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

Editor: John R. Meyer Spring 2003 Editor: Martin Grimm

Hybrid Hydrofoil Spreads WHERE ARE YOU IN Its New Wings CYBERSPACE?!

By William McFann IHS relies on electronic communi- cation with the membership to improve The Island Group timeliness and reduce mailing costs. If you change your email address, let us know about the change! Thank you. ests and trials of the 46’ hybrid foil-assisted trimaran developed by TechMan a/s, Norway, and built by Island Engineering, Inc 2003 DUES ARE DUE T(IEI), Maryland, USA, were successfully completed in May 2002. [Ref previous IHS Newsletters]. After demonstrations of the vessel for representatives of Navatek, Ltd, Hawaii, a program was IHS Membership is still only US$20 per calendar year (US$2.50 for started to use the trimaran as a test bed to evaluate a new variant of students). Your renewal or new member- Navatek’s proprietary lifting body technology. is critical. IHS accepts dues payment Navatek has been developing and testing various configurations of by personal check, bank check, money or- lifting bodies and foil systems, separately and in combination, since der or cash (all in US dollars only). We have also recently arranged for payment of regular membership dues by credit card using PAYPAL. To pay by credit card please go to the IHS membership page at and follow the instructions.

INSIDE THIS ISSUE - President’s Column...... p.2 - Welcome New Members... p.2 - Propeller Solutions ...... p.4 - Flying A Foil Manually.... p.6 - Helicopters & . . p. 7 - Hydrofoil ...... p. 9 Hybrid Trimaran Flying at 32 Knots - Sailor’s Page...... p.10 Continued: See Hybrid Trimaran, Page 3 - Letters To the Editor..... p.13 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Michael Bosworth – Mike is currently the Ship & Force Architecture Concepts s I reported in the Winter News- At an earlier IHS Board of Directors (S&FAC) Program Manager in NAVSEA letter, the Society continues to meeting Jim King and Dennis Clark 05D1. He is a retired naval officer/engineer Agrow with new members join- had taken an action item to propose an (CDR USN (ret), retired in 1996). Prior to ing every week. During the first three approach to developing an IHS naval service, in the late sixties/early sev- months of 2003 we already had 14 long-range plan. At the meeting in enties, Mike experimented with hovercraft, new members. Many thanks to all March, Dennis presented an ap- surface effect and hydrofoils with a those who are spreading the word and proach, which had proved most effec- series of small experimental craft out of encouraging their colleagues to join tive for him in planning activities for Santa Barbara, CA. After a bachelor’s in the hydrofoil community. several organizations. This “bottom Naval Architecture from Naval Academy up” approach involves discussing, (1976), he served in many capacities as a Total AMV CDs delivered to date is and prioritizing certain IHS activities, Naval Officer. After naval retirement, now up to well over 200. Again many subsequently working through to de- Mike worked for half a decade at Syntek thanks to Steve Chorney who has la- sired outcomes and goals in a Technologies. In 2002, Mike rejoined the bored to copy these many CDs and two-phased approach. Clearly, as re- government as program manager of the send them all over the world. At the sources are very limited for the IHS, it multi-sponsor program (S&FAC). same time “Optimized Office Solu- makes sense to assess our “activities” Jacques Hadler - Professor Hadler has had st tions for the 21 Century” has com- and establish priorities consistent 60 years of experience in the field of naval pleted scanning thousands of pages with perceived goals for the Society. architecture and marine engineering of from a host of technical reports and Dennis will continue to develop this which about 24 years have been in acade- documents for the IHS. The subject approach with Jim King for imple- mia, 31 years at the David Taylor Model matter in these reports covers a broad mentation and discussion at the next Basin and the remainder in ship design and range of advanced Marine Vehicles. Board meeting in May. repair. Concurrently, during the last 46 So later this year the IHS will be com- years, he has served as a consulting naval ing out with a new CD: AMV-II. So architect to commercial shipbuilders, the stay tuned for the announcement and At the IHS Board meeting in March, United Nations and to foreign governments ordering instructions. However, due Ken Spaulding briefly discussed past on hydrodynamic problems concerned to the relatively higher scanning efforts to promote a traveling hydro- with ship and propeller design. For the last costs, AMV-II will be more expen- foil exhibit with the Smithsonian In- 24 years, Professor Hadler has been on the sive. Predicated on a sale of 200, a re- stitution in Washington, D.C. Martin faculty at Webb Institute of Naval Archi- view of projected costs have resulted Grimm has provided information on a tecture where he has been successively Di- in a price of $12 for IHS Members European hydrofoil exhibit contain- rector of Research, Dean of the College and $15 for non-members. ing many models, in Rostock, Ger- and, currently, J.J. Henry Professor of Na- many in 1997. Ken proposed that a val Architecture. He is recipient of the So- letter to the museum believed to have ciety of Naval Architects and Marine I regretfully report that one of our at least some of the models might be Engineers, David Taylor Medal for notable long standing Charter Member and worthwhile. However, it was decided achievements in Naval Architecture. Life Member of the IHS, Dr Edward to defer this action at this time subject Dr. Daniel H. Harris – “Rick” is a senior Sedgwick passed away in December to prioritizing the exhibit option in the engineer at Maritime Applied Physics Cor- of last year (see page 9). Also we planning effort mentioned above. poration. His work focuses on the dynam- were saddened to receive word from ics and control of high performance marine IHS Member Charlie Pieroth that a vehicles for commercial and military appli- John R. Meyer hydrofoil colleague, Ray Wright, cations. died in February (see page 12). President Continued on Page 9

Page 2 IHS Spring 2003 HYBRID TRIMARAN The original waterjet steering servos main foil configuration but at the (Continued From Page 1) were modified to steer the outboard same time, the maximum take-off dis- motors instead. placement, and hence the useful pay- 1996, with successful demonstrations load fraction, has been increased of the technology on their Midfoil and Sixty-four high-response sur- dramatically, by almost 30% as dem- Waverider test craft. Working with face-mounted pressure sensors were onstrated to date. commercial Computational Fluid Dy- installed in one of the BWB lifting namics (CFD) programs, and with as- bodies and a section of the cross-foil Ø The previously excellent sea sistance from California State to measure the pressure distribution keeping performance was improved University, Long Beach, Navatek has and boundary layer transition loca- relative to the original foil configura- developed the next evolution of lift- tions for correlation with the CFD tion due primarily to the added damp- ing body technology, the blended- predictions. Net thrust from the out- ing provided by the lifting bodies. wing-body (BWB). The main objec- board motors and the lift and drag on Ø The remarkably low tive of the BWB is to enhance the the BWB assembly are also recorded wake/wash exhibited by the original seakeeping and high-speed payload on the on-board data acquisition sys- concept does not appear to have been capacity of a range of existing or tems. changed by substitution of the BWB planned vessel designs. The IEI test The IEI Spectrum flight control sys- foil system for the original main foil. craft was determined to be the ideal tem that was already proven in the test bed on which to evaluate the per- original craft configuration was re- The large quantity of data acquired to formance of the BWB concept at a tained, although system gains were date is being reduced for correlation reasonably large scale. modified to accommodate the added with the lift, drag and pressure distri- bution predictions. The BWB, an optimized combination mass and damping associated with of two lifting bodies with a cross-foil the BWB. The Spectrum fly-by-wire between them, replaces the original digital control system maintains the [Editor’s Note: An illustration of the main lifting foil on the test craft en- trim, list, flying height and heading Hybrid Trimaran showing the instal- tirely. Requiring only three support- commanded by the operator and lation of the BWB is not available at ing struts instead of the five used with dampens transient pitch, roll, heave this time. However,an earlier concept the original foil configuration, it was and yaw motions. called Hybrid Small Waterplane Area designed by IEI to accurately reflect Results to Date Craft (HYSWAC) is based on separate the geometry of the Navatek design lifting body, amidships, and conven- yet bolt directly to the original main With the first phase of the test pro- tional aft foil on a (the foil foundations. The BWB also uses gram completed, the following re- former SES200). The BWB repre- the existing servomechanisms and sults have been noted: sents the first integration of the two controls for trailing-edge control flap separate lifting elements and is being Ø actuation. Controllability of the craft in developed further for both catamaran trim, list, heading and height is excel- and /trimaran applica- In order to remove or preclude the in- lent. The Miros bow-height sensor tions.] fluence of the center hull on the BWB continues to prove an excellent pack- test results, the waterjet propulsion age for providing real-time height was removed and a pair of Yamaha data to the flight control system. outboards installed on the transom of Ø the center hull. This modification al- Take-off drag (hump drag) lows the craft to achieve a fully flying characteristics were improved with condition with all hulls completely the BWB foil as compared to the orig- clear of the water surface. The exist- inal main foil. ing inboard V-8 was retained to pro- Ø The total drag at flight speeds vide hydraulic and electrical power. has increased relative to the original HYSWAC Concept

IHS Spring 2003 Page 3 EXTENDING THE CHOICE OF the megayacht sector were main- Lorenzo 100 (twin 1.16m-diameter, PROPELLER SOLUTIONS tained last year with twin CPP sys- five-bladed, 1,680kW apiece); the (From Speed at Sea, December tems for an 85m megayacht. The 43m Aliosha V7I of Rurik (twin 1.5m 2002) propellers were designed to meet diameter, four-bladed, 1,015 kW strict requirements with regard to in- apiece); the 45m Shamwari (twin by Doug Woodyard duced pressure pulses and cavitation. 1.45m-diameter, four-bladed, 1,400 An earlier megayacht project called kW apiece); and the 53m Destiny omputational fluid dynamics for twin Escher Wyss CPP systems (twin 1.79m diameter, five-bladed, C(CFD) is a valuable tool in de- featuring a synchrophaser which is 1,156 kW apiece). signing propellers and assessing active in the 80 to 100 per cent shaft the interaction of hull, propeller and speed range to minimize induced vi- Propellers from 500mm diameter and . A specialist in CFD solutions bration. over are produced Piening Propeller, for the marine industry, the CD Hamburg, with casting mainly from adapco group has offices in the USA, high tensile strength marine bronze or Europe and Asia. Its software portfo- Another German company, Lubeck- nickel-aluminum-bronze. Tips and lio includes three cavitation models, based Schaffran Propeller Service, segments are also cast from these al- allowing the prediction of both the draws on extensive experience in de- loys to repair damaged propellers and onset of cavitation and the unsteady signing and producing fixed pitch and blades. In addition, the company phenomena associated with the CP propellers up to 6,000kg in manufactures propeller shafts, shaft build-up and break-up of large cavi- weight, including units for fast lei- bearings and shaft struts, with lathe tation regions typically on the suction sure, commercial and paramilitary facilities allowing units up to 12m in sides of propulsion systems. Detailed vessels. length and 4m in diameter to be pro- analysis of both steady and unsteady duced. cavitation phenomena has been car- ried out successfully with the soft- Valuable references are provided by ware by the Technical University of the US Coast Guard’s 26.5m Marine Alco Propeller AB, a Swedish spe- Hamburg-Harburg’s Department of Protector-class cutters from Bol- cialist in the production and repair of Fluid Dynamics & Ship Theory, linger Shipyards, some 53 vessels of CP propeller blades and fixed pitch HSVA and Voith Schiffstechnik. this type being delivered in propellers, is now under the umbrella 1997-2001. The twin-screw propul- of the Osterby Gjuteri group, whose sion plant is based on MTU 8V 396 other interests include the waterjet Simulating flows around surface- TE94 high speed engines driving manufacturer Marine Jet Power. piercing propellers is particularly Schaffran five-bladed 1.04m diame- complex, since the blades cut the free ter propellers. Six P200-class patrol surface as they rotate. CD adapco boats from Germany’s Peene Werft software is capable of handling this were specified with a pair of An extensive reference list of over situation. The predicted variation of four-bladed 1.4m-diameter propel- 15,000 propellers has been earned by thrust generated by one blade during lers, each designed to absorb China’s Zhenjiang Marine Propeller its rotation reportedly well matches 2,054kW. Plant, which is keen to compete in the the experimental data, where stan- design and production of propellers dard tools based on potential theory for high speed vessels. An annual fail. High performance propellers for fast output of over 1,000 fixed pitch and megayachts are another speciality, CP propellers is claimed for diverse Schaffran promising optimum effi- commercial tonnage and warship Current commitments at Ravens- ciency, minimal noise excitation and projects in China, elsewhere in Asia, burg-based VA Tech Escher Wyss in- cavitation in such applications. Europe and the USA. Commercial clude the production of CP propeller Among its references are the 35m and technical co-operation has been installations for the German F 124 SunlinerX, which features twin forged with leading overseas special- program, with deliveries 1.22m-diameter four-bladed propel- scheduled up to 2004. References in lers absorbing 2,570kW apiece; San Continued on Next Page

Page 4 IHS Spring 2003 EXTENDING THE CHOICE OF PRO- speed vessel sector for the Propeller and resolve a number of rudder ero- PELLER SOLUTIONS Boss Cap Fins (PBCF) concept de- sion problems. (Continued From Previous Page) veloped by Mitsui OSK Lines, the West Japan Fluid Engineering Labo- ists such as Lips, SMM, Schottel and ratory and Mikado Propeller. The All vessel types with screw propellers Kawasaki. first installation was executed in 1987 can reportedly benefit from PBCFs, and by June 2002 some 770 sets had including those with CP screws: two been commissioned. RoPax , each with 23.83MW A market beyond the Asia-Pacific re- shaftlines, are currently the highest gion is targeted by the Indian propel- powered vessels with CPP/PBCF ler designer and manufacturer Shree combination. PBCFs were installed Gajanan Prasad, which specialises in on three patrol vessel newbuildings in fixed pitch units with diameters up to 1999, each of the twin props absorb- 2m. The Mumbai-based company of- ing 1,471kW. Model tests had con- fers standard propellers exstock and firmed the effectiveness of the custom-made designs in either man- concept for high speed craft applica- ganese-bronze or nickel- alu- tions. minium-bronze. Among its design resources are the advanced software programs Propcad and Propexpert, which enable propellers to be opti- Sales are handled by the PBCF Divi- mised for the specific vessel and en- sion of Mitsui OSK Techno-Trade gine combination based on data Ltd, which can advise potential cus- supplied. tomers of the anticipated benefits given installation. Restricted licenses to sell an produce the PBCF - now Well over 250 contracted and loaded patented in 12 countries are held by tip (CLT) propellers are now in ser- the Japanese companies Mikado Pro- vice or on order worldwide with ton- peller (which has sold over 300 units) nage ranging from fishing vessels High speed vessels can benefit from and Nakashima Propeller and and high speed craft to large cargo its propeller cap fins, says Mitsui Samsung Heavy Industries of Korea. ships. These installations cover a power band from 75kW to 26.5MW Applicable at the newbuilding stage and a wide propeller speed range, and or by retrofit to fixed and CP propel- THE “SCHLOER HYDROFOIL PRO- more than 50 references feature CLT lers, the PBCF system exploits a boss JECT“ – THE FIRST COMBINATIONS blades applied to CP hubs. Sistemar, cap with fins that rectify the propeller BETWEEN SWATH AND HYDROFOILS the Spanish designer, cites the fol- hub vortex and recover rotational en- By Christof Schramm, IHS Member lowing merits for the CLT propeller: ergy otherwise in the slipstream. - reduction in fuel consumption of n the 1970s the German engineer more than 8 per cent or an increase in Dr. Ingo Schloer invented a hydro- The concept reportedly increases pro- I ship speed for the same consumption foil concept to combine the advan- peller thrust by over 1 per cent and re- - reduction/elimination of hull-in- tages of displacement vessels with duces propeller torque more than 3 duced vibrations those of hydrofoils. His concept was percent, thereby underwriting fuel - improved manoeuvrability (smaller designed as a military hydrofoil com- savings of up to 5 percent. A speed turning circle and shorter stopping parable to the PHM-design, which gain of 1.5 percent can be delivered distance in crash stop manoeuvres) was discussed as a new project to re- with the same engine output. Apart -enhanced course stability. place the conventional Fast Attack from enhancing propulsive effi- Craft of the German Federal Navy. ciency, the system is said to reduce A wider market is sought in the high stern vibrations and propeller noise, Continued on Next Page

IHS Spring 2003 Page 5 THE “SCHLOER FOIL PROJECT“ to run at slower speeds in deep - with a waterjet at the end of the main (Continued From Previous Page) ters. If the ship has to run in shallow hull would be used for higher speeds waters at slow speeds, the ballast – similar to the Boeing propulsion His concept never grew to an official would be blown out of the ballast concept. project for the German Dept. of De- cells, so that the boat rises to the level fence. Since the PHM was canceled (B) having a very low draught. If the Was this design a true hybrid by the German Federal Navy, all de- boat accelerates in the deep submer- SWATH-Hydrofoil? The answer is velopments and concepts of this type gence state, the dynamic lift of the “No,” because the lower hulls would have been forgotten and buried in ar- foils will raise the hydrofoil to the not have been used to reach a chives. Germany never developed a middle level (C). In this state the boat mid-submergence level (C) like fast industry as did Norway or could operate as a hydrofoil in higher semi-submersibles do. The ship has other countries. sea states stabilised by the front and only been designed to run at two lev- the aft foils. When the boat deceler- els: fully submerged to the normal The speed of conventional fast craft ates, it comes back to lower level (A). waterline of a displacement ship or depends on sea state. Hydrofoils with with a very low draught at slow fixed foils are relatively independent [Editor’sNote: Although this is an in- speeds. of sea conditions, but they have a teresting concept, the need to carry problem to find berths with a water ballast in the lower hulls reduces vol- depth suitable to the deep draught of ume available for fuel.] FLYING A HYDROFOIL MANUALLY hullborne hydrofoils with fixed foils. Hydrofoils that are able to retract Similar to the PHMs, two independ- their foils have to transit from their ent propulsion systems are used for By Christof Schramm, IHS Member landing areas to their berths as con- low and for high speed operations. The propellers at the end of each n the Sixties the German shipyard ventional displacement ships at rela- Luerssens at Bremen – well known tively slow speeds. lower hull are part of the diesel driven I low speed propulsion. A gas turbine for the Luerssen type “S-Boats” of the WW II – built a small test vehicle with full submerged foils. Lack an au- topilot system, the engineers devel- oped a control system for this small hydrofoil similar to that of the con- trols of an airplane. During the first test runs, the test crew recognized that it was not easy to con-

Sketch of the Schloer Hydrofoil Disclaimer

Dr. Schloer invented a solution with a IHS chooses articles and variable draught. If the ballast tanks photos for potential interest to IHS Luerssen Test Hydrofoil (Photo by of the lower hulls are flooded, the members, but does not endorse C. Schramm 2001) ship will drop to the waterline level products or necessarily agree with (A). In this state, the ship will be able the authors’ opinions or claims. Continued on Next Page

Page 6 IHS Spring 2003 FLYING A HYDROFOIL MANUALLY ler within the snorkel can then be The Erickson Air-Crane website at (Continued From Previous Page ) activated to refill the tank in as little http://www.erickson-aircrane.com as 45 seconds while the helicopter is has a good still image of one of their trol the vehicle while foilborne. So in a low hover. S-64E helicopters with that hydrofoil they asked at a nearby German water scoop system in action as it flies Airbase for help. After one of the pi- The second approach is even more low over the water. Even better, the lot officers had tested the boat on foils novel. A rigid equipped with a selection of video clips that Erickson he instructed the test crew, how to fly ram scoop system is lowered from Air-Crane provides on their website this boat manually. includes footage of the hydrofoil wa- ter scoop system in action. The lack of the autopilot resulted in failure of the design, because nobody has been able to fly this boat manually for a long period through the waves – however, the boat reached a speed of more than 30 knots. This small hydro- foil has been preserved in a very good condition at the “Auto- und Technik- Skycrane With Fire-Fighting Museum” at Speyer, Germany. Equipment Detail of Scoop WHAT DO HELICOPTERS AND HY- alongside the tank as the helicopter DROFOILS HAVE IN COMMON? approaches for a low pass over a One Erickson Skycrane named “El- stretch of water. At the end of the vis” has been a regular visitor to Aus- By Martin Grimm, IHS Member boom, a hydrofoil unit is installed tralia during the summer period, he two technologies that interest such that when the boom makes con- mainly fighting bush fires in Victoria. me most are helicopters and hy- tact with the water, the hydrofoil Last season saw significant bush fires Tdrofoils. When these both came forces the boom to submerge rather in New South Wales, so two other together in a single application, I was Erickson Skycranes with most pleased. the names “Incredible Hulk” and “Georgia The Erickson Air-Crane company Peach” were imported at based in the US has been operating a short notice. All three fleet of Sikorsky S-64 Skycrane heli- earned a good reputation copters for many years. These heavy saving houses on the out- lift helicopters are used for a range of skirts of Sydney and in ru- specialist applications from aerial ral communities. This crane work to fire-fighting. year the helicopters and their crews have again In the fire-fighting role, the helicop- been earning their keep ters are fitted with a custom designed fighting fires from Can- tank that can carry up to 2500 gallons berra south down into Victoria. A hy- (~9500 litres) of water, retardant or Scoop With Hydrofoil Unit drofoil played a little part in it too. foam mix. This load can be dis- than simply skipping over the water charged at various rates depending on surface. The ram pressure of the wa- the nature of the fire being attacked. Interested in hydrofoil history, ter can then fill the tank through the pioneers, photographs? Visit the The tank can be filled while the heli- scoop inlets in less than 45 seconds. A copter is airborne by one of two meth- history and photo gallery pages close up view of the hydrofoil and the of the IHS website. ods. A snorkel unit connected to a water scoop inlets is shown here. flexible hose can be lowered into wa- http://www.foils.org ter reservoirs and the integral impel-

IHS Spring 2003 Page 7 TRIMARAN DESIGN TARGETS TRIPLE MARCIA JOHNSTON BENEFITS HS Honorary Life Member, Marcia Johnston, has continued to correspond (Excerpts From Speed at Sea, Feb- with the IHS. She has, recently, amongst other generous gifts, sent your ruary 2003) INewsletter Editor one of her many paintings. It is reproduced here for the benefit of all. Her talents also extend to completing in record time early in the By Valentin Tugolukov [Valentin morning, several crossword puzzles. Marcia continues to enjoy winters in Tugolukov is senior staff scientist at Daytona Beach, Florida and summers in her beloved Rensselaer, Indiana. Ukraine-based joint stock company Feodosia Shipbuilding Company ‘Morye’]

new design called the ‘fast seakeeping craft’ (FSC), as a A‘spearhull’ incorporates the best hydrodynamic qualities and charac- teristics - including shape and rough-water performance - inherent to three different advanced hulls: gliding monohull, lengthened trima- ran, and deltoid wavepiercer. A fun- damental requirement of the new hull was to maintain high speed in heavy seas without compromising the com- fort and safety of the crew, and pas- sengers. This had to be achieved with minimum costs for power, operation and construction. FSC can also stand for ‘fast, safe and cheap’.

boats, ships and vessels of various di- Commercial application of the hull is mensions and functional purposes. for a 24.5m/61seat passenger fast ferry (FSC 24.5) for a Dutch com- pany on the rivers Vaal and Rhine, An example is a 21 m long interceptor and channels out to the Hague and craft (FSC 21) carrying a team of 10 Rotterdam, and even across the to 16 commandos has a displacement southern part of the North Sea into the of 20 tonnes. Two 525kW engines Thames to London and back. Power General views of the FSC give this craft a speed of 70 knots. needed to maintain 62 knots is just 2 x ‘Spearhull’ 846 kW, with a fuel consumption of Without going into details about the no more than 2 x 182 kg/hr. The mod- FSC concept’s design and hull hydro- est cost of building the steel hull dynamics, it is still possible to pro- means that this vessel would pay for vide a good idea of its characteristics itself within six months, making two with some examples. The same glid- return trips a day at $50 a crossing. ing deltoid three-section trimaran The transport efficiency of the ferry is wavepiercer hullform can be scaled more than 1.3 to l.6 times the same in- up or down to create a ‘family’ of 24.5m Version of a FSC Fast Ferry dex for comparable fast craft.

Page 8 IHS Spring 2003 HYDROFOIL SURFING IN MEMORY OF EDWARD SEDGWICK WELCOME NEW MEMBERS (Continued From Page 2) By Martin Grimm, IHS Member dward Van Volkenburgh Terry Hendricks - Terry’s academic train- Sedgwick, PhD, IHS Life ing is in elementary particle physics, but his ecently on the national news in EMember, age 89 passed away professional work has been in coastal RAustralia there was an item on December 26, 2002 in oceanography. After arriving in La Jolla to about some guys who had devel- Mukilteo, WA after a lengthy ill- attend graduate school at UCSD in the fall oped a hydrofoil supported . ness from Parkinson Disease. This seems to be an off-shoot from the of 1960, he became captivated with surfing hydrofoil based ‘air-chair’ towed be- Dr. Sedgwick was born in Dixon, and built his first wave-riding vehicle—a hind ski boats. The footage on the CA 15 June 1913, son of Charles Gaylor Miller designed monofoil hydrofoil news item was fairly impressive. Elbert Sedgwick and Katalina board. He has been building and riding There is a website on the subject, and Hamlin (Clark) Sedgwick. He boards of his own design since then, includ- all are encouraged to log onto: graduated from Dixon High ing revisiting hydrofoil designs beginning www.hydrofoilsurfing.com School, attended Univ. of Califor- about six years ago. Much of his spare time nia at Berkeley. He received his now is spent experimenting with, and refin- BS degree, MBA, & PhD from ing, his latest hydrofoil design to further UCLA in Business Management. improve its performance. Gabor Karafiath - Gabor received an From 1963-1965, he was a lecturer M.S. in naval architecture from the Univer- at Long Beach College and an As- sity of Michigan in 1972 and has spent his sistant Professor at San Fernando career at the Naval Surface Warfare Center. Valley State College. He was ap- Currently he is in the Resistance and pointed lecturer to UCLA’s An- Powering department in charge of surface derson’s School of Business 1969 ship powering model tests. He has also to 1980 and visiting lecturer from worked in the High Performance Vehicle 1980 until he retired at age 75. branch testing an early HYSWAS model, a Ed was a 4th generation Califor- partial hydrofoil supported planing hull nian and resided in Los Angeles model and more conventional high speed with his wife Janet for over 60 craft. More recent accomplishments in- years. They moved to Washington volve developments for surface ship mono State in 1998. Ed belonged to vari- hulls such as the wedge, stern flap, bow de- ous professional and scholarly so- signs, and pod propulsion. cieties: Beta Gamma Sigma, David Newborn - David is currently em- American Institute of Industrial ployed by the Naval Surface Warfare Cen- Engineers, Academy of Manage- ter, Carderock Division as a co-operative ment, a Charter Member of the In- education engineering student trainee and ternational Hydrofoil Society, and is also a full time student at Florida Atlantic was a licensed Industrial Engineer University. Starting in January 2002, as a in the state of California. co-op student employee, he has worked on the concept development and preliminary His interests were many and quest design effort for the Planing HYSWAS In- for knowledge unending. He tegrated Node (PHIN) Unmanned Surface loved antique motors of which he Vehicle (USV). David plans to graduate Some pictures from the site are repro- had a small collection, old cars, from Florida Atlantic University’s Bache- duced here. One can only be amazed anything to do with trains, planes lor’s of Science in Ocean Engineering. by what these surfers do! It seems like and fishing an interest that he pur- they are able to stand a pencil on its sued in later years. He earned his Continued on Page 12 point with little difficulty. pilots license in the early 1940’s.

