The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Spring-2002 Sailing Editor: Martin Grimm FORTY YEARS ON WHERE ARE YOU IN CYBERSPACE?! By Juanita Kalerghi Rothman (IHS Life Member) IHS relies on electronic communi- (From Fast Ferry International, October 2001) cation with the membership to improve timeliness and reduce mailing costs. If [In October 1961, the first issue of Hovering Craft & Hydrofoil was you are a member with email, let us know published. During the intervening 40 years, the title of the magazine your email address! Thank you. has changed twice, and over 400 issues have appeared. Much else has changed, the magazine has had four publishers, production has 2002 DUES ARE DUE moved from galleys and paste to electronic desktop publishing, and the printing process has evolved from hot metal to offset litho. IHS Membership is still only In one area there has been relative stability however. In 40 years, the US$20 per calendar year (US$2.50 for magazine has had just two editors. Between 1961 and 1983, it was ed- students). Please remit 2002 dues as soon ited, and for most of as possible. IHS accepts dues payment by that time published, by personal check, bank check, money order Juanita Kalerghi, who or cash (all in US dollars only). We have also recently arranged for payment of reg- also contributed a ular membership dues by credit card using monthly editorial. To PAYPAL. To pay by credit card please go mark the 40th anniver- to the IHS membership page at sary of the first issue, it
Page 2 IHS Spring 2002 Juanita Kalerghi abundantly covered in specialist jour- printer and the block maker. Pub- (Continued From Page 1) nals of their own. However, the na- lishing was not such a cut-throat in- tional press had recently carried small dustry in those days! memorate the fortieth anniversary of items of information about hovercraft Once the finances of the business had this journal, which became and hydrofoils and these had captured become more secure, I decided to High-Speed Surface Craft, and is now my interest and imagination. Besides, publish books and hold international Fast Ferry International. I did not want any competition! conferences and exhibitions, and so it Sadly, this coincides with the after- The rules of specialisation require was that A History of Air Cushion Ve- math of those horrendous events in one to keep one’s mouth shut on sub- hicles by Leslie Hayward; An Intro- the United States, a country where the jects on which one is not a trained ex- duction to Hovercraft and Hover- essential liberties and insuppressible pert. However, I risked defying them ports by Professor O’Flaherty and Ian values of nation and individuals have when I set out to publish and edit Cross; and Hydrofoil Sailing by always been safeguarded. President Hovering Craft and Hydrofoil. James Grugono, Alan Alexander and Bush has made his stark and uncom- Donald Nigg appeared in 1963, 1972 There followed six months of inten- promising address to Congress, and and 1975. In 1969 and 1970 the Inter- sive preparation during which I had the world is holding its breath. national Air Cushion Vehicles and In- unstinted and invaluable help from ternational Hydrofoil societies were Christopher Cockerell, Christopher formed. Forty years ago, at this time of year, Hook, Baron von Schertel and the Since my retirement I have avidly fol- 500,000 people were fleeing their Rodriquez family - to name but a few lowed the developments within the homes along the coastline of Texas of the pioneers - all of them imbued industries, and my most enduring and Louisiana, in the wake of Hurri- with tremendous enthusiasm. memories are centred on those vision- cane Carla. An attempt had been They became staunch supporters, aries who came in at the start and laid made on the life of General dc Gaulle, mentors and friends. Also, for the the foundations for the high perfor- and the Soviet Union had announced first two years of the journal’s exis- mance craft around the world today. its formal rejection of the British and tence I was lucky enough to be able to American atomic-test ban proposal. enlist the part-time help of Roy Dag Hammarskjod, the Secretary I am extremely proud, (and envious!) McLeavy, who was then working for General of the United Nations, had of my successor, Alan Blunden, who an aviation journal. He later went on been killed in a DC-6 aircraft crash. having surpassed the high expecta- to edit Jane’s Surface Skimmers. Diplomatic relations between Af- tions I had of him, continues so ably ghanistan and Pakistan had been bro- My first office was in a basement in his role of mouthpiece for these in- ken off. The United States was equipped with a desk, two chairs and dustries. funding a large civil airport at a telephone. It was given to me Kandahar, and development credits rent-free for six months by the land- VIDEO OF HELMUT KOCK and technical assistance were being lord (who ran his own advertising given for the Kabul to Kandahar high- business in the upper floors of the By Bob Miller way. building). “Because,” he said, “I don’t reckon you’ll last much longer I had been editing an educational than that.” journal for a small publishing firm had the good fortune to make a videotape when I interviewed which had just been sold - with me, as My first appeal to potential subscrib- IHelmut Kock at some length last well - to a large publishing company, ers went out in five hundred three year. I have sent it to Barney Black and it was then that I decided to start penny-stamped letters. A typewriter who plans to excerpt a short clip from my own publishing venture. and secretary came much later. The it to put on the website. In the mean- first print run of fifteen hundred cop- Fixing on a subject was easy. I dis- time please see the website for ies cost three hundred pounds. Fortu- missed the ideas of food, clothing and Helmut Kock’s hydrofoil autobiogra- nately affordable thanks to the shelter, because these were already phy and photos of his hydrofoils. extended credit kindness of both the
