ‘The Vomit third pivots it to change the angle of Incat and MDI recommend that the Comet’. incidence. T-foil should be lowered or raised at One possible modification consid- John Adams of MDI describes the vessel speeds of 20 knots or less. ered at the time was the installation of T-foil as being larger than that fitted However, during trials MDI deployed a T-foil that would be stowed behind on the Boeing Marine Systems Jetfoil and retracted the unit on Millennium the center bow section and lowered 929-115 hydrofoil and roughly the at speeds of up to 44 knots without in- into position as required. In the event, same size as the one on the BMS cident - apart from an initial reduction Incat and Maritime Dynamics Inc. PHM hydrofoil. The strut is approxi- in speed of up to 10 knots as the foil designed and fitted a ride control sys- mately 4.0m long. The foil, which is acts as a water brake. tem utilizing two active trim tabs that about 9 square metres, has a tapered became a standard item on all future leading edge that reduces its width UPDATE ON PLAINVIEW vessels. This was followed by the de- from approximately 2.0m in the cen- velopment of forward pivoting ter to 1.5m at the edges. By Sumi Arima (IHS Member) T-foils fitted with aft flaps. According to MDI, “The foil has a n July of this year I found out that shape that will allow cavitation free Ithe owner of Plainview is Lowell operation well into the 45 knot speed and Nancy Stambaugh range and features MDI’s standard ([email protected]) who trailing edge flaps and inverted-T de- live across the road from where the sign.” The foil area is much the same ship lies. Lowell, at the time, was in as the total of the two foils fitted on Alaska fishing but has been working previous wavepiercers. The weight of on dismantling the ship in his spare the single T-foil with its longer strut time. The naval architects discour- is heavier, but there are significant aged him from converting the ship to operational advantages in having a a cannery tender. retractable unit. As Incat points out, “In seas up to Interested in hydrofoil history, 2.5m it is generally found that the pioneers, photographs? Visit the T-foil is not required. With the T-foil history and photo gallery pages housed in the center bow, fuel con- of the IHS website. sumption plus wear and tear is low- http://www.foils.org. ered and 1.5 knots is added to the

Page 6 IHS Autumn 2000 ALN MONOHULLS ENTER SERVICE termine ship motion without any sta- IN FRANCE AND GREECE bilization appendages, and allow Maritime Dynamics to size exactly its (From Fast Ferry International, system. June 2000) “After naked hull performance opti- he latest two monohulls deliv- mization, some tests were devoted Tered by Alstom Leroux Naval’s to determine the neutral position of yard in Lorient, Corsaire 13000 the T-foil, two aft fins, two fore fins NGV Liamone and Corsaire 12000 and two transom trim tabs, in order Aeolos Express, entered service dur- to minimize their influence on resis- ing May in France and Greece. NGV tance in calm seas. Liamone is the third fast ferry to be introduced by SNCM, the French “Then tests in waves were carried out company has been operating ALN to determine the effect of the passive Corsaire I 1000s NGV Asco and fitting of appendages on motions and NGV Aliso since 1996. Aeolos Ex- accelerations. These tests, and feed press is NEL Lines’ first fast ferry, al- Corsaire 13000 ride control system back from Corsaire 11000s Asco and though ALN is currently building two Tracing the background to the design Aliso, showed the necessity of in- more vessels, a Corsaire 10000 and a of the Corsaire 13000 in a paper given stalling seven stabilization append- Corsaire 14000, that are due to enter at the 16th Fast Ferry International ages of three kinds. service with the company in mid conference, Christian Gaudin of The T-foil uses both incidence and 2001. ALN and Raymond Dussert-Vidalet of SNCM said, “Work performed by flap control. Its mechanism, includ- [Editor’s Note: The FFI article goes DCN Basin d’Essais de Carenes con- ing the rotation axis, is inside the on to describe various aspects of the sisted of evaluating a 1/14th scale ship. The thin shape of the T-foil is Corsaire 13000 vessel; however only model. The resistance, draught, trim optimized from a hydrodynamic the ride control system will be pro- characteristics and seakeeping were point of view and minimizes append- vided here.] investigated. Preliminary tests con- age resistance. sisted of adapting the lines of the “Two pairs of fins, one forward and Corsaire 11000 to another scale and Ride control system the other aft, are installed principally length to beam ratio. to improve course stability, and to sta- Much attention was paid to the ride “These trials quickly showed that bilize roll. These four appendages ro- control system during the develop- predicted hull resistance results satis- tate around a vertical axis. They are ment of the Corsaire 13000 as SNCM fied the shipowner’s speed and driven by an electro-hydraulic mech- plans to operate a year round service seakeeping requirements, with some anism installed inside the ship. on its routes between the south coast minor hull line modifications; a lon- of France and Corsica. “The two transom flaps are used to re- ger waterline length, 120m in place of duce roll or pitch or both movements 115m, decreased vertical accelera- simultaneously. These are installed Studies have shown there is an 80% tions by 20%; and a modified shape flush under the hull bottom close to probability of conditions less than or decreased hull resistance by 6%. the transom. When the ship is travel- equal to 1.5m significant waves and “Several resistance tests were carried ing fast, the flaps work on the free 5.0 second wave periods, a 90% prob- out with a second Corsaire 13000 surface of the water. Hydraulic jacks ability of conditions less than or equal model, investigating several attached to the transom move the to 2.25m significant waves and 6.5 draughts, LCG positions and the in- flaps. second wave periods, and a 95% fluence of different trims. probability of conditions less than or “The ride control computer receives equal to 3.25m significant waves and “Seakeeping behaviour was investi- platform motion data from a central- 7.5 second wave periods. gated at the same time in order to de- Continued on Next Page

IHS Autumn 2000 Page 7 ALN MONOHULLS ENTER SERVICE “The stabilization system works so power depending on heading and IN FRANCE AND GREECE well that the required motion sickness wave spectra.” (Continued From Previous Page) incidence is achieved not only at the center of gravity but also in all pas- The bow foils would be fabricated in ized movement and acceleration ac- senger accommodation spaces.” high strength PT-3V titanium alloy. quisition module, and then gives Morye reports, “The submerged part commands to electro-mechanisms. of the foils, at service speed, is solid The module, located close to the cen- MORYE RELEASES DETAILS OF 30M and without moving parts. The foil is ter of gravity of the ship, contains gy- FOIL ASSISTED CATAMARAN equipped with a weak link, which is ros and accelerometers, which (From Fast Ferry International, designed to break if it hits ground or measure the six components of ship June 2000) floating debris. All foil hinges, bear- motion. ings, hydraulics and feedback acces- orye, the Ukrainian company sories are inside the hull. “An algorithm receives input data Mbased in Feodosia, has re- from the module and return data ap- leased details of a 30m catama- pendage position transmitters. So, af- ran design fitted with T-foils forward ter a real time calculation, it delivers and interceptors aft. Based on hard commands to the electro-hydraulic chine, semi-planing hulls, the vessel would be powered by four MTU 12V 4000 M70 diesels rated at 788 kW at 2,100 rpm. General arrangement of Morye 30m foil assisted catamaran These would drive two fixed pitch propellers via ZF BW 190A and BW 190V gearboxes, to give a calm water “The transom interceptors are de- speed of 45 knots with 21.7 dead- signed with the capacity to fully con- weight tonnes on board when the en- trol the draught of the aft part of gines are operating at 100% vessel at speed exceeding hump maximum continuous rating. The speed, thus giving low resistance and payload includes a 65% fuel capacity good ride control in combination with of 3,850 litres, resulting in a maxi- the forward foils. The interceptors are mum range of approximately 200 also made of PT-3V titanium alloy nautical miles, with a 10% fuel mar- and designed with all hydraulics and gin. mechanisms to ensure the optimal po- NEW DESIGNS FROM ZELENODOLSK sition of the seven appendages at any According to Morye, “The vessel is BUREAU time. For these calculations, the algo- capable of running in foilborne mode, at maximum available engine power, rithm takes into account inertial char- (From Fast Ferry International, June up to 2.0m significant waveheight (or acteristics, speed, wave heading of 2000) the ship and wave height. 2.7m with a 3% probability) with rms acceleration values, distributed over etails have been revealed of five “As model test seakeeping results the 1/3 octave frequency range, be- Dfast ferry designs from Russia’s were very good for sea states 4 and 5, low the two hour limit of ISO Zelenodolsk Design Marine and the shipowner’s requirements 2631/3-85 requirements. Bureau. Two, the Star of the East and were easily met without stabilization, the Izumrud-M, are fully submerged the contractual tests focused on sea hydrofoils. The others are a Passat-M “Above 2.0m significant wave- state 5 (Irregular Jonswap wave spec- catamaran, a Katran catamaran hy- heights (or 2.7m with 3% probabil- trum having a significant waveheight drofoil and a Vega air cavity mono- of 3.25m and a wave period of maxi- ity), the vessel is capable of running mum energy of 7.5 second period). in hullborne mode with reduced Continued on Next Page

Page 8 IHS Autumn 2000 DESIGNS FROM ZELENODOLSK cades. Both fast ferries and conven- Last July, MFD placed its first con- (Continued From Previous Page ) tional ferries have been involved. As tract for new tonnage when it ordered a result of recent mergers and acquisi- one Austal Auto Express 92 and two hull. All would have welded tions, familiar companies have disap- Austal Auto Express 72 catamarans aluminum alloy hulls and would be peared, ships have been renamed and that were to be delivered within 12 powered by diesel engines and schedules have been consolidated. months. waterjets. The foils on three of the vessels would be fabricated in tita- Minoan Flying Dolphins At around the same time, the com- pany acquired Goutos Lines, which nium alloy. Referring to the Vega, Most of the developments are the re- operated an FBM TriCat 45m cata- Zelenodolsk says, “The air cavity and sult of an aggressive growth policy maran and two conventional vessels ventilated waterjets allow reductions initiated by one company, Minoan between Rafina and the is- in fuel consumption, noise and vibra- Flying Dolphins. MFD itself is less lands. This gave MFD a presence at tion levels.” than two years old, having been the newest port being developed for formed towards the end of 1998 by the Athens region and put the com- the merger of Minoan Lines High pany into direct competition with two Speed and Ceres Flying Dolphins. Westamaran 4200 catamarans oper- Minoan contributed a single Royal ated by Strintzis Lines. Schelde CAT 70HL passenger/car Then, during the final quarter of catamaran and a conventional ferry to 1999, MFD acquired another dozen the fleet. Ceres contributed 22 companies who operated a total of 33 Kometa hydrofoils, four Kolkhida conventional ferries. One of the com- hydrofoils, three Rodriquez RHS panies, Agapitos Lines, was also leas- 160F hydrofoils, a Kvaerner ing an FBM Marine TriCat 53m Fjellstrand Flying Cat 40m catama- catamaran. ran and an Austal Ships 49m catama- ran. The companies’ combined traffic At the beginning of this year, MFD during 1998 totaled 2,350,000 pas- purchased a 46% share in Aktoploiki sengers. Maritime. Apart from Aktoploiki Maritime, which continues to trade as GA Ferries, MFD’s fleet of conven- tional ships appeared from winter re- fit in the colours of Hellas Ferries and Zelenodolsk Design Bureau Katran Saronikos Lines. hydrofoil (top), Star of the East fully submerged hydrofoil (middle), However, the two fast ferries taken Izumrud-M fully submerged hydrofoil over from Goutos Lines and Agapitos (bottom) Lines have been absorbed into the Kometa hydrofoils are the backbone NEW VESSELS AND NEW COLOURS Minoan Flying Dolphins fleet, and of the Minoan Flying Dolphins fleet IN GREEK WATERS renamed Flyingcat 3 and Flyingcat 4. The original Flying Dolphin fleet has also been renamed. (From Fast Ferry International, Ceres had operated hydrofoil services June 2000) from the Athenian ports of MFD continues to operate Kometa and Zea to the Argosaronic Gulf for hydrofoils, and occasionally one or he Piraeus waterfront looks a lot more than 20 years and throughout two Kolkhida hydrofoils, on four Tdifferent these days. In less than the region of northeastern routes from Piraeus. two years, the domestic ferry Greece for more than ten years. Both scene in Greece has undergone its companies were also recent entrants biggest change in more than two de- to the Cyclades islands market. **********

IHS Autumn 2000 Page 9 SAILOR’S PAGE Editor: Sam Bradfield

ON RETROFITTING HYDRO- Recently I told Dick Newick, a well With completely retractable ama FOILS TO RACER/CRUISER respected long time friend, that what mounted foils, Echo’s nineteen inch SAILING BOATS I’d really like to do as the next step to- hull draft means easy beaching for ward developing the ocean capable maintenance, also shallow harbor ac- By Sam Bradfield racer/cruiser trimaran is to see if we cess. The retractable foil installation t HydroSail, Inc we get fairly could do a successful retrofit to a re- permits passing safely over two foot Afrequent requests for informa- ally well designed 40 footer like one deep reefs or taking advantage of two tion regarding hydrofoil retro- of his. In a sort of “put your money foot tides in the tropics to beach the fits for racer/cruiser in the where your mouth is” challenge he boat for maintenance. Fully ex- 25 to 55ft range. (And I see similar re- generously sent me a package of tech- tended, the lee daggerboard provides quests for info in the letters to the edi- nical information on two of his boats total sideforce holding capability for tor section of the News Letter. ) As a in that size group. After saying Geez! windward work. result, we’ve done several feasibility I’ve done it again! I said: well, I might as well have a go at this and I warmed [Editor’s Note: “ama” is multihull studies on racer/cruisers in the 25 to lingo for the outer hulls or floats of a 40 ft range. The result? Yeah, retrofit- up the computer and headed out ... computer sailing and optimizing a trimaran sailboat. It’s polynesian ting for flying appears feasible given derivation. Those outer hulls are also certain inherent design qualities of lifting foil system for Dicks’ ECHO during February, March, and April frequently called outriggers, spon- the subject boat. However, no takers sons, etc.] so far. I think most people don’t real- 2000 in my spare time. The result was ize how expensive it’s going to be be- a feasibility study of retrofitting cause I think most people don’t ECHO as a flying hydrofoil sailboat. realize that you can’t just slap 2 or 3 Following, is a summary of results of lifting foils on a sailboat, especially a that study. big sailboat, and turn it into a success- ful flying hydrofoil. MULTIHULL DESIGNS - There haven’t been many successful Dick Newick’s Echo II Retrofitted ocean capable flying hydrofoils un- with HydroSail, Inc.’s Hydrofoils der sail. Most IHS readers are famil- By Sam Bradfield and Dick Newick iar with the Navy’s Monitor, Dave Keiper’s Williwaw, and Taberly’s Paul Ricard, and, of course, the Dick Newick’s Echo 11 Series of per- French Hydroptere looms on the hori- formance trimarans is ideally suited zon. The only one in this size group for hydrofoil supercharging. Sam currently flyable (that I know of) is Bradfield’s hydrofoil system has HydroSail’s 25ft EIFO and we de- emerged from ten years of develop- signed her as a coastal racing day ment and on-the-water testing and LOA: 36’ 6”; BEAM: 30 Ft sailer around the buoys and along racing; 16 ft RAVEin sheltered water SAIL AREA: 600 Ft^2 shore ... not a racer/cruiser. She’s only and 25 ft EIFO in coastal waters. DISPLACEMENT: 5,600 lbs. 25 ft because that’s all I could afford to spend on a developmental project. She was successful in her role. But Now we’re ready to take the last step The ama mounted foil eliminates the she came in so grossly over design on to the open ocean with a need for a main hull daggerboard in- weight she approximates a one tonner racer/cruiser. And, with Dick’s en- stallation and significantly increases racer/cruiser in that respect. Natu- dorsement, we think Echo 11 is an available mainhull space. Newick rally, she whetted my appetite for a ideal vehicle to equip with our foil Continued on Next Page bigger boat project to work on. system.