IHS Spring 2003 Page 9 SAILOR’S PAGE

SCAT UPDATE FASTACRAFT FOILER ‘ON THE 4th place. Upwind, the boat generally PROWL’ has a similar speed or was occasion- By Sam Bradfield, IHS Member ally faster than the regular boats. It is he first event in which SCAT The previous Newsletter included an considerably faster downwind when was likely to participate was the article by Ian Ward on his Bifoiler foiling. The more wind the greater the TLauderdale to Key West race in Moth. There is quite a band of Moth range of relative heading angles at mid January 2003. SCAT suffered foilers in Australia and so this time which it can be foiled. In 10 knots the structural damage en route from another of their craft is described: boat may only foil on a beam reach Canaveral to Fort Lauderdale to race Contributed by John Ilett, IHS but with 15-18 knots of wind the boat Jan 12. Scat was clocked at 29.5 Member can square downwind on its foils. knots (GPS) on a broad reach when FOIL DESIGN the incident occurred. She proceeded ohn Ilett from Western Australia to Fort Lauderdale YC despite dam- Jreports that he and is brother Garth The current hydrofoil configuration age to her amas and standing the owner/sailor of the foiler Moth is an inverted “T” style on each of the and having taken on nearly 200 gal- ‘On the Prowl’ attended the Austra- rudder and . The rudder lons of water. lian Moth championships over the foil has a trailing edge flap controlled Christmas period on Lake by twisting the single tiller extension As is often the case with sailing hy- Alexandrina at the mouth of the to operate a nylon worm type adjust- drofoils, a means of establishing a Murray river in South Australia. ing screw. fair handicap for SCAT in this race Garth brought the foils of ‘On the still needs to be found. Prowl’ along with the intent of using The centreboard foil also has a flap SCAT was not officially included but them but the venue was so shallow with temporary repairs by her crew at that the foils would touch the bottom FLYC was permitted a late “unoffi- when the boat came close to the water cial” start . On the basis of compara- surface. If this happened at speed it tive time from start line to finish line, may have been fatal for the foils and she finished (carefully) this down- the boat. None the less, Garth used wind race in the middle of the mono- the foils in the invitation race and also hull fleet. the first heat where he gained a 5th place in both races. She was hauled at Key West, re- Front Quarter View Of Bi-Foiler paired, re-launched March 17 and is ready to go again. Her next exercise controlled automatically by a bow is performing for a flight video be- mounted sensor arm. Maximum flap fore she leaves Key West to return to incidence angle is set when the boat is her berth at CBYC in Port in the water with the flap automati- Canaveral. cally reducing the lift as the boat The OSTAR 40 division was recently rises. This sets the flying height at postponed until 2005. Development Side View Of BiFoiler about 30-40cm above the water. and testing of SCAT is planned to continue through 2004 and into 2005 In the invitation race Garth chose the when it is intended that the boat will wrong side of the course on the first be ready for Philip Steggall to partic- upwind leg and consequently he ipate in the Single-handed Transat- rounded the windward mark in 20th lantic OSTAR 2005 race. place but thereafter made a gain and Foil Detail at the following leeward mark was in Continued on Next Page

Page 10 IHS Spring 2003 FASTACRAFT FOILER MOTH ‘ON THE Sailing into a lull in the breeze is also PROWL’ strange. As the wind drops, so does (Continued From Previous Page) the downward pressure of the rig on the boat and so initially the boat will Both the vertical foil struts are timber actually fly a little higher before cored; their sectional shapes were cut coasting down to the water surface. It using a computer-operated router to always seems as though you are land- give the precise NACA 0010 section. ing a seaplane as you become so ac- These foils were also vacuum bagged customed to there being almost with carbon fibre. Both the hydrofoils silence until the hull again contacts are the same NACA 63412 moulded the water. With the landing you feel pre-preg section produced by Fasta- you can relax again as focusing on craft. The hinge within each foil is steering for long reach can be a bit kind of special. We have used a thin taxing on your mind. laminate of Kevlar impregnated with Reaching is of course the best part. a rubber like epoxy resin. I think this Whilst the rudder has a controllable is nothing new to the modeling enthu- flap it was found that once it is set, it siast. does not need to be used at all. With the height automatically controlled SAILING there is nothing extra to do with re- Launching the boat means firstly tip- gard to flying the boat. In 12 knots of ping it up on its side in the water. Hav- wind the boat will lift within a few ing to do this is often the normal thing boat lengths, then everything goes on a Moth as many have a fixed rud- quiet. The ride is quite smooth and der blade with no rudder box. The very fast. centreboard slides into the normal Downwind or generally sailing centrecase from the bottom of the hull deeper is a little different to straight and is pinned through at the deck with reaching. The helm needs to try and a ¼” toggle pin. Then the cable from maintain constant pressure in the rig the sensor arm attaches to the by following the apparent wind control rod with a sim- through changes in the wind strength ple ball and socket snap together fit- or direction to keep foiling. This “T” ting. The sensor arm and cable foiler gives the sailor a lot of confi- So far the worst that can happen re- always remain on the hull so overall dence sailing downwind. With the sults when sailing into a sharp gust of rigging actually takes no longer than foils being below the water there is no wind. Should the gust freak you a lit- a regular Moth. influence at all on the boat from the tle and you sheet out the sail, then this surface waves and the ride is super will also decrease the downward Upwind the boat does not appear to smooth. It does feel pretty strange at pressure on the boat which ends up be fully foiling but it actually is. The first, sailing deep downwind with skipper naturally/defensively bow sits just clear of the water with crouched on the deck near the centre rounding up into the wind as the boat the full stern still contacting the wave of the boat. tries to launch itself out of the water. tops. Even though the boat is not out New Sensations Obviously there are You rarely end up having a swim but of the water the foils are still carrying a few that are strange or different to you will see the centreboard foil the majority of weight. The wetted become accustomed to. Firstly steer- break the water’s surface before surface of the hull is reduced and as ing at up to 15 knots of boat speed is stalling and landing back in the wa- the weight is on the foils the boat does OK but at higher speeds the steering ter. not pitch with waves as it does when just becomes very sensitive and tends hullborne. to knock your confidence a little.

IHS Spring 2003 Page 11 WELCOME NEW MEMBERS 1984 that he bought in Estonia. He had seen RAY WRIGHT REMEMBERED (Continued From Page 9) an ad at a club, and 3 weeks later he had a wonderful ride in it. He plans to have Contributed By Charlie Pieroth Cristof Schramm – Chistof lives in his it in the Stockholm Boat Show this Spring. hometown of Hamburg, Germany and has ith regrets I must inform the worked as a sales manager and project hydrofoil community that I Chung Leung Yung - His English first W manger in the multimedia industry for received the message from name is Terence and his friends call him many years. He has spent a lot of time col- Ed Hermanns, that our colleague of Terry. From1962 to1965 he studied Mathe- lecting information about the fast ships and many years, Ray Wright, passed matics in the United College, The Chinese is working to build up his own business in away in February. To those who University of Hong Kong. He started his this special business field. Another field of never met him, Ray was the Chief sea-going life in mid 1965 and has been a interest is the history of hydrofoils and Hydrodynamicist at Grumman up seafarer ever since. Terry has been working other fast craft in Germany. until his retirement. As such he was for Far East Hydrofoil Co Ltd of Hong always a key member of the hydro- Peter Segerblom - Peter lives in Stock- Kong on board hydrofoils (PT50/60; foil development team at holm, Sweden and is a sailor, but has an in- RSH110/160) and, later Boeing Jetfoils and Grumman. terest in Volga boats in particular, but in FBM Tricats as Chief Officer/Captain since hydrofoils in general. He works as an event 1973. The Far East Hydrofoil took over the Ray was a quiet man, dedicated to marketer, and owns his own business. He is Parkview-China Travel Shipping and the his faith in God and science. He was anxious to get in contact with other IHS two merged in 1999 to form the present a true gentleman, and dedicated his members. ([email protected]) Shun Tak-CT Ship Management. At pres- professional career to the science of ent, he is serving as a captain on board FBM hydrofoil hydrodynamics. Few in Richard Varvill - Richard is an Aerospace Tricats of the ST-CT fleet. this small field, knew as much engineer with a lifelong interest in high about the subject as Ray, yet he was in addition to Aero/Astronau- ******** always willing to teach and discuss. tics. Together with a close friend, he is de- He was deeply respected by his signing and building a . peers. I personally learned much This hydrofoil employs a catamaran con- from him about the field of hydro- figuration and is canard stabilised with MEMBER BENEFIT dynamics and life. It may come as a superventilating bowfoils. Since this pro- surprise to many to learn that while ject is conducted in their spare time, it has IHS provides a free link trained in aerodynamics, he had a from the IHS website to members’ taken them 8 years! However, they are very deep distrust of any airplane personal and/or corporate site. To hoping to get it in the water by the end of enclosing him that was not firmly request your link, contact Bill 2003. He cruises a Tornado catamaran planted on the ground. Those wish- White, IHS Links Editor at around the west coast of Scotland for fun. [email protected] ing to express condolences, may write his wife, Myra, at 2421 Meadowbrook Drive, Valdosta,GA Jan Wennerstrom - Jan is a captain in the reserve in the Swedish Navy and did his IHS BOARD OF DIRECTORS service in the 1970s, mainly on the Motor Torpedo boats. He also qualifies as a ships 2000-2003 2001-2004 2002-2005 mate. Jan owns a Volga hydrofoil from IHS OFFICERS 2002 - 2003 Mark R. Bebar Sumiyasu Arima Jerry Gore John Meyer President William Hockberger Malin Dixon James H. King

Mark Bebar Vice President George Jenkins John R. Meyer John Monk George Jenkins Treasurer Ralph Paterson, Jr. William White Ken Spaulding Ken Spaulding Secretary

Page 12 IHS Spring 2003 LETTERS TO THE EDITOR

Testing a Drag Reduction System Following your train of thought, see Malin with the slowly turning propeller(s). Once Dixon’s 31 Mar 02 correspondence at the throttle is cut back, the propeller rapidly [11/26/02] I found John Meyer’s post at http://www.foils.org/students.htm on use of slows down also, particularly if it is direct http://www.foils.org/ students.htm regarding a catamaran test rig. Barney C. Black; coupled to the drive shaft that in turn is cou- the Georgia Tech Aerospace Engineering [email protected] pled to the engine. Even if the propeller is al- student project. I am currently working on lowed to spin completely freely without any the same project and was wondering if you Drag Tests on TALARIA III resisting torque from the propeller shaft, it had any suggestions for drag measurements. [12/1/02] As a measure of drag I tested the still has a relatively high drag. If the propeller The purpose of the project is to design an ex- deceleration of TALARIA III recently. An shaft RPM has been measured during the de- periment to test the drag on a hydrofoil accelerometer was linked to the on-board celeration, then the inflow conditions into the equipped with a drag reduction system. The PC’s DAQ, sampling at 50Hz. (Along with propeller(s) could be estimated and the drag drag reduction system works by employing roll, roll rate, flap, roll control signal, rudder, associated with them could be estimated an electric field that interacts with the ions in and RPM.) The boat was run up to 29 knots from four quadrant B-series propeller charts seawater and changes the boundary layer. and the engine cut back sharply. The prop and deducted from the total drag to get the The only idea I have come up with so far is to free wheels. Three test were done. Taking the drag of the foils and struts alone. Martin use a water tunnel along with a force balance difference between a sample just prior to the Grimm; [email protected] for measuring drag and an LDV system for engine cut back and the initial of the deceler- examining the boundary layer. I found some The outdrive on Talaria (Volvo) has a free- ation period, the boat decelerated at .23g information about water tunnels that use sea- wheeling prop. The DAQ acquired the en- +/-.02. This seems a bit high to me. From water, but I think you mentioned something gine RPM during the test, but, because it is your experience any thoughts? Also I added about open water testing. What measurement freewheeling, the propeller could have been to my web site a 13 second video of techniques are available for measuring drag turning faster. Is there any data on the drag of TALARIA flying. and boundary layers in open water? If you a freewheeling prop. For example, I could http://home1.gte.net/hlarsen0/;Harry have any information or suggestions for me, I measure the torque required to turn the prop. Larsen; [email protected] would really appreciate it. Thanks! Becky I’ll be doing another test in a week or so with Massey; [email protected] Response… [12/1/02] Those guys can do a improved aft foil hydrodynamics. Harry good drag buildup, but I’d expect a glide ratio Larsen; [email protected] closer to 10 than 5. It’s not induced drag so Responses..If you can propel your test model [12/8/02] The drag on a windmilling propel- without seeing it yet, I’m guessing it’s ugly with outboard motor(s) then you can measure ler can be estimated if it is assumed to be sim- struts/drive leg or something. The equivalent thrust directly by reacting the motor with a ilar to a B-series propeller. Other details of ‘drag area’ is about ½ square foot. Did the de- load cell in place of the normal restraint the propeller that need to be determined are celeration drop with speed squared as it set- mechanism on the motor bracket hinge. its diameter, pitch-diameter ratio, blade area tled? Jim Hynes; [email protected] Boundary layer information can obtained by ratio and the number of blades. Either the surface-mounted dynamic pressure sensors Harry and Jim. The approach of estimating RPM or the torque resisting turning also or, more expensively, using hot-film drag by measuring deceleration is an inter- needs to be determined in order to calculate anemometry. We are currently testing a foil esting one. For the benefit of other readers, I the drag. I have now looked more carefully at system using the outboard motor thrust cell thought it might be worth elaborating how a B-series 4-quadrant chart and have realised and surface pressure measurement tech- Jim estimated the ‘glide ratio’ (or Lift to that if the torque resisting the rotation of the niques with good results. We can determine Drag ratio) of TALARIA III based on the de- windmilling propeller is near to zero, then both static pressure distribution (64 sensors celeration readings: Newtons Law: Force = there is in fact very little drag. My earlier over one half of the foil system), or local CP Mass x Acceleration or in this case: Drag = message was misleading for that case. Martin if you want that, and the amount of dynamic Mass x Deceleration Also: Lift = Mass x Grimm; [email protected] pressure activity in the boundary layer - and Gravity Therefore: Lift/Drag = Gravity / De- [12/29/02] The drag of a freewheeling prop hence a good estimate of transition locations. celeration In this case: L/D = 1/0.23 = 4.3 can be substantially greater than the drag of a Bill McFann; My suggestion for why the L/D ratio is so [email protected] low is that there is a lot of drag associated Continued on Next Page

IHS Spring 2003 Page 13 Letters To The Editor mentioned. I was looking to achieve speeds development on a two dimensional Eppler (Continued From Previous Page ) around 15 kts under sail with a single dagger hydrofoil. March 2000, Journal of Fluids En- board in the center of the tunnel and a single gineering, Vol. 122, pp. 164-173. May be the stopped prop. This is because of the lift on rudder as well. I was hoping to achieve posi- paper could be useful for people working on the blades. After all, this is how a helicopter tive lift to help achieve planning at about 8 the subject. André Astolfi; autorotates for a power-off landing. There’s kts. I grew up on a 60 ft sailing cat from St [email protected] martin called Shadowfax and found that a technique used in performance flight test- How Does a Water Jet Work? ing of light aircraft in which an electrical most miles at sea were spent at 6 to 15 kts in contact is installed in the crankcase so as to 12 to 20 kts winds, we did hit 30 kts reaching [12/8/02] How does a vessel like the PHM or just make contact with the crankshaft when quite often. I haven’t been able to locate or the “Little Squirt” keep its propulsion when prop is not thrusting and is floating within the maybe I should say understand the NACA the jet drive is out of the water? Is it just the tolerance of the bearings. Glide tests are per- information that is online. I need the destina- pressure of the water against the atmosphere formed with the power set so the contact is tion points for a foil the will generate opti- like a fully opened fire hose? If so, it is amaz- intermittent, indicating zero thrust from the mum lift between 5 to 10 kts. With a old 40 hp ing to me that these vessels can obtain such propeller. It might be possible to do some- outboard that might be producing 30hp, the speed. What is the story behind the “Little thing similar with Talaria. Tom Speer; boats doing 30-32kts I was able to make the Squirt”? Meaning, is it or something else like [email protected] entry of the hulls very clean which greatly re- it, available to purchase? Scott McCaffrey; duced pitching going to windward, with a en- [email protected] Foil Shapes gine any how. I haven’t tried under sail yet. I have found the G’s that the boat produced go- Responses…[12/8/02] It is a common mis- [12/1/02] In answering Michael Jaworski’s ing into the wind is quite comfortable, I was conception that the jet out of the back of any original question: Hard to recommend any- very surprised at the ride I am getting at this fluid-propelled vehicle pushes against the thing without knowing more specifically point, but she needs to lifted out of the water a medium that the vehicle is traveling through. what the requirements are. The hull shape ap- bit as the hulls are thinner than they should It doesn’t work like that. The physics are sim- pears to me to be entirely intended as a power be. Thanks again for taking time to give me ilar for propeller-driven vehicles, jet vehi- catamaran. I would be very surprised if it had advice. Best Regards Michael Jaworski; mi- cles, and even rockets. If rockets needed to the performance under sail to take off with [email protected] push against the medium to accelerate, they hydrofoils, as the wetted area is immense and would be stuck as soon as they enter the vac- the buoyancy of the hulls is low (a sailing cat- [12/2/02] “Michael, you could go to a lot of uum of space. Jetskis and jetboats go fast amaran must be able to support itself on one effort looking at different complex foil ge- enough that there is no water directly behind hull and still have freeboard left to provide ometries but I would suggest that you use a the stern, so the jets exit in air, even if only a stability in pitch). Since I don’t know for basic circular arc shape (flat underside, cir- few inches above the surface. You can try for sure whether the hydrofoils are intended for cular upper side) with a rounded leading yourself with a shower head. Turn it on full sail or power, I don’t know what the speed edge and sharp trailing edge. Since your boat and feel the reaction force. It won’t change if range is. Perhaps you intend that the foil will is hydrofoil-assisted, the foils operate fairly you put the shower head under water. What fit in the tunnel; in that case, the craft is in- close to the surface of the water and in these happens is that the vehicle pushes against the tended to be a foil-assisted catamaran instead conditions circular arc foils have been found fluid that it is throwing out the back. The of a flying hydrofoil? My recommendation to offer really good lift to drag ratios in some faster it can throw the fluid backwards, the would be to concentrate on efficient dagger cases better than the NACA profiles com- more thrust. The more fluid that can be boards and rudder for the sailing version. The monly used as hydrofoils. Gunther Migeotte; thrown out, the more efficient, as the fluid planing hull shape will probably be about as [email protected] leaves with less energy. So for slow vehicles, good as a hydrofoil at high speeds. Tom Cavitation on Eppler E817 Hydrofoil you want big propellers. The problem with Speer; [email protected] jet drives is that there is not a lot of area, so Responses...[12/1/02] Thanks Tom It’s is [12/3/02] I performed some measurements the jet velocity has to be quite high, and at going to be hydrofoil assisted, I am hoping to of cavitation on a Eppler E817 hydrofoil. The low speeds they are not very efficient. Jetskis generate enough lift to plane at the lower end main results are given in the paper: and jetboats have quite a lot of power, and as of the curve. I made the hulls 15% thinner to ASTOLFI J-A, DORANGE P., BILLARD far as I know all water jet hydrofoils are help reduce the wetted surface problem you J.-Y., CID TOMAS I., 2000, An experimen- tal investigation of cavitation inception and Continued on Next Page

Page 14 IHS Spring 2003 Letters To The Editor ). The article refers to 3" chord suitable and provide more lift. I also noted (Continued From Previous Page ) NACA 16-510 and strut section is NACA that many of the Eppler E8’s such as E874 16-008 which is good to 60 knots. He goes on were recommended for hydrofoil use. How gas-turbine powered. I think the propulsive to say, at this point we will not be making a do symmetrical foils compare to efficiency is not good as the jet velocity is a capital outlay for the 16-510 lifter extrusion, nonsymmetrical, and do you have any rec- lot faster than the boat speed even at full but it likely in the next year or so, when sail- ommendations for foil cross sections that I speed. As far as I know, there are no personal ors want to try to break speed records or when could use? Thank you. Ben Bryant. hydrofoils available, except the Russian several power boaters approach us for foils. [email protected] V-foil boats. Malin; [email protected] We expect to have our 3" chord aluminum Responses… I have been constructing vari- [12/12/02] Malin, in responding to Scott you extrusions at the beginning of Oct.97. It is ous foils for testing on a plat- advised that the reaction force felt on a very unfortunate he past on. Was any of this form. The board is 9’ long, weighs 20lbs, is shower hear won’t change if you put it under work ever completed. If so is there a supplier 2’ wide and displaces 152liters. The mast is water as compared to when it is above the for the foils mentioned?? Matt Kirk; mounted 4’ from the skegg or fin. The for- water. In fact my experience of doing just [email protected] ward foil is a hoop foil 4’ wide X 1’ deep(be- that is different, and opposite to what Scott Response… 12/11/02 The 1979 edition of neath the water’s surface) this foil’s section may have expected! I find more force is ap- Jane’s Surface Skimmers on page 295 has a tapers from 6" (at the waterline) to 3" at the parently exerted when the shower head is photograph of an operating motorboat with apex of the curve. The foil section is an above the water, and this reduces as the jet Keiper’s foils. It is described in the caption as Eppler 407. This foil is to be mounted ini- becomes submerged. Try to explain that one! a 12 ft. equipped with DAK hydro- tially in line with the mast. The aft foil is to be Although my observations are not scientific, foils for an owner in New Zealand. Power is mounted using the rear skegg as a strut. This I wonder if the water flow (hence change of supplied by a 9.5 hp engine. Barney C. Black; foil will be a “T" foil with the lifting surface momentum) is retarded when the many indi- [email protected] being a straight 3" wide eppler407x 24" vidual water streams from the head emerge long. I am estimating these foils to operate into water surrounding the head rather than Hydrofoil surfboard help between 10 and 20 MPH. My question is at air? Alternatively, perhaps it relates to the what depth should I mount the rear “T" to the change of the pressure on the outer face of the I am studying Surf Science at the university strut? My max depth is 51cm. Should the for- shower head created by the water flow. In air, of Plymouth. I am looking into the applica- ward foil and the rear foil be in line on the this would typically be at atmospheric pres- tion of hydrofoil technology to same plane? Or would a differential be bene- sure. Incidentally, an added complication design for my third year project. I am going to ficial i.e. the rear lower? Any and all ques- and inefficiency for waterjet propelled hy- construct a hydrofoil fin that can lift a surfer tions and comments are most welcome. Eric drofoils is that the water typically needs to be at between 8-20 knots. I have been research- Dixon; [email protected] sucked through a fairly small duct at the base ing foil cross sections but am at a bit of a loss as to which one too choose due to the vast of the aft foils, around a 90 degree elbow, up You may wish to read through the IHS corre- amount of sections and data presented. My a thin hollow strut and around another 90 de- spondence archives on this subject at initial thoughts were to use a symmetrical gree elbow before it even reaches the http://www.foils.org/sailbord.htm. And take NACA 0012 foil but then thought that some- waterjet impeller. The frictional resistance in a look at http://www.foils.org/miller.htm. thing like the NACA 2412 would be more that portion of the system must drop total Also, maybe some of the correspondence propulsive efficiency by a few percent com- about student projects will be of interest. See: pared to more typical waterjet installations Letters To the Editor allows http://www.foils.org/students.htm. If you see on catamarans and . Martin hydrofoilers to ask for or provide infor- any correspondence that interests you, please Grimm; [email protected] mation, to exchange ideas, and to inform feel free to contact the author directly for dis- the readership of interesting develop- cussions and help. Also, if you find any bad David Keiper’s Work ments. More correspondence is pub- email addresses when you do this, please no- lished in the Posted Messages and tify [email protected] so that I can inacti- [12/10/02] Reading over archives dated 24 Frequently Asked Questions (FAQ) vate the link on the website. Good luck with Aug 98 David Keiper on Powerboat Foils section of the IHS internet web site at your project. Barney C. Black; David A. Keiper working on foils to outfit a http://www.foils.org. All are invited to [email protected] powerboat of 1000 pounds +/- all-up weight participate. Opinions expressed are would be suitable (about the same as a sailing those of the authors, not of IHS. Continued on Next Page