IHS Spring 2002 Page 3 FOIL ASSISTED CATAMARANS FROM ates a fleet of ferries on feeder ser- As Dolphin Discoveries operates in a NEW ZEALAND vices to its island resort and on tourist nature reserve in the Bay of Islands, excursions. wash was a very important consider- (Excerpts From Fast Ferry Interna- ation. When Discovery IV was deliv- tional, December 2001) ered, Teknicraft reported that wake ast ferry activities in Australia remains virtually constant over a may have attracted most of the 20-40 knot range, with an average Fheadlines during the past few significant height of less than years but there have also been devel- 200mm. opments elsewhere in the southern Two Caterpillar 3406E diesels, rated hemisphere with the appearance of Lagilagi is the fourth foil assisted at 515 kW at 2,000 rpm, and Hamil- locally designed and built foil as- catmaran from Teknicraft Design and ton 362 waterjets were installed to sisted catamarans in New Zealand. Q-West give the catamaran a full load service Three have been designed in Built to Maritime Safety Association speed of 32 knots, although Tekni- Auckland by Teknicraft Design and of New Zealand Coastal and Fiji Ma- craft Design reports that the vessel built at theWanganui yard of Q-West rine Board requirements, the twin achieved a lightship speed of over 40 for domestic customers, and a fourth deck Lagilagi is equipped for 150 knots during pre-delivery trials. Max- has been delivered to an operator in passengers in two saloons and on an imum service speed on dolphin ex- Fuji. open upper deck. Four MAN D2848 cursions is normally limited to 28 LE 405 diesels, rated at 478 kW at 2, knots. Teknicraft Design has been based in 100 rpm, directly driving Hamilton New Zealand since founder and man- 362 waterjets give the vessel a service CHILKAT EXPRESS aging director Nic de Waal (IHS speed of 33 knots. Member) moved there from South (ExcerptsFrom Speed at Sea, Octo- Africa in 1996. In addition to working The project that brought Teknicraft ber 2001) with domestic yards, the company Design and Q-West together was an has licensed All American Marine to 18m foil assisted catamaran, Discov- by Dag Pike build its designs for the United States ery IV, delivered to Dolphin Discov- market and is currently acting as tech- eries in Paiha, North Island, at the end eknicraft is a pioneering designer nical advisor and designer for several of 1998. Tof foil assisted catamarans and projects in Europe. has produced several designs for This was built to MSANZ Coastal construction in New Zealand. Now The four catamarans produced by survey, using Lloyd’s Register Spe- this design team has gained interna- Teknicraft Design and Q-West also cial Craft Rules for the structural de- tional recognition with the 63- pas- share another New Zealand connec- sign. According to QWest, “The senger Chilkat Express, a 19m fast tion, they all have Hamilton waterjets intent was to construct a vessel that vessel for operations in Alaska. With installed. The manufacturer notes, not only provided a platform to view a top speed of 48 knots, this new de- “The wide range of impellers avail- dolphins, but also had an impressive sign is one of the fastest passenger able with each waterjet model means look to attract customers.” boats in the US, and is also consid- Teknicraft designed vessels normally ered to be one of the most efficient. do not have to be fitted with gear- boxes.” The design brief from the owner, The latest collaboration between Chilkat Cruises & Tours, was for a Teknicraft Design and Q-West in- vessel that could operate at speeds in volved a 19.2m foil assisted catama- Teknicraft Design 18m foil assisted the 42-45 knots range that would en- ran, Lagilagi, delivered earlier this catamaran Discovery IV was deliv- able it to compete against scheduled year to Beachcomber Tours and ered to Dolphin Cruises, a Fijian company that oper- Continued on Next Page
Page 4 IHS Spring 2002 CHILKAT EXPRESS they can experience the glaciers up tance, the required high speed could (Continued From Previous Page) close. be achieved. seaplane flights between Skagway The new catamaran’s design was in- The boat has a quadruple-engine in- and Haines in Alaska. The vessel novative enough to earn a copyright. stallation which enabled the neces- would not only have to take a similar Now All American Marine of sary power to be installed in the or faster time than the aircraft, but Bellingham, Washington, which built relatively small engine rooms of the also be able to take many more pas- the prototype, has exclusive rights to catamaran hulls, while also reducing sengers, and have more reliable build it on the West Coast of North the weight and cost, compared with scheduling - being less affected by America. The US$1.5 million cus- twin engines of similar total power. tom-designed catamaran was ready weather, at much lower cost. The power units are four 3406E Cat- for operation in April 2001 and it has erpillar diesels each producing maintained a rigorous schedule that 590kW (800hp). The Hamilton has replaced the seaplanes, which had HJ362 waterjets, make Chilkat Ex- created controversy with their high press the most efficient boat in noise levels.