Page 10 IHS Autumn 2000 crash boxes are installed in the amas able sailing to windward by sharing conventional rudder/dagger foil sys- to prevent serious grounding damage. the load with ama and hull. tem. The transom mounted retractable [Editor’s Note: “aka” is known as a rudder foil swings up if struck. An 8 crossbeam] to 10 HP long shaft four cycle out- Newick recommends fiberglass board motor will give over seven With both main foils extended, Echo sheathed strip planked hull construc- knots in a calm with a minimum of flies on beam reaching headings tion as giving the best combination of weight, noise, and vibration with no when the wind speed exceeds 10 kts. strong, moderate cost durable con- drag when not in use. A 25 HP long As the windspeed increases, so does struction. However, the more highly shaft will permit foilborne powering the flight heading range until, with a stressed elements of the flying hydro- at 15 to 20 knots in a calm! windspeed of 20 knots, she’s flying foil system require the strategic use of all the way from 50 degrees heading carbon fiber reinforcement. Echo’s ample aka clearance ensures to 160 degrees. She’ll be most com- the absence of wave slam with this fortable flying in the 20 to 30 knot Editor’s Note: Dick, as a pioneer in boat. And the narrow waterline beam boatspeed range in the 12 to 18 knot US (actually worldwide, I would say) is the secret to easy motion in waves, windspeed range. With Echo’s rig, modern sailing trimaran develop- especially to windward. The lifting she won’t be at full power at the top of ment, introduced some of the polyne- foils put the final touch on comfort- this sea breeze speed range. She’ll sian terminology into the trimaran have the capabil- lingo: ama: outrigger; aka: cross- ity of doing 30 to beam; vaka: main hull, were three 35 knots at 105 to words he borrowed in giving the 125 degrees to the polynesians just due for their early wind. But you development of the sailing multihull may not want to genre. take her there ... ********* unless you’re a hell-for-leather The second annual RAVE Nationals racer. It’s scary is being held in October 2000 in up there ... at Florida. Between 20 and 25 hydrofoil least, for me it is! sailboats are expected on the starting line. It’s still the only hydrofoil class I think of the ex- sailboat racing event in the world, so pense of retrofit- far as I know. ting Echo to fly as replacing one ********* main hull daggerboard and one standard rud- Czech Sailing Hydrofoil - See a der and steering short note on the website about a front control system steering home built effort that might with two daggers, help inspire some amateur building in a long rudder and this country. There are several pix rudder box, three there. Reminds Sam Bradfield of lifters and a foil some of his and some of his student’s control system. efforts in the 1970’s. It shows what The cost will be a you can do part time and without minimum of spending a lot of money if you’re in- 1-1/2 to 2 times terested in foiling. See: http://www.cks-precision.ltd.uk/ihs/ “KUPAPA” 36 FOOT ECHO I IN NEW ZEALAND the expense of the dactylop.htm

IHS Autumn 2000 Page 11 WELCOME NEW MEMBERS TRASMEDITERRANEA’S JETFOILS two 929-115s were replaced in (Continued From Page 2) 1990-1991 by Jetfoil 929-117s Princesa Dacil and Princesa Teguise, Barry Steele - Barry is an electrical (From Fast Ferry International, which were built under license by controls engineer currently attend- July-August 2000) Kawasaki Heavy Industries. ing Clemson University, South July 2000 marks the 20th anniversary The operator estimates that the five Carolina to obtain a mechanical en- of Trasmediterranea’s first Jetfoil vessels have carried over 9 million gineering degree. He has built sev- fully submerged hydrofoil service. passengers on more than 60,000 eral boats (30 ft), but his next two On August 7 1980, a leased Boeing crossings and travelled a distance of are to be fully submerged hydro- Marine Systems Jetfoil 929-100 approximately 3.3 million miles. The foils. The first, a personal watercraft Princesa Voladora,was introduced on two 929-117s face an uncertain future with manual, 3-axis aircraft-like a route in the Canary Islands between in the Canary Islands however. With controls. The second, to be a modi- Las Palmas, Gran Canaria, and Santa Naviera Armas having introduced a fied aluminum pontoon boat with Cruz, Tenerife. Rodriquez TMV 114 Aquastrada fully automated controls. Barry’s monohull this summer only hands-on experience with hy- on both Jetfoil routes and drofoils are with the SkySki and Fred Olsen operating two Stevenson’s Sportfoil. He feels that Incat 96m wavepiercers it is so similar to his flying & hang between Tenerife and gliding interests that he’s hooked. Gran Canaria, Trasmedi- He commented “that much of the terranea has publicly experience at the IHS is in the ton- questioned whether a nage range, while much of the inter- passenger only fast ferry est is in the “pleasurecraft” sizes. service can survive for (After all, these are much more fun much longer. to build and test.... and certainly eas- ier to fund.)” JETFOIL operating in Canary Islands ******** This was replaced the following year Disclaimer by a pair of BMS Jetfoil 929-115s, Princesa Guacimara and Princesa IHS chooses articles and photos for potential interest to IHS NEW BENEFIT Guayarmia, and in 1987 a second members, but does not endorse route was introduced between Las IHS provides a free link from products or necessarily agree with the IHS website to members’ per- Palmas and Morro Jable, the authors’ opinions or claims. sonal and/or corporate site. To re- Fuerteventura. Trasmediterranea’s quest your link, contact Barney C. Black, IHS Home Page Editor at IHS BOARD OF DIRECTORS [email protected]. 1998-2001 1999-2002 2000-2003

Stephen Duich Jerry Gore Mark R. Bebar IHS OFFICERS 2000 - 2001 John Meyer President Frank Peterson Jim King William Hockberger Mark Bebar Vice President John R. Meyer Ken Spaulding George Jenkins

George Jenkins Treasurer Peter Squicciarini Mike Perschbacher Ralph Paterson, Jr. Ken Spaulding Secretary

Page 12 IHS Autumn 2000 LETTERS TO THE EDITOR

Mexican Hydrofoil History... cussed designing aft facing feelers, which we Two Hydrofoils in Europe... facetiously called “regrettors” but never de- [20 Sep 00]Does anyone have any idea what signed. After Marine Systems folded, John [18 Sep 00] I have 2 hydrofoils for sale for happened to the couple of Rodriquez hydro- Gill joined Jim Wynne, and they did build a export to the US or to remain in Europe. If I foils that were sold (?) in Mexico in the early submerged foil boat with “regretters” which, may place an notice at your website it may 80s, NICTE-HA and XEL-HA? Ever seen to the best of my knowledge worked well. save these rare birds — Steve Canning any pics of them there, operational or other- Unfortunately now both John and Jim are ([email protected]) wise? Tim Timoleon, Editor, Classic Fast dead so I doubt at this time that I can dig up Ferries ([email protected]) website: Indonesia Hydrofoil Info Wanted... any data. Also, Gordon Baker made some ex- http://go.to/classicfastferries. periments with “regretters;” perhaps you can [16 Sep 00] When I was a kid growing up in Foil Kits For Hobie 21... get some data from Neil Lien. About 1956 the jungle oil camps of Sumatra Indonesia Miami Ship built the CIGAR for which you during the 1950s and early 1960s I vividly re- [19 Sep 00] : Do you know of any foils avail- have a story in your files by me and Bob member the excitement of traveling across able for add-on to a Hobie 21? — Greg Johnston. The Cigar had two incidence con- the Strait of Malaca from Indonesia to Singa- ([email protected]) trolled submerged foils on two splayed struts pore on board a modern (for the time) passen- forward and a single submerged foil aft at- ger hydrofoil called the LUMBA LUMBA Response... tached to an extended shaft outboard engine. (which is the Indonesian word for the grey [19 Sep 00] The most recent person to tackle The craft was provided with a single surface dolphin in the area). I am trying to obtain any the project of providing add-on hydrofoil kits feeler forward for altitude sensing and the pi- information I can on this wonderful vessel. commercially was Dave Keiper, but unfortu- lot was provided with a joy-stick to modulate Perhaps it is even still in service somewhere. nately he died before he could get his design the feeler signal for elevation and to which he I was in a model shop in London maybe 10 into production. His website is still up at could provide differential incidence control years ago and saw a kit for the LUMBA http://www.wingo.com/~dakh/index.html. of the forward foils for banking. Foot pedals LUMBA. I wish I had purchased it. Any in- Dave Carlson worked closely with Keiper to were provided for steering. The Hook formation would be appreciated...and will help debug the design and specify details Jockeys did control altitude with pilot over- help bring back fond memories. — Rob suitable for production. I don’t know if he in- ride but not pitch or roll; roll was done by the Briggs, Atlanta, GA, USA tends to go the next step of producing kits for seat of your pants and pitch was a function of ([email protected]) sale or not. In any case, his website URL is: speed. I do not think the ICARUS Jockeys Response... http://members.nbci.com/catcobbler/ and I were too widely spaced, but when scaled up suggest you contact him to pursue the idea to HALOBATES they were obviously too [16 Aug 00] Thanks for your most interesting further. — Barney C. Black cumbersome. We knew this from the start but inquiry, but LUMBA LUMBA on the Indo- ([email protected]) installed the feeler/incidence controlled sys- nesia/Singapore route is a new one on me. I tem while developing an electronic autopilot will post this on our website and also forward More on Feeler Arms... with zero spatial anticipation and a coordi- it to several of the “old timers” in our mem- [19 Sep 00] Relative to the postings by nated turn and bank that worked very well on bership in the hopes that someone will know Lochner, Grimm and Dixon, I am sorry that HALOBATES & DUKW. The system was something about that vessel. You should my files are so deeply buried in my attic or later further developed by Marine Systems browse through the photo gallery section of mini-warehouse that it would take a search Corp. for ENTERPRISE. If you do use a me- our website to see if you recognize the model team to find them. However, I will offer a few chanical control system with surface feelers, from any of our photos. Also, Janes used to comments off the top on my head. While I highly recommend that you control flaps publish an annual or biannual directory working as liaison between Hook and the and not incidence of the foil. — Jean E. “Janes Surface Skimmers” dating back to Navy we, at Miami Ship, used the Gibbs and Buhler, Naval Architect/Marine Consultant, 1968; with many photos and descriptions, or- Cox term “spatial anticipation” for distance 5169 S.W. 71 Place; Miami, FL 33155, ganized by country of manufacture. A library between the Hook “Jockey”, or surface phone: (305) 667-8385 or old book shop may have an early edition, feeler, and the forward foil center of lift. Be- or they occasionally go up for auction on cause of the potential hazard of forward Continued on Next Page reaching anticipators we frequently dis-

IHS Autumn 2000 Page 13 LETTERS TO THE EDITOR [email protected], Siemens Busi- hydrofoils, which operated between Sydney (Continued From Previous Page ) ness Services, GmbH & Co. OHG, Siemens and Manly from 1965 to 1991 before being IT Service, Headquarters/Zentrale replaced by Incat Jetcats. MANU WAI (now www.Ebay.com. I looked in the 1969/70 edi- Funktionen, Escalation Management; Tel.: offered for sale after extensive renovations tion and did not see this vessel by name, but (+49) 0 30/386-41392; Fax.: (+49) 0 and repair of grounding damage) was you might recognize the type from photos. 30/386-44326; Mobile.:(+49) 0 shipped as deck cargo from Auckland NZ af- For example, the Supramar PT-20 type was 170/7945543, website: ter our purchase. popular in the oil industry dating back as far http://intranet.its.siemens.com/em-kdz.htm. as 1957. You could also contact the Classic MANLY, Hitachi Zosen PT20 (1965) Composite Foils Available... Fast Ferries website. The Fast Ferry Interna- FAIRLIGHT, Rodriquez PT50 (1966) tional Database of 1995 lists a LUMBA I am an enthusiast boat builder/sailor in Perth LUMBA being operated by the Pulau Seribu Western Australia. I have some info that DEE WHY, Rodriquez PT50 (1970) Marine Resort in Indonesia, but this is a maybe could be posted on your website. I CURL CURL Rodriquez RHS140 (1973) monohull built by Yamaha in 1989. As for have produced a moulded hydrofoil section models, there is a secondary market for old for sailing or other which can be fit- PALM BEACH [ex-PATANE], Rodriquez model kits, so it may be possible to find one. ted in whatever configuration. It is a NACA PT50 (1969/1976) Occasionally they go up for sale on Ebay, 63412 120mm x 14mm x 1.8m. The section is LONG REEF [ex-FRECCIA del MER- though in 2+ years of monitoring this site for hollow with a sandwich stringer. Manufac- GELLINA], Rodriquez PT50 (1968/ 1978) hydrofoil-related items I have never seen a tured from pre preg carbon, a 1.8m length kit specifically of LUMBA LUMBA. — Bar- weighs just 1kg. The laminate can be altered MANLY, Rodriquez RHS160F (1984) ney C. Black ([email protected]) to suit if strength is a high priority. I am fitting SYDNEY, Rodriquez RHS160F (1985) Remembering the ALBATROSS... the foils to an International Moth class din- ghy in a unique configuration There was LONG REEF, CURL CURL, MANLY, and [9 Sep 00] When I was a kid, my dad was hy- never any great intent to sell these as they SYDNEY survived until 1991 and were drofoil operations manager for the Wilson were really just for this project. Since I have taken back to Italy by Rodriquez to be resold Line in Washington DC. He was able to talk come this far I might as well test the water or leased in the Mediterannean by various op- management into moving one of the boats to and see if there is any interest. They would erators. CURL CURL was renamed SPARGI Crisfield MD to run tourist to and from Smith cost $360 Australian per 1.8m length plus and is now on the market for US$500 000. and Tangier Islands in the Chesapeake Bay. I freight, which I can arrange. If there is any- Both RHS160Fs are in service to the best of have a few photos and one brochure (also an one interested in discussing my design, I my knowledge, I am unsure of LONG 8 mm film) The boat was a pretty popular at- would welcome this also. — John Ilett REEF’s current status. — Garry Fry traction in the area, and the cruises were usu- ([email protected]) ([email protected]) ally full. I seem to remember, though, that the A Test Engineer Finds the IHS Website... boat was a little under powered and would Russian Hydrofoil Summary Data... not ‘lift’ loaded into a stiff breeze. I was on I was there when we laid the keels for PHM [8 Sep 00] I put pictures (and production one boat in 1983 in Miami. I heard something boat 2 through boat 6, worked on all func- years) of ALL Russian-made commercial about a mobile bank for Key Biscayne tional tests, for all systems. I have not read hydrofoils on my web page at http:// (sounds familiar). I enjoyed your articles. your page completely; I will do it later. I will www.geocities.com/matveev.geo/hf.html — —Skip Lilliston ([email protected]) also call a few of the test people and engi- Konstantin Matveev; email address: neers to let them know about your site. — DUKW Hunting... ([email protected]) Charles A. Stearns, Boeing Marine Systems [8 Sep 00] I am seeking to buy DUKWs, (retired) ([email protected]) Hydrofoil??... GMC World War 2 era Amphibian (G353/G501) nicknamed the “Duck” to use Sydney Harbor Hydrofoils... [8 Sep 00] I have a couple of questions that your page does not answer. I’ve lived in in Berlin, Germany! Also need documenta- [8 Sep 00] A total of 7 hydrofoils operated on Hong Kong, and I’ve seen the hydrofoil fer- tion: operation and maintenance, emergency Sydney Harbour over 26 years, as listed be- ries, they looked pretty big (at least 500 field maintenance manuals for service and low. The LONG REEF, CURL CURL, and repair. — Rolf Brill email address: SYDNEY were part of State Transit’s fleet of Continued on Next Page