IHS Spring 2003 Page 15 Letters To The Editor Response… [3/20/03] A reference from the gers. Max operating displacement was 14.29 (Continued From Previous Page ) IHS AMV CD Naval Undersea Research and tons, useful load being 4.33 tons. CDesign Development Center, NUC TP 251, Spray cruising speed was 41 mph. Power plants I make a hydrofoil sailboard too, see Drag of Surface Piercing Struts) Says wave were twin Cummins VT8-390M Diesels http://gerard.delerm.free.fr I think your for- drag reaches a maximum at a Froude number rated at 390 hp each. The company also pro- ward foil is not deep enough. The board must of 0.5 based on chord length. After this, it is duced a similar but smaller 12 passenger hy- be about 20/30 cm (8/12 inches) high above rapidly replaced by a thin film of water flow- drofoil demonstration craft. I don’t know the water surface when « flying ». So the for- ing over the strut then shedding as spray (typ- who operated the craft, how many of the type ward foil being 1 foot deep (30 cm), it will be ically at the trailing edge, but it will happen were built or what became of it / them. Martin nearly fully out of water. For the rear foil, you wherever something lifts it off and allows Grimm; [email protected] have to fit it with the max deep possible (51 formation of ligaments and subsequent drop- Thanks Martin! Last night I noticed the simi- cm is good for me). There are two reasons : lets breaking off). You will find in the paper, larities between Sea Wing and the FMCHY First, it avoids bad interactions between the spray drag is primarily a function of body craft in the 1950s section of the photo gallery, two foils. Second, it reduces ventilation prob- shape and thickness. for foil shapes Savitsky so I nearly had it figured out. Could that be lems which can occur on the strut (fin) until and Breslin measured the spray for 10,20 and the 12-seater? Funny though, the 1972-73 the horizontal foil. Don’t hesitate to ask me 30% thick foil sections, presumably close to Jane’s doesn’t mention the FMC craft at all any thing, I will answer you if I can of course the NACA series. Drag(Spray)=0.03*qCt + except for the LVHX-2 in a separate Military (I am not a hydrodynamics specialist) Give us 0.08qt where; q=1/2RohV^2, C=Chord, Hydrofoils paper submitted by Supramar.. news about tests please. - Gérard ; t=Thickness There is another formula by Eje Flodstrom; [email protected] [email protected] Hoerner, but I think this one is appropriate. Rick Loheed, Island Engineering; Eje, Yes, the craft you spotted in the photo I think your depths are good. From what I [email protected] gallery is the L312G 12 seater I described. gather (mostly from studying Miller`s work) Food Machinery Company / Corporation the forward (canard) foil has to be Sea Wing history? still exists today but is simply known by the supercavitating for two reasons: The canard name FMC. They still manufacture military determines the ride depth of the rear foil. ie. if [12/11/02] I’ve seen the picture of the pas- equipment but they must have dropped out of the rear foil is 1 ft lower than the canard it will senger h/f Sea Wing in the Post Card section the hydrofoil business in the early 70’s. This ride at 1 ft below the surface. Also, once the but have been unable to find much further in- is not unusual. For example, not even the ear- rider lists the board into the wind to power up formation. USCG register has her listed as liest issue of Jane’s Surface Skimmer Sys- the rig the canard must only provide a verti- built 1965 and last inspected 1990 in New tems (1967-68) lists the Aquavion company cal force or the board turns to windward. The York. I believe she was used as a spare vessel that was based in the Netherlands. They built way to do this is to keep the canard level with by TNT Hydrolines in the late 80ies. Is there a fair number of hydrofoils but must have the surface. Miller did this by keeping the ca- anybody who can give a short summary of disappeared before ‘67. Another hydrofoil nard ON the surface! Your hoop foil sounds her history? Especially who built her, who builder in , Seaflight SpA, was estab- cool but it doesn’t sound like it will be operated her and where did she end up? Eje lished in about 1961 but had disappeared supercavitating, and I am curious how you Flodstrom; [email protected] from the scene by the 80’s. Martin Grimm; will keep the board from turning windward. Response… Eje, My 1968-69 and 69-70 is- [email protected] Do you have any pictures? Henry. sue of Jane’s Surface Skimmer Systems [email protected] helps to shed some light on your question. HRV-1 Hydro- Strut Wave & Ventilation Drag Estimate The hydrofoil was apparently designed and foil Amphibian built by the Ordnance Engineering Division Air Progress Does anyone have a simple method for ob- of the FMC Corporation headquartered in Feb ‘68 issue taining a ballpark estimate of the wave and San Jose, California. The specific hydrofoil vol 22 no. 2 ventilation drag for a vertical sur- type is the L548D. The description of that face-piercing strut? Specifically, for a type indicates the hydrofoil was designed for NACA 0010 section, 0 degrees AOA, 0.33 ft fast, comfortable services across bays, lakes chord.? and sounds. The prototype has logged over 3500 miles during engineering tests in San Francisco Bay. Seating was for 48 passen-

Page 16 IHS Spring 2003 EXTRA FOR THE ELECTRONIC EDITION

Letters To The Editor (Continued From Previous Page ) Remember the Dynafoil?

Models and Mouldings

[13 Apr 03] I have spent the past few months researching information on the Jetfoil, and am now constructing a control system using a mini-computer and additional software including source code listings and computer interfaces.

Jetfoil (model or otherwise) needs an automatic control system. I now have to write the control source coding for the model, which I don’t expect will take long. That means in the near future a pro- totype will be running. On completion of the prototype more info will be released to IHS as to where it can be obtained.

This has been a serious project for many years, and is now about to come to fruition. Having researched hydrofoils in general, Jetfoil is the culmination of Above: Dynafoil Side View For more on the Dynafoil and many years research and development. Below: Dynafoil Front View other historical one-person sports hydro- Hence, a model Jetfoil is not far off. Photo & Illustrations submitted by foils, visit the IHS correspondence ar- chives on this interesting subject at Regarding hydrofoils in general, “Sam Andy” ([email protected]) www.foils.org/oneperson.htm the surface-piercing systems - i.e. the standard hydrofoil configuration other than Jetfoil means that an intense programme of fibreglass mould con- struction for standard hydrofoils, i.e. PT50, PT75, PT150, RHS70, RHS150, RHS160 and 200 is underway, and I ex- pect to be releasing these fibreglass Below: Mike Reuse stands a dynafoil on end. He weighs about 245 pounds moulds for sale by the summer 2003. and is about 5’11" tall. The website address where these mouldings can be obtained is hydro- foils-hovercraft.com. We expect the website to be up and running within the next four weeks. All enquiries, including hydrofoil enquiries, can be made to me directly by email. Peter Cahill [email protected]

IHS Spring 2003 Page 17

Top Pages

This page identifies the most popular Web pages on your site, shows you how often they were viewed, and displays the average length of time the page was viewed.

Top Pages gallery/

120 linksout.htm 100

80

60 robots.txt Visits

40

20 w w w .foils.org/ 0 Mon Wed Fri Sun Tue Thu Sat Sun 04/06 - Sat 04/12 (1 Week Scale)

Top Pages Pages Views % of Visits Avg. Time Total Viewed Views 1 http://www.foils.org/ 802 9.78% 673 00:01:22 2 http://www.foils.org/robots.txt 438 5.34% 435 00:00:01 3 http://www.foils.org/linksout.htm 457 5.57% 388 00:03:41 4 http://www.foils.org/gallery/ 222 2.7% 207 00:00:33 5 http://www.foils.org/modelrc.htm 205 2.5% 175 00:03:43 6 http://www.foils.org/popmags.htm 180 2.19% 168 00:01:53 7 http://www.foils.org/yourown.htm 147 1.79% 136 00:03:48 8 http://www.foils.org/dak.htm 135 1.64% 135 00:04:13 9 http://www.foils.org/pioneers.htm 139 1.69% 134 00:01:48 10 http://www.foils.org/buyferry.htm 126 1.53% 122 00:05:53 11 http://www.foils.org/bjohnseu.htm 120 1.46% 120 00:04:50 12 http://www.foils.org/gallery/world.htm 119 1.45% 116 00:01:14 13 http://www.foils.org/popbook.htm 114 1.39% 107 00:01:37 14 http://www.foils.org/basics.htm 109 1.33% 106 00:01:15 15 http://www.foils.org/gallery/models.htm 107 1.3% 103 00:01:19 16 http://www.foils.org/gallery/sail.htm 112 1.36% 101 00:01:07 17 http://www.foils.org/students.htm 107 1.3% 101 00:04:00 18 http://www.foils.org/announce.htm 107 1.3% 101 00:02:25 19 http://www.foils.org/ps1-91jpg/ 105 1.28% 100 00:02:49 20 http://www.foils.org/refs.htm 101 1.23% 95 00:02:05 Subtotal For the Page Views Above 3,952 48.22% N/A N/A Total For the Log File 8,195 100% N/A N/A

www.WebTrends.com 5

More Website Statistics for Week 6 Apr 03 – 12 Apr 03

Summary of Activity for Report Period

This page summarizes general server activity.

Summary of Activity for Report Period Average Number of Visits per Day on Weekdays 824 Average Number of Visits per Weekend 1,525 Most Active Day of the Week Mon Least Active Day of the Week Sat Most Active Date April 07, 2003 Least Active Date April 12, 2003 Most Active Hour of the Day 14:00-14:59 Least Active Hour of the Day 02:00-02:59

Summary of Activity for Report Period - Help Card

Average Number of Visits (per day on weekdays) - The average number of visits for each individual day of the week.

Average Number of Visits (per weekend) - The average number of visits for both Saturdays and Sundays combined.

Least Active Date - The least active date in the report period.

Least Active Day of the Week - If the report period is for one week or less, the Least Active Day of the Week will tell you which specific day was least active during that week. If the report period is for more than one week, the Least Active Day of the Week will tell you which day of the week that has the smallest amount of activity on average.

Least Active Hour of the Day - The least active hour of the day after activity for all hours is added up. This is not an average.

Most Active Date - The most active date in the report period.

Most Active Day of the Week - If the report period is for one week or less, the Most Active Day of the Week will tell you which specific day was most active during that week. If the report period is for more than one week, the Most Active Day of the Week will tell you which day of the week that has the largest amount of activity on average.

Most Active Hour of the Day - The most active hour of the day after activity for all hours is added up. This is not an average.

This table is useful for determining the best day of the week to perform system maintenance.

www.WebTrends.com 30

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

Editor: John R. Meyer Summer-2003 Sailing Editor: Martin Grimm HYDROFOIL REVIVAL EXPLOITS AMV CD-ROM #2 IHS announces the second Ad- TECHNOLOGY ADVANCES vanced Marine Vehicle (AMV) CD-ROM in its series of reference and historical Extract From Speed at Sea, June 2003 Article by Paul Hynds AMV document releases. The new CD has 61 documents: Ships of the future or ships of the past? The performance versus cost • Eleven Documents Applicable to ratio efficiencies now achievable with catamaran hull design seem to Multiple AMV Types have halted demand for hydrofoil passenger craft newbuilding. But • Seventeen Documents on Air technological progress means that old ideas can be successfully re- Cushion Vehicles (ACVs) and visited and commercially exploited. Surface Effect Ships (SESes) • Thirty Docs on Hydrofoils • Three Docs on Planing Hulls

Cost is US$12 for members; US$15 for nonmembers. IHS accepts pay- ment by personal check, bank check, money order or cash (all in US dollars only). We have also arranged for payment by credit card (online only!). To see ab- stracts of the documents or to order on line, go to the IHS publications page at www.foils.org/ihspubs.htm.

INSIDE THIS ISSUE The Rodriquez Foilmaster design was introduced in 1994 In this context, hydrofoils are defined as craft fully supported by a dy- - President’s Column...... 2 namic foil arrangement that lifts the hull clear of the water surface. - Welcome New Members ...... 2 Apart from this particular application, the use of foils continues to at- tract widespread interest as a means of reducing wetted area drag in - Supramar 50th ...... 5 semi-displacement craft, such as foil-assisted catamarans. And foil - Retractable Foils ...... 7 technology has been - and continues to be - applied widely as a means of enhancing passenger comfort. As a method of ride control, foils - Project Hi-Plate...... 8 may be used on the full range of both monohull and vessels. - Sailor’s Page...... 10 Additionally, foils as a ride control application appear to be a viable solution on all sizes of hull and payload capacities. - Letters To the Editor...... 13 See Hydrofoil Revival, Page 3 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Iason Chatzakis - Iason is a naval architect from Athens, , and At the July IHS Board meeting, bal- effort. He has had a lot of experience is doing an MSc (and possibly PhD) lots for the election of Board mem- in this area as Director of Strategic in Ocean Engineering at M.I.T.. His bers for the Class of 2003-2006 Planning at the NSWCCD. in March research is currently focused on the resulted in the unanimous endorse- he presented a “Planning Framework optimal stochastic control of hydro- ment of the four candidates: Mark and Approach”. The Board dis- foil craft, and hence he joined the Bebar, Dennis Clark, George Jenkins cussed, and endorsed Dennis’ ap- IHS. He has written a simple, fast and William Hockberger. These four proach and resolved to move CFD code for hydrofoil craft and candidates were, therefore, elected. forward. The initial step is to be a now he is going into controls with Please see the full Board member list- group meeting, to be held in Septem- the code as a basic tool. ing on page 12. ber. Dennis Clark will be the facilita- tor during this meeting of J. Duncan Coolidge, MD -Isa The four incumbent officers were all “brainstorming”. We will keep you physician specialist in adult medi- present at the July Board meeting. No posted on the outcome of this initia- cine living in New Hampshire. He other volunteer candidates for any of tive. has a background in engineering, a the officer positions came forward love for sailing, and a thirst for and the four incumbents agreed to Your Society continues to grow with speed. Sailing experience ranges continue in their posts. A motion was new members joining every month. from boards, to catamarans in Ha- made, and unanimously endorsed, to Since the beginning of 2003, 24 have waii , and gales off the New Eng- elect the incumbent slate: John R. been added to the membership list. land coast. His main interest in foils Meyer (President), Mark Bebar (Vice By the way you can view the Mem- derives from an desire to pursue a President), George Jenkins (Trea- bership List by logging onto the IHS wind powered waterborne craft surer) and Kenneth Spaulding (Secre- website (www.foils.org) and put in speed mark exceeding 50 mph. tary). the proper password. All IHS mem- Soon (within a few weeks) a hydro- bers have been informed of this pass- All IHS members are reminded that foil trimaran will begin being used word. If you have been missed or AMV CD#1 is still selling on the IHS as a test platform for alternative forgot, please contact the webmaster website. A lot of time and effort has wind powering. There is a concep- ([email protected]). gone into generating AMV CD#2. tual plan for the craft configuration, You can get all the information about Another initiative that started some control system, power source, and this second CD also on the IHS months ago was to place all of the IHS foil. Whether or not it would de- website. It will sell for $12 for IHS Newsletters dating from the 1970s to serve to be called a or even members and $15 for non-members. the present on a CD-ROM. This effort a boat is arguable. A steep learning Barney Black has prepared abstracts has moved along very slowly because curve is expected regarding the foil for the CD#2 documents; a very sig- of the emphasis on the AMV CD#2. design. nificant and useful contribution. However, we can expect that the NL Richard Harrison – Richard is a CD will be available soon. So keep During the last several IHS Board Senior Process Engineer working in an eye on the IHS website from time meetings, the Board has committed to the Florida phosphate industry. He to time for an announcement. a “soul searching”, “planning” effort is currently beginning graduate in which we reconsider IHS objec- Best regards to all... studies in Mechanical Engineering tives/goals and play them against on- at the University of South Florida. going and projected activities. John R. Meyer His interest in hydrofoils began af- ter reading about Icarus, Flying Resources are a key factor but priori- President ties come first. New Board member, Fish, and May Fly. Richard’s favor- Dennis Clark, is leading the planning Continued on Page 12

Page 2 IHS Summer 2003 HYDROFOIL REVIVAL trusion and sheet products. New by a naval requirement to develop a (Continued From Page 1 ) joining technologies such as fric- high speed but stable weapons plat- tion-stir welding have made a con- form. By having the foils fully im- Within certain limitations, the true siderable contribution to the better mersed there is no point of inherent hydrofoil does however offer impor- performance of alloy structural ma- stability and optimum ride height. tant performance advantages over terials. Similarly, parallel technical Consequently, these desirable qual- other fast craft design forms, not progress of composite materials and ities need to be artificially influ- least in terms of favourable fuel con- adhesives has widened the options enced using a complex and sumption, provided a number of available to fast craft designers. expensive arrangement of sensors problems can be satisfactorily ad- Such materials can be used in the and hydraulically operated movable dressed. Chief amongst these prob- construction of the craft structures surfaces. [Ed Note: The reader lems are the consideration of the and for the fabrication of the foil and should be aware that modern auto- weight of hull structure, internal fit- strut components. matic control systems have become tings and installed machinery; the much smaller, lighter, and less ex- design of the foils themselves; and There is also potential to save pensive than those of the 1970s and the propulsion system. weight in the area of interior outfit- 1980s.] The ride comfort of the ting. When hydrofoils were being Boeing Jetfoil has been universally While catamarans and produced in large numbers in Italy praised, and high levels of passen- monohull fast ferries are and the former Soviet Union coun- ger satisfaction were achieved right first choice for most oper- tries for domestic operations and up to the craft type’s normal operat- ators of high speed passen- export, the seating choices were ing limitation of 2.5m waves. ger services, some limited and were drawn from avia- designers predict that, as tion, rail and road transport sources. Unlike conventional craft that have with air cushion craft, the In some craft the individual seats a relatively shallow curve of perfor- hydrofoil passenger ferry weighed in excess of 20kg. Today mance degradation as prevailing sea has yet to have its day. there are seating options available condition deteriorate, hydrofoils - for short route commuter operations The overall weight of the craft is that return a weight of less than 5kg critical to its transport efficiency and per unit. New lighter-weight its revenue earning capability. non-structural materials for use in While this may be true of any com- walls and ceilings together with mercial craft and of high speed fer- new surface coverings will also ries in particular, these aspects are contribute to the positive aspects of acutely highlighted with hydrofoil the performance equation. operations. Two main foil concepts have been There has been little development of proven throughout the development and the Boeing Jetfoil in particular - true hydrofoil craft over the past 10 of hydrofoil passenger ferries. The have a sharp cutoff point. [This is years or so since the Rodriquez surface-piercing type, primarily ex- due to broaching of the forward foil. Foilmaster design was introduced in ploited by Rodriquez, has a signifi- -Ed.] In operation normal service 1994. However, the Rodriquez ship- cant degree of dihedral that allows speeds were closely maintained in yard in Italy and its associate engi- the craft to find its own combination adverse weather until the limitation neering companies continue of lift and stability to determine its was reached, when services were research, and have delivered en- hull ride height above the surface. terminated. Once wave heights pre- hanced craft to operator Ustica The fully submerged foil type, as vent on-foil operation, hydrofoils in Lines. During this period, there has mainly developed by Boeing Ma- general are restricted to sub10 knots been significant progress in the rine Systems for its Jetfoil range of speed resulting in continued pas- strength-to-weight performance of craft, is a much more complex de- aluminium alloys used in both ex- sign that was originally stimulated Continued on Next Page

IHS Summer 2003 Page 3 HYDROFOIL REVIVAL on-going costs associated with gas- SUPERFOIL 40 OPERATIONS (Continued From Page 3) turbine technology do not fit com- fortably with a relatively low capac- Contributed by Y. Eero, Managing sage being neither comfortable nor ity craft in today’s competitive Director, Seahawk Ltd. practicable. [Although hullborne, market place. While diesel engines motions are ameliorated, compared offer a better package of economics, Additional recent information from to monohull vessels, by the deeply the weight factor is significant to the “Seahawk” indicates that the present submerged foils. -Ed.] hydrofoil design. By way of com- owners are still interested in ex- parison the Allison 501 series gas changing the vessel for bigger In parallel with these two main ones (but similar type as fuel con- types of foil the Alexeyev system turbine unit as installed in Boeing/ Kawasaki Jetfoils weighs around sumption is very low). The Superfoil employed on hydrofoil craft devel- 40 has been declared for sale, even oped in the former Soviet Union 1,150kg, the MTU 16V396TE74 diesel engine found in the though successfully operating be- since the early 1960s was config- tween Tallinn and Helsinki. In case of ured with a very shallow dihedral Rodriquez Foilmaster hydrofoil weighs in at 5,000kg per unit. any interest, Seahawk Ltd advises but often seen with multiple lift sur- that the sale price is USD 8.0M. faces. These craft in several guises The Rodriquez Foilmaster offers a were widely produced and many ex- significant advantage in transport ported, mainly to the Mediterra- efficiency over predecessor hydro- nean. As development progressed foil designs when measured in and craft became larger and oper- terms of installed power, passenger ated on more open sea routes, the capacity and service speed. The foil areas and dihedral have in- Foilmaster makes use of lighter ma- creased, culminating in probably terials, including composites, in the most technically successful craft load bearing structures, fittings, and of its type, the Olympia, through not in the foil design where carbon fibre Photo by Y. EERO on outer produced in any numbers. is used extensively. Tallinn Road in mid May 2003.

Development of lighter structural As reported earlier in the Winter materials and better power-to- 2002-2003 IHS Newsletter, the cata- weight ratio machinery benefits the maran was constructed by Almaz fast ferry industry as a whole and is Marine Yard, designed by the St.-Pe- therefore a continuing process. It is tersburg branch of the British com- the development of the dynamic pany “MTD” (Marine Technology performance of foils themselves Development). They claim that it is Development of larger craft operat- that will stimulate a resurgence of the fastest passenger ferry at a speed ing on more open sea routes culmi- interest in hydrofoil passenger fer- about 55 knots (more than 100 nated in the Russian Olympia ries. In the marine industry much of km/hour). Now it takes only 50 min- the research into foil performance is utes to travel from Tallinn to Hel- The other key area influencing hy- directed at stabiliser systems and sinki. drofoil performance is that of pro- other ride control use. In aviation pulsion. Machinery weight has been there is a much broader approach to The Superfoil-40 will again start op- a major limiting factor. The gas tur- wing design and there will undoubt- erating between the Estonian and bine option has been technically edly be a marine spinoff value. Finnish capitals in the beginning of successful in the Boeing/Kawasaki this summer and will perform 5 re- craft and less so in a large Russian ******** turn trips daily. 300 passengers to be design, the 250-passenger 42-knot accommodated both in business and Cyclone. However, the first and Continued on Next Page

Page 4 IHS Summer 2003 SUPERFOIL 40 von Schertel developed hydrofoil The reader is referred to two articles (Continued From Previous Page ) concepts and several test craft. By available on the IHS website on the 1936 he had demonstrated eight hy- subjects of Hanns von Schertel, the economy class cabins equipped with drofoil test craft. In that year the PT craft, Supramar, (Hydrofoil Pio- comfortable aircraft type seats and Koln-Dusseldorfer Steamship Com- neers) Baron Hanns von Schertel the panoramic windows will provide pany, having followed with great in- (from Oct 1985 N/L), and The excellent view. When traveling pas- terest in these developments, placed SUPRAMAR PT Series Hydrofoils by sengers may visit bar and duty free an order for a 30-passenger craft with John R. Meyer. shop. Wide two-leaf doors arranged the Sachsenberg Shipyard under li- on both sides allow to reduce essen- cense to the Schertel-Sachsenberg LAKE WORTH FIRM ENVISIONS HY- tially time of landing and disembar- syndicate. This passenger craft was DROFOIL RUN TO KEY WEST kation of passengers. The estimated never completed as hydrofoil activi- By Susan Salisbury (Palm Beach time assigned for this operation ties were diverted to the emerging Post Staff Writer) makes about half an hour including German war efforts. During the war a cleaning of cabins and refueling. number of hydrofoil craft were devel- Lake Worth, Florida — Love going to oped, including patrol craft, a mine- Key West, but hate the long drive layer, a tank transporter and a 60-knot SUPRAMAR 50TH ANNIVERSARY down on U.S.1, the only road leading torpedo boat destroyed in an air raid there? Hydrofoils Inc., a company just before launching. headquartered in Lake Worth, wants to provide the solution to what can be By Ken Spaulding, IHS Member As the war ended the Russians occu- an aggravating trip. pied Dessau-Rosslau Sachsenberg May of this year marked the 50th an- Shipyard and acquired the surviving niversary of the initiation of sched- CEO Kenneth Cook, 63, an engineer hydrofoil craft, technology and per- uled hydrofoil passenger service. In who has spent his career working for sonnel, which formed the base for de- May of 1953 the 30-seat Supramar companies such as Motorola, envi- velopment of the many Soviet PT 10, Freccia d’Oro, began service sions a 90-foot high-speed hydrofoil. hydrofoil craft built during the on Lake Maggiore between Locarno Traveling at 80 mph, the boat would cold-war years. Sachsenberg and von in Switzerland and Stresa in Italy. rise out of the water on foils and fly 8 Schertel escaped to the West and, in Cruising speed of this craft was 35 ½ feet above it. It could make the trip May of 1952, formed Supramar, A.G. knots. from Miami to Key West in 1 hour, 50 in Lucerne, with the support of the minutes. Swiss Verwaltungs-Bank, Zug. So far, the hydrofoil is designed but As they say, “The rest is history.” Af- not yet built, awaiting money for an ter the PT 10, Supramar went on to $8.3 million prototype that’s already develop the PT 20, PT 50, PT 75 and partially financed by investors. the PT 150. Construction of these craft was licensed to a number of “We have the prototype three-quar- builders, including Rodriguez in It- ters funded. We need another $1.8 Freccia d’Oro PT-10 aly, Hitachi Zosen in Japan and million,” Cook said from the com- VosperThorneycraft in the UK. Over pany’s yacht, Zytiron, at the Riviera Freccia d’Oro was the creation of 150 Supramar craft have been built. Beach Marina. “Our biggest problem Baron Hanns von Schertel, first Pres- Many are still in service around the has been that we have to build the first ident of IHS, and Gotthard world. full-size boat. We need final funding. Sachsenberg. Von Schertel’s hydro- It will open up the floodgates.” foil development began in 1919 with Baron von Schertel died in April of the construction of a small experi- 1985. Supramar AG continues to Steven Krasnor, president of mental craft with surface piercing provide consulting services for hy- Arrowsmith Financial Group in Hol- foils. Studying at the Technical Uni- drofoils and advanced marine con- versity in Berlin from 1923 to 1927, cepts in Glattbrugg, Switzerland. Continued on Next Page