Glacier Bay National Park Gulf of Alaska The competition on the Skagway to Haines route is provided by six sea- planes that operate between the two points. The 63-passenger Chilkat Ex- press operates four round-trips per day over the 28-mile route, and ac- Chilkat Express is 19m long and has a Chilkat Express complishes this while providing a beam of 6.7m. The operating draft is Chilkat Cruises & Tours’ fleet. The smooth ride for passengers accus- just 0.85m at rest, which is a consid- fuel consumption at cruising speed is tomed to cruiseship luxury. An addi- erable benefit for beaching, and the 120 US gallons per hour tional benefit of this hull design is its waterjet propulsion is a benefit here low-wash characteristics. as well. When running at speed it is estimated that the draft is a mere Speeds of over 48 knots were ob- tained during sea trials in lightship Chilkat Cruises & Tours estimates 0.2m. condition. Operational speed of 42 to that over 12,000 visitors will take its 43 knots at full load could be main- Glacier Point wilderness safari in Teknicraft proposed a quadru- tained using only 87 per cent power. 2001. The 40-minute one-way jour- ple-engined water jet-propelled boat, ney is mainly for the passengers of the with hydrofoil support. The cruise ships that regularly stop in Teknicraft hull-shape has a Since the vertical accelerations Skagway. Upon arrival at the north semi-round bilge for rough water per- caused by wave action on this type of end of the Lynn Canal at Glacier formance but this shape, with its lack hull is lower than most other types of Point, the boat’s asymmetrical hulls of planing surface, is generally not re- craft, the vessel can maintain high permit convenient bow beach land- garded as good for a high speed per- speeds in relatively rough conditions ings. From there, tourists are taken by formance. By introducing a hydrofoil without compromising on the com- fourwheel-drive bus to a short trail between the hulls to create the neces- fort of its passengers. leading through the forest to a lake sary lift and reduce the hull resis- Continued on Next Page filled with floating icebergs, where
IHS Spring 2002 Page 5 CHILKAT EXPRESS velopment in Russia, hydrofoils were Elsewhere, the formerly heavily used (Continued From Previous Page) really “invented” in the late 1800s.] Black Sea-Dnieper line, between Kherson, Ochakiv and Odessa, is The vessel is fitted with a hydrofoil Comfort was far from the strong point now usually served by two, and spanning the tunnel at approximately of Soviet Era hydrofoils. High speed sometimes only one, Meteor hydro- midship position. Unlike conven- and moderate fares determined popu- foil. tional hydrofoils, which lift the hull larity with passengers on numerous completely out water, this foil is de- sea and river routes. By 1991, the signed to only partly reduced draft, huge network of USSR hydrofoil ser- thereby reducing resistance, but still vices covered not only the main tour- maintaining good seakeeping by hav- ist routes (from the Black Sea port of ing the hull still partly submerged. Odessa to several Crimean and Cau- casian resorts) and the most popular The foils need no maintenance what- river routes, but also provided trans- soever, apart from the occasional port links, sometimes the only ones Meteor hydrofoils were extensively cleaning when the hull gets cleaned. available, for numerous remote set- operated on rivers and lakes in the The foil is fabricated from aluminum tlements along various inland water- USSR and is permanently fixed to the hull ways. above the keels of the sponsons and is Referring to a general decline in the therefore no more vulnerable to dam- There were also more specific appli- region, in an article published in age than the hull itself. This was an cations of hydrofoils in the former Ukrainian Ports magazine, Olek- important consideration in the area of USSR. For example, during the seven sandr Schiptsov said, “Shipping on operation where floating logs are a months following the Chernobyl ca- the Dnieper, one of the greatest Euro- common source of damage to vessels. tastrophe in April 1986, Voskhods pean rivers, has reduced to indecency. and Raketas made 1,270 shuttle jour- The Dnieper river ports and ship re- neys between Kyiv and Zeleny Mys, pair yards are out of work and drag ******** 476 between Kyiv and Chernobyl, out a miserable existence.” and 268 between Zeleny Mys and HYDROFOILS IN THE POST SOVIET In the good old summer days there ERA Chernobyl, entering a 30 kilometre radioactive ‘Estrangement Zone’. used to be 11 voyages a day by Raketa By Oeksandr Gavrylyuk hydrofoils from lzmail to Kyliya and Decline Vylkove, four to Reni, and three by (Excerpts From Fast Ferry Kometa hydrofoils to Odessa. International, October 2001) With the collapse of the USSR in Today, hydrofoil operators have no ince they were invented more 1991 came a decline in hydrofoil op- funds for repairing ships. “Hydrofoils than 40 years ago by Russian de- erations. Ten years ago, up to nine hy- tend to break