Page 14 IHS Autumn 2000 LETTERS TO THE EDITOR page, it came by surprise to find out the news and IHS Member). They have been most (Continued From Previous Page ) about the new passenger hydrofoil “Jetfoil” helpful in helping me to assess the basic de- operating between Florida and sign constraints required. Based on their cor- tonnes) to me. Yet somewhere on the IHS Is. Does that mean hydrofoils have been re- respondence, I would first like to pursue the page, it says those only weigh 35 tons. So I’m vived in USA as the ultimate means of trans- construction of a hydraulically retractable wondering if you know their displacement, port or perhaps just lucky “one off” surface piercing (shallow draft) hydrofoil. and whether or not there had been a missing commercial operation? How does the public zero. With the current technology (composite in US feel about recreational hydrofoil ver- The prototype craft is to be in the 20 foot (6 material, new turbine engine, etc.), what is sions of RAVE and TRIFOILER? — meter) range with a displacement of 2500 to the maximum speed, weight and range for an Michael Baranski. Email address: 3000 lbs. (1150 kilograms to 1350 kilo- hydrofoil? And what will the fuel economy ([email protected]) grams). I believe this to be the standard dis- of this ship be like, e.g. how many passengers placement for this size of craft. Target speed can it take? (in other words, is it possible to Student Hydrofoil Project... to be 50 knots. Power to come from an I/O ar- build a 1000-tonne ship with max. speed of rangement with a standard V-8 gasoline mo- [31 Aug 00] I am doing my Mech Eng. final 60 knots that can go for 500 miles at 40 knots, tor generating approximately 300 hp (223.8 year from V.I.T. under Pune Univ. As a part of and the ticket still cost half those of a jetliner? kW). Engine may be further modified to in- curriculum, we have to present a seminar. I — Kenneth Chan crease output. Leg to be a modified unit with am very much interested in “Hydrodynam- ([email protected]) a “Vari-Prop” pitch adjustable prop. Ride ics” so I selected my topic as “Hydrofoils”. height is as of yet undetermined. I have not Response... So could you please e-mail me the detailed purchased the boat yet. info about Hydrodynamics giving stress on [8 Sep 00] Maybe the hydrofoil ferries you basics, mathematical relations, etc.? — I am hoping to construct a two piece inter- saw looked big, but they weren’t 500 tons. Suraaj Doshi locking foil arrangement that could hydrauli- The largest hydrofoils to date were the Rus- ([email protected]) cally split for the purpose of retraction. Time sian military built BABOCHKA at 400 + line is (10) months to construction. Among tons, and the US Navy-built PLAINVIEW at West Palm Beach FL to Freeport, Grand these design criterion is foil selection. I was 315 tons (long time out of commission). On Bahama by Hydrofoil... referred to you by Professor Kinnas (Univer- the other hand, 35 tons would be a very small [29 Aug 00] For all of you that are interested sity of Texas at Austin, Department of Civil hydrofoil. Youprobably saw the Boeing built in riding a Boeing Built Jetfoil. We operate Engineering, Ocean Engineering Studies). I Jetfoil, which is about 100 tons. There are between West Palm Beach, Florida and presently have little knowledge of the phys- pictures on the IHS web site Photo Gallery. Freeport, Grand Bahama. Our operation is al- ics involved in foil selection. Any assistance As to 1000 tons? That would take some doing most a year old and reception to this “unique” would be gratefully accepted. — Wayne and a VERY large investment. Also it would type of marine transportation has been fairly Gillespie ([email protected]) be more state of the art to stay with 50 knots good. After our annual drydocking we are and under. The 500 n miles at 40 knots should Response... looking forward to a very successful second be no problem with hydrofoils 150 tons and year and we invite everyone to come fly with [29 Aug 00] Regarding hydrofoil sections, I up. Range is tied to payload or passengers us to the Bahamas. Please see like the NACA 16-series hydrofoils because carried, and one would have to set up a calcu- http://www.seajets.com for more informa- they provide good cavitation resistance, lation to figure this all out. — John Meyer tion or email me. — Andrew Pisani which you will need at 50 knots. As design ([email protected]) ([email protected]); Director of speed increases, the hydrofoil thick- About the New Website... Maintenance, Seajets Inc. ness/chord ratio and lift coefficient must re- ([email protected]) duce to prevent cavitation. I used a NACA [8 Sep 00] I wish to congratulate you for be- 16-510 hydrofoil section for surface piercing coming an independent new web site and Which Foil Section is Best... hydrofoils developed in the 1950’s, which keep up this amazing work. Your activities [29 Aug 00] I wish to construct a few recre- had a max speed of 46 mph with the 65 hp have been priceless and are fulfilling a vital ational dynamically supported pleasure craft. outboard I was using at the time. You might role for the hydrofoil community worldwide. I have been conversing with Mr. Larson (an want to read my article on hydrofoil boats in When browsing your IHS announcement IHS member) and Mr. Mattveev (Cal Tech Continued on Next Page

IHS Autumn 2000 Page 15 LETTERS TO THE EDITOR references on beams and structural strength. been engaged in a number of interviews with (Continued From Previous Page ) You might re-contact IHS to see if he has a surviving members, and archival research. list of references on hydrofoil design, and if One of the people instrumental in us getting the pioneer section of the International Hy- they know of any sources of extrusions. Also, these boats was the designer a Mr. Dair N. drofoil Society Web Pages. An excellent you could contact Alcoa for their list of exist- Long, a naval architect at the University of source for other hydrofoil cross sections is in ing dies and the cost of new dies. I think that Michigan. He designed what were known as the book “Airfoil Design and Data” by Rich- there are many hydrofoil enthusiasts who Miami boats which were built by the Miami ard Eppler, published by Springer-Verlag, would like to buy extrusions. You might ask Shipbuilding Company (MSC). I wonder if it 1990. — Tom Lang ([email protected]) IHS about references concerning ventilation. would be possible for you to tell me anything Follow Up... Also, it would be helpful to join the IHS; the about this gentleman, more about the com- special student cost is very low. My experi- pany and if there are any relevant documents [8 Sep 00] Thank you very much for the in- ence showed that ventilation occurred when available. — Guy Ellis put. I suppose that I will have to find a sup- angle of attack increased around two-to-three ([email protected]) website: plier/method of production for the foil(s). degrees above the design angle at a 30 deg di- http://www.dynagen.co.za/eugene/guy.html How are the actual; dimensions obtained? hedral, more with a higher dihedral, and less Are there on line resources available to this with a lower dihedral. Much depends on the Response... end? Distance between supports will have to accuracy of the hydrofoil nose region. Venti- [9 Sep 00] My father worked at MSC around be determined as well. I have visited the Uni- lation occurs when the hydrofoil boundary 1939-41 when the USA entered World War versity of Texas at Austin pages and found an layer separates near the nose on the upper II. They were building and repairing ASRs interactive applet design page that models side, and air fills the separated region, gener- then for the European arena. We attended a relative lift and drag ratios of given foil di- ally superventilating the entire foil section party when MSC went out of business as that mensions. Most interesting. I however pres- downward for several inches; the result is the company, the current owner, Mr. Brown was ently lack the understanding of the data to sudden loss of all lift in the supervented re- there. If you’re interested, My father has interpolate. Do you know the approximate gion. Sharp nose sections ventilate sooner many stories about the times back then. You cost of dies for aluminum extrusion? Are than airfoil noses. Fences can be used to stop can contact him at the following address (or there any points of interest in the production ventilation at intervals, but add some drag. — c/o my email address): Dick Besola, Sr., tel: end of foil extrusion that you have learned Tom Lang ([email protected]) 305-891-5942, fax: 305-891-2116, — 1570 through your experience? I will endeavour to NE 141 Street, N. Miami, FL 33161 — Dick obtain the referenced book. You mentioned Miami Shipbuilding History... Besola, Jr. ([email protected]) that a 1.5 deg twist in the foil of your kit al- [18 Aug 00] I write, edit and publish and an- lowed the craft to lean into the turn by allow- nual historical magazine for the Friends of Sea Wing Hydofoil Kit Questions... ing the inner foil (on the turn) to ventilate the South African Air Force Museum. Last first. Can you elaborate on the process in- [7 Oct 00] I have a Grumman SEA WINGS year one of the articles I wrote was on the volved that cause this to happen? Conversely, hydrofoil kit, and a small tin (aluminum) boat SAAF crash boats/rescue boats. From that an it there is information within existing refer- which is suitable for installing the kit on. Still interest arose on researching the full history ence texts, I would be most grateful if you need a motor, finding a long shaft OB of the of the Motor Boat Unit. To this end I have might simply direct me in the appropriate di- proper horsepower CHEAP isn’t easy. Does rection. — Wayne Gillespie anyone have more information, experience ([email protected]) Letters To the Editor allows with the SEA WINGS kit? Can I safely ex- hydrofoilers to ask for or provide infor- ceed the rated power/speed of the kit? i.e., 55 Response... mation, to exchange ideas, and to inform HP.Anyone done one of these installations? I the readership of interesting develop- know it’s been a long time since these were [8 Sep 00] You might want to consider mak- ments. More correspondence is pub- manufactured, but the kit is complete, and I ing composite hydrofoils; however, extru- lished in the Posted Messages and have a copy of the installation manual. -- Pe- sions are easier to work with. The foil cross Frequently Asked Questions (FAQ) ter Jacobs ([email protected]) sectional dimensions are available from the section of the IHS internet web site at Eppler book, or in the case of NACA sections http://www.foils.org/. All are invited to from the Dover book by Abbott et al, “The- participate. Opinions expressed are *********** ory of Wing Sections”. The Marks Handbook those of the authors, not of IHS. on Mechanical Engineering is one of many

Page 16 IHS Autumn 2000 EXTRA FOR THE ELECTRONIC EDITION

LETTERS TO THE EDITOR (Continued From Previous Page )

MDI’s T-Foil

In the current newsletter, there's an article about MDI's retractable T-foil for Incat, with most of the historical information coming from Fast Ferry International, and some information from John Adams here at MDI. I would like to add a few state- ments on a more personal plane.

The original 74m wave piercer ride control system was basically as stated in the newsletter (as an excerpt from Fast Ferry International) except- the first 4 square meter pivoting T-foils with flaps (1 per hull) were designed at that time as well (not the center mounted retractable). I know because I did the 3D CAD integration of the concept, and came up with some interesting features of the 4 sq M foil actuation mechanisms myself. Most of these features are still in use today, some were a learning curve.

The previous pioneering ROCS for a non-SES vessel was a smaller foil stabi- lized catamaran, CONDOR 9, which had hull mounted fins.

The T-Foil idea was originally pushed very hard by a 'staunch' engineer (who would NOT let go of it...) from the UK- Lionel Frampton of Marine and General Engi- neering, Ltd. UK. Without Lionel's persistence, the foils may have taken a much dif- ferent tack indeed, and I feel he should receive some acknowledgement for the prevalence of the T-foil today.

I also worked on the Corsaire 11000, 12000, and 13000 designs, actually build- ing two model scale T-foils and integrating them in the tank model at David Taylor Research Center (DTRC), in what I believe was the first tank testing of an active ride control system of this type. It was, in fact, the 1/14th scale model referenced in the ar- ticle (paper given by Christian Gaudin of ALN and Raymond Dussert-Vidalet of SNCM at the 16th Fast Ferry International conference). I also designed the integra- tion of the trim tabs and roll fins for these model tests. The model T-foils are still being used for various tests.

It was pretty exciting to see them in the IHS newsletter!

Rick Loheed, Project Engineer-Mechanical Maritime Dynamics, Inc. Ph: 1-301-863-5499; Fx: 1-301-863-0254 [email protected]

IHS Autumn 2000 Page 17 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer Winter 2000-2001 Sailing Editor: Martin Grimm GERMAN JETFOILS IN WHERE ARE YOU IN FLORIDA CYBERSPACE?! IHS relies on electronic communi- By Christian Eckardt and Tim Timoleon cation with the members to improve time- liness and reduce mailing costs. If your [The following was extracted from a comprehensive article appear- email address changes... let us know! ing in the December 2000-January 2001 issue of Classic Fast Ferries (http://classicfast-f.homepage.dk/)] 2001 DUES ARE DUE

Some History IHS Membership is still only US$20 per calendar year (US$2.50 for pair of Boeing 929-115 Jetfoil hydrofoils previously oper- students). Your renewal or new member- Aated across the English Channel, between Oostende and ship is critical. Please remit 2001 dues as Ramsgate, by Belgian operator Regie voor Maritiem Trans- soon as possible. We regret that high bank port (RMT) have taken a new lease of life in the United States. fees make it impractical for IHS to accept Well, at least one of them has; the other remains inactive for the payment by credit card or a check drawn time being. The craft, both of which originated in the USA, ar- on a non-US bank, or by other than US rived in Florida in July 2000, at which point they had not seen funds. Overseas members with no easy way to send US funds, are advised to send regular service for more than two years. money order to IHS or US Dollars cash. The first of the Belgian Jetfoils, Princesse Clementine, was launched at the Boeing Marine Systems Renton, Washington INSIDE THIS ISSUE plant at the beginning of 1981 and inaugurated the new - President’s Column ...... p.2 cross-Channel Jetfoil service between Oostende, Belgium and Dover on May 31st, reducing journey time on the 64 nautical - Welcome New Members....p.2 mile route from four hours by conventional ferry to 1 hour 40 - Hydrofoil Library...... p.5 minutes. The second craft, Prinses Stephanie, entered service two months later, in July 1981. - Last Visit to Flagstaff...... p.6 It was not the first time Jetfoils were in the area, however, as a - H.S.Victoria...... p.7 couple of other on again off again attempts had been made during - Wash Effects...... p.9 1977-80. But the state-owned Belgian company, which already operated conventional ferries across the Channel, would prove - Sailor’s Page...... p.10 that there is indeed some truth to the expression third time lucky, - Letters To the Editor...... p.13 Continued: See JETFOILS, Page 3 WELCOME NEW MEMBERS