IHS Summer 2003 Page 5 HYDROFOIL TO KEY WEST “One of the issues, aside from identi- RODRIQUEZ RHS 140 MODEL (Continued From Previous Page ) fying the market, is having the right WAVE/WAKE MEASUREMENTS project,” Krasnor said. lywood, is poised to buy and operate a By Martin Grimm, IHS Member Carroll Oates, senior sales manager fleet of four hydrofoil ferries once for Detroit Diesel, said his company Hydrofoils Inc. produces a working In October 2002, wave wake mea- wants to supply marine turbines for ferry. Initially, it would go from Mi- surements were performed on a 1:20 Cook’s hydrofoils. Detroit Diesel, a ami to Key West and, if successful, be scale model of a Rodriquez RHS-140 division of Daimler Chrysler, is the expanded to cities to the north. surface-piercing hydrofoil at the largest producer of marine power sys- Australian Maritime College (AMC) tems in the world. “ Wave Wake Measurement Facility. The tests were conducted by Mr One of the things we don’t do enough Gregor Macfarlane, Manager of the of here, we don’t use the waterways Ship Hydrodynamics Centre of the for transportation," Oates said of the Australian Maritime College in ferry proposal. “If people knew there Launceston, Tasmania, Australia. was a reliable high-speed service on They are part of the process of gather- waterways to get them somewhere, ing experimental wave wake data for that is a fantastic way to travel.” a range of hullforms to support If Cook’s dream is realized, it will be Gregor’s PhD research. The tests A model of one of Cook’s boat the culmination of hydrofoil research were the first of a hydrofoil model in designs. that began more than 30 years ago, what is already an extensive database stemming from a love of racing boats of wave wake measurements. The “Ken recognized the need for the ser- that began at age 3. Cook founded the tests performed at AMC to date have vice,” Krasnor said. “We recognized company in 1972, a five-person firm been of either monohulls of catama- that need also.” A hydrofoil ferry has that has never made a sale, except for rans. been a dream of Cook’s for about 15 small remote-control vehicles devel- years. Although ordinary ferry boats oped as prototypes. It’s been strictly a have been used for years on water- research and development firm that ways near major cities such as New over the years has worked toward York, technical problems have been perfecting hydrofoil technology. common with hydrofoil boats. “We’ve never tried to sell boats,” Cook said. “That has not been our goal. Our goal was to make a very Seajets Inc., which provided passen- controlled high-performance marine 1:20 scale Rodriquez RHS 140 ‘Curl ger service between Grand Bahama vehicle.” Once the money is ob- Curl’ model suspended below towing Island and the Port of Palm Beach be- tained, Cook expects the prototype to rig, Australian Maritime College ginning in 1999, filed for bankruptcy be completed 11 months after a con- (AMC) Wave Wake Measurement Fa- in 2001. The Boeing 929 Jetfoils, tract is signed. cility, Survival Centre. which used 35-year-old technology, had mechanical problems and didn’t To be able to undertake such experi- always run on time. Krasnor heard ments, AMC has adapted its survival about Seajets, and at one point con- Disclaimer centre pool to serve as a model test fa- sidered buying the company. He cility when it is not committed to sur- learned what went wrong. IHS chooses articles and vival training for mariners attending photos for potential interest to IHS the college. The tests are performed members, but does not endorse Krasnor believes Cook has come up with a winch driven cable arrange- with an improved hydrofoil that can products or necessarily agree with succeed as a commercial ferry. the authors’ opinions or claims. Continued on Next Page

Page 6 IHS Summer 2003 RHS-140 MODEL MEASUREMENTS surface piercing hydrofoils. These Seastate motion control system. The (Continued From Previous Page ) tests were performed by AMC final 416-passenger catamarans operate year student Colin Johnson. On this between Hong Kong and Macau at a ment that tows the model but allows it occasion, the model was towed in the speed of approximately 42 knots. The to pitch and heave freely. A series of AMC towing tank at a range of heel Australian company said that due to wave height probes are positioned in angles and speeds. The aim of the the seasonal sea conditions on the a plane transverse to the track of the project is to determine the foilborne New World First Ferries route, the model and off to one side. In the case righting arm curves and correlate operator requested that Seastate de- of the tests with the hydrofoil model these with predictions from a numeri- velop a motion control system that there were six probes positioned from cal method. The results of the tests provided an optimum solution be- 1.5 to 5.8 metres off the centreline of may be reported in a future newslet- tween motion control and speed. As a the model track. These probes record ter. result each of the ferries, delivered in the local wave elevations as a time se- October last year, have a new retract- ries signals. The data can subse- The hydrofoil model was originally able foil configuration. quently be processed to determine built by IHS member, Martin Grimm parameters such as the maximum for recreational use as an electric The motion control system consists crest to trough wave height, wave pe- powered and radio controlled scale of Seastate interceptors aft for trim, riod, and wave height decay rates model of the “Curl Curl” which once pitching and rolling motion control with distance from the centreline of saw service on Sydney Harbour. For and high-speed retractable foils for- the vessel. The data can also be used the tests, the model was stripped of its ward for pitching and rolling motion for validation of computational meth- electrical and radio control gear and control only. ods for predicting wave wakes. ballasted to the correct weight and centre of gravity. It was originally the subject of resistance and head seas seakeeping tests in 1994 thanks to the support of the Australian Maritime College. For further information and refer- The retractable foil configuration ences related to wave wake measure- gives the operator flexibility in the ment, refer to: G. J. Macfarlane and amount of motion control provided, M. R. Renilson; “Wave Wake–aRa- said Seastate. in calm conditions - RHS 140 model underway during tional Method for Assessment”, In- when motion control is not required - wave wake measurements. Nearest ternational Conference on Coastal the system can be operated in trim wave probe just in view to port side of Ships and Inland Waterways, 17 & 18 mode only with the foils retracted. model. February 1999, London. RINA. The interceptors control the static trim of the vessel and maximise Predicting and measuring wave wake speed. With the foils retracted the Note: All photos courtesy of Gregor drag of the hull is also reduced, allow- from fast ferries is becoming an in- Macfarlane. creasingly more important facet of ing an increased speed. naval architecture as concerns are SEASTATE SYSTEM INTRODUCES RE- Continued on Next Page raised about the impact of vessel TRACTABLE FOILS wakes on other waterway users and erosion of river shorelines. (From Speed at Sea, February Interested in hydrofoil history, In June of this year, the model was 2003) pioneers, photographs? Visit the once again put to use as part of an un- history and photo gallery pages dergraduate thesis project examining Three Austal-built 47.5m passenger of the IHS website. the foilborne transverse stability of catamarans for New World First http://www.foils.org Ferry of Hong Kong all feature a

IHS Summer 2003 Page 7 RETRACTABLE FOILS tional speeds and in high-speed (Continued From Previous Page ) ocean-going vehicles, drag reduction may finally have a laboratory plat- Seastate’s high-speed retractable foil form on which it can demonstrate its provides the operator with flexibility advantages. in the amount of motion control re- quired. In slight conditions the inter- ceptors can be operated in active The Defense Advanced Research mode to provide a reduction in pitch- Projects Agency (DARPA) is devel- ing and rolling motion. As the sea oping a multi-scale modeling capa- The front section of the HiPlate, conditions worsen that foils can be bility, which will ultimately allow showing the elliptical leading edge deployed to give maximum motion researchers to conduct full-scale nu- of the section. Photo by Bob Reiss, control. merical experiments on a computer “The important thing,” Etter said, “is platform as part of its Friction Drag that if you want to have high-speed A hydraulically driven slewing Reduction Program. As a component ships, such as a high-speed sealift ve- mechanism extends and retracts the of the research effort, Carderock Di- hicle capable of 50 to 70 knots, and foil. When extended, varying the an- vision’s William B. Morgan Large you start looking at the range and fuel gle of attack of the trailing edge flap Cavitation Channel (LCC) in Mem- consumption, you realize you’ve got produces lift and controls the vessel phis, Tennessee, and operated by the to do something about drag.” But, motion. Hydromechanics Directorate, was Etter explained, drag reduction tech- The high speed retractable foil is an chosen for conducting near-full- niques are also attractive at 15 or 20 active flapped foil, actuated by a sin- scale experiments and contributing to knots, if you consider what is referred gle hydraulic servo actuator, with the the validation of computer-generated to as “proportional payoff.” ability to be deployed or retracted large-scale models. Dr. Lisa Porter of DARPA pointed into the hull. The retraction mecha- out that “at constant speed, one can nism comprises a pair of cylinders The LCC, a detachment of Carderock get a reduction in power that trans- driving a slewing platter, to which the Division, is the most advanced and lates into a proportional reduction in foil is attached. The foil control sur- largest pressure-controlled recircu- fuel and the potential for a significant face consists of a cast stainless main lating water tunnel of its type in the payload increase.” wing with a cast nickel aluminum world. About 239 feet long and stand- bronze flap, which is hinged from the ing 65 feet tall, the LCC, which Surface ship drag reduction is not a trailing edge. recirculates 1.4 million gallons of new concept, and technologies to ac- complish it have been of interest for LARGE CAVITATION CHANNEL TESTS water with a 14,000 HP pump, is ca- several decades. In the 1960s and ENHANCE UNDERSTANDING OF pable of producing test section veloc- 1970s, interest in highspeed surface DRAG REDUCTION ities of 35 knots in a 10 by 10 foot cross section. Navy, government, and craft gave rise to the Surface Effect By William Palmer and Bob Etter private-sector sponsors come to the Ship (SES) program, out of which (Excepts, by NSWCCD permission, LCC when they want to test propulsor came several SES test craft and the from Wavelengths 14 March 2003) power, efficiency, and acoustics of design of a 3,000-ton ship which large-scale models of surface ship could cruise at 80 knots. The program In principle, several methods of re- and submarine designs. was abandoned because it was not ducing drag on a ship’s hull have possible to fit a mission to the ship, been recognized for some time, but Robert Etter is the Division’s coordi- and therefore justify its cost and be- the feasibility of implementing them nator for the HiPlate project, the cause it had short-range and tremen- in the Fleet has not been as readily ap- name of which is derived from the de- dous fuel consumption (high drag). parent. scriptive phrase “high speed flow High-speed hydrofoils were also pur- over a flat plate.” Now, however, with a renewed inter- sued, but it was found again that fuel est in increased payload at conven- Continued on Next Page

Page 8 IHS Summer 2003 Cavitation Channel Tests frictional shear force imparted on the steel surface, acted as the medium (Continued From Previous Page) ship’s hull by the water flowing past through which compressed air was it. If air, being less dense than water, pumped to diffuse the air into small consumption was very high, the craft could be combined with the water, the bubbles. In between and downstream could carry limited payload, and the shear force on the hull, and thus the of these slots were interspersed shear design was practical only for short drag, would be reduced. Other theo- force measurement and other sensors. distances. [Ed Note: Reference is ries of the complex role of the bub- The shear sensors used strain gauges made to the PHM. Readers should be bles interacting with the ship to detect the drag on a round surface advised that the PHM was design and boundary layer also may explain the flush with the plate’s stainless steel built for a specific mission, and per- drag reduction. In any case, the theo- surface and thus sense local shear formed as required. Larger hydrofoils ries are in need of a better experimen- forces between the water and the have been designed to satisfy longer tal database including detailed flow plate. range requirements.] field characterization. However, with the design and testing A drag reduction experiment using a of high-speed oceanic transport vehi- flat surface of this size had never been At the start of testing, no air was in- cles in progress and the desire for in- done. Tests had been performed on jected into the water, and a baseline creasing the payload of ships with plates of much smaller dimensions. measurement was recorded. Next, air conventional speeds becoming more Since it was not practical to extrapo- was injected through the plate into the practical, the subject of drag reduc- late findings gleaned from such small water, and the closest shear sensor tion was resurrected. DARPA and the plates onto a full sized naval surface downstream of the bubble stream saw Office of Naval Research funded the ship, it was decided to use a larger a significant reduction in the shear series of test runs at the LCC in re- plate, one with dimensions more force imparted on the sensor. Parame- sponse to a proposal by the project’s closely approximating that of a sur- ters varied including the test section principal investigator, Professor face ship’s hull and to test at higher speed, air injection rate, and distance Steve Ceccio of the University of speeds. The product of dimension from the injection to the measuring Michigan. and speed determines a parameter stations. Additional instrumentation important to scaling fluid flows, that included video cameras and minia- The University of Michigan planned parameter being Reynolds number. ture Doppler Velocimeters and executed the test program, as- (LDVs) imbedded in the plates to sisted by Etter, LCC engineer Dr. Testing of this concept involved an measure boundary layer velocity, Mike Cutbirth, who provided mea- elaborate setup . Three separate sec- pressure measurement sensors on the surement and data analysis support, tions were fabricated because the plates, and video cameras and exter- and the LCC staff, which tended to fa- HiPlate, as a unit, was too long and nal gamma ray source and sensor to cility, instrumentation, and rigging heavy for insertion in the LCC’s test measure the amount of bubbles in the requirements. Personnel from Penn section opening. Each section was flow. State University Applied Research constructed of epoxy-painted internal Lab and private companies VioSense, carbon steel frames and half-inch Tao Systems, and others have con- stainless steel surface plates top and At this time, further testing is not tributed to the project. The testing bottom. The sides of the model pro- scheduled, but the results of the ex- program began in mid-December and vided access to extensive internal in- periments conducted at the LCC and continued through January 2003. strumentation and the bubble currently under analysis may have injection inserts. Bolted together, the paved the way for a better under- This particular experiment involved sections made a single plate 41.3 feet standing of the physics of frictional injecting microbubbles into the in length, 10 feet in width, about 8 drag reduction and for more serious boundary layer water flow right next inches deep, and weighing about 15.5 and informed consideration of to the plate surface. To realize a re- tons. Two blocks of sintered (porous) microbubble injection as a means of duction in drag, a ship moving metal, as long as the width of the plate reducing friction drag on a ship’s hull. through the water has to reduce the and resting in slots in the stainless

IHS Summer 2003 Page 9 SAILOR’S PAGE SCAT FOILBORNE IMAGES Boat speeds (Vs) in flight while der way about 2:30 p.m. All the reaching: from 13 to 20 knots over af- By Sam Bradfield, IHS Member boards were half way down setting us ternoon. Maximum observed boat with a draft of 4ft. We took a short In previous IHS Newsletters, a de- speed (Vs max): 24 knots. Average tack out on port (150 to 160 degrees) scription of SCAT and updates on de- true wind speed (Vt ave) at site: 11.5 and tacked again inside the reef to velopments with this fully submerged knots. Wind heading at site: 240 de- starboard (50 to 60 degrees). hydrofoil sailboat have been pro- grees. Wave height (recorded at 20 vided. This time we are pleased to be mile buoy): 3.6 ft. Average true wind We held for awhile. One more short able to feature some foilborne images speed (at 20 mile buoy): 16.8 knots. port tack out and another long tack put of SCAT. us to New- found Harbor south marker off Big Pine key where we tacked again and headed out to sea on port tack. As soon as we cleared the reef, I lowered the port foil and set the bungee, then I lowered the rudder. We sailed out for about 2 hrs as the sun set between 6 and 8:00pm, the sea state was running 6-8 with an occa- sional 10 foot, with the swell on our The maximum boat speed observed beam. SCAT rode nicely through this for SCAT so far was during the swell. I had set the windward bungee Florida to Key West race in January tension tight so as to bury the wand a when 29.5 knots (GPS) was achieved bit; when I slacked it off the weather with the main sail and set in an av- ama rose and depressed the leeward erage true wind speed between 15 to ama a bit. The leeward ama still was 18 knots. very buoyant and the boat felt much Sam reports: “We finally got together It looks like SCAT will live up to the- looser, even with the lee main foil half all the people and cameras and cam- oretical expectations based on what way down, incidence set to max. The era boats required to photograph we’ve observed so far; i.e., she’ll foils stabilized the ride quite a bit SCAT flying off Cape Canaveral on reach [Ed: this is a heading at which dampening the roll, very little pitch- Saturday April 26. We had barely the true wind is between about 60 to ing in the beam sea condition. enough wind (true wind speeds be- 155 degrees off the bow] to 2.0 times Our boat speed was around 8 kts. Af- tween 10 to 15knots) to fly SCAT”. true wind speed in winds of between ter tacking to starboard we were able The photos show the boat flying in 10 to 20 knots. We’re not likely to to hold starboard all night at a heading these minimum conditions. Video push her beyond 35 knots boat speed. of about 160 and getting lifted as we footage was also obtained during that headed north. This part of the trip was outing. ACCOUNT OF THE SCAT TRIP UP the roughest, the wind was east FROM STOCK ISLAND An extract of the notes from the trials against the stream, causinga6to8ft log for SCATand summary of the per- By Tom Haman swell that Scat hobby-horsed nicely formance of the boat on that day is as through (though the ride was wet) as It was about 2 p.m. April 4 when we follows. The location for sailing was she would take the top off the occa- left the dock with SCAT and began to about two miles offshore from Port sional wave. During the night we lift the main foils so we could navi- Canaveral. logged 16 to 17 kts at one point, with gate the narrow channel, after flying the lee ama clear of the water about them both up we were out. Hoisting the main and then the jib we were un- Continued on Next Page

Page 10 IHS Summer 2003 SCAT TRIP UP FROM STOCK ISLAND pre-preg process and carbon fibre. resin manufacture that met my re- (Continued From Previous Page) There are currently two moulded din- quirements for structural strength and ghy foils available in pre-preg, both for being “spinout proof”. This suc- two feet and the main hull skimming. are a tapered section with the original cessful result was obtained at a rea- At this point, the ride was like turbu- patterns being shaped by computer sonable cost so all our goals were met. lence in an airplane, with very little operated router. The smaller is a pitching and rolling and a lot of up NACA 0012 section, 1000mm long In 1997, after reading a sailboard re- and down motion. This motion was with a 175mm chord and the other is a view, I produced a hydrofoil fin greatly dampened by the hydrofoils. NACA 0011 section 1200mm long whose function was not to raise the By morning the wind was beginning with a 205mm chord. Also the origi- board completely out of the water, but to fade. We pulled the reacher and nal 120mm constant chord hydrofoil rather to help it begin planing. This needed it the rest of the way as the as used on the Moth is available in up foil was fitted into the original fin box wind never built back up. Scat was to 2100mm length and now a sym- of a 1990 SHREDDER Mistral board north of Fort Pierce, we could see the metrical NACA 0012 section with (length 298 cm/9.8 feet, width 59 highly lit bridge inside the inlet, as 120mm chord and 2100mm length. cm/1.9 feet and narrow stern). After the sun set. I thought this was quite Custom foils are also built with some tinkering, particularly with the good progress, as the wind never did blanks cut by the same computer op- foil’s angle of attack, I got promising build much more than 10 to 12mph erated router, then vacuum bagged performance. I could start planing during the day. with epoxy resin and carbon fibre. with 8 to 9 knots of wind speed using a rather old 7.4 m² (80 square feet) sail As night fell, so did the wind. The rest John is a qualified shipwright but has and while the board was supporting of the trip was a drifter, yet we still ar- become more of a composite enthusi- my weight of 90 kg (199 pounds). rived in the inlet at 9:00am and tied to ast since gaining experience in the This could not be achieved with the the Cocoa Beach Yacht Club dock. UK manufacturing formula 1 race car same board without the foil. bodywork. Additional details are FASTACRAFT FOILER MOTH “ON THE available on the Fastacraft website In June 1999, I met a group of young PROWL” at: http://www.fastacraft.com This undergraduates at the “Ecole includes video of the boat sailing at: Nationale Supèrieure de Chimie et de [This is a continuation of an article by www.moth.asn.au/multimedia/rohan Physique de Bordeaux” (ENSCPB) John Ilett appearing in the Spring _perth_feb03_movie2.wmv To view which had taken on a project to design 2003 IHS Newsletter. - Editor] this clip you will need a current ver- and build a hydrofoil sailboard that sion of Windows Media Player. would successfully take off and sail FIRST DAYS on its foils. Of course, I jumped at the chance to associate myself with this Initially things did not work so well. LE While the system is really simple to project. I decided that, while the team was conducting their initial theoreti- rig and operate there are actually By Gerard Delerm quite a number of moving parts. It cal study, I would use my earlier prac- took almost three months sailing Project History tical experiments to produce a first most weekends to tune it, adjusting prototype to narrow down the range cables and ratios within the linkage In 1995, I helped a friend to build a of problems, thus helping to develop a and also a diamond saw to cut and custom sailboard. The goal was to successful design and construction modify the foil. It did foil on the first obtain a board with modern lines at method…. Thus was born “Le day out in very minimal wind but then moderate cost. As we finished the FOILBOARD” idea. on another day in around 20 knots board, we realized the price of a good wind there was a big crash at speed commercial fin was disproportionate from a fair height. compared to the cost of our board. So I started to study and to build some Fastacraft is a small Perth based fins. After testing many profiles and business run by John Ilett. The focus construction technics, I settled on a To be continued in the Autumn 2003 is on manufacturing foils using the fin design of moulded fibreglass / IHS Newsletter.

IHS Summer 2003 Page 11 New Members ment of the company’s hydrofoil the same. The program is temporarily (Continued From Page 2) boat activities after Robert J. subsidized by a government grant. Johnston left that position in 1976 to ite historical vessel is Forlanini’s, join the David Taylor Model Basin. The “Wave” is a 149 passenger boat and is interested in learning more As Grumman’s Director of Marine with four 1,000 HP diesel engines about personal hydrofoil craft. Programs, Mr. Wohleking dealt powering two water jets. The hull is with the maritime nations of Eu- supported by submerged foils fore David Rynders – David is an attor- and aft. These foils partially elevate ney practicing environmental law rope, the Far East, the Mid East, and North and South Americas, as well the hull, and the load is shared by the on behalf of a number of environ- planing hull. mentalists. Although he has no spe- as with the U.S. military and agen- cialized knowledge of hydrofoils, cies of the U.S. Government. In This hybrid system has advantages he is utilizing the IHS website to 1982 he left Grumman and with Bob over a pure planing hull. It uses less learn more. He intends to add hy- Johnston founded Advanced Ma- power and fuel. It has a relatively drofoils to his boat and is just get- rine Systems Associates (AMSA), a small wake that allows 45 MPH pas- ting the broader picture with the marine consulting firm. Following sage through the crowded San Diego help of the Society. this Mr. Wohleking consulted inde- harbor. Its motion at sea is relatively pendently, engaging in high-speed comfortable. Less roll, pitch and Graeme Paulin - – Graeme hails ferry feasibility analyses for private pounding. form New Zealand and has always and public sector clients, advising had an interest in things mechanical, ferry operators on the implementa- be it construction equipment, tion of fast ferry services. For those who live near Southern Cal- trucks, planes, or ships. He spent six ifornia there is a now hydrofoil boat years in the RNZN (Royal New service between San Diego and Zealand Navy) as a marine engi- WAVERIDER UPDATE Oceanside. You can learn more about neer. Graeme is currently employed it at www.TakeTheWave.com. as a process engineer in a By Ray Vellinga, IHS Member Wellington manufacturing plant. Recently he has been researching I have taken the Waverider twice. The NEW BENEFIT possible candidates for a fast ferry evening boat leaves San Diego at service round New Zealand’s coast 5:35 PM and reaches Oceanside in IHS provides a free link from This lead him to the IHS’s excellent the IHS website to members’ per- 1.5 hours. You can enjoy a restaurant web site, and subsequently to join sonal and/or corporate site. To re- dinner at the Oceanside harbor and the IHS. quest your link, contact Barney C. walk or taxi to the Amtrak station to Black, IHS Home Page Editor at Walter Wohleking – Walter is a catch the 9:23 to San Diego, arriving [email protected] Charter Member of the North two blocks from your departure. The American Association of the Inter- boat costs $5.00 and the train is about national Hydrofoil Society. He spent the first 25 years of his profes- IHS BOARD OF DIRECTORS sional career with the Grumman Corporation, taking over manage- 2001-2004 2002-2005 2003-2006 IHS OFFICERS 2003 - 2004 Sumi Arima Jerry Gore Mark R. Bebar John Meyer President Malin Dixon Jim King William Hockberger

Mark Bebar Vice President John R. Meyer Ken Spaulding George Jenkins George Jenkins Treasurer William White John Monk Dennis Clark Ken Spaulding Secretary