often, but repairing and Ssigner Rostislav Alekseyev, over drofoils serving different destinations rebuilding them costs the shipping 1,000 hydrofoils have been built for would simultaneously enter the companies dear,” comments Russian operators in the former Soviet Union Kaniv dam lock downstream from Maritime Technical Company chief and 31 overseas countries by ten Kyiv. designer Viktor Sokolov. shipyards in Russia, Ukraine, Belarus and Georgia. Some 40% of On the other hand, passengers can no all the hydrofoils built to date, Today, Kaniv is the only destination longer afford river voyages, choosing throughout the world, have been pro- available from Kyiv. Barely 800 stuffy but cheap buses instead of the duced in Ukraine by the Feodosia ships, of all types, passed through river breeze. Businesses in the post Shipbuilding Association. Kaniv lock in 1999, compared to ten Soviet era have been gripped by over- times that number in 1991, and three all crisis, and waterborne services [Ed Note: Although Alekseyev de- years ago, all traffic was suspended have not been excluded. signed many hydrofoils and made due to urgent repairs needed to the major contributions to hydrofoil de- lock gates. Continued on Next Page
Page 6 IHS Spring 2002 POST SOVIET ERA and relatively new hydrofoils have He not only predicts a revival of ser- (Continued From Previous Page ) become high speed excursion ves- vices connecting the former Soviet sels. republics, but also the appearance of Thus, dozens of Kometa, Meteor and new routes to neighbouring Bulgaria, Voskhod vessels were sold to opera- On Europe’s second largest lake, Romania, and Turkey. tors overseas. Ukrrichflot, for in- Onega, there are presently five stance, sold 25 hydrofoils in one year. Kometa hydrofoils in service. ******* Greece was a particularly good mar- ket. Operators there imported more To the west, traffic between the Esto- than 40 vessels from Eastern Europe nian capital of Tallinn and Helsinki, during the 1990s. Finland, continues to grow. Hydro- 30 YEARS AGO foils have been operated on the route Fast Flying Ferries operates three for more than ten years and the fleet Voskhod hydrofoils in the Nether- of ferries and fast ferries currently in (Excerpts From Fast Ferry Interna- lands on commuter services to Am- service includes Linda Line’s two tional, December 2001) sterdam Morye Olympia hydrofoils, Laura f the December 1971 issue of and Jaanika. IHovering Craft & Hydrofoil is any Generally, the whole Baltic area guide, the high speed marine seems to be keen on establishing in- world was concentrating on military ternational hydrofoil services that hydrofoils as that year drew to a were not available in Soviet times. close. On the cover was an artist’s im- pression of a Supramar MT 250 Pa- According to Feodosia Morye mar- Elsewhere, hydrofoil operators of the trol Hydrofoil Medium Craft, which keting manager Gregory Klebanov, East Siberian republic of Yakutia the magazine described as, “The “Having sold their hydrofoils at claim to have Russia’s longest fast Supramar concept of a PHM for dumping prices close to those of the ferry services. Their vessels run from all-weather operation in the western scrap value, the operators created a Yakutsk to Olekminsk and Baltic Sea, the Skagerak or areas huge market for second hand ships Khandyga, a distance of around 600 with similar operational conditions.” kilometres. and practically blocked the manufac- Referring to the armament fitted on turers’ efforts to get new orders”. the 39m fully submerged hydrofoil The Zelenodolsk Gorky yard in Future Prospects design, H&H noted, “The Exocet Tatarstan, Russian Federation, deliv- missiles are formidable weapons against even large ships. The ered two Meteor hydrofoils to the According to Morye’s Gregory Chinese National Export-Import OTO-Melara 76 mm gun gives a self Klebanov, rumours of the death of the defence capability against aircraft.” Transport Equipment Corporation in hydrofoil have been exaggerated, he 1998-99 and has recently started con- is sure that services will return to the In the United States, another defence struction of two more for service on Black Sea-Azov area once the coastal programme had moved closer to real- the River Yangtze. economies have overcome the pres- ity, “A contract that will lead to the New Services ent crisis and passengers can again af- construction of at least two hydro- ford to travel. Recently, however, Russian opera- Continued on Next Page tors have begun to realize the benefits of tourist operations and have began Disclaimer Interested in hydrofoil history, transforming the vessels left after the IHS chooses articles and pioneers, photographs? Visit the ‘great sell-off’ of the mid 1990s. photos for potential interest to IHS history and photo gallery pages Comfortable three and four deck clas- members, but does not endorse of the IHS website. sical steamers appear to be excellent products or necessarily agree with http://www.foils.org floating hotels for foreign tourists, the authors’ opinions or claims.