PRESIDENT’S COLUMN Dimitrios Alepoudeas - Dimitrios isa4thyear student at the Depart- nother year of very successful Barney Black can still put your ques- ment of Ship and Marine Technol- Aoperations of the International tion on the IHS website. ogy of the University of Strathclyde Hydrofoil Society has passed. I in Glasgow, Scotland. His final year am pleased to report that the Society project is on the subject of the per- We have previously made reference is thriving with a constantly improv- formance of a “Water Jet Propelled to a Hydrofoil Museum Exhibit ini- ing web site, a treasury that is ade- Hydrofoil Catamaran”. He was par- tiative. At a recent IHS Board meet- quate for our operations, and a ever ticularly interested in the IHS ing, Ken Spaulding advised that growing membership list. We can website, and believes that it will be current Smithsonian Institution boast a list of new members in the useful towards his research and the Traveling Exhibition Service Year 2000 of 23 - a new record!! final result of his thesis. (SITES) direction was that our pro- Richard J. DiSanto - Richard is a Also, an area of great progress in posal could not be considered since former crew member of PEGASUS, 2000 was the scanning of about 25 the direction of the new Smithsonian PHM-1. He is currently serving in documents to be made available to Secretary is that all new SITES exhi- the U.S. Navy stationed at our members. Please see an article on bitions are to come from the Smithso- Guantanamo Bay. this subject by Ken Spaulding on nian collections. Lauren Telchin, the Duane A. Leiker - Duane is Presi- page 5. Much work remains to be SITES Proposal Coordinator, was dent and CEO of International Sub- done, but we are pleased with the asked that if: (1) IHS turned over a marine Museum in Fairfax Virginia. progress to date. “Hydrofoil Collection” to Paul Under his own initiative he has Johnston in American History and (2) taken 4 rolls of film of Flagstaff In response to my plea for help for our if someone like Boeing agreed to (PGH-1) and has prepared an article Webmaster, Barney Black, I am bankroll the exhibit, would this about his trip to see and document pleased to report that several mem- change the situation. She replied that the status of this once upon a time bers have stepped up to the plate. Bill this condition would certainly be great hydrofoil (see page 6). White has joined in to keep the vari- grounds for reconsideration of our G. Edward Niedermair -Edis ous “Links” up to date and function- proposal. Ken reported that he would from Washington D.C. He entered ing. Also Martin Grimm and Jim discuss the entire situation with Paul the US Navy 1950 and served on the King have volunteered to help. Ken Johnston, however, this initiative is USS Bennington, CVA-20 during Spaulding continues to contact poten- currently “on hold.” tial members and has been successful 1953-1954. Ed is a graduate of Uni- in that endeavor. versity of Maryland (Mech. Eng.) All of you should note that this issue 1959-1962, and served as President, of the Newsletter contains articles by William I. Jordan Construction Co, I would like to mention that you all several of our newer members. We Georgetown, D.C. He was Chief should take advantage of the Mem- continue to encourage ALL of you to Engineer/Flight Engineer, North- bership List that is sent to you on oc- consider preparing articles about hy- west Hydrofoil Lines from 1967 to casion. Rather than sending drofoils for publication. 1971 aboard H.S. Victoria (see story questions only to me or the on page 7). He worked for the Xerox webmaster, write directly to persons Corporation for several years before that are experts in the area in which I would like to take this opportunity retiring from Xerox as System Ana- you have questions. Addresses, tele- to wish all of our IHS members a lyst for Boeing Sales Team 1994. phone numbers and e-mail addresses Happy and very successful Year James Straus - James is Director of are listed along with Company affili- 2001! Antares Research and Develop- ations. The latter can be a clue. Please ment, Inc. in Sante Fe, New Mexico. always cc me and the webmaster so we can be aware of your interests and John R. Meyer, President Continued on Page 12

Page 2 IHS Winter 2000-2001 JETFOILS Jetfoils to the English Channel now refers to the ‘flying time’, i.e. the part (Continued From Page 1 ) seemed unlikely. of the journey where the Jetfoil is run- ning foilborne at 43 knots, the re- as its two Jetfoils remained in these Florida Operations maining twenty-one minutes of the waters for the next sixteen years. The At this stage Adler-Schiffe was look- trip being spent off foil at slow speed. one millionth Jetfoil passenger was ing for a U.S. based business partner carried within 3 years. Also, a total of $33 is added to the as putting the Jetfoils into service in ninety-nine dollar fare covering de- To make a long story short, the era of Florida waters or the Caribbean parture taxes and arrival fees and fuel Jetfoil hydrofoils in the Channel seemed the right thing to do. A joint surcharge. But then you will also get came to an end on the last day of Feb- venture had been formed with local back again on the same ticket. ruary 1997. As it would prove, this interests and SeaJets was adopted as also marked the end - at least for the operating name for the new service. The new service, marketed as time being - of an original Boeing Photo Courtesy of SeaJets Bahamas, Ltd. SeaJets, between the Port of Palm Marine Systems US-built Jetfoil in Beach and Freeport in Grand Bahama regular service in Europe. The only Island was inaugurated on November remaining craft in this part of the 6, 1999. Initially, two round trips a world now being a pair of Jetfoil day Thursday-Monday were oper- 929-117s built under license by ated. This was increased to daily ex- Kawasaki Heavy Industries, Japan, in cept Tuesday earlier in 2000, with 1990-91 and owned by Spanish oper- departures from Palm Beach at 9:00 ator Trasmediterrinea. am and 3:30 PM and from Grand Bahama at noon and 6:15 PM. After the demise of RMT in the Eng- On June 23rd 1999 the two Jetfoils lish Channel both Jetfoils were put up left Europe, as deck cargo on board for sale and pending this, laid up at Thor Simba, for their native country, So far only one of the two Jetfoils, Oostende. On July 10, 1998 eighteen years after they had made SeaJet Kara, has been used. Even Princesse Clementine and Prinses the reverse journey. The Florida sea- with this in annual dry dock earlier Stephanie were purchased by the board was reached in fifteen days and this fall the company did not expect to owner of German company on arrival Alderney Blizzard and operate sister vessel SeaJet Kristen to Adler-Schiffe, based in the island of Alderney Wizard were renamed cover for the former. It was antici- Sylt, and renamed Adler Blizzard and SeaJet Kara and SeaJet Kristen. The pated to resume service in early No- Adler Wizard. At the end of Septem- start-up date for the Florida to Baha- vember, reverting to a Thursday ber the two Jetfoils arrived in mas service was set to early Septem- -Monday operation until after Bremerhaven, in north-west Ger- ber 1999, but was delayed, due to Thanksgiving when Wednesday many. After a DM 1 million refit pro- U.S. Coast Guard certification, and would be added. gram, Adler Blizzard had been did not get underway until early No- Both vessels are still owned by the renamed and emerged as Alderney vember. Since then you can board a German Adler company, and Blizzard. Jetfoil hydrofoil at Palm Beach, Florida, subside into one of the 250 bare-boat chartered to SeaJet Baha- comfy aircraft-style seats, enjoy a mas Ltd. They are currently Bahama- A company based in the Channel Is- complimentary refreshment and ar- flagged and home port is Nassau, land of Jersey, Channel Hoppers, an- rive in the Bahamas 99 minutes and while Hamburg remains their port of nounced that it was to lease the Jetfoil $99 later. registry. for a route linking Southampton and the French port of St.Malo with the Now, in fairness, this only goes as far In addition to a ‘strictly transporta- Channel Islands of Jersey and Alder- as to the first glimpse at the com- tion’ ticket, SeaJets also offers spe- ney as replacement for a Fiellstrand pany’s advertising, as actual journey cial round trip and vacation packages, 38.8 m catamaran. However, this time for the 65 nautical mile route is with over-night stay at various resort charter fell through, and the return of two hours; the highlighted 99 minutes hotels in the Bahamas.

IHS Winter 2000-2001 Page 3 FAST FERRY OPERATORS RESPOND penhagen than the Danes have had in Compared with Milenium, the Evolu- TO ORESUND FIXED LINK visiting Malmo - introduced two tion 10 delivered to Trasmediteranea smaller Westermoen PT.20 hydro- this summer, Incat Tasmania is 1.2m (Excerpt From Fast Ferry Interna- foils. Two years later, the company longer overall, 6.0m longer on the tional, September 2000) now known as Scandlines entered the waterline and 0.6m wider. Total truck By Tim Timoleon (IHS Member) scene with two Westermoen PT.50 lane length has been increased by hydrofoils. 50m, the maximum deadweight is at uly I saw the opening of what has least 40 tonnes more, and the reposi- Jbeen mooted for decades and de- Since then, new operators, new tioning of aft skegs has reduced full bated by locals for the past several routes, and newer and, usually, bigger load draught by 0.3m and improved years - a fixed link across the fast ferries have come and gone. Ves- maneuverability. Oresund, connecting Denmark and sels have included, in approximate Sweden. A combined bridge and tun- chronological order: Rodriquez RHS According to Incat Tasmania, the first nel, the new link not only makes it 140 hydrofoils, Westermoen PT. 150 Evolution 10b is also the largest alu- possible to take one’s car dry-tyred hydrofoils, Vosper Thornycroft VT. I minum ship yet launched in Austra- across the Oresund, without the fuss semi- amphibious hovercraft, - lia. In common with previous and time-consuming wait at ferry ter- Westamaran 95 catamarans, Marin- designs, the vessel is built from minals, it also offers fast and frequent teknik 33m catamarans, BHC 5383-H116 and 5518-H116 alumi- trips by train or bus between the Dan- AP.1-88/100 hovercraft, Karlskrona- num alloy plate and 5383 and 6082 ish capital of Copenhagen and varvet Jet Rider 3400 surface effect T6 extrusions. The hull lines, how- Malmo, Sweden’s third largest city. ships, Fjellstrand 38.8m catamarans, ever, are different. The bows are lon- Kvaerner Fjellstrand Flying Cat 40m ger, the center bow section has a Millions and millions of Danish and catamarans and a Westamaran 88. greater clearance, the midship sec- Swedish kroner have been invested in Plus SR.N6 hovercraft, a couple of tions are fuller, and stern skeglets the new rail link, the construction of monohulls, an Austal Auto Express have been fitted. four new stations en route including 82 catamaran, and even a Boeing one at Copenhagen Airport - and spe- 929-100 Jetfoil on a European sales The ride control system, developed cially designed trains. In addition, an tour. by Incat and Maritime Dynamics, is agreement between some Danish and Swedish taxi operators now allows The article goes on for several pages their cabs to carry passengers be- to elaborate on the bridge link and tween destinations in the two coun- other ferry operations in the area. tries. INCAT LAUNCHES FIRST EVOLUTION One might think that there is no lon- 10b WAVEPIERCER ger a future in the area for something as old fashioned as fast ferries. And (Excerpts from Fast Ferry Interna- this is fast ferry territory. As long ago tional, October 2000) as September 1960, a Finnish owned he latest wavepiercing catama- Rodriquez PT.50 hydrofoil was Tran design launched in Hobart, leased by a Swedish company to op- Evolution 10b Incat Tasmania, erate between Malmo and Copenha- continues Incat’s philosophy of mod- gen for six months. While perhaps not ifying the previous production vessel the most glamorous time of year for by approximately 10% to increase tourists and day shoppers, passenger payload while maintaining perfor- identical to the one installed on loads were reportedly very good. mance at the same installed power. As Milenium. There is a single retract- In 1963, a local businessman in usual, the first of class is also the larg- able T-foil (shown here) forward lo- Malmo - the Swedes have generally est vessel built to date by Incat Tas- had a greater interest in visiting Co- mania. Continued on Next Page

Page 4 IHS Winter 2000-2001 cated within the center bow section brids). SD-5, at that time, consisted SNAME AWARD - Thomas G. Lang and two transom mounted trim tabs. of 50 US and foreign AMV princi- Incat reports, “These, combined with ples. A panel of 15 experts was cho- the new hull form, mean motion sick- sen to review documents proposed by everal months ago, Thomas G. ness incidence has been reduced by SD-5 members. A draft listing of 578 SLang (IHS Member) was given up to 40% in higher sea states by re- documents was developed. In addi- an award by SNAME for “nota- ducing pitch, roll and heave.” The tion to AMV type specific docu- ble achievement in naval architecture first Incat Evolution 10b, Incat Tas- ments, AMV comparisons, mission/ and/or marine engineering”. The cita- mania, was launched on July 29, cost analyses, seakeeping, regulatory tion read: 2000. codes, power/propulsors, structures Thomas G. Lang has been a leader and stability were included. 225 of The long article continues to describe and an innovator in the design and de- the 578 documents listed were hydro- velopment of unique hydrodynamic many aspects of the vessel in consid- foil specific. It was intended that erable detail. hull forms. Most notably he is known each listing be annotated to provide and respected for his developmental A HYDROFOIL LIBRARY FOR IHS the user with a “road map”. efforts and his enthusiastic promotion MEMBERS? This project was not completed by of the SWATH (Small Waterplane SD-5 but, for the past three years, a Area Twin Hull) concept. By Ken Spaulding (IHS Member) committee of three persons represent- Dr. Lang began his career at the Naval ing IHS, US Hovercraft Society and Ordinance Test Station, in Pasadena, he history and technology of hy- SD-5 have been working to identify California where he served as a Mem- Tdrofoils has, in fact, been reason- funding for these documents, all of ber of the Bureau of Weapons Hydro- ably well documented. Our IHS which are available at the Navy dynamics Advisory Committee. His web site currently lists, and anno- Model Basin at Carderock, and to se- early accomplishments were related tates, 88 basic references. Most of cure Navy release of documents not to hydrodynamic design of torpe- our members have a periodic need to in the open literature. These docu- does. Early in his professional career, access these documents. Easier said ments were to be available on the as he completed his doctoral disserta- than done. Actually acquiring hard web. tion in the Aerospace Department at copy or electronic versions of the NAVSEA has now agreed to provide Penn State University, he was laying documents may be difficult. The doc- the groundwork for the engineering uments listed on the web site are in scanning services and to release those unclassified documents under procedures that lead to his pioneering the open literature. Much of the tech- development work on SWATH. nical documentation still resides be- NAVSEA control. Scanning to hind the NAVSEA firewall. CD-ROM is underway. For the hy- Dr. Lang was instrumental in his de- drofoil documents a password access velopment of the SWATH. He has We are pleased to report that an ex- listing (eventually annotated) will be been granted over twenty patents, in- panded, annotated, hydrofoil bibliog- provided on the IHS website. Re- cluding a number specifically related raphy with IHS password access to quests, by IHS members, for individ- to the SWATH concept. He took this complete source documents may ual documents will be answered with basic technology work and developed soon be a reality. complete electronic documents from design concepts leading to free run- CD-ROM or a web database. In 1993 the Advanced Marine Vehi- ning model tests in San Diego Bay cles (AMV) group (SD-5) of When this “hydrofoil library” be- and then to a series of towing tank tests. He personally solved many of SNAME initiated an effort to identify comes available, IHS members will and annotate a listing of key docu- be requested to assist in updating and the vexing technical and administra- ments addressing history, design, annotating the list. Something akin to tive problems and ultimately oversaw technology and operation of the vari- the Amazon.com reader review the construction of the first opera- ous AMV types (ACVs, Catamarans, might be considered. tional prototype SWATH,the 190-ton Hydrofoils, SES, SWATH, Wingships and miscellaneous hy- ********** Continued on Next Page