Page 12 IHS Summer 2003 LETTERS TO THE EDITOR

Help With A Dynafoil ing for use with a hydrofoil. The and a foil. If I bought a new 25 hp en- distance between the bottom of the gine, would it be worthwhile to get [5/30/03] I recently acquired a keel and the horizontal centreline of one with a longer vertical power Dynafoil by Hydrocraft (a jet ski size the propellor is about 8". Is this shaft, so as to increase the distance hydrofoil built around 1970). It is in enough draught to enable a hydrofoil between the hull and the foils? Mike good shape but the fuel pump doesn’t to operate effectively? My boat has a K. [email protected] work. I was wondering if anybody 50 hp outboard on it and the speedo knew anything about this particular goes right up to 60 mph (52.6 knots). I Response: I don’t know if I would go hydrofoil or even knows where to get know that a well-designed foil will in- so far as to say you’ll get the “same parts for one. If any one has informa- crease fuel economy at high speeds. performance as the big engine”, tion please call me. Jonathan Javetz Will using a foil also result in greater that’s really comparing apples and or- 706 714 4903, [email protected] acceleration and/or higher top speed? anges. Your performance with a 25HP engine and foils will certainly Response: Rebuild kits are available Mike K. [email protected] be better that a 25hp and no foils, but for the injectors on the Dynafoils, but Response: The good news is you do different from the 50hp. With the 25 I need to know which size engine you have enough water above the prop for and foils you will get good top end, have, the 440 or the 340. It can also be foils, assuming mostly smooth water. excellent fuel economy, and a cush- with dual Mikunis for a rated HP of Using foils will increase you fuel ioned ride. But you have to get it all 55, but not necessary to have the extra economy. The bad news is they may working together. With the 50hp you HP.Scott Smith [email protected] not increase your performance for this will have more pulling power, dock- Hydrofoil Surfboard Details boat. Subcavitating foils are fairly ing will be easier, and take-off will be simple to make, I can send you plans. faster, it just depends on what you [6/24/03] Can you steer me to a site But they are limited in speed. If your want. Anyway, yes you can put a long that shows a hydrofoil surfboard in boat already does 60 mph as indi- shaft on the boat to get more lift. I put detail? I want to know more about cated, you are already at about the a 15HP extra long shaft on my 14’ how this concept works. Merv Rice highest speed you can expect to go on aluminum boat for a hydrofoil exper- [email protected] subcavitating foils. Adding them iment. Even with no foils it doesn’t would help your fuel economy, but Response: IHS has no design details hamper performance enough to no- might slow your takeoff a tad. unfortunately, though these surf- tice. But you may need to add some Supercavitating foils might help you boards appear from a distance to have strategic sheet metal deflectors to go faster, but there is less info avail- something in common with the Air keep the extra shaft length from en- able on them. You will be lucky to be Chair and other hydrofoil waterskis. training water up the tower and into able to make supercavitating foils that Laird Hamilton is the pioneer in this. your boat. Not a problem when work for that boat. Had your boat had He has a video out on DVD, and sup- foilborne. Trailering and shallow wa- less power, say 25hp, then you would posedly the bonus materials on the ter operation can be a pain if the en- see real benefits in speed and econ- DVD have information about the hy- gine is really low, like in my case. omy. As it is, it won’t gain you much drofoil surfboard. See our page at Transom plates don’t allow but a few to add foils, but will cause you trouble www.foils.org/popvideo.htm. I have not inches of lift. In short, adding a long in shallow water, docking, etc. Scott seen the video, so I don’t know if the shaft won’t affect you much, and will Smith [email protected] hydrofoil info is a little or a lot. We help with the foils, adding an extra long shaft will require some compro- have some archived correspondence Response: Thanks for the reply, Scott. mises. I found the easiest and cheap- on this subject on our website. Bar- I plan to run mostly on lakes, and the est way around the extra-longshaft ney C Black [email protected] engine is not working as of yet, so I problems was just to use a trolling haven’t actually tested the boat as fit Foil-Borne Draught motor for docking and shallow water. out. I got it for free. Sounds like I can [6/10/03] I have a 14’ fibreglass plan- get nearly the same big-engine perfor- ing hull that I am considering adapt- mance with a much smaller engine Continued on Next Page

IHS Summer 2003 Page 13 of a known hydrofoil. What you need range from mach 0.5 to mach1.0 Letters To The Editor to determine is the speed, submerged (approx 300 to 600 knots) apparently (Continued From Previous Page ) planform area (at that speed) and benefit from increasing wing sweep BTW, if you can afford it, I love my weight of the boat. I have tabulated angles. Is there a good correlation be- 4-stroke, and it runs forever on a tank that for a few surface piercing hydro- tween aerodynamics and hydrody- of gas :) Yes, if you are intent on get- foils of the Supramar type and the namics? Could the above speed range ting this flying, a long shaft outboard typical CL values for the overall craft be converted to the equivalent for a will work really well, but if you never are in the order of 0.26 to 0.43. I don’t hydrofoil wing? One assumes the finish the project, it may hamper the know the details of the foil profiles in speed would be much slower given resale value of the boat, being smaller those cases however. Martin Grimm, waters much higher density. How is hp and a longshaft. Scott Smith [email protected] cavitation affected by a swept wing? [email protected] It would also be of benefit for coming Variable Geometry Foils Lift Coefficients For Surface alongside as the wings could be over Piercing Vee Foils [6/05/03] I’ve seen many people ask swept (as per the F-14) so the are in about using various aircraft tech- side the hull line. Graeme Paulin, [6/09/03] Can anyone provide me niques to improve some aspect of a [email protected] with values of lift coefficients for sur- hydrofoil design. Somebody even face-piercing Vee hydrofoils of the Response: Hydrofoils wings have to went as far as to ask if a rotating foil be very much thinner than aeroplane type Gordon Baker used so success- design similar to a gyroplane might fully for his motorboats? He used the wings to support the same weight, so be made to work, although I can’t they have to be proportionally stron- NACA 16-510 foil section, about 40 imagine gaining anything from that degree dihedral, and the lower cor- ger. It is therefore difficult to build in exercise. One problem that seems to the sort of features that let aeroplane ners of his foils had circular-arc cur- come up a lot is the need for high lift vature. Such lift values, with, of wings change shape, like extending at takeoff, and reduced drag at cruis- flaps and droops, as they would course, the associated values of as- ing speed. This is made more critical pect ratio and angle of attack, would weaken the wing too much. That is for limited power applications like one reason why hydrofoils have a rel- be very much appreciated. Eugene human powered craft. A common so- Clement, [email protected] atively small speed range (about 2:1 lution is an extra foil that retracts at full speed to take off) compared to Response: There are many effects speed. I wonder if variable geometry aeroplanes (often 4:1 full speed to that should be taken into account in might be an answer. Two common take off). As for swing wings, they are calculating the lift (and drag) of sur- aircraft applications are the ‘swing fitted to supersonic aeroplanes to re- face piercing hydrofoils. These in- wing’ like the f-14 Tomcat, and the duce drag and leading edge heating at clude for example lift loss of foils ‘scissor wing’, usually an elliptical supersonic speeds. Hydrofoils get no- operating near or cutting through the wing that rotates as a whole on a pivot where near supersonic speeds, espe- water surface. I would recommend point above the center of the fuselage. cially as the speed of sound in water is Chapter 3 of the book High Speed Would producing a variable geome- about 3000 mph. Hydrofoil top speed Small Craft by Peter Du Cane (1974 try ‘swing wing’ help to reduce drag can be limited by cavitation, and edition) as an ideal reference to use to at higher speeds and give better low swinging a wing would do very little prepare an estimate of the lift gener- speed lift? Or am I barking up the to reduce that. Cavitation can only be ated by a particular foil arrangement. wrong tree? I’ve never heard of a hy- reduced by making the foils even In that chapter Michael Eames specif- drofoil design using this feature. thinner, or, of course, slowing down. ically considers surface piercing V Scott Smith [email protected] Many submerged foil hydrofoils have foil arrangements. The various equa- Response: I have been wondering the foils that can be swung up out of the tions are too involved to repeat here same thing. Is the fact that there are way to reduce draft and sometimes but could be incorporated in a spread- no ‘swing wing’ hydrofoils due to the beam for docking, but these usually sheet calculation or similar. operating speed of current hydrofoils swing the whole strut and wing as- sembly. Even small irregularities in a The alternative is to back the overall not being high enough for it to be of Continued on Next Page lift coefficients out of the particulars any benefit? Aircraft speeds in the

Page 14 IHS Summer 2003 Letters To The Editor stream of the foil, then the lift gener- wondering about the relative propor- (Continued From Previous Page ) ated by the foil should equal the mass tions of the contribution of suction on flow rate of the fluid through that the upper side and positive deflection wing would cause cavitation which control volume multiplied by the on the underside, as this would help would damage the wing, so the de- change in the vertical velocity com- me to explain for myself at least signers have felt that it best to keep ponent of the fluid. In short, the which of the descriptions of how a the mechanisms at the top of the strut greater the downwash, the greater the wing works best fits the facts. If I re- and out of the water. Malin Dixon, lift. The downwash can’t be associ- fer to many common explanations I [email protected] ated with just the bottom of the foil or could be led to believe I always need How Foils Lift just the top for that matter. The an asymmetrical airfoil section to cre- streamlines passing a foil are deter- ate the necessary low pressure to get [5/18/03] When reading general de- mined by the combined effect of both lift, when in fact a simple paper glider scriptions of how foils work, it is easy surfaces and the angle of attack etc. with thin flat wings works remark- to believe that there is more suction If you have a particular foil profile ably well. I see many L/D curves and on the upper surface of the foil due to and angle of attack in mind, let me pressure graphs in the near vicinity of the lower pressure there, than deflec- know and I will give you more spe- a wing, but unfortunately no figures tion of fluid below the foil. While I cific numbers for the 2D case. Martin or relative proportions are given. Ian can find information on the pressure Grimm [email protected] Ward [email protected] profiles above and below the foil sur- face which lead to this conclusion, I Response: The texts I have seen usu- Foil Design For Velocity ally show very smooth streamlines would like to know what proportion [4/24/03] Is there a theoretic velocity of the total lift is generated by deflec- locally around a wing foil which give little indication of the massive limit for foils? Is there a direct rela- tion of the fluid downwards, com- tionship between lift, speed, and cavi- pared with the total suction upwards downwash and vortex turbulence which must also exist. The implica- tation onset? Are foil designs by negative pressure above the wing. available that are self defouling or Ian Ward [email protected] tion is that the deflection of fluid downwards and its reaction on the that deflect submerged objects? Are Response: There are at least two ways wing surface upwards is only a small foils designed for specific velocities? of determining the lift generated by an component of the total lift, and that J. Duncan Coolidge, [email protected] airfoil or hydrofoil. As you have al- the low local pressure on the upper Response: For subcavitating foils, it’s ready suggested, the first is to inte- surface provides the majority of the hard to design a system for much over grate the pressure distribution over “lift”. I am keen to have your com- 40 kt. There’s probably no intrinsic the top and bottom of the foil from ments on this. While I agree with you limit for supercavitating foils, but leading edge to trailing edge to deter- that it is the total effect of what hap- material strength may limit the loads mine the net upthrust. For a wing, I pens both above and below a foil at the thin, sharp leading edges. Tom have heard that the contribution to lift which generates the total result, and Speer, [email protected] from the suction (upper) side is typi- that downwash is the result, I was cally about three times that of the Response: There is a page on the IHS pressure (lower) side. I will have to website covering the arguments for Letters To the Editor allows check whether that is about right with and against ultra-high speed hydro- hydrofoilers to ask for or provide infor- foils at www.foils.org/knots.htm. Ken a typical case sometime. mation, to exchange ideas, and to inform Cook is a proponent of such hydro- The second way of determining lift is the readership of interesting develop- ments. More correspondence is pub- foils. See the article in this issue on to calculate the change of momentum page 5, column 3; also his website at of the air or water as it passes over the lished in the Posted Messages and Frequently Asked Questions (FAQ) www.hydrofoil.com/. Barney C. Black, foil. If you consider a ‘control vol- section of the IHS Internet web site at [email protected]. ume’ of the fluid around the foil http://www.foils.org. All are invited to bounded by a streamline far above participate. Opinions expressed are and below the foil and with an inlet those of the authors, not of IHS. Continued on Next Page and outlet far upstream and down-

IHS Summer 2003 Page 15 Letters To The Editor and PT 50t type hydrofoils were built the practical speed range of 40 to 50 (Continued From Previous Page ) in Messina. However all this would knots with the size of the hydrofoil not have been possible without the ef- craft increasing by a cubic function, Supercavitating Foil Design forts and the ingenious ideas of Baron the foil dimensions become relatively [5/10/03] I have seen a lot of info on von Schertel and numerous other en- quite large. A Navy study concluded designing sub-cavitating hydrofoils, gineers which promoted the hydro- that a 2,000 ton hydrofoil was about a but little on super-cavitating ones. foil. I am proud and grateful at the limiting size. Range is another con- And most of that was theoretical and same time that I was one of those ded- sideration. Hydrofoils can be shown required considerable effort to under- icated engineers. From 1957 I to compete commercially with air- stand. Can someone direct me to a de- worked in SUPRAMAR with Baron craft up to about 300 miles on a time signer’s guide to super-cavitating or von Schertel until he passed-away in basis for downtown- to-downtown super-ventilated hydrofoils? Mac 1985. Sincerely, VolkerW Jost, Presi- routes. This considers time to and Stevens, [email protected] dent, Supramar AG from airports and ability of the hydro- foil to go downtown to downtown. Titan Aluminum X-Craft Experi- PHMRON 2 Veterans Hydrofoils have demonstrated they ment [6/16/03] This July 30th will be the can provide superior rough water pas- senger comfort. So in adverse sea [7/28/03] I’m sure that the selection 10th anniversary of the PHM squad- ron decommissioning. I wish to ex- conditions, sea state three and above, of an SES (Raytheon-Umoe team) as their ride quality and speed are better one of the 3 Littoral Combat Ships tend all best wishes to our shipmates, the veterans of the PHM crews, than other high speed sea craft. The (LCS) concepts chosen for further de- real problem is that hydrofoils have a velopment had something to do with MLSG and PHM Squadron 2 staff. I look forward to raising a glass (splice high first cost on the basis of cost per the speed and range and draft require- seat mile. It has been shown that the ments and objectives. The next phase the main brace) at Turtle Krawls in Key West on this date, to you all. acquisition cost is the driving factor should be interesting; it is likely that in most acquisition decisions. To in- the other two concepts will incorpo- Steve Novell (Jolly-OS1, PHM1) [email protected] crease the use of commercial hydro- rate dynamically assisted lifting tech- foils, studies that I have been nology - foils and/or lifting bodies - to Large Hydrofoil Passenger Liners involved with indicate that there is a try and meet the same overall perfor- market for small, 100 to 300 seat ca- mance objectives. Bill McFann, [04/13/03] Large, ocean-going hy- pacities, at speeds in the 40 to 50 knot [email protected] drofoils were once a popular dream speed range, with submerged foils and even considered inevitable for Thanks and automatic control systems. But the future... including a nuclear pow- the first cost has to be made more at- [6/9/03] Dear Mr. Meyer: On behalf ered design. Take a look at our page tractive than hydrofoils on the mar- of SUPRAMAR I thank you very on popular magazine articles at ket today. I would like to see some much for your congratulation letter of www.foils.org/popmags.htm. The earli- concentrated design effort put into May 8, 2003 reminding me of the in- est article on this subject we cite there this area.” Barney C. Black, auguration of the first passenger hy- is “To Cross Atlantic in Thirty [email protected]. drofoil service. It is certainly a date Hours,” Technical World Magazine, worth remembering. Shortly after Oct 1907, by Wm. G. Fitz-Gerald. this inauguration Sig. Carlo The most recent is “100 Knot Liner Here ends the printed edition. Rodriquez saw the little boat on Lago Has Sea Wings,” Popular Science The electronic edition has 3 more Maggiore and he was impressed, and March 1959 by Alden P. Armagnac. articles on 5 more pages with made contact with SUPRAMARIN, Bob Johnston once answered the large color photos. Why not go Lucerne. It did not take long, and his more general question as to why there now to www.foils.org and view the shipyard in Messina became the first are not more hydrofoils this way: Newsletter on line. It’s in color, licensee of SUPRAMAR which was “First, regarding size, the foil lifting and it’s easy. If you have trouble, founded only a year before. All the capacity is an area function, increas- we will help you... contact rest is well known and many PT 20 ing with the square of the speed. So in [email protected].

Page 16 IHS Summer 2003 EXTRA FOR THE ELECTRONIC EDITION

PHM 5 Update

News from the USS ARIES Hydrofoil Memorial, Inc.

by Eliot James www.ussaries.org

Work has progressed this summer in preparation for hullborne cruising. We are proud of how clean the ship is, and we Integrated Bridge System Ship Control Computer in CIC will keep her that way so as to be better prepared for giving tours. We are main- placed with color CRT screens and will frozen. Each one had to be removed (a taining walk-on access... we don’t have reflect the same information displayed major pain) and welded back together. the ship open everyday, but she is always on the bridge units. Japh Howard of Flicker Forge lent his ex- available with a little notice. We con- tensive welding capability to that project. structed a new hatch and have it installed One of each pair of the screens We are grateful. See his web site at in the plate covering the gun turret open- will display ship system information www.flickerforge.com. I suppose no one ing where we installed a staircase to give from the PLCs that control and monitor thought to add antifreeze to the chilled access for tours. the propulsion, HVAC,bilge pumps, sea- water system when the ships were moved water system, fuel system, etc. The sec- north to the inactive naval shipyard. The We have been working on the IBS ond will display conning information, units on the sister ships were also broken. (Integrated Bridge System). There are compass, navigation, radar, depth four LCD touch screens set into alumi- soundings, etc. The IBS will lower man- We are applying to be placed on num plate that replace most of the bridge ning requirements. the register of historic ships, and we controls. One pair in front of the pilot, could use some help. If anyone is willing one on the port side in front of the co-pi- The new generator is being to write down some reasons why this ship lot. These screens are being connected to plumbed into the seawater system, and should be considered historic and conse- the ship control computer that is housed the HVAC system is undergoing rebuild. quently preserved, please email that to in the old navigational console in the The chilled water system was exten- me to include in our application. It seems Combat Information Center (CIC). The sively damaged, with nearly all the room obvious that what the ships represents monitors in that console have been re- chilling units split open from being technically is reason enough by itself, but we need to educate the reviewing panel on the why. Any help will be appreciated. Once the application is approved, we will be eligible for grant monies from pro- grams such as “Save America’s Trea- sures” grants and others that will help us get the ship flying again.

We procured more spares from the sister ships, including foilborne propul- sion parts. There are more available, but getting and storing them is expensive.

ex-ARIES (PHM-5) on Grand River Waterfront Brunswick, Missouri Continued on Next Page

IHS Summer 2003 Page 17 PHM-5 UPDATE Ex-GEMINI (PHM-6) Undergoes Conversion to a Private Yacht in (Continued From Previous Page ) Wilmington, NC

Diana and Bob have added many pictures and video clips to our website. Not only are there clips of the ships fly- ing, but also pics of the ex-GEMINI.You won’t believe how different she looks since being purchased by someone who is turning her into a private yacht. The “Observation Dome” in the bow reminds me of the NAUTILUS from 20,000 Leagues Under the Sea. The superstruc- ture wasn’t built when I last saw the ship, but I believe work has begun on that.

GEMINI’s current owner is a con- tractor from Chicago, I believe. He con- tacted me after reading about the ships, and I put him in contact with Jim Lovelace, who sold him the ship. He is working on her there in Wilmington, NC. He removed all foilborne propulsion, purchased 2 hullborne drives from the ex-HERCULES. One is a spare, the other he mounted in the center in place of the foilborne drive. This gives him three Ex-ARIES Saved From the Scrap Pile hullborne propulsors. I believe he will be driving with 12-92 Detroit. As to the cen- The fleet of six PHMs was decommissioned in 1993. The ships were ter propulsor, he doesn’t plan on moved to a shipyard and stripped of all salvageable systems. vectoring the nozzle. The ex-ARIES was purchased by Eliot James and B. J. Meinhardt via We regret we weren’t able to put Internet auction originally for scrap purposes. However, once they realized together a trip to Key West for a PHM re- the unique nature and amazing technology it represented, they could not union commemorating the 10th anniver- scrap it. After months of research and work, they managed to retrofit enough sary of the decommissioning. We are of the ships systems to begin their voyage to the Grand River in Brunswick, working towards sailing back to Key Missouri. West and having that reunion. If some- one wants to get involved in helping pre- The ex-ARIES remains in Brunswick, where rehabilitation efforts have pare for it, we need to secure docking been ongoing. The ship was opened for its first public tours the weekend of facilities in Key West. Someone who October 4, 2002 in conjunction with a local festival. In excess of 130 people could get us docking for a month or two, took the tour, which included three decks, a video of the ships flying, several time enough to earn cash from tours to photos, a brief history of hydrofoils, and a display of a Dynafoil (1970s per- put fuel in the tanks for a return trip, sonal water craft) utilizing hydrofoil technology. would be welcome to cruise along with us the week or so it would take to get to A newly formed non-profit organization, the USS ARIES Hydrofoil Key West. Memorial, Inc., is dedicated to the rehabilitation of the only remaining Patrol Hydrofoil Missile (PHM) with foils. The organization recently received Thanks to all that have helped and 501(c)(3) status, allowing it to accept tax deductible contributions to the me- supported our project. morial.

Page 18 IHS Summer 2003 What do Helicopters and Hydrofoils have in Common?

by Martin Grimm

The two technologies that interest me most are helicopters and hydrofoils. When these both came together in a sin- gle application, I was most pleased.

The Erickson Air-Crane company based in the USA has operated a fleet of Sikorsky S-64 Skycrane helicopters for years. These heavy lift helicopters are used in specialty applications ranging from aerial crane work to firefighting.

In the firefighting role, the heli- copters are fitted with a custom-designed tank that can carry up to 2500 gallons (~9500 litres) of water, retardant, or foam mix. This load can be discharged at various rates depending on the nature of the fire being attacked. The tank can be filled while the helicopter is airborne by two methods.

(1) A snorkel unit connected to a flexible hose can be lowered into water reservoirs and the integral impeller within the snorkel can then be activated to refill the tank in as little as 45 seconds while the helicopter is in a low hover.

(2) The second approach is novel. A rigid boom equipped with a ram scoop system is lowered from alongside the tank as the helicopter approaches for a A ram scoop hy- low pass over a stretch of water. At the Photo by Peter Clark drofoil allows the end of the boom, a hydrofoil unit is in- Helitanker to refill stalled such that when the boom makes from fresh water or contact with the water, the hydrofoil sea water sources forces the boom to submerge rather than in less than 45 sec- simply skipping over the water surface. onds. Your intrepid The ram pressure of the water can then author (he is Martin fill the tank through the scoop inlets in Grimm) is shown less than 45 seconds. photographing the business end of the scoop on the Continued on Next Page “Incredible Hulk.”

IHS Summer 2003 Page 19 HELICOPTERS & HYDROFOILS Available Now... (Continued From Previous Page ) The New IHS Advanced Marine Vehicle CD-ROM #2 The Erickson Air-Crane website www.erickson-aircrane.com has a good still IHS announces the availability of the second AMV CD-ROM in its se- image of one of their S-64E helicopters ries of reference and historical document releases for the AMV community. with that hydrofoil water scoop system in The new CD contains 61 documents in the following categories: action as it flies low over the water. Even better, the selection of video clips that • Eleven Documents Applicable to Multiple AMV Types Erickson Air-Crane provide on their • Seventeen Documents on Air Cushion Vehicles (ACVs) and website includes footage of the hydrofoil Surface Effect Ships (SESes) water scoop system in action. • Thirty Documents on Hydrofoils • Three Documents on Planing Hulls One Erickson Skycrane, named “Elvis” has been a regular visitor to Aus- A full list of contents with abstracts is on the IHS website. The cost is tralia during the summer period, mainly US$12 each for members; US$15.00 for nonmembers. For details on how to fighting bush fires in Victoria. The 2002 order, go to http://www.foils.org/ihspubs.com season saw significant bush fires in New South Wales, and so two additional Erickson Skycranes named “Incredible Hulk” and “Georgia Peach” were im- ported at short notice. All three earned a good reputation saving houses on the outskirts of Sydney and in rural commu- nities. This year the helicopters and their crews have again been earning their keep fighting fires from Canberra south down into Victoria.

A hydrofoil has played a little part in it too!

Page 20 IHS Summer 2003 From the IHS Website... Model Hydrofoils: They Are Fun and Affordable To Build and To Operate

Martin Grimm’s model of CURL CURL

Nick James’s CONDOR I. For 22 years he searched for a PT-50 Super Comet Model kit. He finally found it in a model shop in Italy.