IHS Spring 2002 Page 7 30 YEARS AGO “Moreover, we must not disregard the Reporting on its work, DSTO says, (Continued From Previous Page ) fact that the communistic countries “High-speed catamarans are known recognised at an early stage the suit- to roll and pitch in a way that is quite foils has been awarded to The Boeing ability of hydrofoils for military different from a monohull, but there Company by the US Naval Ship Sys- tasks. The Russian foil-borne fleet is has been little research on the effects tems Command. Boeing will begin already many years in existence. The this may have on the passengers. The immediately the design phase of the Chinese followed on a smaller scale first real opportunity to study the ef- PHM, an advanced missile-carrying, with craft which are, however, still fects of ship motion on military per- high-speed hydrofoil. The program behind the standard of modern tech- sonnel arose when the Royal will be carried out in several stages niques. Australian Navy chartered a vessel to and will extend over several years. assist the RAN in transporting troops “PHM, which stands for Patrol Hy- and equipment to and from East “One of our Vice-presidents, Mr. Timor. drofoil Guided Missile Ship, will Gonella of the Boeing Company, is have a service speed in excess of 40 involved in the introduction of the “Darren Sanford, of DSTO’s Mari- knots and a crew of 20. It will provide most advanced existing military ves- time Platforms Division, went on improved high speed, all-weather sel. The Tucumcari and its successful board HMAS Jervis Bay to carry out surface offensive capability. The sea-going performance is well interviews with various navy person- $5.6 million contract will begin with known. Grumman’s Flagstaff has nel. He discovered that in rough a design effort that will lead into a been operating with success in Viet- weather the roll was very small, but later contract for the construction of nam and was recently fitted with a when the catamaran did roll, it did not at least two lead ships - forerunners of 6-inch gun. “The military hydrofoil have the gently rolling action associ- a class of PHM ships.” still presents technical problems, ated with a monohull. Instead, the In an introductory speech to the win- among which the most troubling is vessel moved in a ‘stiffer’ way and in ter meeting of the International Hy- seen in the propulsion area, where a beam seas the roll was enough to drofoil Society, Baron von Schertel fully satisfactory solution has still to cause discomfort, particularly as the also made reference to naval designs. be found. Propulsion systems for fast stiffness of the roll increases at high He said, “Today Professor Schuster craft are very complex and efficiency speed. is unacceptably low for an economi- will give a lecture on ‘Research on “Pitch was also significant in rough Hydrofoil Craft’, which deals with cally minded engineer. No really promising solution is yet in sight, but seas. It was also found that in high towing tank and development work seas the slamming of the centre hull, for fast hydrofoil vessels. we are awaiting with interest what the future may bring.” became an important factor, as it “Professor Schuster is particularly tended to cause significant longitudi- competent in this field, because he AUSTRALIAN RESEARCH SUGGESTS nal accelerations. Following seas in played a leading role in the research, DIFFERENT TYPE OF SEASICKNESS rough conditions were not a problem. development and design of the very “Mr. Sanford said that one officer ob- first naval hydrofoils ever built. In (Excerpts From Fast Ferry Interna- tional, December 2001) served that although the catamaran World War 11 these craft were pro- may or may not cause an increased in- duced at the Sachsenberg Shipyard in esearch carried out by Austra- cidence of seasickness, it sometimes Germany. Rlia’s Defence Science and Tech- did affect individuals who did not nology Organisation on board normally suffer seasickness. The re- “We know that France is developing Incat Tasmania 86m wavepiercing quirements for research in this area her own craft and that Germany is set- catamaran HMAS Jervis Bay sug- are now more obvious.” gests that the different vessel motions ting up a building program for the Detailing the methodology, DSTO Baltic Sea. We also know that Italy of multi- hulls, compared to those of monohulls, may affect passengers says, “To undertake research on mo- acquired the Boeing concept and that tion sickness in the form of a sea trial, in Japan a boat is under test as a fore- who have previously been immune to runner for armed vessels. seasickness. Continued on Next Page