IHS Winter 2000-2001 Page 5 Kaimalino. It was this ship that estab- The three foils and sides had not been were present and in very good condi- lished the first full-scale database for finished but it would not have taken tion for the age. Down the stairway this type of hull form, and further- very long to finish the hull sand blast- from the pilothouse into the ship, the more demonstrated the viability of ing. The rear out-drive foil needed a Captains quarters were on the star- SWATH as a stable platform in high small casing repaired or replaced due board while a maintenance room was sea states underway at substantial to corrosion. The foil itself was in to port. The Captains room was intact speeds. very good condition. The dual water but like all the rooms inside the ship, jet drive nozzles for hull borne opera- paint was peeling and very light sur- His forty-nine years of experience in tion were missing and the water in- face rust was noticeable. The ships ship research, innovative marine de- duction ports under the hull were at plumbing was complete and together sign, analysis, test and program man- minus the connections of the main agement has been well shared with drain. One fuse box and the control his profession by virtue of his patents station for the engineer had been re- and over eighty technical papers and moved along with the mess tables. publications. These cover the sub- Water was in the bilges due to the rear jects of SWATH, hydrofoils, torpe- cover plates being removed. The die- does and underwater propulsors. He sel propulsion room was rusty, with- was a key consultant in the hydrody- out engines but still had the electrical, namic testing of the finned keel and hydraulic and plumbing present. The designed the riblets used on Stars and one time sealed but now open allow- turbine was present and from an ex- Stripes, which won the America’s ing entry into the ship. ternal view, very good condition. A Cup back from Australia in 1987. clear inspection could not be done Dr. Lang was elected to the grade of due to the cramped space and my size. Fellow in SNAME in 1996, and has Squeezing through the water induc- The previous owner added numerous received numerous awards over his tion ports to gain entry, the small repairs and replacement parts. A few distinguished career. He is most de- room entered contained a generator were: pilothouse glass, electrical ca- serving of this award for notable and air compressor from what I could bles, hydraulic lines, galley equip- achievement in naval architecture. understand from the labeling ment, welded plumbing, heater pipe LAST VISIT TO FLAGSTAFF throughout. Since the upper deck replacement and many others. Paint- covering was removed, we were able ing was begun on deck aft of the pilot- to climb up onto the deck on the port house as was rewiring in the By Duane A. Leiker (IHS Member) side of the turbine house. The deck pilothouse. also had been sand blasted along with n a bright and clear Friday the bridge and turbine house. The Omorning the 11th of August, my only parts I noticed that were not sand Although I’m not a naval surveyor sons and I went on a road trip to blasted were the bridge roof (fiber- I’ll rate what I’ve seen to make the view the Flagstaff in Tuckahoe, New glass), mast and both raised foils. The ship operational. The hull was in very Jersey. From a distance where it sat in deck cover plate starboard of the tur- good + condition - Sand basting, dry dock, my first impression was, bine house had also been removed for priming and paint. The deck was ex- “what a piece of junk.” But once the work access. The ship railings were cellent - Prime and paint. Inside Pi- closer inspection began, my opinion removed, sand blasted and stored in lothouse - Sand, prime, paint, minor slowly changed. the bow arms room and on deck. A electrical work. Plumbing & Heating circular plate replaced the gun mount - Reconnection. Engine Room - 2 While one son circled the ship taking on the bow. The two gun mounts aft of Diesels, shafts and propulsion water pictures, the other son and I studied the bridge had been removed as well. jets. Auxiliary Rooms - Generators, the hull condition. There was over a compressors, fresh water connection. foot of sand surrounding the ship with Entering the pilothouse, we noticed Turbine House - Rebuild turbine. some places even deeper. The hull that approx. 98% of the gauges, seats, had been scraped and sand blasted. fuse boxes and related equipment Continued on Next Page

Page 6 IHS Winter 2000-2001 LAST VISIT TO FLAGSTAFF BALTIMORE, Md., - The wave of The advent of domestic and interna- (Continued From Previous Page ) the future in over-water transporta- tional hydrofoil service similar to the tion broke on the shores of Chesa- VICTORIA’ s was forecast long ago. Most of the repair needed would be peake Bay when the HS VICTORIA, Alexander Graham Bell, who worked manual labor. With the proper fund- a 75-passenger hydrofoil, con- with hydrofoils more than 70 years ing, I believe the ship could have been structed by Maryland Shipbuilding ago, is credited with this prediction. in operation in about a 1 ½ years. Of and Drydock Co. was launched here, The new breed of seacraft will work course, I’m an optimist too. July 29. on an airline-styled schedule in Puget Sound. Three round trips a day will My sons and I took as many photos as The new concept in water transporta- carry 75 passengers on the 75-mile we could for historical records. Even tion could affect every major port city run each trip. standing and in need of attention, the in the United States and a large seg- ship was truly a pleasure to behold. I ment of the marine industry. The VICTORIA will operate on a was given the firm date of 31st of Au- year-round basis in contrast to the gust to buy the ship. After funding Following sea trials in the Chesa- present Seattle to Victoria ferry ser- was disapproved by the investors, I peake Bay area, the high speed VIC- tried to get the funds myself. I liqui- TORIA - propelled by twin General dated most everything I own and still Electric gas turbines like those that came up short. The ship was scrapped power an array of today’s commercial 1 September 2000. [Ed Note: A pic- and military helicopters - will begin ture of Flagstaff in operational mode passenger service this fall between is shown in the Winter ‘99-’00 Issue.] Seattle, Washington, and Victoria, British Columbia. 35 YEARS AGO-LAUNCH OF HS VIC- TORIA MARKS TRANSPORTATION Establishment of the rapid over-water BREAKTHROUGH passenger service is expected to prove that commercial hydrofoils can n 1965 a hydrofoil named the VIC- economically bridge the gap between ITORIA, was placed in service be- ships and aircraft. vice that only runs at the peak of the tween downtown Victoria, British tourist season between June and Sep- Columbia and Seattle, Washington. Northwest Hydrofoil Lines, Inc., tember. The VICTORIA was designed by owner of the VICTORIA, will be the “The HS VICTORIA will operate Gibbs and Cox and constructed by first privately-financed hydrofoil line like a short range airline with passen- Maryland Shipbuilding and Drydock in the United States to operate in deep gers being able to make reservations, Co. Financing was arranged under Ti- water over long distances. The VIC- leave and arrive on a fixed schedule tle XI with the Maritime Administra- TORIA is predecessor to a fleet of all year long,” reports William I. tion. Victoria had a Canard seacraft planned for operation be- Niedermair, president of Northwest configuration with fully submerged, tween major port cities in the United Hydrofoil Lines. non-retractable, incidence controlled States and foreign countries. Boston, foil system. Like most one-of-kind New York, Baltimore, Norfolk, In explaining his concept of marine transportation systems, with no Washington, D. C., and Miami on the transportation, Niedermair said that back-up, the VICTORIA was not a east coast, New Orleans and the VICTORIA hydrofoil will be profitable operation. A story about Galveston on the gulf coast, Chicago, competitive with aircraft in terms of VICTORIA appeared in a Hovering Cleveland, and Detroit on the Great time and passenger rates. Craft and Hydrofoils publication (the Lakes, Los Angeles, San Francisco, forerunner of Fast Ferry Interna- San Diego, and Seattle on the west Another competitive advantage, tional) as follows. It was provided by coast, and the Mississippi River ports Niedermair points out, is that docking a new IHS member, G. Edward are prime areas where the ship- air- facilities are located at the heart of Niedermair. plane hybrid is expected to prove both Victoria and Seattle thus elimi- competitive with aircraft and ships. Continued on Next Page

IHS Winter 2000-2001 Page 7 VICTORIA the same type used in the construction UPDATE ON MDI T-FOILS (Continued From Previous Page ) of hulls of nuclear submarines. By Richard Loheed, IHS Member nating airport commuting time in Initial demonstrations call for the both cities. VICTORIA to carry on a two-month n the IHS Fall Newsletter, there’s passenger service in the Puget Sound Ian article about MDI’s, Maritime Taking a note from the airline opera- area before leaving on a 2,500 mile Dynamics, Inc., retractable T-foil tion, the VICTORIA will have a cap- sea run to Honolulu and several for Incat, with most of the historical tain and first officer to operate the months of inter-island demonstration information coming from Fast Ferry vessel, and a stewardess. Refresh- service there. The vessel will be re- International, and some information ments will be served on the “flight”. turned to Puget Sound next spring from John Adams here at MDI. I where it will be operated perma- would like to add a few (Hopefully The hydrofoil derives Its name from nently. When available, subsequent underwater “wings” which work in noteworthy..) statements on a more vessels of this class will be placed in personal plane. water much the same as an aircraft’s Hawaiian service on a year-round ba- wings or airfoils operate in the air. sis. The original 74m wave piercer ride Another feature the hydrofoil has in control system was basically as stated Northwest Hydrofoil Lines consid- in the newsletter (as an excerpt from common with aircraft is its two Gen- ered the nature of the waters around eral Electric LM100 gas turbines, de- Fast Ferry International) except- the Hawaii before proposing inter-island first 4 square meter pivoting T-foils rived from the type G.E. builds for service by the VICTORIA. helicopters. Each LM100 gas turbine with flaps (1 per hull) were designed is rated at 1,000 shaft horsepower for Designed to navigate in seas with an at that time as well. (not the center this application yet weighs only about average wind of 20 knots and waves mounted retractable) I know because 350 pounds and occupies approxi- four to eight feet, the hydrofoil-borne I did the 3D CAD integration of the mately 10 cubic feet. It Is this combi- traveler will glide past Waikiki and concept, and came up with some in- nation of high horsepower, light around Diamond Head seven feet teresting features of the 4 sq M foil weight and small size of the propul- above the water on wings of steel. actuation mechanisms myself. Most sion engine that help make hydrofoils Niedermair, one of today’s seafaring of these features are still in use today, of the VICTORIA-class possible. entrepreneurs, is a former research some were a learning curve... chief of the U.S. Maritime Adminis- In addition, the captain maneuvers The previous pioneering ROCS for a tration. Considered by many as a pi- non-SES vessel was a smaller foil sta- and “flies” the ship as it skims over oneer in the same sense as the Wright the water with a General Electric au- bilized catamaran, ‘Condor 9’, which Brothers at Kitty Hawk, Niedermair had hull mounted fins. topilot much like the ones G . E. has staked his 27 years of experience makes for jet aircraft. in the Marine industry on the devel- The T-Foil idea was originally In the “flying” attitude, the hull is free opment of the VICTORIA. pushed very hard by a ‘staunch’ engi- neer (who would NOT let go of it...) of the frictional drag of water, open- Establishment of rapid over-water ing the way to speeds not otherwise from the UK- Lionel Frampton of passenger service by the HS VICTO- Marine and General Engineering, attainable - and at important econo- RIA is expected to prove that com- mies of fuel. Ltd. UK. Without Lionel’s persis- mercial hydrofoils can economically tence, the foils may have taken a The craft leaves little wake, a further bridge the gap between ships and air- much different tack indeed, and I feel advantage in restricted river and har- craft. The VICTORIA is powered by he should receive some acknowledg- bor waters. As the first of a line of twin General Electric LM100 gas tur- ment for the prevalence of the T-foil ocean-going commercial hydrofoils, bines rated at 1,000 shaft horsepower, today. I also worked on the Corsaire the VICTORIA required some with a weight of only 350 pounds. 11000, 12000, and 13000 designs, ac- unique construction methods and ma- *********** tually building 2 model scale T-foils terials. Her struts and foils, for exam- ple, are fabricated of a special steel - Continued on Next Page

Page 8 IHS Winter 2000-2001 UPDATE ON MDI T-FOILS in many types of marine craft with gas Ships Wash Impact Management (Continued From Previous Page ) turbines of similar output torque. (SWIM) is a collaborative project in- volving all aspects of the industry, The MA-635 takes the same elements and integrating them in the tank and the results of the study are sched- as the MA 107 and condenses them to model at DTRC, in what I believe was uled to be released in mid-2003. a smaller, lighter design package, the first tank testing of an active ride “This is an industry problem,” said Cincinnati says. The new design control system of this type. It was, in Marinetech’s Richard Clements, who lightens the gearbox by 2,000 pounds fact, the 1/14th scale model refer- is SWIM’s project manager. Around (907kg) and reduces the size by 25 enced in the article (paper given by 20 companies, agencies and univer- per cent compared with the standard Christian Gaudin of ALN and Ray- sity departments are being brought MA-107 design. mond Dussert-Vidalet of SNCM at together to form the project partner- the 16th Fast Ferry International con- While the MA-107 utilises parallel ship. ference). I also designed the integra- shaft gearbox technology, the The MCA says that SWIM aims to tion of the trim tabs and roll fins for MA-635 is a two-stage epicyclic develop the capability to predict wash these model tests. The model T-foils (planetary)/parallel shaft design, generation from high speed craft, and are still being used for various tests. making it even more compact and ef- techniques to assess wash impact on Rick Loheed is a Project former ficient, Cincinnati says. Other fea- the environment. The project organis- neer-Mechanical Maritime Engi at tures of the MA-635 include ers hope that results will provide a ba- cs, Inc. mail : Dynami His current e is hardened and ground gearing, sis for planning high speed craft [email protected] antifriction bearings, aluminum operations and their regulation, and to housing and complete lube system limit unnecessary restrictions on cer- with optional disconnect clutch and tain operating routes. CINCINNATI INTRODUCES NEW PTO accessories. COMPACT LIGHTWEIGHT GEARBOX The project is divided into five work packages: wash generation; wash UK-BASED STUDY INVESTIGATES propagation; wash impact; collation (From Speed at Sea, August 2000) HSC WASH EFFECTS of results and the implications these incinnati Gear has extended its (From Speed at Sea, August 2000) have on future operating rules and CMA-series of lightweight gas regulations; and management of the turbine marine reduction gears rompted by pressure from envi- project. SWIM is a progressive pro- with the introduction of a new com- Pronmental groups, the fast ferry ject, which stemmed from a previous pact MA-635 unit, with output speeds industry and pleasure craft users, Marinetech study, the High Speed ranging from 1,100 to 1,800 rpm. The the UK’s Maritime & Coastguard Craft Program, completed last year. company says that the gearbox was Agency (MCA), in partnership with This study raised questions about initially designed for use in maritime research and engineering generation of wash and the hydrody- megayachts and patrol boats utilising specialist Marinetech South Ltd, has namics involved. SWIM will take a Honeywell’s TF50 gas turbine en- announced that work has started on a closer look at the implications of dif- gines, but has the potential to be used three-year research project to investi- ferent hull designs and the amount of gate the effects of wash generated wash generated. “This is commer- from high speed craft (HSC). Continued on Page 12

Disclaimer Interested in hydrofoil history, IHS chooses articles and pioneers, photographs? Visit the photos for potential interest to IHS history and photo gallery pages members, but does not endorse of the IHS website. products or necessarily agree with http://www.foils.org the authors’ opinions or claims.