Mark van Rijzen’s PT-50 in Holland

Lenny’s VS-8 Skims the Waves. Made from a kit by 32nd Parallel Corp. (out of business)

Aurora TUCUMCARI (PGH-2). These mod- els can often be found on www.ebay.com

Malin Dixon’s Design with Fully Ian Wrenford’s display PT-50 model Submerged Hydrofoils and ACS FAIRLIGHT

IHS Summer 2003 Page 21 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer Autumn-2003 Sailing Editor: Martin Grimm

COMPREHENSIVE TESTING OF A AMV CD-ROM #2 IHS announces the second Ad- PROPRIETARY MODEL OF A LOW-DRAG vanced Marine Vehicle (AMV) CD-ROM in its series of reference and historical HYDROFOIL CONCEPT AMV document releases. The new CD has 61 documents: Excerpts, by permission, from Wavelengths, 10 May 2003, Naval • Eleven Documents Applicable to Surface Warfare Center, Carderock Division, by William Palmer Multiple AMV Types • Seventeen Documents on Air team of test engineers in the Carderock Division’s Marine and Cushion Vehicles (ACVs) and AAviation Department performed comprehensive testing of a Surface Effect Ships (SESes) proprietary model in May 2002 of a low drag hydrofoil (LDH). • Thirty Docs on Hydrofoils The LDH concept was invented by Dr. Thomas Lang (IHS Member) • Three Docs on Planing Hulls and the model was designed by his company, Semi-Submerged Ship Corporation (SSSCO) of Solana Beach, CA. Cost is US$12 for members; Center personnel conducted the tests to determine if an air cavity, in- US$15 for nonmembers. IHS accepts pay- jected into the water flow along the leading edge of the hydrofoil ment by personal check, bank check, would remain intact and stable at speeds of up to 35 knots, and money order or cash (all in US dollars whether the concept was feasible. Testing was conducted on Carriage only). We have also arranged for payment 5 at the NSWCCD. Funding for the test was provided by the Defense by credit card (online only!). To see ab- Advanced Re- stracts of the documents or to order on search Pro- line, go to the IHS publications page at jects Agency. www.foils.org/ihspubs.htm. The hydrofoil INSIDE THIS ISSUE that was tested - President’s Column...... p.2 can produce 15,000 pounds - Welcome New Members....p.2 of lift. If air is injected into - Riding the Wave ...... p.3 the water flow - Unmanned PHAST & PHIN p. 5 on the hydro- foil, air dis- - Lifting Bodies ...... p.7 places the wa- Low-drag hydrofoil in 35-knot test on NSWCCD - Waterjets ...... p. 9 ter, reduces Carriage 5; Photo by Martin Sheehan the wetted - Sailor’s Page ...... p.10 See Low-Drag Hydrofoil, Page 3 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Greg Ketterman – Greg is VP of engineering for Com- Dear IHS Members, and negative regarding the various pany in Oceanside, CA. which is activities of the Society. Then these very fitting since he learned to sail All of you are reminded that AMV impressions/opinions were grouped on one of the first Hobie 14’s. In- CD#1 is still selling on the IHS into five areas, namely: website. A lot of time and effort has spired by Crossbow and Icarus he gone into generating AMV CD#2. It 1. Communication Tools grew up building many model sail- was released this summer, and you 2. Knowledge Management boats and hydrofoils with the dream can get all the information about this 3. Membership of breaking the world speed record second CD also on the IHS website. It 4. Educational Outreach for . In college where he sells for $12 for IHS members and 5. Society Management earned a BSME from Cal Poly $15 for non-members. Barney Black Pomona he built a model hydrofoil has prepared indices and abstracts for trimaran which became Longshot the CD#2 documents. You will find These then became the Society goal and the TriFoiler. After building these a very significant and useful titles. At the conclusion of the meet- several full size prototypes contribution to the CD. ing, each member was assigned the Longshot broke the world speed re- task of defining these goals taking cord and the record still stands at As mentioned in this column of the into account the preceding discus- 43.55 knots. He firmly believes that Summer Newsletter, during the sions. Results will be reported in the hydrofoils are the future of high per- March and May Board meetings, the Winter 2003 issue of the Newsletter. formance sailing and is currently IHS Board of Directors has commit- working on a new boat that will be ted to a “soul searching”, “planning” faster and more practical than the Follow-up planning meetings will be effort in which we would reconsider TriFoiler. IHS objectives/goals and play them held to discuss and approve the final against ongoing and projected activi- goals. These meetings will continue Niklas Lundberg - Niklas a student ties. Board member Dennis Clark is with definition of future actions to in vehicle engineering at KTH Uni- leading the planning effort. In March meet these goals. All of this has the versity in Stockholm, Sweden. His he presented a “Planning Framework intent to improve the services offered interest in hydrofoils started with and Approach”. At this meeting the by the Society to its members. doing a short summary about hydro- foils. His biggest interest is in sail- Board discussed, and endorsed Den- Your Society continues to grow with ing hydrofoils and hopes to build nis’ approach and resolved to move new members joining every month. one in the next 5 years for fun. I have forward. The initial step was a Since the beginning of 2003, 31 have read about the Icarus project (1970) Planning Meeting held on September been added to the membership list. and am inspired about hydrofoils 10. It was attended by six of the Board By the way, you can view the Mem- members (G. Jenkins, K. Spaulding, bership List by logging onto the IHS Philip McKay – Mr. McKay served W. White, J. Gore, J. Meyer and D. website (www.foils.org) and put in six years in the United States Navy Clark), plus two invited guests (W. the proper password. All IHS mem- as an Electronic Warfare Techni- Ellsworth and B. Black). bers have been informed of this pass- cian. He served aboard the U.S.S. Following a welcome by the Presi- word. If you have been missed or Tarawa (LHA1) from 1978 to 1980 dent and opening remarks, the group forgot, please contact the webmaster and then aboard the U.S.S. Pegasus reviewed the planning philosophy ([email protected]). (PHM-1) from 1980 to 1983. He and process. After reviewing current was honorably discharged from the Navy as a Petty Officer First Class “Purposes” and “Objectives” of the John R. Meyer IHS, the group held an open discus- (E-6) in 1983. After the Navy, Philip sion as each member described his own impressions of what is positive President Continued on Page 12

Page 2 IHS Autumn 2003 Low-Drag Hydrofoil attract travelers off the highway. Al- and the chord line. A control sur- (Continued From Page 1) though his longer-range objective face at the trailing edge of the hy- was to operate to points west and surface of the foil, and thus reduces drofoil was also used to vary lift. north of Los Angeles, for this initial frictional drag on the hydrofoil. The number of open valves for each test Stan proposed a service between SSSCO had experimented with the valve bank was varied to change the San Diego and Oceanside, well south concept at the California Institute of flow rate over the upper and lower of LA. Technology, Pasadena, CA, using surfaces respectively for different several models with chord lengths run conditions. The hydrofoil was Caltrans allocated $5M for develop- of 6 inches. For the Model Basin tested with three differently shaped ment of the service and a year’s oper- tests, Maritime Applied Physics leading edges to see if the shapes af- ation. The company Stan set up for Corporation (MAPC) of Hanover, fected air cavity formation. this project, SCX, Inc., received MD, constructed a foil having a $400K in late 2001 for initial plan- span of 9 feet and a chord of 3 feet. ning, followed by $2.5M in July 2002 Test results revealed that wa- for environmental studies, harbor To test the concept, a rig was used to ter-borne drag on the hydrofoil is preparations, and the first six months support the hydrofoil as it traveled reduced when air cavities are used. of operation. The service began oper- through the water. Two vertical Visual data from the video system ating in March this year. As ex- struts supported the foil at its ends. showed that there are specific air plained later, however, it was The center 3 feet of the foil is the pressures which will generate what concluded prematurely in August. ventilated test section, and two appears to be stable air cavities. The Accordingly, most of what follows is 3-foot unventilated sections are on data analysis was conducted by expressed in past tense. either side to eliminate flow influ- SSSCO. ence to the air cavities from the ver- RIDING THE WAVE For this test, SCX leased the hydro- tical struts. foil originally named Westfoil, which By William Hockberger, IHS Mem- was built in 1991 by Westfoil Interna- Testing was performed at a depth of ber tional, of Westport, Washington. Pa- 2 feet in the towing basin. An air cific Marine & Supply Co, Ltd., of hen a ferry operator chooses a compressor was used to provide air Hawaii, acquired it in 1997 and oper- hydrofoil, it’s because he be- through two banks of 13 air valves ated it on a trial ferry service carrying Wlieves his route requires it. A per bank, one bank supplying flow commuters between Barbers Point hydrofoil brings some added com- to the upper side of the leading edge, and Honolulu. That service was ter- plexity and cost, which must be re- the other bank to the lower side. A minated when its grant money ran out paid by higher ridership and revenue video recording system was em- and no commercially viable market attracted by the boat’s superior per- ployed to monitor and document had developed. formance, reliability and comfort. how the injected air cavities be- Stan Siegel, a naval architect and IHS haved during a test run. Instru- Westfoil originally had fully sub- member with a long career working mented load cells supported the rig merged foils and was driven by a pair on advanced ships and craft, recog- weight and measured the total lift of ducted air propellers when nized from the start that the offshore and drag generated by the sub- foilborne and a pair of Arneson sur- route he planned to serve required a merged foil. A linear bearing sys- face drives when hullborne. Pacific hydrofoil. tem isolated axial movement of the Marine removed the air propellers and surface drives and installed rig as it moved through the water en- That route runs along the California waterjets. They also removed the suring accurate drag measurements. coast parallelling Interstate 5, which original foils and installed a new inci- is choked with traffic that steadily dence-controlled forward foil. How- grows worse. Stan saw a market and The hydrofoil itself could be tilted ever, they left the after hull supported convinced the California Transporta- to vary the angle of attack, or the an- only by buoyancy, which facilitated tion Department (Caltrans) to fund a gle between the oncoming water year-long test of the feasibility of an Continued on Next Page offshore ferry service and its ability to

IHS Autumn 2003 Page 3 RIDING THE WAVE “Coaster” commuter train between the additional money could have been (Continued From Previous Page) San Diego and Oceanside was charg- provided in any case. ing $4.75 one-way, and in late April it the waterjet propulsion as well as was decided to charge $5 for the Is Stan Siegel morose about the un- simplifying the overall construction Wave. timely demise of the ferry service he and control. Stern interceptors and a worked long and hard to establish? new integrated ride control system Ridership was very light through Not at all. He points out two major were installed, enabling the craft to most of the period. In March, with the things: One is that the highway con- achieve high maneuverability and a $10 fare, an average of 14 riders made gestion problem will only keep get- smooth, comfortable ride. The boat is the morning southbound run, from ting worse, and the need for a ferry 85 feet in length with capacity for 149 Oceanside to San Diego, and 10 made will continue to grow. The other is passengers. Its four Detroit Diesel the return trip in the evening. At the that San Diego to Oceanside was 12v92 TA engines (each rated at 1050 beginning of April the charge was never his ultimate objective. It was a bhp at 2300 rpm) give it a 40 knot eliminated entirely, to attract atten- scaled-down version of what he re- calm water cruising speed.[Ed Note: tion and riders. April ridership aver- ally wants to do, but big enough to The reader is referred to IHS Autumn aged 19 southbound and 29 demonstrate the feasibility of it to NL for a picture of WAVE and a re- northbound. In May and June the people who have never considered lated story.] Wave averaged only four passengers the possibility that small boats on an southbound and six northbound. exposed ocean route could ever pro- The San Diego to Oceanside route is However, in July a major change was vide a reliable and safe alternative 46 miles long and took the Wave made in the schedule which made it mode of transportation. He believes about an hour. The boat could make possible to serve tourists and that has now been demonstrated. its full 40 knots within San Diego day-trippers rather than commuters. harbor without causing any objec- In July the numbers were up appre- tionable wake—a unique hydrofoil ciably to an average of 49 passengers Stan’s real objective continues to be a capability other operators should southbound and 16 northbound. route from San Diego to the area west eventually come to recognize. Once Ridership continued increasing dur- of Los Angeles, which is difficult and outside protected waters it regularly ing August, and in its final week the tedious to reach by any land transpor- traveled at 36-37 knots in the 4-6 foot Wave was actually running full and tation mode or route. He is particu- offshore swells typical for that area, turning away a large number of peo- larly attracted to Marina del Rey, and passengers said they found it ple—a dramatic end for the experi- which is only a five minute bus ride comfortable. However, when wind ment - on the final free day there were from the LAX airport. Although its waves were superimposed on the 120 passengers from Oceanside harbor is congested with recreational swells (less than 5 percent of the southward. boats and somewhat difficult to get in time), it became less comfortable. and out of, it would be a feasible loca- (On two days in March, sea condi- tion for serving that area. For this tions were bad enough to cause SCX Despite that late surge and the belated market he sees a need for about six to cancel operations.) appearance of a willing ridership, the larger hydrofoils having fully sub- experiment had to end. One condi- merged foils and capable of 50 knots As a grant-funded operation, SCX tion placed on the state grant was that in the open ocean. Farther up the was not constrained to charge a ticket funding for the second six-month pe- coast, Santa Barbara is another attrac- price that would fully cover its costs riod would be released only if SCX tive location to connect to San Diego and yield a profit for investors, so the had succeeded in lining up an inves- by water. price could be part of the experiment. tor to pick up the service after the ini- Early-on it was thought that $15 each tial year. That had proved impossible way might be appropriate, including by that time. However, in the actual Stan continues to market and promote ground transportation to parking at circumstances, when the time arrived the idea and believes prospects are each end. By the time operations be- for the second block of funds, Cali- good that real service he envisions gan, that had been reduced to $10 fornia’s budget problems had grown could eventually be brought into be- each way. However, the competing so huge and contentious it is unlikely ing.

Page 4 IHS Autumn 2003 54’ FOIL ASSIST SURVEY CATAMA- efficient vessels that Kvichak has Interest in all types of unmanned ve- RAN ever built,” said Scott Weiler, hicles is growing rapidly and wide- (From Kvichak Web Site, May Kvichak’s project manager. “I am spread use is already made of 2003) very pleased with our new generation unmanned air vehicles (UAVs), with of HYSUCAT foils.” growing use by the military of un- he first of two foil-assist catama- manned underwater vehicles rans constructed by Kvichak Powered by Caterpillar 3406 engines (UUVs). TMarine for the United States rated for 700 BHP at 2200 RPM, the Army Corps of Engineers (USACE) IRVINGTON has a top speed of ~34 was recently delivered knots and a cruising speed of ~28 From the viewpoint of the US Navy, to the USACE’s Mobile the main advantage of USVs is that District. The S/V they present a potentially highly ef- IRVINGTON’s mission fective means of conducting many is to conduct hydro- operations without risking the life of graphic surveys in sup- a highly trained sailor, whose training port of dredging and may have cost many millions of dol- channel maintenance lars to complete. USVs could thus be operations. The second deployed in ‘high threat’ areas where vessel, which had a it would be unacceptable to send a summer 2003 delivery, manned vessel, and can remain on Kvichak Marine’s S/V Irvington will operate in the New station for a long time without York District. knots. “The distances between the re-supply or human intervention. channels surveyed by the The USACE’s Marine Design Center IRVINGTON are significant,” ex- Although US Navy ship and boat de- in Philadelphia handled the project plained Collier. “The high cruising management and was instrumental in signs tend to develop slowly, it was speed allows us to travel to a work quickly recognised that USVs might all design stages of the survey cata- site much faster and spend more time maran as well as monitoring the con- called for completely different surveying thereby providing a sub- hullforms, or modified versions of struction details from start to finish. stantial increase in operational effi- “We chose a catamaran for its in- existing hulls, so concepts such as a ciency over our existing monohull very slender vessel, a surface effect creased stability and for the ability to vessel.” install a moveable strut between the ship (SES), wing-in-ground effect hulls to mount multiple transducers.” (WIG) craft, several and said USACE’s Mike Collier. “The UNMANNED CRAFT COMBINES TWO semi- submersible craft have all been partial foil support of the design pro- HULIFORMS examined. Also, innovative vides the high cruising speed and the propulsors such as advanced waterjets, surface-piercing propel- more comfortable ride we were look- (From Speed at Sea, August 2003) lers, power vent technology, vortex ing for.” by David Foxwell combustion, and podded electric sys- Designed and constructed by eveloped by the Carderock Di- tems have been considered. Kvichak, the 54’ x 20’ aluminum cat- vision of the Naval Surface War- amaran incorporates the Hydrofoil Dfare Center (NSWCCD) as part Recognising that certain hullforms Supported Catamaran (HYSUCAT) of a broad survey of potential designs, have characteristics that make them foil design. The HYSUCAT system the Planing Hydrofoil - Assisted more suitable to certain operations provides the operator with increased SWATH Transport (PHAST) is one of than to others, and to enable the USV fuel efficiency, improved speed and a number of hullforms - and probably to have dual operating modes, both at low wake wash. The fully adjustable the most advanced - that are being ex- low speeds carrying a useful payload aft trim foil provides ultimate control amined for their military potential as for variable loads and sea conditions. unmanned surface vehicles (USVs). Continued on Next Page “The IRVINGTON is one of the most

IHS Autumn 2003 Page 5 UNMANNED PHAST & PHIN grated Node Unmanned Surface Ve- (Continued From Previous Page ) hicle, or PHIN-USV. The PHIN- USV development effort is being car- and at high speeds when in transit, the ried out by David Newborn (IHS hullform of the PHAST was modeled Member) and others to evaluate the on that of a Small -Waterplane - Area technical issues of the concept. Twin-Hull (SWATH) vessel com- bined with foils to provide lift. The PHIN-USV hull form is a deriva- At low speed, the PHAST will be- tive of the Hydrofoil Small have as a SWATH, providing effi- Waterplane Area Ship (HYSWAS) ciency, seakeeping and stealth, and at hull form, which was developed at the higher speeds it would operate in a Division in the mid1970s and demon- dynamic planing mode. The pon- Combining the attributes of a hy- strated as 4-man carrying demonstra- toons for the SWATH have V-shaped tor, called QUEST in 1995. The bottoms to provide stable planing drofoil and a SWATH, a PHAST would provide a stable. Seaworthy HYSWAS hull form is comprised of surfaces when the USV is operating three main sections (listed from the at high speed. While planing, the platform that is also capable of transiting at high speed baseline up): a body of revolution, a main foil will supply 50-80 per cent slender vertical strut, and an upper of the lift necessary for the pontoons hull, or superstructure. Attached to to plane. Waterplane Area Ship (HYSWAS). This 3.9m-long vehicle, the Planing the body of revolution are lifting Scientists at the NSWCCD who de- HYSWAS Integrated Node (PHIN), foils, which allow the vehicle to “fly” veloped the PHAST design say they was designed to deploy an autono- to a dynamic waterline that corre- were faced with many challenges mous sensor network based on a sponds to roughly half way up the combining the two hullforms effec- number of small, unmanned vehicles, vertical strut. For example, the draft tively. The most challenging was po- and has a range of 1,095 nautical of the PHIN-USV decreases from 7.1 sitioning the foils and propellers, miles. feet at zero speed to 4.4 feet at which would affect the trim of the foilborne speed. As a result, the hull craft, which affects lift, which in turn [Ed Note: See IHS NL Autumn 2002 can pierce through choppy waves. In affects its overall efficiency. To do so, (p.5) and the article below for related general, the high speed seakeeping they adopted an approach based on information.] characteristics of a HYSWAS hull optimising planing performance by form is very good through a range of making all of the necessary adjust- PLANING HYSWAS INTEGRATED sea states. Also, unique to the ments at 30 knots. At other speeds, NODE UNMANNED SURFACE VEHI- PHIN-USV is a trimaran superstruc- the only adjustment allowed was to CLE (PHIN-USV) ture, which provides good low-speed change the angle of attack of the rear seakeeping and calm water hydrostat- trimming foils. (Extracted, by permission, from ics. NSWCCD Wavelengths, Aug 2003) At lower speeds, the hull was mod- By David Newborn and Leslie eled as a SWATH.At higher speeds, it Spaulding Because of the excellent seakeeping was modeled as a planing catamaran, and high-speed capabilities of the with the addition of lift from the foils. ith the Navy’s emphasis on lit- PHIN- USV, the mission effective- The resulting vehicle is 14.5m in Wtoral warfare, unmanned vehi- ness is predicted to be significantly length and displaces 24.5 tonnes. It cles are gaining momentum better than first generation USVs. has a maximum beam of 7.47m and a and popularity inside the Department The intended missions of the draft of 1.82m. of Defense. They can provide an ef- PHIN-USV are mine countermea- fective, yet low cost, alternative to sures (MCM) and intelligence, sur- Another study carried out by the risking the lives of our military per- NSWCCD team focused on a differ- sonnel. A potential answer to this ent hullform, a Hydrofoil Small need is the Planing HYSWAS Inte- Continued on Next Page

Page 6 IHS Autumn 2003 PHIN growth opportunity for both students (ONR). Navatek is based in Honolulu (Continued From Previous Page ) and mentors. David Newborn has and is a wholly-owncd subsidiary of been a CO-OP student for several Pacific Marine. veillance, and reconnaissance (ISR). years, shuttling between the Center As such, the goal of the PHIN-USV and Florida Atlantic University. It is The company’s novel hullforms are design is to provide an offboard mine especially gratifying when a student tested in the open ocean in the waters reconnaissance and organic mine is determined to make every moment off the Hawaiian Islands. Tank tests clearance capability to future am- of that opportunity count, and even are also conducted at small scale to phibious support and littoral combat more special when a bright, ambi- evaluate concepts. Computational ships. The MCM capability of the tious student meets with a wide open fluid dynamics (CFD) analyses are PHIN-USV provides a means by technological field. Such is the case undertaken using a supercomputer in which to locate, classify, and, if need with David Newborn, who created an Maui, which is the 12th largest com- be, neutralize bottom and moored unmanned surface vehicle (USV) de- puter center in the world, and mines that may threaten operational sign, and recently won the Florida Navatek also operates a 128- maneuvers from the sea. The PHIN, Career Professionals Association proccssor Linux cluster at its head- says Newborn, can also provide an Co-op Student of the Year Award. Da- quarters. organic, close-in information gather- vid’s recognition as Co-op of the Year ing capability for future surface com- Navatek Ltd’s parent company Pa- is very much deserved. The work he cific Marine is a majority partner in batants and amphibious support has produced on a concept he con- ships. Pacific Shipyards International LLC, ceived and developed is impressive.] Hawaii’s largest commercial ship re- pair facility, where a former US Navy LIFTING BODY TECHNOLOGY STARTS SES has recently been converted into LARGE SCALE TRIAL a Hybrid Small Waterplane Area Craft (HYSWAC) using a lifting (From Speed At Sea, August 2003) body developed and tested by by David Foxwell Navatek. ifting body technology under de- Lvelopment in Hawaii is designed Funded by the ONR to the tune of to make a wide range of conven- US$18 million, the 48.75m (160ft), tional hullforms more stable at low 30-knot-plus HYSWAC has a full- speeds and more efficient at higher load displacement of 345 tonnes and Rendering of the PHIN design speeds, as well as giving them ex- was due to start builder’s trials in tended range. These hullforms in- Currently at the concept stage, New- mid-August 2003, with performance clude monohulls, catamarans, born plans to fabricate and test a trials on behalf of the ONR due to , small-waterplane-area model or prototype of the PHIN-USV commence in October. If the trials are ships as well as decp-V, partial hy- to validate hydrodynamic predictions successful, it is understood that the drofoil and hydrofoil hullforms. The and demonstrate the active control lifting body technology developed by work is being carried out by Navatek, foils of the vehicle. Several avenues Navatek could be proposed by a num- whose primary customer is the US to accomplish this are being pursued, ber of’ the industry consortia bidding Navy’s Office of Naval Research including graduate research for New- Continued on Next Page born. “My personal goal for graduate school is to focus my research on con- Disclaimer trol theory as applied to advanced Interested in hydrofoil history, marine vehicles,” said Newborn. IHS chooses articles and pioneers, photographs? Visit the “This would be a perfect fit.” photos for potential interest to IHS history and photo gallery pages members, but does not endorse of the IHS website. [Editor’s Note: Cooperative educa- products or necessarily agree with http://www.foils.org tion at the NSWCCD provides a the authors’ opinions or claims.