Page 8 IHS Spring 2002 SEASICKNESS track that down that would be a good heading north she clears out and 2 (Continued From Previous Page ) piece. It was kind of basic as it’s de- ends up in her wake, when ship three signed for the average viewer of tele- throws the helm hard right turns east a large contingent of troops or other vision. If you want more involved to parallel the others and the forma- personnel needed to be on board, so stuff, Boeing made some great mar- tion ends up line abreast again, head- that a statistically significant amount keting videos to sell the Navies of the ing due east toward the right side of of information could be collected world on the PHM concept. From the page. The formation now looks through a questionnaire. It was pre- Boeing Marine Systems in Seattle. I like this: ferred that the trip be several hours would think that the Boeing Museum 3 duration. It was also desirable for the folks out there might be able to dig ship to experience rough seas. deep in their archives and possibly 2 come up with something for you. “An opportunity to carry out a trial 1 with a significant number of person- Final suggestion is to look into nel arose in April 2001, with the bat- NAVSEA videos. We had a helicop- Got it? It’s actually a maneuver for talion changeover in East Timor. This ter hover over us with a NAVSEA destroyers to use to clear their baffles involved transporting fresh troops to camera crew in it while three PHM’s of submarines sneaking up from be- Dili and bringing others back to Dar- flew in line abreast at 45 Kts, 100 hind in the blind spot of their sonar. win after six months service. The sea yard separation and did a Search No tactical use for PHMs except to trial was conducted over two days. Turn! Now if you don’t know what a look cool. And destroyers normally The ship made an 11 hour trip from search turn is, that might not sound do it at 15 knots with 1,000 yard sepa- Darwin, followed by a 5 hour period too crazy but let me try and explain. ration between ships line abreast. in port, before returning to Darwin. You line the ships up, side by side, and lets imagine the ships are num- “The trial consisted of a question- bered: 1-2-3 naire to enable collection of data re- And lets imagine garding how many and how badly that the top of this troops were affected by ship motion. page is due north, All troops on board were requested to so the ships are fill out the questionnaire on a volun- heading up the tary basis. The second part consisted page at 45 knots of instrumenting the ship to measure like this: the ship’s motions and the sea condi- tions, to permit correlation between 123 the statistical data and the actual mo- The turn starts tions. when ship number 1 turns HARD to PHMs In Formation, circa 1983 the right, directly toward ship number PHMs FLYING IN FORMATION 2. Since ship numbers 2 and 3 are still Anyway, in 1987 somebody at NAVSEA wanted to make a video of By Jon Coile, Formerly, LT USN, heading due north at 45 knots, the the- ory is that by the time ship 1 com- us doing a search turn at 45 knots and Chief Engineer, USS Gemini 100 yard separation. They hovered (PHM 6) pletes her turn to the east,2&3have moved up the page and ship 1 is di- over us in a helo while we got ready to [Editor’s Note: The following is a rectly in the wake of ship 2. It should do it. It is an intimidating maneuver message from Jon Coile in response look like this because at the beginning you are turn- to a query from Eliot James re a PHM ing right into the side of the next ship video. See Winter NL, p 9.] 23 over,before relative motion takes ef- 1 fect and she pulls ahead. When we eyond 2000 did make an episode At that point ship 2 turns HARD into lined up, my ship, the USS Gemini Babout the PHMs so if you can ship 3 and since ship three keeps Continued on Page 12
IHS Spring 2002 Page 9 SAILOR’S PAGE
THE ULTIMATE RAVE STORY down?” They said they weren’t sail- It was a nine-day trip from Key West ors enough for that kind of an open to Isla Mujeras, Mexico. Key West to By Brian Douglas, Edited by: Eric water trip. I said that I could sail it the Dry Tortugas, where I slept out Arens down, and the next day, they asked the night, then 7 days at sea to Isla me if I would. I weighed up the logis- [This is Part I of a 2 Part Series] Contoy, my first landfall on the Mexi- tics and told them if the dulcimer (an can coast, and a day to Isla Mujeras, his is a remarkable tale of a nine American folk instrument with three my port of entry. It was a bit of every- day ocean passage, in a or four strings stretched over an elon- thing; a day and a half becalmed, sev- TWindRider Rave hydrofoil sail- gate fretted sound box that is held on eral days of open water sailing in boat, from Key