IHS Winter 2000-2001 Page 9 SAILOR’S PAGE

THE MILLER HYDROFOIL manipulation. The board remains fly- Testing early in the development of ing throughout the jibe. the Miller Hydrofoil showed that a By Rich Miller (IHS Member) special type of foil is needed if the ca- The Miller Hydrofoil system consists nard is to remain reliably on the sur- [This is an excerpt from the full arti- of a main foil assembly, mounted in face. The type is called “super- cle, originally appearing in the San the fin box, and a “canard” foil as- cavitating” and doesn’t look at all like Franciso Bay Board Sailing Assoc. sembly mounted in a special frame a standard wing. Rather than having Newsletter May 1997 and updated on that is glued into a hole cut in the the usual tear-drop shaped section, it the IHS Web Site] board near the tip. The canard is a has one more like a narrow wedge, controlling, rather than a weight bear- with its point facing forward. For Racers of the Future, This De- ing, foil. The main foil, mounted al- sign Provides Fast Acceleration most directly under the sailor, and a Smoother Ride On Choppy supports almost all the weight of the Seas. board and rider. It is designed to re- main submerged at all times, and it is ince the beginning, board sailors guided in doing so by the canard foil, have been talking about putting S which pops to the surface before hydrofoils on a sailboard, flying board take-off, and generally remains up out of the water, getting rid of lots there during subsequent operation. of drag, and going really fast. Now The key to the high performance of there is a hydrofoil sail-board system the Miller Hydrofoil is the reliability that may turn the fantasy of great hy- with which the canard foil tracks the drofoil performance into reality. De- surface. veloped over the last six years, the Miller Hydrofoil delivers a smooth Miller Hydrofoil in Choppy Seas and very stable high-speed ride. Since this article appeared in 1997, I Steering is extremely precise. In short have made a number of changes in the board conditions, it planes up very design, most notably the replacement quickly, then undergoes terrific accel- of the inverted T main foil by one in eration, to speeds often exceeding the shape of an inverted Y with those attainable on conventional anhedral angle of 35 degrees on each boards. It points extraordinarily high side. This rather improbable change when working to windward, and the led to startling improvement in per- ride on bearing off to a beam reach is formance. In addition, I have gone to breathtaking. very high aspect, constant chord wings, again with significant gain in The Miller Hydrofoil was designed to performance. You can arrange a free handle just like a conventional lesson and demo ride by calling (510) sailboard. It works with standard sails 525-8006 or by approaching Rich and harness systems, and all the con- Miller when you see him at one of the trolling movements are what you’d local sailing sites. He’s easy to find — expect. It is steered by rolling, and he’s the one sailing just a little above trimmed by raking the mast in the the water. Rich Miller usual way. Jibing, too, is conven- ([email protected]); 640 Colusa Avenue; Berkeley CA 94707 USA. tional, except that the jibing maneu- Miller Hydrofoil Foilborne ver must be preceded by a simple Continued on Page 11

Page 10 IHS Winter 2000-2001 World Sailing Speed Record ately calibrated timing equipment to at Portland Harbour near Weymouth, record run times. To achieve a new re- UK. This gathering was organised by By Martin Grimm (IHS Member) cord, the contending craft must main- the Royal Yachting Association tain an average speed over its (RYA).The contest became an annual recent inquiry to the IHS con- surveyed course that should be in ex- event that later became known as Acerning the sailing speed record cess of the previous record by a speed Speedweek. A series of buoys were holding craft Yellow Pages margin of at least 2%. The speed may set around the circumference of a cir- Endeavour has prompted some be achieved while sailing on any cle with a diameter of 500 metres. searching for more information on heading and need not be averaged in This allowed any competing sail boat this and other sail speed record craft. both directions. to adopt the most favourable course between opposite buoys of the Sail speed records can be broadly di- There are five classes of sail craft for vided into two categories: marked circle thus covering a dis- which records can be awarded. These tance of 500 metres. 1. Average speeds achieved over classes depend only on the sail area of significant distances or durations the craft: Under 10 sq.m (or ~108 A long-standing record holder at the such as round the world challenges sq.ft), Class A from ~108 sq.ft to 150 Portland Harbour events was Cross- or 24-hour distance records. sq.ft, Class B from 150 sq.ft to 235 bow designed by Rod Macalpine- 2. Maximum speeds achieved over sq.ft, Class C from 235 sq.ft to 300 Downie and owned by Timothy a relatively short run of say 500 sq.ft and Class D (previously called Coleman. This craft was a 55 ft proa metres. Unlimited Class) beyond 300 sq.ft of hull with a rig (sail area of 873 sail area. There is naturally also an sq. ft.) sail arrangement, and dis- This review looks at the latter of cate- outright speed record over all classes. placing about one ton. There was a gory. It would appear that hydrofoils plan to fit hydrofoils to the main hull have been a popular option for at- Dave Culp’s site: lists some fre- also but this never eventuated. In- tempts to gain sailing speed records, quently asked questions about speed deed, the Crossbow had achieved the and some have achieved records in sailing and gives good answers as to highest overall speed of 26.3 knots in their class though the absolute sailing the rationale of the rules as they have the first year of the Portland Harbour speed record over all classes has ap- stood for many years. event and that was raised to 31.1 parently never been held by a purely Brief History of Record Holders: knots in 1975 without the need for foil hydrofoil supported design. support of the main hull. By 1980 the It is reported that in the mid 1950’s Crossbow II had raised the A quick surf of the Internet has re- Gordon Baker achieved 30.4 knots outright speed record to 36.0 knots. vealed a number of sites that provide with his hydrofoil sailboat Monitor The Crossbow series retained the title good information on the rules gov- built under a US Navy development of outright fastest sailboat until 1986 erning ratification of such speed re- contract in September 1955. In fact when it was gained by a sailboarder. cords as well as details of some of the there is a suggestion that unofficial past record holders and new contend- boat speed measurements close to 40 In the second race at Portland Har- ers. knots were even obtained. Unfortu- bour in 1973, thirteen of the seven- teen competing craft were fitted with The Rules: nately, the speeds attained by the Monitor were not officially observed hydrofoils in one form or another. The UK based World Speed Sailing or ratified, otherwise it may have held Record Committee (WSSRC) sets the the title of worlds fastest sailing craft A runner up in the early years of the rules and ratifies sailing speed re- until at least 1975 when the proa Portland Harbour events was Icarus cords. Crossbow officially attained a speed owned by the syndicate of James of 31.1 knots. To bid for a sailing speed record the Grogono, David Pelly and John contender must provide an Sailing speed record attempts essen- Fowler. They had achieved 25.5 IYRU/WSSRC approved observer tially began when in 1972 a knots with the craft by the early 70’s. and arrange for a surveyed course of week-long series of World Sailing Icarus was an elegant fully foil sup- 500 metres or longer and appropri- Speed Record contests was initiated ported Tornado type catamaran.

IHS Winter 2000-2001 Page 11 WASH EFFECTS ing a service between the Greek is- Joseph C. Tyler - Joe is from (Continued From Page 9) lands of Aegina and Poros. There Saratoga Springs, NY and has a BS were no casualties amongst the 69 in Aerospace Engineering from cially important, because if hull resis- passengers and crew of seven. Flying Purdue and an MS from the Univer- tance can be reduced, wash will also Dolphin V was later towed to Piraeus sity of Maryland. He is currently decrease and this will lead to more ef- for inspection. Early reports indi- President of Visionary Software So- ficient and cheaper vessel to operate,” cated that the superstructure is exten- lutions, Inc, an Internet application Mr. Clements said. sively damaged and the hydrofoil is development company. Joe is likely to be scrapped. A far more se- working on a hydrofoil design as a Four main objectives for SWIM have rious accident occurred in Russia five hobby. been proposed: days later, when six people were Benjamin Willock - Benjamin is 1. Development of validated tech- killed and another 17 injured when a from Reno, Nevada. Hydrofoils is niques for predicting ‘near-field’ Voskhod hydrofoil, Voskhod-42, col- an offshoot to his interests in human wave generation identifying the im- lided with a barge. The vessel was powered vehicles and sailing. He pact of hull form, trim, speed and wa- traveling from Perm to Nabereznyje noticed that missing from the IHS ter depth on wash characteristics. Celny, on the Kama River, with about book list is “Human Powered Vehi- 2. Enhance the methods for predict- 25 passengers on board. There was cles” by Allan Abbott and David ing wash propagation from apparently thick fog in the area at the Wilson, ISBN 0873228278. It has ‘near-field’ to ‘far-field’, with time. Voskhod-42 remained afloat af- an informative chapter on Hydro- ‘farfield’ validation against model ter the collision and was towed to a lo- foils including Mark Drela’s and full scale data. 3. Developing of cal port. Decavitator, Sid Shutt’s Hydroped, methodologies to quantify ecological and Abbott / Brooks’ Flying Fish II. impacts of wash, addressing littoral WELCOME NEW MEMBERS stress and seabed particle (Continued From Page 2) *********** re-suspension, and key safety impli- cations. 4. Proposal of guidelines for Timothy Timoleon - Tim is from managing wash impacts, addressing Denmark where he edits a very fine ship design and operation factors as publication called “Classic Fast well as regulatory procedures based Ferries.” It contains in-depth report- NEW BENEFIT on robust understanding of wash ef- ing on ferries of all types, including fects. hydrofoils. There are now nine in IHS provides a free link from HYDROFOIL ACCIDENTS IN GREECE the series which can be viewed and the IHS website to members’ per- sonal and/or corporate site. To re- AND RUSSIA downloaded for printing at: http://classicfast-f.homepage.dk/ quest your link, contact Barney C. The IHS web site has a link to Tim’s Black, IHS Home Page Editor at (From Fast Ferry International, Sep- [email protected]. tember 2000) site. Minoan Flying Dolphins AKometa hydrofoil, Flying Dol- IHS BOARD OF DIRECTORS phin V, suffered an engine room fire on August 22, 2000 while operat- 1998-2001 1999-2002 2000-2003 IHS OFFICERS 2000 - 2001 Stephen Duich Jerry Gore Mark R. Bebar John Meyer President Frank Peterson Jim King William Hockberger

Mark Bebar Vice President John R. Meyer Ken Spaulding George Jenkins George Jenkins Treasurer Peter Squicciarini Mike Perschbacher Ralph Paterson, Jr. Ken Spaulding Secretary

Page 12 IHS Winter 2000-2001 LETTERS TO THE EDITOR

Web Site Appreciation.... 60ft - or 2M, 6ft, or 4ft models. The aim for where where I might find it. This is a very ur- the models is to get the models as close to the gent request as the boat is being used in a ma- [Dec 2000) Just wanted to let you know how full size vessels as possible. For the relation jor motion picture we a currently shooting much I enjoy all your hard work. I am partic- of 60ft to 4ft, the scale is 15:1. Since ships are here in Casablanca. Please let me have any- ularly interested in all of the sail powered three-dimensional structures, you have to thing you can as soon as possible. My email craft but find everything to be absolutely fas- calculate: 15x15x15 : 1= 3375 : 1. So for address is [email protected], fax no cinating. Some time between now and next overall dimensions like: length, width, +212 22 30 15 45 mobile +44 7831 643 172. summer, if you have the time, would you be height, the scale remains 15:1, but for the sail HELP! — Jonathan Frost able to direct me towards some modem infor- area it becomes 15x15:1 = 225:1 and for the mation pertaining to the foil style of Donald structure and their weights it is 3375:1. Now HIGH POINT Offered For Sale, Last Nigg’s “flying fish”, and L’Hydroptere if if you look at the currently achieved weights Chance... anything is currently available. Books or of ORMA 60s, you’ll find weights between magazine articles. I have a pretty good under- [5 Dec 00] IHS received a call from Janice 5.1 tons (or 5100 kg) and 6,6 tons (or 6600 Fraser about her frustration with HIGH standing of the foils but was interested in kg). 5100 divided by 3375 is only 1.51 kg and whether the foils had a built in wash-in or POINT. She says she’s just gotta get rid of her this weight has never been achieved by a by the end of this month (Dec 00). The cost of wash-out “twist” to them, or if moveable bal- fully functional 4ft. scale model. Even if you last is used? Being without a surface “wand” keeping the boat at the dock is too high, and take the high end of the ORMA 60 weight apparently the lease runs out and needs to be or sensor how does the windward foil stay range (6600 kg) and divide it by 3375, you’ll submerged when on a reach. I won’t go on renewed Jan 1, 2001. If interested, contact: get only 1.95 kg; almost impossible to Ms. Janice Fraser; 200 Harbor Drive, Apt but if you can suggest anything I would be in- build/achieve. Actually achieved weights are terested. If you are too busy I understand. I’ll #2703; San Diego, CA 92101; Tel: between 2.25 and 3.0 kg. Now turn it the 619-233-3549 keep digging. Thanks again for all your hard other way round: The R/C set of a 4ft trima- work. Rob Dewar c/o, ran including batteries and sail winch weighs Model Sailing Yacht... [email protected] about 0.33 kg. Multiplied by 3375 to scale up [5 Dec 00] I am studying A-Levels in Eng- to full size, it would become 1113,75 kg or LITTLE SQUIRT Today... land at the moment and for my main project 1.1 tons... that is a weight of equipment for a I’m building a model yacht (monohull). It is [12 Dec 00] Last week, leaving Paine Field in ORMA 60 that is never reached in reality. for a competition run by Strathclyde Uni. in Everett Washington, I spotted a familiar Now you’ll understand, that our models can- Glasgow. There are few design restrictions shape next to the fence. Going over, I not really be designed and built as real and having spoken to the university I have checked and sure enough, it was LITTLE “scale” models to ORMA 60s. They need to confirmed that I can have a hydrofoil design. SQUIRT, up on blocks for storage. Its against be designed to their actually achievable The restrictions that I have are as follows: the fence, on Boeing property, close to the weights. And if you miscalculate the volume Max LOA: 700mm, Max Draft: 300mm, main airport entrance drive, just beyond the of the hulls to about 0.2 to 0.3 kg to the actu- Max Mast Height: 900mm, Min Mass: 2kg, Museum of Flight restoration facility. Next ally achieved weight, your boat won’t sail Max Sail Area: 2000mm2, Keel bulb must be time I’m up there, I’ll get a picture of it. — safely at all. Ernst Zeman no more than 55% of total mass, must be David Lednicer ([email protected]) ([email protected]) [Ed Note: Zeman monohull in the true sense of the word. I was goes on to elaborate in great detail on Model Building Techniques— Scaling thinking of having a ‘Y’ shaped keel with the weights. The full text can be found on the IHS Lessons Learned... diagonals as hydrofoils as I can only have one Web Site.] keel. What I need is, one: Will it work? and [10 Dec 00] I of course try to design my mod- Volga Engine Info Needed Fast... two, What kind of hydrofoils should I use for els as close as possible to the state-of-the-art the best results, if any. — Philip Eltringham (full size) ORMA 60 trimaran yachts, but [8 Dec 00] We have just acquired a Volga 28 ([email protected]) there are also some fundamental differences, foot hydrofoil and urgently need technical in- mainly regarding building techniques and formation on the engine. I believe it is a Yak achievable weights. The basic relationships engine and the number is GAZ-53,90. Have apply, as the physical laws are the same for you any information or can you suggest any- Continued on Next Page

IHS Winter 2000-2001 Page 13 Who Invented the Hydrofoil?... had fixed foils. If you’ve seen the James the inboard side of it’s upper deck. The Bond movie “Thunderball,” there is a hydro- wooden akas provide rigidity fore and aft. It [2 Dec 00] Who invented the hydrofoil? — foil that detaches from the front of a larger seems to me that retractable foils could be at- Various... this is a FAQ boat, and the hydrofoil looks very similar to tached to the aluminum akas. The foils might Response...“The first hydrofoil boat was the the JUNEAU FLYER. — Carl Van be deployed when the boat reached 10 knots, product of an accident in 1861, when Thomas Valkenburg ([email protected]) and designed not to lift the boat entirely out Moy, an Englishman, decided to study the of the water but only to provide enough lift to Response...[2 Dec 00] The Thunderball ves- reduce the wetted surface, and increase the aerodynamics of wings by observing the un- sel was named DISCO VOLANTE. There is derwater swirls they created. Having at- righting moment of the leeward hull. I’m not a picture and a sales brochure on the expecting such a project to be “cost effec- tached wings to his craft, he ventured out Rodriquez Cantari Navali webpage on this onto the Surrey Canal. To his surprise the tive”. I look at the boat as a platform to exper- subject: “Safe, thrilling, spectacular, iment with (if only in my head.) I am not an ship rose from the water — and unintention- FLYING FISH was used in Thunderball, one ally he had invented hydrofoils. But it was engineer, but I am beginning to learn about of the most popular 007 James Bond [movie] how beams can be made light and strong, and not until 1898 that the first efficient hydrofoil sagas. FLYING FISH was the first commer- was designed by Enrico Forlanini of Milan in shaped like hulls or foils. I have a nice shop at cial hydrofoil [for] sightseeing use in the my home. I might undertake such a project Italy. His craft, powered by aircraft-type pro- Western Hemisphere. The advertisement: pellers, reached a speed of 44 knots (81.5 next winter once I have finished fine tuning All-aluminum, 20 tons, 65 feet long, propel- and tweaking the boat (the first shakedown km/hr or 50.6 mph).” Source: Hamilton, Ian, ler-driven. She moves at 20 m.p.h. with her “The Hydrofoil as Weapon,” Pacific De- cruise was in late Aug 00. — Nip hull in the water. When up on her foils, she ([email protected]) fence Reporter, Aug 1981 “The first evidence glides smoothly above the seas at 40 m.p.h. of the use of hydrofoils on a boat or ship was Comfortable, all-enclosed, wide window Hanning-Lee WHITE HAWK Update... in a British patent of 1869. It was granted to passenger compartments. Deep cushioned Emmanuel Denis Farcot, a Parisian, who aircraft-type seats. Forced-air ventilation. claimed that ‘adapting to the sides and bot- Capacity: 60 passengers. Completely safe, [24 Nov 00] My feature on the WHITE tom of the vessel a series or inclined planes or Coast Guard approved. Unsinkable hull has HAWK was printed in the summer edition of wedge formed pieces, which as the vessel is eight watertight compartments for buoyancy. FAST FASTS, the Speed Record Club maga- driven forward will have the effect of lifting Diesel powered, no fire hazard. Smoking zine. I interviewed the son who was 7 years it in the water and reducing the draught.’” permitted at all times. Type: PT 20 ; Seats: old at the time of the Windermere attempts Source: Hayward, Leslie, “The History of 72; Yard building number: 052 ; Delivered and got a good deal of information out of him Hydrofoils,” Hovering Craft and Hydrofoils, in: 1957; Line: Manila-Corregidor; Country: as well as some superb photos. He was very Vol4. No. 8 (May 1965) through Vol.6, No. 6 Philippines” — Barney C. Black helpful indeed, it was just a shame that his (Feb 1967). ([email protected]) dad had died only last year, as no doubt he could have filled in all the gaps! JUNEAU FLYER Info Wanted... Hydrofoils for Trimaran...