IHS Autumn 2003 Page 7 LIFTING BODIES Navatek’s project engineer Todd tonnes as it has a volume of around 3 3 (Continued fron previous page) Peltzer says the lifting bodies reduce 160 m (5,600 ft ), and measures 2m fuel consumption by dint of their high x 10m x 12.6m (6.6ft x 33ft x 41.5ft). to provide the design for the US lift-to-drag ratio, and by reducing Thus, it is large enough to provide a Navy’s Littoral Combat Ship (LCS). friction and wave drag. They also en- significant useable volume and can accommodate propulsors. The former US Navy SES was se- lected as a suitable parent hull for the HYSWAC. During the two-year de- sign and conversion process, Navatek removed the existing SES air-lift system and all related compo- nents, and installed the lifting body, which incorporates a new drive train (engines, gearboxes, shafts and pro- pellers), all housed within it. The HYSWAC can be operated with variable immersion as speed in- creases, with the parent hull fully out of the water at maximum speed. An aft foil was also added for pitch stabi- The Navatek-designed lifting body hance seakeeping, at low and high lization and control, along with a pro- was installed beneath the hulls of speeds, due to their reduced water- prietary advanced ride control system the former SES-200 plane area, the use of passive damp- (ARCS). ing, dynamic control and careful se- The HYSWAC is designed to con- lection of the parent hullform. The firm, on a large scale, the three major lifting body installed on the [Editor’s Note: See related article in benefits of underwater lifting bodies HYSWAC displaces around 163 IHS NL Summer 2002 (p.7)] vcrified on an earlier, small-scale 20m (65ft), 51 tonne Navatek lifting body demonstrator, Midfoil. Such, benefits are supported by extensive CFD studies conducted by the com- pany. The advantages of the lifting body technology highlighted by Navatek include a superior ride in all seas, all headings and all speeds (in- cluding zero/loiter to maximum speed); higher transport efficiency at all speeds; and extended range/pay- load.The lifting bodies that Navatek specialises in designing are underwa- ter appendages attached to the hull of the parent craft using struts. Having a cambered foil cross-section, a large planform area and low lift coeffi- cient, they generate dynamic lift at The lifting body houses the drive train: engines, gearboxes, shafts, and higher speeds. propellers

Page 8 IHS Autumn 2003 WATERIETS SERVE WARSHIPS eters exceed 2m. A fresh approach to maran which may be used to prove FERRIES AND waterjet construction is then neces- technologies for application to the US sary, according to Rolls-Royce. Navy’s Littoral Combat Ship. De- (Excerpts FromSpeed at Sea, June signed by UK-based Nigel Gee & As- 2003) by Doug Woodyard Design work on waterjets larger than sociates, the X-Craft, 73m-long and the existing SII standard range has 22m-wide will be built by Nichols progressed for a number of years and Rolls-Royce is taking the waterjet to Brothers Boat Builders in Washing- the knowledge gained from an R&D another level of evolution with an or- ton State for the US Navy’s Office of programme, which has studied unit der to supply two Kamewa VLWJ235 Naval Research (ONR) and evaluated input powers up to around 50MW, units for the Japanese Techno- for advanced hydrodynamic perfor- will benefit the TSL project. Superliner (TSL) ferry project. Each mance, structural behaviour and pro- will absorb 27MW, some eight per pulsion system efficiency. Speeds up cent more power than any currently The VLWJ (very large waterjet) is di- to 50 knots with high manoeuvra- available waterjet. vided into a series of elements, with bility are sought from four waterjets the inlet duct integrated into the hull with a combined power input of Impressive progress contin- structure; the impeller chamber is 50.4MW Mixed-flow type pumps ues to be made in waterjet bolted to the duct and the transom. contribute to the 90 per cent-plus effi- development across the Outboard of the impeller chamber is ciency rating of the Kamewa 125 SII power spectrum for the guide vane chamber and the steer- units. commercial and naval ing and reversing unit, which is oper- applications ated by a hydraulic steering actuator Commissioned by Techno-Seaways, located inside the a Japanese consortium, the 14,500gt vessel and stem that TSL will carry up to 725 passengers protrudes down- and 210 tonnes of cargo on a 1,000 ward from the com- nautical mile route between Tokyo partment over the and the Ogasawara Islands. A service waterjet units. The speed of 37 knots will cut the current impeller shaft is voyage time by 10 hours to 16 hours. supported by a wa- The aluminium-hulled SES design, ter-lubricated bear- with an overall length of 140m and a ing in the guide beam of 29.8m, will be built by vane chamber, with Mitsui’s Tamano yard for handover in the seal box at its 2005. inboard end on the Rolls-Royce is supplying two Kamewa VLWJ235 inlet duct, and sup- units for the 3 7-knot 14,500gt Japanese ported within the Techno-Superliner. Each will absorb 27MW Due for delivery next year from the hull by a split bear- Rolls-Royce facility in Kristine- ing. Over 180 Kamewa waterjets are cur- hamn, Sweden, the waterjets will rently in use with the US Navy on have an impeller with a diameter of The massive thrust is taken by a sepa- vessels such as the Mk V class and around 2.35m and a different con- rate thrust block in the hull, con- 11m RIBs deployed extensively by structional configuration to the cur- nected to the impeller shaft by a stub the Special Operations Command; rent Kamewa SII waterjet design shaft and coupling. and more than 1,550 units are operat- (whose largest model features a ing worldwide in 20 classes of naval 2m-diameter impeller). Kamewa SII Kamewa 125 SII waterjets have been tonnage. series units have proven efficient and selected for the X-Craft, an experi- reliable propulsors but when the input mental high speed aluminium cata- power is doubled, and impeller diam- Continued on Page 12

IHS Autumn 2003 Page 9 SAILOR’S PAGE LE FOILBOARD not perfect. A CNC milling machine board. This modified design steers could give a better result. None the well and takes off in 15 to 18 knot by Gerard Delerm less, subsequent tests showed it winds. works! The foil was then laminated [This is the second part of the “Le with fiberglass and polyester resin The speed of this design is not won- Foilboard” article that appeared in and reinforced at the strut junction. derful being about the same as a clas- the Summer NL.] sical board, and ventilation initially The main foil position on the longitu- Principle dinal axis is very important for the e Foilboard consists of a stan- board pitch stability when running on dard sailboard with hydrofoils its foils. Not accurately knowing the Lconnected beneath it. centre of gravity of the sailboard when flying, I had to make a long For this first project an old 80’s cus- adjustable foil box to accommodate tom ‘funboard’ with following char- the main foil strut. acteristics was used: The canard planing surface works is Length: 2.90 m (9.5 feet); Width: able to track the water surface at any still persisted at high speed. I made 0.59 m (1.9 feet); Volume : about 110 speeds beyond takeoff. As such, it some further minor changes on the litres (6713 cubic inches) provides the pitch stability for the main foil and that overcame the ven- sailboard. The width of this planing tilation problem. The board has a narrow stern because canard also provides roll stability. it is an old design. Modern boards This canard was made out of moulded Having solved the original problems, have a wider stern. In fact the board fiberglass and polyester resin. It is I decided to take “Le Foilboard” out shape is not very important because, connected in a standard box fitted in in stronger winds. A new problem when the sailboard is running, it is the board nose. The dimensions and then appeared. When my friend ap- “flying” on its hydrofoils without the angle of attack of this planing surface plied the maximum sail power in a 20 hull contacting the water. The board I allow the bow to take off quickly. knot wind, the front canard took off used had a very important advantage: and the board pulled its nose up. This It was FREE. Tests and Performance can be seen in photos on my website. In short, I think this is due to the main The first tests were a little surprising. foil position not being correct in rela- I was concerned I may have some tion to the foot-straps and the rig. Un- problems with the lifting forces gen- fortunately, I could not move the erated by the foils because I was not main foil back any further and so I sure about my hydrofoil planform needed to make and fit another foil area calculations. In fact, the board box. took off on the third test, when the wind speed was strong enough (about More than one year has elapsed since The hydrofoils arrangement consists 15 knots). However two problems ap- the last modification. There were no of an inverted T main foil fitted at the peared. Firstly, there was a poor bal- significant tests in the intervening pe- board rear and a planing surface ance between the centre of lateral riod, mainly due to a lack of strong (called “canard”) fitted near the effort and centre of lateral resistance winds. At last, on 2 January 2003, we board bow. The main foil was built which made the board luff. Secondly, had strong enough wind (about 25 to out of plywood. This was hand made ventilation occurred at the main foil 30 knots) so the modified board was using classical tools, namely a file strut. To try to eliminate these two again tested. Now it isn’t running cor- and sand paper. I used templates to problems, I equipped the main foil rectly: take off is difficult and once obtain accurate foil profiles but you strut with fences to avoid ventilation Continued on Next Page can easily imagine that the result is and I fitted a fin at the rear of the

Page 10 IHS Autumn 2003 LE FOILBOARD Greg Ketterman’s Trifoiler Longshot attack of the mounted foils. (Continued fron previous page) This elegant solution avoids the need for any mechanical linkages. flying, sailing is also a little difficult lsewhere in this Newsletter, we (due to unsteadiness). There is how- welcome Greg Ketterman to ‘Pilot’ Russell Long gained the world ever a positive point: the board no EIHS. Greg’s speed sailing hydro- sailing speed record in Class A at longer pulls up by the nose. It appears foil Longshot was briefly described 37.18 knots with Longshot at Stafford that the main foil angle of attack is not in an article concerned with speed Lake in Alberta during the early 90’s ideal during take off and so the design sailing in the Spring 2001 Newsletter. and later this was improved with a top will need to be further refined. However now is an ideal time to re- speed of 43.55 knots, a record which visit this neat and fast design. A full is still held in its class (sail area of 10 The Future article on the Longshot appeared in to 14 square metres). The second prototype, designed and the January 1991 issue of Popular Science. In the Popular Science feature, Greg build by the undergraduates of Ketterman compared the design of ENSCPB is almost ready. This is Long- shot to an ice called “Le Foilboard II”. Some of its boat: “One of the rea- characteristics are: sons an ice boat is fast is because its sail al- ways stays upright in the wind, where it generates maximum forward thrust”. The same result is achieved with Long- shot through the inci- dence control of the L-shaped foils. When he studied me- Board Length: 2.70 m (8.85 feet); Longshot was designed by Greg chanical engineering Width: 0.75 m (2.46 feet); Volume: Ketterman and built with his brother at California State Polytechnic Uni- 150 litres (5.29 cubic feet) Dan. As seen in the illustration, the versity, he wrote a program that deter- The foils configuration is also a ca- craft has a trimaran layout with the mined the critical dimensions needed nard type, but the main foil is further crewman seated in the central co- to achieve maximum speed with a aft than for the first prototype. The coon. The (or amas) each sailboat. bow canard foil is a surface piercing support a sailboard type rig and a pair V type hydrofoil. The main foil has of L-shaped foils. An inverted T-foil rudder is mounted at the stern of the The trifoiler attracted the interest of two struts to give more strength than Yamaha’s recreational-product de- the prototype. A second main foil centre hull. To provide roll and pitch stability, the incidence of the pair of velopment group, which acquired the type will also be tried, that having a V right to use Ketterman’s patents to foil with 3 struts. outrigger-mounted foils is controlled by small planing surface sensors at- produce a consumer version of the For more pictures of “Le Foilboard” tached rigidly to the outriggers. As craft, however, production never and ”Le Foilboard II” please visit: these planing surfaces track the water eventuated. The Hobie Cat company http://gerard.delerm.free.fr/clair/ surface they twist the carefully tai- subsequently adopted Ketterman’s b_page2a.htm which I will update lored glass-and carbon-fibre rein- design for a production sailboat from time to time. If you have any forced composite cross beam which is known as the Hobie comments to offer please email me at: attaching the outriggers to the centre TriFoiler. This design will be re- [email protected] hull and in turn regulate the angle of viewed in a future Newsletter.

IHS Autumn 2003 Page 11 WATERJETS An FF-series jet installation was Valleylaw firm and as Senior Patent specified for Astra-Marine’s new (Continued From Page 9) Counsel for a Fortune 200 Corpora- Masmar 75J fast superyacht, the tion. Under another contract with the Finnish yard claiming a maximum ONR, RollsRoyce is developing and speed exceeding 60 knots for the 23m **************** testing the underwater discharge design. Propulsive power is provided by three Caterpillar 3412E diesel en- There are several New Members AWJ 21, an advanced wateriet for fu- who have not provided brief ture naval vessels evaluating reduced gines, each rated at 1,030kW and driving a bucket for reverse drive. biographiocal sketches for this signatures and improved manoeuvra- Newsletter. They are: bility. R&D is assigned to The outer pair also have integrated Bird-Johnson in the USA, part of the Kamewa interceptor trim tabs yield- Peter Cahil – from Hastings, East Rolls-Royce naval marine business. ing a fast response at all speeds. Sussex, England Compact and with a short inlet tract [Editor’s Note: The multi-page arti- Andrew Essex - from South less susceptible to air entrainment, cle goes on to describe many other Lincolnshie, England the AWJ 21 unit is flange mounted to waterjet developments and applica- the vessel, as with conventional tions.] John Foster – from Alemeda, CA waterjets, and also has comparable nozzle and bucket steering/reversing WELCOME NEW MEMBERS Adrian Moitie – from Ashford, arrangements. Contributing to a (Continued From Page 2) Middx, England pump efficiency of 92 per cent are: an Lee R. Wahler – from Falls advanced mixed-flow design and pat- went back to school and received a Church, Virginia ented forward skewed blades deliver- B.S. in physics from the University ing excellent cavitation character- of California, Los Angeles in 1990, Gareth Watson - from North York- istics; an inlet tract fostering a very cum laude. He then went on to law shire, England uniform inflow; and a diffuser section school and received his J.D. from that cancels swirl imparted by the im- the University of Southern Califor- peller. nia Law Center in 1993. He was ad- mitted to the bar in California and is Kamewa waterjet families spanning licensed to practice before the power ratings from 40kW to 50MW Northern District of California and NEW BENEFIT are offered by Rolls-Royce in alu- the Court of Appeals for the Ninth minium or stainless steel, the smallest IHS provides a free link from Circuit. Mr. McKay has been an in- the IHS website to members’ per- (FF) series typically specified for na- tellectual property attorney since val craft, search and rescue vessels, sonal and/or corporate site. To re- 1993. Prior to joining Gunnison, quest your link, contact Barney C. workboats and fast leisure craft. Only McKay and Hodgson, he worked as Black, IHS Home Page Editor at the impeller, shaft and steering/re- a Patent Attorney in a large Silicon [email protected] versing rods are made of stainless steel, all other components (including the inlet duct) are of aluminium con- IHS BOARD OF DIRECTORS struction based on strength calcula- 2001-2004 2002-2005 2003-2006 tions to minimise weight. IHS OFFICERS 2003 - 2004 Sumi Arima Jerry Gore Mark R. Bebar John Meyer President Malin Dixon Jim King William Hockberger

Mark Bebar Vice President John R. Meyer Ken Spaulding George Jenkins George Jenkins Treasurer William White John Monk Dennis Clark Ken Spaulding Secretary

Page 12 IHS Autumn 2003 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: John R. Meyer Winter-2003-2004 Sailing Editor: Martin Grimm CNB FOIL ASSISTED WHERE ARE YOU IN CATAMARAN ENTERS CYBERSPACE?! IHS relies on electronic communi- SERVICE IN VIRGIN ISLANDS cation with the membership to improve timeliness and reduce mailing costs. If Extracted, by permission, from Fast Ferry International you are a member with email, let us know November 2003 your email address! Thank you. Construction Navale Bordeaux (CNB) has released details of a Voy- 2004 DUES ARE DUE ager TM Cat 27 catamaran that entered service in September 2003 in the Caribbean. The vessel, Caribe Surf, is similar to two VoyagerTM IHS Membership is still only Cat 27s delivered to operators in the region in 1999 - apart from one US$20 per calendar year (US$2.50 for significant feature, Caribe Surf is fitted with two full width fixed car- students). Your renewal or new member- bon fibre foils. ship is critical. IHS accepts dues payment The builder reports, “The foils, designed and built in our yard in col- by personal check, bank check, money or- laboration with our usual partners, were added to a proven hull. In- der or cash (all in US dollars only). We deed, during tank testing, the hull proved to be very efficient even have also recently arranged for payment of regular membership dues by credit card without foils. The goal was to reduce the overall power needed to using PAYPAL. To pay by credit card maintain a loaded cruising speed equal to or superior to 25 knots. please go to the IHS membership page at and follow the instructions.

INSIDE THIS ISSUE - President’s Column ------p. 2 - Welcome New Members ------p. 2 - Lifting Body Technology ------p. 3 - TALARIA ------p. 4 - Hydrocruiser ------p. 5 Photo Courtesy of CNB - Gas Turbines ------p. 7 Voyager TM Cat 27 Caribe Surf being launched at the CNB yard in Bordeaux - Sailor’s Page ------p. 10 See Foil Assisted Cat, Page 3 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Christophe Bouvier - Christophe is a naval architect from Lorient, To All IHS Members: At the conclusion of the meeting, . He works for DCN (Direc- each member was assigned the task Belated Holiday Greetings from my- tion des Constructions Navales) a of defining these goals taking into ac- self and the members of the Board of famous European shipbuilder (FLF count the preceding discussions. Re- Directors of the Society. We hope frigate, PACDG aircraft carrier). sults will be reported in the Spring that you all had a good year in 2003 His interest in hydrofoil began 2004 issue of the Newsletter. and that 2004 will be even better. when he was in charge of the hydro- dynamic design of the surface ves- I regret to report that our long- stand- As for your IHS, 2003 was a banner sel. He has joined the IHS to obtain ing webmaster, Barney Black, has re- year in several respects: The Society some information about this tech- signed his post due to the press of his continued to grow with 41 new mem- nology, that is not really well devel- newly assigned professional duties. bers added to the Membership roles. oped in France. He has assured me that he will con- Sumi Arima, Membership Chair- tinue to be active in the Society, but man, continued to write to all John Foster – John’s love of sailing not at the fast, time-consuming pace non-members who contacted the IHS began with reading the Swallows he maintained before. At the Decem- for any reason. Advanced Marine Ve- and Amazons children’s books. ber 2003 Joint meeting that the IHS hicle CD#2 was released, and many John’s messing about in boats con- held with the Society of Naval Archi- members and non-members have or- tinued right through his earning a tects and Marine Engineers dered copies. Ph.D. in Marine Geophysics at Co- (SNAME) Ship Design Panel No. 5, lumbia University. In conventional As mentioned previously, the IHS Barney was presented with a letter of sailing, John has logged over 300 Board of Directors has committed to appreciation from the IHS. In part it days of on the water experience as a a “soul searching”, “planning” effort stated: “You have served as the sailing instructor in the last five in which we would reconsider IHS ‘Voice of the IHS’ on the Internet, years. In “outside the box” sailing objectives/goals. Board member, initiating and then tirelessly improv- John enjoys messing about with a Dennis Clark, is leading the planning ing and updating the IHS web page, Catri 27 foil assisted trimaran, a effort. The initial step was a Planning and fielding inquiries from around Kiteship Outleader kite sail, and the Meeting held on September 10. It the world relevant to hydrofoil tech- development of a canting crab claw was attended by six of the Board nology. Your responses have always sailing rig. members plus two invited guests. A been impressively quick as well as photo taken by Board member, Jerry incisive and thorough. Through your James MacLean – James is cur- Gore, is shown here. efforts, you have succeeded in in- rently studying for a Masters in creasing the awareness of hydrofoil Small craft technology in the Ma- and allied technologies for thousands rine Technology Dept. of the Uni- of people. You have done this not versity of Newcastle Upon Tyne, only by your personal communica- England. Having always been inter- tions but also by promoting greater ested in the concept of hydrofoils interaction among other IHS mem- and advanced marine concepts, he is bers.“ Board member, William about to embark on his third year White, has agreed to take on the du- dissertation that will be entitled ties as IHS webmaster. We all appre- “Practical design of a hydrofoil sail- ciate Bill’s willingness to serve in ing craft”. James intends to study Front row, L to R: J. Meyer, B. Black, D. this most important role. the design procedures of hydrofoils Clark. Back row: K. Spaulding, W. Ellsworth, with regards to adding a sailing rig W. White, G. Jenkins John Meyer, President Continued on Page 12

Page 2 IHS Winter 2003-2004 FOIL ASSISTED CAT a proprietary Serter deep-Vee hull to A 100-foot HDV could also provide a (Continued From Page 1) produce a small craft that is more sta- platform stable enough to allow for ble at zero speed, more efficient at small helicopter operations. At high “The twin foils also add stability and high speed, and offers extended speeds, the lifting body provides reduce pitching. Other advantages range/payload. enough lift to elevate the hull clear of are gains in volume due to smaller the water and eliminate hull drag. The engines, weight savings, lower noise Conventional monohulls suffer from lifting body lift-to-drag ratio is higher levels, better fuel consumption, less significant added resistance and mo- than that of the hull and, as a result, pollution, and ease of maintenance, tions in a seaway. Their designs are far less power is required to achieve all of which translate to less expen- generally prone to slamming and speeds in excess of 40 knots. The un- sive purchase costs and operation. large heave and pitch motions which derwater lifting body also offers a force operators to reduce speed or third benefit. The additional displace- risk structural damage. The motions ment from the underwater lifting also increase resistance and reduce body can increase the monohull’s speed. The Serter deep-Vee hull de- payload by 15-20%, allowing it to sign minimizes slamming, motions, carry more supplies, equipment, per- and consequently has better transport sonnel, or fuel to increase its range of efficiencies and seakeeping while op- operations. Lastly, the separate lifting erating in a seaway, and also im- body and hull components can be de- proves crew comfort. The Serter signed to be reconfigured/separated Photo Courtesy of CNB design accomplishes this by using a to allow air transport. Vee design that incorporates a fine The Carbon Fibre Foils are Posi- entry and subtle hull contouring with Recognizing the scalability and wider tioned Midships and Aft high deadrise. acceptance of monohull designs “As a speed of 20 knots is reached, within the Navy community, and the the vessel gently rises 35 cm to settle performance advantages of the Serter on her planing trim, which reduces deep-Veemonohull, Navatek secured drag and underwater displacement in 2001 the exclusive U.S. license to by 40%. During the first sea trials Serter designs. In Sept. 2002, the that took place on location in real op- company conducted successful, erating conditions, the recorded at-sea model tests of its hybrid deep speed was 28 knots.” Vee (HDV) concept, using a 40-foot monohull incorporating a 10-foot, 2-ton Navatek lifting body. The com- LIFTING BODY HULL TECHNOLOGY pany is currently building a 100-foot FOR SMALL LITTORAL CRAFT Deep Vee Monohull with Navatek HDV demonstrator scheduled for Lifting Body (HDV-100) launch in Spring 2004. (Extracted, by permission, from Navatek’s Web Site) Navatek’s first lifting body technol- The addition of an underwater lifting ogy demonstrator, the 65-foot, 50-ton Navatek’s patented lifting body tech- body, with a forward foil for heave multi-hull MIDFOIL, underwent nology has been incorporated into a and pitch control, further improves successful sea trials in 2000, validat- deep-Vee monohull. This hybrid con- the performance of the Serter ing the company’s CFD codes and cept is predicted to offer certain ad- deep-Vee monohull. At zero/loiter confirming the predicted perfor- vantages over conventional hull speed, the added mass of the lifting mance and advantages (speed plus forms. body dampens motions, making the stability) of an underwater lifting monohull more stable, allowing for body. ONR subsequently awarded a Navatek’s Hybrid Deep Vee (HDV) safer, easier deployment and retrieval hull combines a patented blended of autonomous unmanned vehicles, wing underwater lifting body with equipment packages and personnel. Continued on Next Page

IHS Winter 2003-2004 Page 3 Lifting Body A major expansion in the fleet took government announced that it was to (Continued From Previous Page) place during 1986-1988, with the in- sell its remaining holding in Mahart. troduction of three more Voskhod contract to Navatek to convert an ex- (Vocsok II, Vocsok III, and Vocsoik Mahart subsequently became an isting Navy SES-200 surface effect IV) and Meteor So1yom II. The com- early operator of the Polesye hydro- ship into large scale, 350-ton pany’s final Raketa was withdrawn in foil, introducing Bibic I and Bibic II multi-hull lifting body demonstrator 1987. in 1992 and Bibic III and Bibic IV in called HYSWAC. It underwent suc- 1993. More recently, the original cessful sea trials in waters off Hawaii Meteor and in December 2003. [Ed Note: See Voskhod hydro- IHS Autumn 2003 NL, p.8, for re- foils have been lated article and pictures.] withdrawn and, earlier this year, the company pur- Navatek is also currently designing chased a Meteor for the Office of Naval Research a from Fast Flying lifting body for the Navy’s prototype Ferries in the Littoral Support Craft (LSC-X), to be Netherlands. The attached to a catamaran hull being vessel has joined built by Titan Industries of San the fleet as Diego, CA. Photograph copyright 2003 Fast Ferry International So1yom III.

MAHART CELEBRATES 40 YEARS OF Polesye Bibic I starting the 6 hour 20 minute [Editor’s Note: FAST FERRY OPERATIONS journey from Budapest to Vienna The article in FFI goes onto further Much has changed in both Hungary describe the Mahart operations, and (Excerpts, by Permission, from Fast and Mahart during the past 40 years. shows numerous very good pictures Ferry International, October 2003) The political upheaval of the late of hydrofoils still operating in the 1980s and early 1990s eased interna- One of the longest established fast area.] tional travel and reintroduced free en- ferry operators in Europe celebrated terprise in Hungarian business. THE STORY OF TALARIA the fortieth anniversary of its first scheduled service earlier this year. In 1994, Mahart was divided into By Harry Larsen, IHS Member Hungarian state-owned company four subsidiary companies. One of Mahart Magyar Hajozasi these, Mahart PassNave, became re- In the late 70’s I decided I needed a Reszvenyta, took delivery of its first sponsible for the operation and mar- hobby. I chose to attempt to develop Raketa hydrofoil, Siraly I, in autumn keting of the hydrofoils. The a powered submerged foil hydrofoil. 1962. After successful trials on the company also operates a fleet of 20 The reasons were that such a project River Danube, the vessel was intro- ships on tourist excursions and would compliment my work at Boe- duced the following spring on a route charters, provides on board services ing. Also, I had the marine facilities between Budapest, Hungary, and Vi- through Mahart Catering and owns and machining resources that would enna, Austria. Mahart Tours, a travel agency. be needed. By 1963, Mahart had acquired an- The technical objective was to dem- other two Raketas, Siraly II and Five years ago, the Hungarian gov- onstrate that such a hydrofoil could Siraly III. Twelve years later, its first ernment reduced its holding in the be developed using marine rather Meteor hydrofoil, Solyom I, entered four Mahart subsidiaries to 51 % than aerospace technologies. Also, service. A Voskhod, Vocsok I, fol- when it sold shares to three private the resulting craft would have no de- lowed in 1977, allowing Mahart to companies. The process of privatiza- ficiencies versus a comparable plea- withdraw two Raketas. tion continues and last month the Continued on Next Page

Page 4 IHS Winter 2003-2004 TALARIA merged foil computer stabilized It hasn’t been announced officially (Continued From Previous Page ) (Commodore 64) design. yet but it is 99% certain that the Jetcat service between Sydney and Manly sure boat, e.g. docking, draft, In 1989, I bought a 24’ Bayliner with a will be scrapped next July. The trailer-ability, maneuverability on the 200hp Volvo outdrive. In 1992 it had Jetcats will be sold and the high speed hull, and would be at least as safe as a its first flight. service, inaugurated in 1965 by planing craft of the same speed. Its PT-20 and later, PT-50 hydrofoils flying speed range was to be wide and will be discontinued. That being the it would have a large take off load case there is a business opportunity margin. It would utilize a popular boat for any private operator that would with all of its accommodations. Its like to take the run on. performance objective was to provide a smooth ride in waves without slow- ing down, e.g. 30 knots. (Small plan- ing boats typically drop to 10 knots or less when the waves exceed 1.5 to 2 Talaria Aft Foils ft.. And it is not fun to bounce around for a couple of hours getting back to Since 1992 I have, from time to time, the harbor.) replaced a few components. For ex- ample: a new front strut of stainless steel and front foil bearing similar to Sea Legs’ design, the hydraulic pump with one with a lower flow rate and Manu Wai Running Close to Shore simplified the hydraulic plumbing, and changed the black and white I’m doing an initial feasibility study cockpit display to color. During the to see if it would be viable to operate a last few of years I have been exploring high frequency 3 boat (140-150 pas- higher speeds. senger hydrofoil) as the service was at it’s peak back in the late 70’s to mid Talaria in Flight [Editor’s Note: Harry Larsen was fea- 80’s. tured on the History channel in No- I started out with towed models and vember 2003. The highlight was YEARS OF PROTOTYE SERVICE BENE- test rigs exploring many different Harry’s part of the show with his inter- FIT NEW SERIES configurations. I took a 14 foot, 25hp view and scenes of his boat skimming power plywood boat and added sev- over the water. He is to be compli- eral different foil systems, over some mented on what he has done - all on (From Speed at Sea, August 2003) years, moving from the inherently his own!! You are invited to visit by David Foxwell stable to eventually a fully-sub- Harry’s website via: www.foils.org/talaria.htm] The design of three 27m hydrofoil -assisted passenger catamarans being MANU WAI built by Vosper Thornycroft is based on Sea Shuttle 1, a 22.5m x 7.2m By Gary Fry, IHS Member asymmetric catamaran built in South Still trying to sort out what to do with Africa eight years ago, Ray Kalley Manu Wai, the best prospect seems to told Speed at Sea. He is a director of be in Thailand to join the two RHS Fast Ferry Leasing Company, which 70’s ex Red Funnel from Patong to will own the new passenger ferries. Similan Islands. Prospects in Austra- Sea Shuttle I was built for another of Talaria Bow Foil lia sadly still very poor. Continued on Next Page