West, Florida across the lap and played by plucking or pretty good wind and seas, finally to Isla Mujeras, Mexico and then strumming) would fit in their boat, running into some bad storms that south along the coast to Xcalak, and they stayed and took care of my lengthened the trip by a few days. Belize. The entire voyage spanning cat, my car, and my boats, I’d go. This open water passage was still the over 45 days. “How wide is the dulcimer?” they best part of the whole trip, the days asked, “17 inches” I replied. “The alone with the sea. There was a night The following was condensed from cockpit is 18!” with phosphorescence greater than the original account by Brian any I’d ever seen, Douglas a professional musician/de- not just the normal livery captain describing his incredi- small sparks, but ble journey: great globes sev- eral feet in diame- ter and everything in between. I was mostly im- pressed by the sta- bility of the craft in heavy conditions. I don’t know if it was part of the concept in the de- sign, but the foils act like “flopper-stoppers” Brian Douglas (fins suspended from booms on Jerry and Trina Lugert, the owners of port and starboard a 16 foot WindRider Rave sailing hy- side of boats, usu- drofoil trimaran (hull number 5 deliv- ally trawlers, to ered in late 1998), showed up with damp rolling mo- their craft in Key West, Florida hav- tions) and create ing completed an initial leg from Pine an incredibly sta- Is. also in Florida. ble craft when they After a while, they decided they are deployed in wanted to go south with their boat, displacement and were starting to look at the cost of shipping it. I said, “why not just sail RAVE 1 Continued on Page 11
Page 10 IHS Spring 2002 ULTIMATE RAVE the foils stabilized a ultra light craft boat while people sat in the water (Continued From Previous Page ) that otherwise would have tended to around me, drinking cold pitchers of be thrown around in heavy wind and iced mango juice. mode. I would “hove to” under bare seas, and the Rave was easily control- poles quite comfortable in major lable in conditions that might have Finally, one afternoon, I pulled out storms at sea and go to sleep below, had me working harder in another and headed south camping on the hardly ever having water slip over the boat. beach a few miles north of Puerto rear coaming even though the cowl- Morales (get out your atlases, folks), ing didn’t extend closer than 8"-10" Everybody seems to think I’m either where I stopped the next morning for from the rear of the cockpit. I ran some sort of great sailor, or have ex- bread and chocolate. I made good through some pretty serious condi- traordinary courage, or I’m just crazy. time down the coast tions, and never felt out of control or I’m not sure why everybody thinks its such a big deal, though I guess it must overwhelmed. [Editor’s comments: About mid-day, I passed Playa del Hove to in a storm, in the middle of be. Personally, it’s just something I did, like a lot of things I’ve done. It Carmen. Though I cruised the beach a the ocean, in a 16 foot open foiler,and couple times while considering pull- he would go “below” to sleep!? doesn’t seem like a big deal, even if it is pushing the envelope a bit. ing in, I decided I had no time left to Where ís below in a Rave? Remember explore and pushed on, even though he is carrying stores for an ocean I watched over a hundred small por- the weather was deteriorating. I con- passage AND a dulcimer!] poises come directly at me from the tinued on, quickly running into heavy I “surfed” for hours in large (8’-10’) horizon, pass around and under and seas and lines of storms moving in breaking waves. Technically, I wasn’t circle me, before disappearing on- from offshore. Cruising fast in occa- “surfing” since I wasn’t riding down ward. 50 miles from Isla Mujeras I sional heavy rains and winds, there the face of the waves. The foils would got clobbered by a storm. was some rough and hard sailing as I headed for the closest safety I could lift the nose so it didn’t plunge, the I was treated great when I reached Isla stern foil would anchor in the back of find on a bad coast of solid reef with a Mujeras. I spent some of the extra strong wind building, the storms the wave, and the crest would be time giving rides to all the people who breaking beneath the crossbar, the coming in, and the sun setting. My had helped me, and though the wind chart showed a lighthouse at Xel-Ha boat balanced on top. I did little but wasn’t really strong enough, I was keep the boat pointed 90 degrees to with a narrow opening into a caleta, a able to get everyone up on the foils at lagoon made where a freshwater un- the wave direction, and once a wave