[2 Dec 00] I am the current owner of a 36’ hy- [2 Dec 00] I have recently rebuilt a James I will post the whole article on my web site. I drofoil that operated out of Juneau, Alaska in Brown Searunner (28’). The outboard hulls also had a long and totally absorbing talk the late 1970s. It is a welded aluminum, are each attached by four 2" aluminum box with the boat’s designer Ken Norris and spent stepped hull passenger ferry that was beams, each roughly 5’ long. There are two most of a day with him at his aircraft com- crashed. I recovered it 15 years ago in wooden struts each about 10’ long going out pany at Bournemouth Airport. He is of Ballard, Washington (it was stripped down, to each of the outboard hulls as well. As you course involved in the new QUICKSILVER with no motor, or foils). I don’t know the know these connecting beams or struts are boat, and I had the opportunity to see wind builder’s name, but I have the hull identifica- called akas and the outboard hulls are called tunnel and tank models of that as well as tion number. It was called the JUNEAU amahs. The aluminum akas are used to create some of the drawings. It was a wonderful day FLYER. I am thinking about restoring it as a two vertically aligned right angled triangles. for a record enthusiast! I also spoke to the hydrofoil. I am interested in any information The vertical side is about 2’ high and formed photographer who covered the runs for a ma- regarding hydrofoil technology and informa- by the connection of the akas to the two main jor news agency and got some nice anecdotes tion on the JUNEAU FLYER.I know that she bulkheads of the main hull. The shorter of the from him. — Simon Lewis (si- had a gas turbine engine in her, and I think she akas is horizontal, both akas meet the amah at [email protected])

Page 14 IHS Winter 2000-2001 New Site Devoted to Ekranoplans (WIG) get hold of some data and information re- pers on theoretical or experimental work Craft... garding these high speed foils? What would along this line? Are they available to us? the implications be in using a composite ma- Wouldn’t the tests have to be carried out in [2 Dec 00] The Center of Ekranoplan Tech- terial and corrosion due to cavitation? — Ben salt water? If so, tank tests are out. Testing of nologies (ALSIN) has a website with de- Lochner, Cape Town, South Africa the foil system with and without the electric tailed info on WIGs including a small ([email protected]) field would have to be done from an instru- ekranoplan AQUAGLIDE, an achievement mented vehicle in a protected bay under calm in aircraft and shipbuilding that can glide Drag Testing of Hydrofoils... conditions. Both lift and drag would have to above water, and land in all climatic [21 Nov 00, updated 2 Dec 00] I am currently be measured because the important issue is zones, all weather with speed up to 170 km/h. lift to drag ratio. This would not be the first The Center has other developments in this working on a project that deals with tests the drag produced by two different hydrofoils. time foils have been tested in open water. — field with information on the website. — John Meyer ([email protected]) ALSIN email: ([email protected]) One would be a conventional hydrofoil and the other would be modified so that an elec- [23 Nov 00] Just based on fundamentals, I Section and Materials For tric field is produced (interacts with ions in suppose that there might be a problem. Lift Supercavitating Foils... the water). I am a Georgia Tech Aerospace and drag are functionally related so I imagine Engineering student. We are currently work- that if this EM field method would reduce [23 Nov 00] This concerns foils for a 22ft rac- ing on presentations in a fluids laboratory and ing catamaran powerboat a friend of mine is drag it would also reduce lift. Jim King everyone has been assigned a topic. My topic ([email protected]) currently constructing. The HYSUCAT con- deals with these two hydrofoils and the goal cept consists of a main foil supported on the is to come up with the best experimental tech- [2 Dec 00] I don’t know what is meant by an lowest point of the hull and spans horizon- nique and present it to the class. I found some “electric field is produced (interacts with tally across the tunnel between the two hulls info on the David Taylor Model Basins and ions in the water).” There’s been some work just in front of the center of gravity. There are they seem like a great idea for testing hydro- done on electromagnetic turbulence control also two smaller aft foils close to the stern foils. It does not, however, elaborate on what where local EM fields have been produced that does not span the whole distance across type of measuring equipment is used. I’m that interact with the boundary layer (in sea the tunnel. On this particular boat the chord only familiar with equipment used along water) to produce a Lorentz force. If done length is 160 mm and the span approximately with wind tunnels (i.e. LDA and PIV sys- correctly this has been shown to lead to sub- 950mm. As this boat is powered by two tems). Do you have any information on what stantial reductions in friction drag. Scaling to 150Hp outboards, the maximum speed equipment can be used to measure drag and high Reynolds numbers hasn’t been demon- would be around 70 Mph. The main purpose investigate the boundary layer in water facili- strated although DNC computations suggest of the fwd foil is to reduce the slamming of ties? . I appreciate all of the feedback from it should work. DARPA had funded some the hulls and also to bring it onto a plane members of your society and welcome any- work in this area that was mostly proprietary. much quicker. The foil section currently used more as it comes available. — Lauren Ihrig NUWC has done some work and could likely on a slower boat is an arc of circle foil manu- ([email protected]) provide some published data that could be factured from stainless steel. This foil section forwarded. In response to the comment about was probably used for ease of manufacturing. Response...[23 Nov 00, updated 2 Dec 00] I this affecting lift, the phenomena I described I have recently manufactured a couple of car- am very curious as to what prompted you to above all takes place in the boundary layer so bon/kevlar foils for my Trampofoil with ask the question to include a hydrofoil with lift is (to first order) unaffected. — Stan great success and would thus like to manu- an electric field. There is good info on the Siegel ([email protected]) facture another foil for the racing boat using a reason for the electric field on a website enti- more optimum foil section and composite tled Control of Flow Separation in Weakly Hydrofoil Construction Methods and materials. The section I have picked was the Conducting Liquids by Means of Electro- Materials... E817 but I am wary that this foil section magnetic Forces. The articles on the site might cavitate at these high speeds. My show very good improvements in foil flow [19 Nov 00] I was wondering if it was possi- knowledge on super cavitating foils is very separation and therefore drag reduction, and ble for you to send me some information on limited but I have seen some sections with the lift improvement. Question is how practical the construction of hydrofoils. I am doing a sharp entry and flat rear end witch looks is it, how much electrical power is required, college term paper on the construction of hy- promising. What section would you propose and a host of other questions and clarifica- drofoils and I am having some trouble find- to use in such an application and where can I tions. Have you access to any technical pa- ing information on that topic. I’m mainly

IHS Winter 2000-2001 Page 15 looking for material specs, type’s of steel World cover and article. Just to update you, River in Leningrad. I also viewed a large used to reduce weight, propulsion systems, we have been given some good press from commercial passenger hydrofoil roaring foil systems, welding techniques, and hull many magazines including, Seahorse Maga- down the Black Sea. I was very impressed, as considerations. I checked out the webpage zine (Nov 2000), Multihulls Magazine that was almost 40 years ago. I suggest that and saw all the basic constructions but, if (Mar/Apr 2000), Composites Fabrication ways of having the Staten Island, New York possible, I need some more specific info. — (March 2000), Canadian Yachting Magazine ferries (passenger) converted to hydrofoil Matt Ferruccio ([email protected]) (Regatta 2000), Yachting World (July[??] service be investigated. I would like to have a Response...[19 Nov 00] There are three 2000). Our project is coming together, both ride on a hydrofoil in the USA in the near fu- pages of hydrofoil references accessible on the defense side and for the recre- ture, and, hopefully, in New YorkHarbor. Del from the main page of our website: Technical ational/racing boats, and much goes on be- Eberhardt 10 Lakewood Rd. Staten, Island, References, Popular Magazines, and Popu- hind the scenes as we pull the program into N.Y. 10301 Tel: 718-442-8797 lar Books. Most of these are out of print, but shape. I will have significant press releases in many can be found in libraries, book sales, the early new year which you will receive as online auction sites, especially Ebay. — Bar- part of our media contact list. — Duff Wanted to Buy Small Ferry... ney C. Black ([email protected]) Sigurdson, Media Relations, HydroWing Hawaii, Tel./Fax. (1) 250 753-9747, email: TUCUMCARI... [13 Oct 00] I am looking for information for a ([email protected]), website: abt. 15 passenger capacity open sea [11 Nov 00] I have an uncle that served http://www3.telus.net/hydrowinghawaii (coat-line) hydrofoil producers, manufactur- aboard the PGH-2 TUCUMCARI. He was Wanted to Buy Passenger Ferry... ers, offers for new or second hand. Thank you aboard her when she hit the reef. I was won- very much for your assistance. — Benedikt dering if you knew where she was today? I [20 Oct 00] We require a passenger boat car- Schmitz ([email protected]); Interna- have been looking for a long time and just rying 100-150 passengers. Could you please tional Business Development, 19 Bd de now found this site. — Caleb Hagarty email us the specs and price? — Mano Suisse, MC 98000 Monaco; T + 377 977 077 ([email protected]) Karimi ([email protected]) 47; F + 377 977 077 57; M + 336 075 347 36 Response...[19 Nov 00] After the Response...[10 Oct 00]IHS does not recom- Response...[13 Oct 00] The Supramar PT-4 TUCUMCARI was put on the reef, it was mend or endorse products or services, and we Meteor III which was offered for sale in New transported to David Taylor Naval Ship Re- do not sell hydrofoils. However, there are Zealand (and listed in the IHS website) is search and Development Center, Annapolis several resources on our website for locating around that passenger capacity but is in- MD Division (across the water from the US sources of new or used hydrofoils. The most tended more for sheltered water operations. I Naval Academy). The ship was stripped of recent notices are posted on our announce- suspect most hydrofoils of 15 passenger ca- many of the major equipment, and the re- ments page. A more complete listing is on the pacity would not have a true open ocean or maining hull was used to study fire fighting appropriate FAQ page. Our links page has coastal operating capability. A PT-20 sized techniques for aluminum ships. Some of the several manufacturers and brokers. That craft with around 70 passenger capacity is lessons learned were the use of various plas- should get you started in your search. I would about the minimum practical for coastal op- tic and fiberglass pipes, which ones held up, like to have some more details of your re- erations, and even then with some restric- which ones melted, and which ones were quirements. For example, the choice of ves- tions. — Martin Grimm toxic. This led to establishing specifications sel depends on whether you are operating in which are used in many of the current Navy fresh water, sheltered seawater, or open Letters To the Editor allows ships. Also studied were the effectiveness of ocean. It is also necessary to know whether hydrofoilers to ask for or provide infor- various fire extinguishing materials such as you require a new vessel or if a used vessel mation, to exchange ideas, and to inform CO2, Halon, and foam. — Sumi Arima may be acceptable. — Barney C. Black the readership of interesting develop- ([email protected]) ([email protected]) ments. More correspondence is pub- lished in the Posted Messages and VOLANTIS Update... First Hydrofoil Ride... Frequently Asked Questions (FAQs) section of the IHS internet web site at [28 Oct 00] I was just by the IHS website for a Oct. 20, 2000 - I had my first hydrofoil boat http://www.foils.org. All are invited to visit and note that on your “Hydrofoil Arti- ride during a summer international goodwill participate. Opinions expressed are cles in Popular Magazines” you have a refer- peace tour to Europe and the then USSR. I those of the authors, not of IHS. ence to our boat as featured on the Multihulls had a ride of almost 40 mph on the Neva

Page 16 IHS Winter 2000-2001 EXTRA FOR THE ELECTRONIC EDITION

HYDROFOIL COLLECTIBLES ON THE WORLD WIDE WEB

The Photo Gallery section of the IHS website features a new page devoted to hydrofoil collectibles... stamps, first day covers, picture post cards, and squadron patches. Members are invited not only to visit this page, but to scan or photograph their own hoard of collect- ibles and send them in for possible inclu- sion on the page. If you have detailed info or a personal story about any of the items depicted, let us hear about it so we can share it with other hydrofoilers! You can email electronic files to Malin Dixon at [email protected] or you can mail hard copy photos to the webmaster c/o IHS at PO Box 51, Cabin John MD 20818 USA. We will exercise care in the handling of your photos and will return them to you after scanning, but cannot be responsible for damage in transit by snail mail.

HYDROFOILS IN THE MOVIES

The Great Jetfoil Robbery (1996) — A shipment of $10 million in transit by jetfoil to Hong Kong is seized by armed thieves who redirect the boat to a secret island hideout and vanish without a trace, leaving the Hong Kong and Macau police scrambling to solve the case. Tony Chun Chung stars. 82 min. In Cantonese with English subtitles. Avail- able in VHS from Movies Unlimited, http://www.moviesunlimited.com.

IHS Winter 2000-2001 Page 17 ã 2000 - used by permission of Dean Leary and the Mariners Museum.