IHS Winter 2003-2004 Page 5 HYDROCRUISER Tallinn route, on the river Elbe in each time the hull moves through a (Continued From Previous Page ) Germany, in Spain, and in France,” trough of a wave. Since the vertical Mr Kalley explained, “and has accelerations caused by wave action his companies, Competitive Con- proven the advantages of the hydro- on this type of hull is lower than most cepts (Europe) Limited, and was fea- foil- assisted hullform, and given us a other types of craft, the vessel can tured in the first issue of Speed at lot of experience with this kind of maintain service speeds in relatively Sea: September 1995. craft.” rough conditions without compro- mising the comfort of its passengers. Designed for a speed of 35 knots The symmetrical bow-section en- fully laden, the new 150-passenger sures directional stability in short The action of the longitudinal chines catamarans - which are branded swell conditions and following seas, inside the tunnel, as well as wide Hydrocruisers - have tankage provid- whilst the asymmetrical midships chines on the outside, both deflecting ing a range of 300 nautical miles and and aft sections ensure softness of water away from the hull, reduces the are destined, at least initially, for the ride and reduced wetted area, which wetted area and therefore the resis- Caribbean once they enter service. enhances comfort and economy. tance of the hull, and the vertical in- side shape of the sponsons minimises wave interference between the spon- The catamaran sons which further reduces drag. hull has a high tunnel ceiling The hydrofoil consists of an under- with a large open- water wing profile spanning the tun- ing between the nel at approximately amidships. The sponsons, which lift produced by the hydrofoil re- allows free move- duces the hull resistance, which in- ment of wind- creases speed, whilst at the same time Computer-generated impression of the Hydrocruiser waves without increasing the load-bearing capabil- slamming on the ity. The foil action reduces the power wet-deck. Horizontal steps on the in- needed to maintain service speed, “Everything we learnt with Sea Shut- side of the tunnel walls act both as and therefore fuel consumption and tle I has been put to good use in the chines to deflect green water from running costs are reduced. Hydrocruiser,” said Mr Kalley. De- the hull surface, and to break up the signed, like Sea Shuttle 1, by solid water into spray. The hull is par- Teknicraft in New Zealand, the ticularly soft riding, due mainly to Unlike conventional hydrofoils, Hydrocruiser employs a combina- the vertical inside shape of the spon- which lift the hull completely out of tion of symmetrical and asymmetri- sons, which reduces the planing area, the water, the hydrofoil is designed to cal sponson shapes to combine the thereby reducing the vertical acceler- only partly reduce the draft, thereby attributes of both shapes in one hull. ation forces. reducing resistance, but still main- On Sea Shuttle 1, the hulls were taining good seakeeping by having joined aft and just forward of amid- the hull still partly submerged, ex- ships by two fixed hydrofoils, an ar- A further important feature is the ac- plained Teknicraft’s owner, Nic de rangement which Mr Kalley claims tion of the longitudinal chines on the Waal. The hydrofoil further enhances has provided superior seakeeping inside of the tunnel walls. As solid the softness of the ride, especially in performance compared with a con- green water is broken up into spray choppy seas. ventional catamaran hullform. “The whilst being deflected from the hull, prototype of the design that we are it mixes with air streaming down the Powered by two MWM V16 diesels building now at Vosper Thornycroft opening between the sponsons. This each developing 810kW and driving has been operating for the last 67 mixture of spray and air creates a a Hamilton 422 waterjet through a years all over the world, in places high-density medium inside the tun- such as the Baltic, on the Helsinki to nel, which causes a dampening effect Continued on Next Page

Page 6 IHS Winter 2003-2004 HYDROCRUISER materials and cooling techniques, Each of these 120m long x 40m beam (Continued From Previous Page ) and the appropriate matching of semi-SWATH vessels is powered by twin LM2500 and twin LM1600 tur- Reintje gearbox, Sea Shuttle I was higher compressor pressure ratios - bines in a COGAG arrangement, the capable of 25 knots when fully laden have resulted in some large sim- combined output totaling just over with 103 passengers. The new larger ple-cycle turbines achieving effi- 66MW and delivering a service speed craft will be significantly faster, ciencies of over 40 per cent. of 40 knots. The installation serving achieving some 35 knots fully laden. More complex gas turbine cycles can Stena Voyager has logged over “Following our successes in previ- deliver specific fuel consumption 160,000 hours in service, the highest ous high speed catamaran designs, closely approaching the very flat of any GE powered fast ferry. we opted for a quadruple engine and curve characteristics of larger diesel propulsion package,” Mr. de Waal engines. Part-load efficiency can be GE is gaining further valuable service said, which not only provides redun- improved in a number of ways, nota- experience from applica- dancy in the event of an engine prob- bly through the intercooled recuper- tions: in March 2003 some 22 lem, but reduces overall weight and ated (ICR) cycle which uses the LM2500+ and five LM2500 gas tur- cost compared with a twin installa- exhaust gas to heat the combustor in- bine generator sets were in operation tion of similar total power". With let. or slated for installation in 22 vessels each of the Caterpillar 3412E en- (including four options). Due for gines driving its own Hamilton 391 commissioning in January 2004, waterjet independently, the vessel GE Marine Engines’ LM-series of- Cunard Line’s Queen Mary 2 will fea- can be operated on two engines only fers five simple cycle aero-derived ture a CODAG plant incorporating a in slow speed areas, thereby reduc- gas turbine designs with maximum pair of LM2500+ sets. ing engine operating hours. power ratings from around 4,500KW to 42.75MW and thermal efficiencies Excellent reliability and availability up to 42 per cent. Valuable experi- is reported from the plants in service, The Hydrocruisers are designed and ence from naval propulsion applica- GE citing its “reliability centered” constructed to DNV HSLC rules, as tions ranging from patrol craft to maintenance philosophy as a key fac- well as the HSC Code, and are con- aircraft carriers was tapped by the US tor. Land-based specialists can track figured with the majority of the 150 group in the 1990s to penetrate the critical system parameters, the daily passengers on one deck, divided into cruise ship and fast ferry sectors. monitoring and trending helping to an economy and a business class identify demands for maintenance ac- area. Six seats are fitted on the mez- tions in advance of an unscheduled zanine deck on the level of the bridge By June 2003 the 36 LM-series gas event. and control station. turbines installed in 16 catamaran and monohull high speed ferries had LM2500+ gas turbines are also estab- IMPROVED GAS TURBINES READY accumulated over 600,000 operating lished in fast ferry propulsion, an ex- FOR UPTURN hours. The fleet includes the three ample being the Corsaire 14000-class Stena HSS 1500 class passenger/ve- monohull fast ferry Aeolos Kenteris (From Speed at Sea, August 2003) hicle ferries delivered by Finnyards delivered in 2001 to NEL Lines of (now Aker Finnyards) in 1996/97 for Greece by Alstorn Leroux Naval. The by Doug Woodyard UK-based Irish Sea and North Sea 66.2MW CODAG plant links twin services. Continued on Next Page In 1960 marine gas turbines had an efficiency of around 25 per cent at Disclaimer Interested in hydrofoil history, their rated power, while second gen- pioneers, photographs? Visit the eration aero-derivatives were intro- IHS chooses articles and history and photo gallery pages duced in the 1970s with efficiencies photos for potential interest to IHS members, but does not endorse of the IHS website. of around 35 per cent. Subsequent products or necessarily agree with http://www.foils.org advances - design refinements, new the authors’ opinions or claims.

IHS Winter 2003-2004 Page 7 GT ENGINES bines). The eight propulsion sets re- uled for commercial availability (Continued From Previous Page ) quired will be supplied to the yards from early 2004 offering outputs up via FiatAvio, a GE packager. Some to 36MW from a package weight of’ LM2500+ sets (each rated at 25MW) 29 navies have now specified 25 tonnes. and a pair of 8,100kW SEMT- LM-series gas turbines for propul- Pielstick 20PA6B STC medium sion applications ranging from patrol Availability, reliability and maintain- speed engines driving Kamewa craft to aircraft carriers. ability were prime goals in setting the waterjets for a service speed of over design parameters for the MT30, the 40 knots. The package was assem- A contract from Northrop Grumman engine featuring some 50-60 per cent bled by MTU of Germany under its Ship Systems calling for twin fewer parts than other aero-derived marine supplier agreement with GE LM2500+ turbines for the US Navy’s turbines in its class. A sound basis is Marine Engines. eighth LHD WASP (LHD 1) class provided by an 80 per cent common- multi-purpose amphibious assault ality of parts with the aero Trent. Spe- Lower installed and life-cycle costs ship represents the first military ap- cialised coatings are applied where per unit kW were sought from the plication of’ the uprated model. necessary for protection against the LM2500+ derivative released in the marine environment; and component late 1990s with a 25 per cent higher The potential of its highest powered longevity is fostered by internal tem- power rating than its precursor. An design for diverse propulsion duties peratures and pressures substantially introductory rating of 27.6MW was is promoted by GE, citing the lower than those at the aero engine achieved with a thermal efficiency of LM6000’s trouble-free service on take-off rating. more than 37 per cent; release at the power barges, platforms and floating design rating of 29MW and a thermal production, storage and offloading A rating of 36MW is available at the efficiency of 38 per cent followed vessels. By March this year the in- power turbine output shaft at ambient early sets in service demonstrating dustrial LM6000 fleet numbered air temperatures up to 26 degrees C, the traditional reliability and avail- over 600 sets with aggregate running with a corresponding specific fuel ability of the LM2500. The current hours of more than seven million and consumption of 207 g/kWh; under maximum rating is 30.2MW with a a reliability factor of 99 per cent. tropical conditions (32 degrees C air thermal efficiency of 39 per cent. temperature) the output is 34.1MW Introduced in 1990, the LM6000 now Competitive efficiency is sustained has an efficiency of 41.9 per cent at down to 25MW and thermal effi- the ISO rating point and a power out- ciency is similar to that of high speed put up to 42.75MW. A single set diesel engines, Rolls-Royce reports. could serve as the boost engine for The MT30 is designed to burn the large fast ferries in combination with widely available distillate marine diesel engines, while multi-sets fuel grade DMA. would satisfy high speed deep-sea freight carrier propulsion demands. The first MT30 development engine ran in September 2003. An output ex- GE’s dominance in the commercial ceeding 40MW was achieved during propulsion market will be challenged tests which also reportedly con- more effectively by a wide-ranging firmed cycle efficiencies and fuel Pictured here is an LM2500 program of simple-cycle and ad- consumption, and proved low noise vanced-cycle aero-derived gas tur- and low emission characteristics (in- Warship references were recently ex- bines from Rolls-Royce covering cluding no visible smoke). tended the selection of LM2500 tur- outputs up to 50MW. bines to power four Horizon-class Early breakthroughs have been made A new simple-cycle marine gas tur- anti-aircraft under Joint de- in the naval sector, the MT30 se- bine with a thermal efficiency ex- velopment by the French and Italian lected for the engineering develop- ceeding 40 per cent, the British Navies (marking the first application ment model for the US Navy’s designer’s Marine Trent 30 is sched- by the French Navy of LM-series tur- Continued on Next Page

Page 8 IHS Winter 2003-2004 GT ENGINES INTERESTING MESSAGES passing close aboard would pull the (Continued From Previous Page) crew out of their racks to line the rails Some interesting messages have on whatever warship they were on, DD(X) future surface combatant’s popped up on the IHS Bulletin Board just to get a glimpse of a PHM flying integrated power system. that you may have missed. Here are past. It was a funny thing to encoun- several: ter another PHM at sea. At first, all Rolls-Royce will deliver an MT30 you could see would be a white generator set in early 2005 to Hydrofoils - Models: For sale: PHM: smudge on the horizon. As she got Northrop Grumman in the USA, Patrol Hydrofoil Missile ship. This is closer slowly this gray form would which is responsible for the total a Radio Controlled model of the USS take shape, perched atop this moun- DD(X) ship system design as well as Aquilla, one of the PHM class hydro- tain of white froth. As she passed, the for developing and testing 11 associ- foils used by the US Navy. The model wake kicked up by the aft struts, ated engineering development mod- is built in a scale of 1:30, this makes combined with the main propulsor els. The set will be used to drive the her length 135 cm, beam 48 cm, and output, left a clear indication with the model at the US Naval Surface War- the weight is 12 kg. The model is built dramatic rooster tail of foam that fare Centre’s test site in Philadelphia. according to the original drawings of something special had just flown by. the Boeing Company. The aft foil can Nothing else like them. Very sad that be controlled by a servo and gyro. If The MT30 development will serve as they are gone. If you served on a you take away the deckgun, you can the basis for a more powerful aero PHM you will really enjoy a visit to see the bow thruster and the mecha- Trent marine derivative, the 50MW the last one left in Brunswick, MO. nism to steer the bow foil. The MT50, specified for the long- gestat- Very respectfully, Jon Coile former deckgun and radar rotate and the bow ing transatlantic Fast Ship freight LT, USN Chief Engineer, USS foil is used for steering. It has a bow carrier project. A full power specific GEMINI (PHM- 6), Email: thruster (Bugschraube) for maneuver- fuel consumption of around 200 [email protected] ing. Deck, deckhouse and foils are g/kWh is anticipated for the MT50. made of aluminum. Included: - Model Hydrofoils – Military: PHM-3 USS Rolls-Royce also offers the only ad- - mould, to make a new PHM hull – TAURUS The PHM’s were a proud vanced-cycle marine gas turbine on photo book, with many original and unusually tight-knit community the market. Developed with photo’s - many original drawings of of sailors. They were excellent ships, Northrop Grumman, the WR-21 is the complete ship from Boeing - 18 killed before their time by a the first aero-derived gas turbine to cell NiCd 4 Amp (25.2V) - 4 cell short-sighted Navy bureaucracy. I incorporate compressor inter-cool- NiCd 4,8 V for receiver - 4 cell NiCd was privileged to serve as XO of ing and exhaust heat recuperation to 4.8 V for bow thruster – receiver. PHM-3. USS TAURUS was a great achieve a low specific fuel consump- Capt M van Rijzen Email: ship, with a fantastic crew, and an en- tion across the operating range: a fuel [email protected] viable operational record. She was burn reduction up to 30 per cent over the best of the lot, more reliable than Hydrofoils - Military: PHM-3 USS simple-cycle turbines is reported. most and often called upon to pick up TAURUS . “Give me a fast ship for I The inter-cooled recuperated (ICR) commitments missed by broken sib- intend to go in harm’s way.” John Paul propulsion system package, de- lings. No brag, just fact. From Jones would have loved to have any signed to occupy the same footprint 1988-1990, she busted a lot of dope, one of the PHMs under his command! as existing power plant, has achieved and quickly saved the five survivors All the ships were a bit unique and a 42 per cent thermal efficiency of a USCS helicopter crash in bad temperamental, and each crew loved across 80 per cent of the operating weather at night during a high-speed theirs the most. Being from the Gem- range. pursuit (which she was engaged in at ini crew I am pretty partial to her, but the time.) She subsequently acted as [Part II of this article will appear in IMHO serving on any of the PHMs SAR On-scene Commander of an the Spring issue of the IHS Newslet- was better than being on any other sur- eight-ship and multi-aircraft search ter] face combatant. Besides a PHM, only the sight of one of the Battleships Continued on Page 12

IHS Winter 2003-2004 Page 9 SAILOR’S PAGE and even worse, doing nothing to ac- FIRST UNIFOILER MOTH new Skippy 3 hull with hydrofoils. tively develop a solution! Some of Due to lack of time and development, those who looked at the original Brett this Moth only sailed a few times. By Ian Ward, IHS Member Burville trifoil Moth contraption were horrified at its ungainly, impractical I would like to share some ideas and but fast foils and immediately wanted experience.... I have recently modi- to ban these from the Moth class. It is fied an old non-winged scow Moth only with imagination and some real hull, placed a single foil on the drive from the Isletts, Rich Miller etc centreboard and a retractable surface that we have made real progress, and I running foil at the bow. No rudder T am sure there is a lot more to come in foil at all. Total cost of materials to terms of simplification, speed, han- make the foils is about $200, even dling and low cost! There is only one less if you simply modify your exist- way to find out, I encourage all of you ing centreboard! I took it out last to give it a go and develop your own Sunday and got it up and going in solutions! I believe the International about 10-12 kts of wind. There are Moth class should be proud to be the many things to improve yet, but in only International sailing class cur- During an initial practice race, with a principle it all works fine, no capsizes rently prepared to allow foil develop- building sea breeze, conditions were and some good bursts of speed on ment. Without such an open forum, perfect for hydrofoiling as demon- reaches!. It is really amazing to real- Moths would have remained strated by current Australian cham- ize it is possible to sail with only ONE and foiler development would have pion, Rohan Veal. Dual World foil in the water! The principle is not ceased at Trifoilers. In the long run I champion Mark Thorpe from Austra- new, Rich Miller has a sailboard al- am sure Moths and all future sailing lia, and brother Les Thorpe sailing ready doing fantastic speeds up to classes will benefit. perhaps 35 kts with a similar arrange- conventional Moth’s, lead early. Veal managed only an average start, but ment. This is just the first application FOILING AT MOTH WORLDS immediately powered up to lift the to . IN FRANCE boat completely off the water upwind There is a long way to go yet, but 35kt Report by Rhohan Veal, Interna- to round the top mark first. Vealnever Moth is a real possibility. This means tional Moth Class Association. looked back from here literally flying it is possible to use existing, old boats Photos by M. Poitevineau - Sports downwind and winning the race by a and adapt them to foils. I see no need Nautiques Sablais comfortable margin. for a new range of specialist hulls just for foiling. In fact some of the older Les Sables d’Olonne, situated on the The first heat was held in a breeze of and more stable hulls may perform west coast of France, was the venue 5-10 knots on flat water. Veal chose even better as they are still good in for the 2003 International Moth not use his hydrofoils but still man- th light winds. It is also relatively cheap World Championships, also the 75 aged to demonstrate exceptional to make the necessary modifications. anniversary of the Moth Class. speed upwind and downwind on the The boat is launched in the same way first lap by rounding the top mark in Held in the last week of August, 45 as a normal dinghy. In conclusion, it first place with Mark Thorpe close boats from nine different countries is indeed possible to have a low cost, behind. From here, the two were in- were represented, including nearly high speed, easy to handle foiler suit- separable and never managed to get all current World, European and Na- able for beginners and speed demons more than 15 seconds apart from each tional Moth champions, not to men- alike. In my opinion, most of the fears other for the duration of the race, tion a number of ex-champions, about foiling in sailing circles comes Thorpe claim the first heat from Veal, including two-time World champion, from not being able to imagine what Roger Angel from the UK sporting a is possible, not actually having a go Continued on next Page

Page 10 IHS Winter 2003-2004 FOILING It seemed as though Veal needed the fleet, both sailing an excellent tactical (Continued From Previous Page) first race of the day to learn how to sail race and never getting more than a his boat in this unfamiliar conditions few boat lengths away from each while ex-European champion and whilst foiling, but by the second race other. Thorpe slipped inside on the current German National champion, he sailed his boat like an expert. second last mark to win the heat. Sven Kloppenburg claimed third Veal’s lead extended to over five min- The weather forecast for the final day place. Veal was later disqualified for utes by the finish of this race. of racing was for a moderating 5-10 hitting a start mark. knots. In heat 9, there was an all inter- Heat two was sailed soon after the national podium with Veal finishing first with a building sea breeze of first using his hydrofoils, Tim 10-15 knots. Mark Thorpe lead from Steinlein from Germany in second start to finish, with Les Thorpe and and Harrison from Great Britain in Veal close behind. third. The following day proved to have the The final race for the series was strongest wind of the whole regatta, started in a fading breeze of about 8 starting at 10-15 knots, and reaching knots. Kloppenburg got a great start about 18 knots by the end of the day and lead the pack to the top mark. Veal with a choppy swell. In the first race Heat five commenced in a fading 2-4 just able to foil his boat downwind in for the day, Robinson and Vealstarted knots of wind. Current Swiss Na- the light air, caught Kloppenburg by well at the favoured end. Vealwas us- tional champion and light weather ex- the second lap. The wind then ing his hydrofoils and screamed up to pert Frederic Duvoison, got a perfect dropped dramatically and Veal fell the top mark in first place followed start in front of Veal and Simon Payne back within the fleet due to the ineffi- closely by Mark Thorpe. However from the UK. Duvoison and Payne ciency of the hydrofoils when the boat Vealwas racing with his foils in unfa- sailed straight for the shore to escape is not airborne. Thorpe managed to miliar conditions downwind and as a the tide influence. Other light wind win the race from Kloppenburg and result had four spectacular high-pitch specialists also sailed well to pace Shige. capsizes. This left the door open for Duvoison including 1996 Olympic the two Thorpe’s to control the race medallist, Yumiko Shige and veteran finish in the first two places with Swiss sailor Patrick Ruf, however Forsdike in third closely followed by Duvoison won comfortably. Veal. Three heats were raced on Friday. With a building sea breeze of 10 knots With the wind getting up to about in a 1.5m swell and a choppy sea, the 15-18 knots in the afternoon, Veal Australians and Japanese seemed started the next race by heading comfortable with the conditions. In straight in shore foiling the whole heat 7, Veal (who was not using his way on one tack and over the short hydrofoil configuration), won the Mark Thorpe sailed an excellent and chop to the lay line, while the race followed by Mark and Les consistent series to claim his third Thorpe’s went to sea. Veal had a Thorpe. Thirty skippers started heat world championship victory. Brother small lead at the top mark, but it was- 8, with Mark Thorpe winning the race Les finished in second overall, while n’t until all three reached the first by about 30 seconds over Veal and Veal placed one point behind in third gybe mark for the first lap, that Veal Les Thorpe. in his first world championships. demonstrated the real speed potential of the hydrofoiled Moth, achieving about 15 knots to the next mark sail- For the final race of the day and after [Part II of this article will appear in ing clear of the waves, followed by an five hours on the water, Mark Thorpe the Spring issue of the NL.] airborne gybe to the leeward mark. and Veal pulled away early from the

IHS Winter 2003-2004 Page 11 WELCOME NEW MEMBERS the Norwegian Navy. He worked INTERESTING MESSAGES (Continued From Page 2) there for 3-4 years, and has been (Continued From Page 9) working on a PhD thesis within and to create a design for a general ship design at Faculty of Marine group for the next 16 hours, winning purpose small cruising/passenger Technology at NTNU in the USCG MUC for that excellent vessel. As part of his course he has Trondheim. In February 2004 he performance. In 1988, her forward been shown how to effectively use will defend the thesis. He is now foil nose cone broke off in heavy seas CAD programs alongside the tradi- back at the yard in Mandal. His in- due to repeated over stressing of the tional lines plan to develop his de- terest in hydrofoils goes back to his mounting tangs, caused by an imma- sign. James wanted to become a childhood in Mandal, where he was ture and rash CO frequently hard member to connect with a commu- fascinated by the hydrofoil boats turning and rapid landing her in fits of nity that maybe able to help him to being built and tested at the boyish abandon. A new nose cone refine his ideas. Westamarin yard in the early 70’s. was fabricated at Runyan Shipyard, Vidar is a passionate sailor, and has Chris Tejirian - Chris is not sure Pensacola, FL out of 4" thick alumi- a dream of building a trimaran or what has given rise to his interest in num plate stock, and machined, catamaran sailboat with hydrofoils. hydrofoils, but has had a passion for welded, bent into shape. Ask any crew member from 1989 about being watercraft and boat design for sev- Lee R. Wahler – Lee has been di- beaten severely by the anchor while eral years. He paddles a folding rectly involved in acquisition and foilborne at midnight off Panama in kayak, for which he recently or- introduction of over 17 ships of 15+ foot seas! She won the dered a sail and outriggers. He is in- various types into Military Sealift PHMRON-2 Battle “E” during that terested in both sail and power Command fleet over the last 10 extended competitive cycle, and boats, large and small. Chris is cur- years. He has been involved in the rightly so. Am I proud of her crew and rently posted overseas, and his pre- development of operational re- her record? You bet!! David Lloyd vious overseas post was to the quirements, operation plans and LCDR, USNR (ret.). Email: nation of Georgia. While there he made logistic arrangements for 22 [email protected] found several derelict hulls of Volga chartered ships in Afloat Pre-posi- hydrofoils, and had the opportunity tioning (Prepo) Force. Lee man- to tour the factory in Poti, Georgia, aged up to 17 Prepo ships that produced the Kometa passenger simultaneously for 11 years, loaded NEW BENEFIT hydrofoils. He has posted several and deployed them to locations photos of the latter visit on his worldwide. While on active duty IHS provides a free link from webpage (www.tejirian.com -> let- with US Navy he served as Execu- the IHS website to members’ per- ters -> letter 8 under “August 2"). tive Officer at an MSC office. He sonal and/or corporate site. To re- was promoted to LCDR in Selected quest your link, contact William Vidar Tregde - Vidar received his White, IHS Home Page Editor at Naval Reserve, and currently is in MSc from NTNU in Trondheim, [email protected] the USNR-R inactive reserve. Norway in 1995. Shortly after he started to work at UMOE Mandal IHS BOARD OF DIRECTORS (former Kværner Mandal). This is a shipyard building composite boats, 2001-2004 2002-2005 2003-2006 among other things, ten SES’s for IHS OFFICERS 2000 - 2001 Sumi Arima Jerry Gore Mark R. Bebar John Meyer President Malin Dixon Jim King William Hockberger

Mark Bebar Vice President John R. Meyer Ken Spaulding George Jenkins George Jenkins Treasurer William White John Monk Dennis Clark Ken Spaulding Secretary

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