IHS congratulates Dean Leary of Statesville NC for his award-winning model of the hydrofoil missile ship USS PEGASUS (PHM-1). This model took the Gold Medal in Division I Class B: Scratchbuilt Powered Ships category of the 2000 Scale Ship Model Competition sponsored by The Mariners’ Museum, Newport News VA. Scratchbuilt models are those employing no manufactured items except cordage, chain, and fastenings such as pins and nails. Such materials as dimensioned lumber, sheet metal, tubing, wire, and milled shapes are allowed as raw materials. Photo-etched, la- ser-cut, cast, or similar parts mechanically or chemically duplicated by others from the entrant’s original master or pattern shall be considered as scratchbuilt. To recognize and encourage excellence in the art of building scale ship models, The Mariners’ Museum holds an international competition and exhibition every five years. The competition is open to completed models built to scale by individual modelmakers, pro- fessional or amateur, of all ages. Known by many as the “Olympics” of ship model building, this fascinating competition attracts models from every seafaring corner of the world. From the sim- plest primitive craft to the intricacies of a present day aircraft carrier, these models represent the es- sence of the art of scale ship model building. Nationally recognized ship model authorities, selected by The Mariners’ Museum, judged the competition and chose the winning models. The winning ship models were displayed in the Museum’s Collections Gallery through Oct 00. For more information about the Mariners’ Museum, visit the website at http://www.mariner.org

Page 18 IHS Winter 2000-2001 HOW MODEL BUILDERS SCALE find weights between 5.1 tons (or 5100 HOW MODEL BUILDERS SCALE DOWN BY ERNST ZEMANN kg) and 6.6 tons (or 6600 kg). 5100 di- DOWN BY MARTIN GRIMM vided by 3375 is only 1.51 kg, and this weight has never been achieved by a [This is the full text of the letter ap- fully functional 4ft. scale model. Even if I have read Ernst Zemann’s posted pearing on as an exerpt on page 13] you take the high end of the ORMA 60 message of 10 Dec 00 on the IHS website weight range (6600 kg) and divide it by and offer this reply. Ernst indicated that I of course try to design my mod- 3375, you’ll get only 1.95 kg; almost im- in his experience it is not practically pos- els as close as possible to the possible to build/achieve. Actually sible to achieve a proper scaled weight state-of-the-art (full size) ORMA 60 tri- achieved weights are between 2.25 and for an ORMA 60 trimaran yacht model of maran yachts, but there are also some 3.0 kg. 15:1 scale. While I have never built a fundamental differences, mainly regard- sailing yacht model, I have in the past ing building techniques and achievable Now turn it the other way round: built RC model aircraft and an RC scale weights. The basic relationships apply, The R/C set of a 4ft trimaran including model of a hydrofoil passenger ferry. I as the physical laws are the same for 60ft batteries and sail winch weighs about thought it might be an interesting con- - or 2M, 6ft, or 4ft models. The aim for 0.33 kg. Multiplied by 3375 to scale up to trast with the ORMA 60 models to look the models is to get the models as close to full size, it would become 1113.75 kg or at the achieved weights of those models the full size vessels as possible. 1.1 tons... that is a weight of equipment compared to their full-scale equivalents. for an ORMA 60 that is never reached in For the relation of 60ft to 4ft, the reality. Looking first at a scale aircraft scale is 15:1. Since ships are 3-D struc- model. I have built a 1:6.75 scale de tures, you have to calculate: 15x15x15 : 1 Now you’ll understand that our Havilland DH82 Tiger Moth bi-plane = 3375 : 1. So for overall dimensions models cannot really be designed and model from a kit. This model is powered like: length, width, height, the scale re- built as real “scale” models to ORMA by a .40 size two-stroke internal combus- mains 15:1, but for the sail area it be- 60s. They need to be designed to their ac- tion model aircraft engine. With a full comes 15x15 : 1 = 225:1 and for the tually achievable weights. And if you tank of fuel and all radio control equip- structure and their weights it is 3375:1. miscalculate the volume of the hulls to ment fitted (4 channels with servos), the about 0.2 to 0.3 kg to the actually model weight is about 2.500 kg (the Now if you look at the currently achieved weight, your boat won’t sail plans suggest anything in the range of 2.3 achieved weights of ORMA 60s, you’ll safely at all. to 2.5 kg). By comparison, the maximum takeoff weight of the full scale DH82 is Have a look below at the weights variously listed as being 803 to 827.8 kg of the single (full size) components, then which, when scaled down to 1:6.75, to the corresponding scale weights that would correspond to 2.611 to 2.692 kg would be ideal. Now take a look at the (up to 7.7% more than the actually weights I have actually achieved, which achieved model weight). are — I believe — the lowest weights ever achieved: It should be noted that the Tiger Moth can carry two people at say 75 kg • FONCIA: Floats: 500 kg each; Cross- each, and that would make up part of the bars: 500 kg each; Mainhull: 1000 kg; full load weight of the aircraft. At model Mast: 750 kg scale these two people would correspond to a total of 0.488 kg, whereas my • BANQUE POPULAIRE II: (remem- “equivalent” of a pilot is the radio control ber, this ship was destroyed in it’s first equipment (quite old gear with a large race) Floats: 420 kg each; Crossbars: battery and servos), which weighs 460 kg each; Mainhull: not sure (800 around 0.550 kg. to 900 kg); Mast: not sure (650 to 750 kg) In any case, this example demon- strated it is possible to build a scale air- Model Builder Ernst Zemann Continued on Next Page Continued on Next Page

IHS Winter 2000-2001 Page 19 ERNST ZEMANN some time and went back to drawing and corresponding model weight could (Continued From Previous Page) calculating again. Unfortunately, it also therefore be permitted to be up to 8.250 confused me quite a bit; and held me kg*. If it was less than this weight, then • GROUPAMA: (here I got most data, back from continuing the model itself. ballast (or preferably more batteries to but I’m not sure how reliable they are) give improved endurance) could be Floats: 400 kg each; Crossbars: 400 kg The fact is, not one R/C trimaran added to achieve the correct scale mass. each; Mainhull: 800 kg; Mast: 650 kg; model-builder except me (neither for Centerboard: 150 kg; Forestay, Mini40, Formula 48, 2M nor for any • * Note: For model resistance testing, shrouds, and hydraulics to tilt the other size) has been willing so far to which is usually performed in fresh mast: 400 kg each share the actually achieved weights of water towing tanks, the test results are his own models with anybody else. The usually extrapolated to the full-scale For the 4ft models, the ideal R/C multihull enthusiasts should be able craft operating in salt water. For such weights therefore should be: to work together and help each other. So I tests the model should float at the cor- will simply publish my own data from rect waterline corresponding to the • Floats: 0.12 to 0.15 kg each - achieved now on, and others can compare my full-scale hydrofoil operating in salt weights 0.25 kg (!) (each one is the modeling results to their own. I hope water. Consequently there is a slight achieved minimum) some good discussions will happen in the correction that needs to be made to the near future. I also will publish all data of model mass to account for the differ- • Crossbars: 0.12 to 0.15 kg each - my older and bigger models and also of ence in density between fresh water 3 achieved weights 0.15 kg my new (although I started to build it two (~1000 kg/m ) and salt water (~1025 years ago) 2M carbon trimaran soon. kg/m3). The 1:20 scale RHS 140 • Mainhull: 0.24 to 0.30 kg - achieved model would in that case be ballasted weights 0.50 kg (!) [Contact the author by email at: to: 66000/203/1.025 = 8.049 kg. [email protected]] • Mast: 0.19 to 0.22 kg - achieved During preliminary trials of the weights 0.25 kg hydrofoil model before it was fully com- MARTIN GRIMM pleted, the performance was found to be • Total: 0.91 to 1.12 kg - achieved (Continued From Previous Page) somewhat sluggish at a weight of only weight 1.55 kg 5.500 kg. This was considered to be due craft model to a weight less than the to the insufficient power available from As you can see, these are only the actual aircraft weight scaled down to the twin electric motors used to propel main components. A lot of other parts re- model size using scaling laws. This the model and also to a less than optimum late in the same way: rudder, center- seems surprising given that full-scale air- choice of propellers. I therefore accepted board, centerboard trunk, boom(s), sails, craft are typically already lightly con- that the model weight should remain less forestay and shrouds and so on. structed. The model in question is quite than the properly scaled weight to main- solidly built, though the wings and fuse- tain a reasonable foilborne performance. The achieved weight that is most lage consist largely of fabric covered irritating to me is the weight of the cross- balsa wood. The reason the model can be While the model has not been bars! Although these parts are the most built to less weight than its “scaled completed yet, the final weight is esti- difficult ones to build, I almost achieved weight” is perhaps explained by strength mated to be 5.920 kg. A breakdown of the ideal weight. So the (maybe strange considerations as discussed at the end of this weight is provided on the next page. and maybe wrong) idea came up in my this article. This is only around 72% of the mind, these crossbars could be too weak. correct scaled weight, so the model could It would be bad if they bend too much, Now let’s turn to my 1:20 scale in this case again be built to less than the but even worse, if they break! But they model of a Rodriquez RHS 140 hydrofoil scaled weight. There is at least one rea- seem to be strong and stiff enough (ac- passenger ferry. The initial intention was son why such a light weight could be cording to my tests) This then would to ensure that the model weight was cor- achieved. This is simply that the model mean all hull shells I had built so far al- rectly scaled and therefore that the model does not have to contend with 140 scaled though they are very light already - must floated at the correct waterline. As the still be far too heavy. That is one more full scale vessel displaced 65 tons (or reason, why I left the workshop alone for about 66 tonnes) fully loaded according Continued on Next Page to Jane’s Surface Skimmers 1974/75, the

Page 20 IHS Winter 2000-2001 MARTIN GRIMM Denmark have built much lighter models The smaller beam is solid alumi- (Continued From Previous Page) than mine despite their being of a similar num alloy, say 6062-T6 grade with a size. In one example, this has been yield strength of 110 MPa and Youngs down passengers on board (that being the achieved even though a high degree of Modulus (E) of 70 GPa, and has a cross maximum capacity of the RHS 140). At detailed outfit has been included on the section of 10 mm x 10 mm and a cantile- full scale these would weigh around 10.5 model. Some of these models are built of ver of 1.0 m span. One end is rigidly tonnes while the correctly scaled passen- light alloy sheeting. fixed to a wall. On the other end of this ger weight at model scale would still horizontal beam, a mass of 1 kg is sus- have amounted to 1.312 kg. Of course Ernst Zemann remarked with pended. The maximum stress in the beam my model does not have dummy passen- some satisfaction that he has managed to develops at the wall end and can be cal- gers nor does it have any interior outfit, achieve the weight target on the cross- culated by applying a common engineer- all of which would have added weight to bars of his ORMA 60 yacht model. This ing formula: the model and brought it closer to the has reminded me of an interesting result I scaled weight. once stumbled across when it comes to Stress = M.y/I (Pascals) scaling of strength between model and At the start of the project to build full scale craft, or for that matter from Where: this model, I estimated I had plenty of one size of hydrofoil to a larger geometri- weight budget to spare, and therefore I cally identical one. • M = the moment exerted in the beam did not skimp on the hull construction at the wall end = mass x gravity x Span material. The model is thus quite solidly It turns out that if an identical ma- = 1.0 x 9.81 x 1.0 = 9.81 Nm. built from 2.5 mm plywood. The foils are terial is used and the construction of the solid wood construction with steel rod structure (be that a foil or a cross bar) is • y = the distance from the Neutral Axis reinforcement at the leading and trailing also accurately scaled, the model will ex- of the beam cross section to its ex- edges. Once again, it can be seen that it is perience less stress that the larger scale treme fibers, which in this case is half relatively straightforward to build a scale equivalent for the same scale loading the height of the beam or 5mm hydrofoil ferry model at a weight that is cases. I will use as an example the stress (0.005m) since the neutral axis lies at less than that of scaling down the corre- in two cantilevered beams being equiva- the center of this symmetrical section sponding full-scale hydrofoil displace- lent to one another except that they are at beam. ment. Fellow hydrofoil modelers in two different scales: • I = the Moment of Inertia of the beam Breakout of Component Weights -- M. Grimm’s Model RHS140 cross section. For a solid rectangular cross section this is given by: b.h3/12 Component Wt. (grams) % of Total where b is the base width and h is the Hull 2440 41 height of the cross section of the beam. Hence I = 0.01 x 0.013 /12= Superstructure 645 11 8.3333x10-10 m4. Forward foils and cross beam 245 4 Consequently, the stress in the beam is: Aft foils 150 3 Stress = 9.81 x 0.005 / 8.3333x10-10 RC receiver, servos, RC batteries, etc. 550 9 7 = 5.886x10 Pa or 58.86 MPa 1800 mAh NiCad batteries (2) 660 11 Now, if we double all the dimen- 2x Motors and controllers 585 10 sions of the beam and cube the mass sus- Deck Fittings 250 4 pended from the beam (following the reasoning of mass scaling given by Shafting, propellers, and couplings 150 3 Ernst), the beam cross section is now 20mm x 20mm while the span is 2.0 m. Tubing for fenders, etc. 75 1 Of course the weight suspended from the Stainless steel hand railing 170 3 Total: 5920 100 Continued on Next Page

IHS Winter 2000-2001 Page 21 MARTIN GRIMM cantilevered beam with a load applied at LETTERS TO THE EDITOR (Continued From Previous Page) the tip is: (Continued From Page 16) 2 beam is now increased by the dimension Deflection = F.L /(2.E.I) Fast Ferry Conference cubed, so it becomes 1 kgx2x2x2=8 Where: kg. Repeating the above calculation pro- Mitsubishi is giving a paper on its cess for the larger beam and mass we experiences with the fully submerged • F = The force applied due to the load, now get the following stress in the larger hydrofoil catamaran, RAINBOW at the i.e. 1 x 9.81 = 9.81 N for the smaller cantilevered beam: Fast Ferry Conference in New Orleans, beam case. 13th - 15th March 2001. The second die- Stress=156.96 x0.01 / (1.3333x10-8) sel-driven, fully-submerged hydrofoil = 1.1772x108 Pa or 117.72 Mpa • L = The beam length or span =1mfor catamaran RAINBOW 2 operated by the the smaller case. company, entered service in 1998 fol- So it can be seen that the stress lowing the 5 year operation of its sister • E = Youngs Modulus for the beam vessel RAINBOW. level has doubled rather than remaining 9 constant as may at first have been ex- material = 70x10 Pa or 70 GPa. pected. The example is such that, while The paper looks at the trials and the smaller scale beam is still well below • I = Section modulus of the beam as de- tribulations of bringing both craft into the yield stress, the larger scale beam has fined previously service and how the technical upgrading exceeded the yield stress for the same al- of both craft allowed the pair to run a loy. Now, for the smaller beam, we technically free service from 1999 - have a deflection of: 2000. If you want to know more about the 17th Fast Ferry Conference & Exhi- Taking this result the other way, 2 the structure of a model in some in- Deflection = F.L /(2.E.I) bition, either drop me a line or go to the website and click on the conference logo stances can be built to less than the geo- 2 9 metric equivalent thickness if the same = 9.81 x 1.0 / (2 x 70x10 x at the bottom of the page. 8.3333x10-10) material is used, or alternatively, a Giles Clark ([email protected]) = 0.084m=84mm weaker material can be selected. A good Fast Ferry Conference & Exhibition example of this is the pair of foils on my 4midable Ltd Likewise, for the larger scale 1:20 scale RHS 140 model. While the Windmill Oast beam the deflection is 168 mm, or twice foils supporting the 65-ton full scale Beneden Road as much as the smaller beam. So, just as RHS 140 are constructed of hollow Rolvenden, Cranbrook with the stress level, the deflections in- welded steel, the scaled foils for the 5.5 Kent TN17 4PF crease in proportion to the scale. It must kg model are instead constructed mainly Tel: +44 1580 240055 however be appreciated that allowable of solid wood. These foils have been Fax: +44 1580 240066 deflections for engineering design pur- demonstrated to be sufficiently strong website: http://www.4midable.net poses are usually related to the size of the even when the model has been tested by structure itself. In this example it can be towing it in rough head seas when the Foil Design Software seen that the deflections remain in the model was ballasted to its correct scale same proportion as the dimensions of the weight of 8.25 kg. If the full-scale hydro- The XFOIL airfoil design/analy- structure so are not a bigger problem at foil had employed solid wood foils rather sis code has been recently placed in the larger scale than at the smaller scale. than steel foils, they would surely break public domain. It can be downloaded at on the first attempt to lift out of the water http://raphael.mit.edu/xfoil. [Contact Martin Grimm by email when becoming foilborne! Mark Drela at: [email protected] Returning to the example of the Jackson, William D, Naval Architect, Build Your Own Hydro- two cantilevered beams, it is also worth foil Speedboat, Science and Mechanics Feb 1960, Craft Print looking at how the deflections at the tips Project No. 304. p.176-179. Plans for building add-on hydro- of these two beams compare to one an- foils for almost any boat up to 16 feet. Foils are constructed of other when the mass is applied. The for- steel framework with fiberglass foil-shaped lifting surfaces. mula for the tip deflection of a

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