least once. grabbed the boat, it was stable with- derground river rises before entering out my help. Whenever I couldn’t work on the the sea. It was unmistakable, with the boat, I played the dulcimer. I wan- lighthouse right on the point of the en- Small things like being able to barely dered the town, playing for anyone trance. So I went for it, even though it beach the boat and lift it up on the and everyone, in the cafes and mar- turned out to be a narrow opening, foils above the water, stable on the kets and in the street. It was really full of thundering breakers and foam, sand beneath, were just odd but real- fine, in those narrow cobbled streets water geysering up into the air off the istic benefits [Editors note: Brian is not meant for cars, lined with small reef on either side, all white and black referring to the ability to run the Rave shops, the smells of coffee, chocolate, in the deep dusk. I knew I was totally up into the shallows and then stand it fresh bread and pastry mixing with committed, no turning back, once I up on its foils. Its easy to do by just fresh fruit and the crowded aromas headed in. I surfed in running under walk around the boat and lift each from restaurants. Here it was no prob- full sail, was buried in a great wave, corner allowing each foil to drop all lem to sit and play wherever I hap- but kept it together and made it inside. the way to its down and locked posi- pened to be. Soon people would see Later, people told me they were tion. The hulls will sit well above the me coming and wave me over to play. amazed I had made it in. water]. Or anchoring to sleep with the boat’s motion subdued and steady even in the chop behind a reef perhaps I sailed down to the beach and played [To be continued in the Summer 2002 that was one of the biggest points, that there, balancing the dulci atop the NL.]
IHS Spring 2002 Page 11 PHMs struction and enjoyment. He is a John Schnabel – John is a civil en- (Continued From Page 9) dealer in turbine engines, and cur- gineer that has been building boats rently has on hand a Russian engine for 39 years and is still learning. He (PHM 6) was ship number 1. The that would be a substitute for the states that with Cajun blood, it is OOD (I wasn’t driving so it wasn’t LM2500 as in the PHM. only natural to love boats and the water. Originally from Baton me!) had gotten in a little close to ship Claudio M. P. Sampaio – Dr. Rouge, he grew up in New Orleans. number two and we were only about Sampaio is an Associate Professor He built his first boat, a 16’ Pioque 80 yards off when the command to at the Naval Architecture and Ocean in 1962, and then a 36’ Lafitte Skiff execute came over the radio. Not hav- Engineering Department of the Uni- in 1967. He feels that if Jean Lafitte ing ever done this at foilborne speeds, versity of Sao Paulo, Brazil. He was a live today, he would have or at these insanely close distances, graduated in Naval Architecture built a Hydrofoil Sail Boat. the OOD ordered the standard com- and Marine Engineering in 1983 mand of “Right 3 degrees per sec- and in 1993 received a Ph.D from Christopher Swanton - Chris is a ond”. We slewed over toward ship the Yokohama National University, Naval Architect in the simulations number 2, the Aquila (as I remember Japan. He has been a member of group at Maritime Dynamics, Inc. it), and it became clear we weren’t SNAME since 1983. (MDI). A 1998 graduate of Webb turning fast enough to clear her stern. Institute of Naval Architecture, his Benton Schaub – Ben is a Senior The OOD quickly yelled “Left full primary responsibilities with MDI Engineering Specialist with Mari- rudder!” and we banked hard away include motion simulations of time Dynamics, Inc. (MDI) special- from a certain collision. We backed high-speed craft with ride control izing in Naval Architecture and out to the full 100 yards and tried it systems. These include monohulls, Marine Engineering. He is an ex- again using full rudder this time, catamarans, trimarans, surface ef- pert in the design of motion control which gave us 6 degrees per second of fect ships and SWATH vessels. He systems for high speed vessels in- turn and it worked slick. is also responsible for collecting cluding the simulation of and analyzing data from seakeeping Anyway, the NAVSEA guys got both seakeeping characteristics, devel- sea trials and model tests. the first aborted attempt and the final opment of simulation software, and perfectly executed foilborne search the mechanical, structural and hy- turn on video, if you can find those drodynamic design of control de- NEW BENEFIT anywhere. vices. He has used Computational Fluid Dynamics (CFD) for the de- IHS provides a free link from WELCOME NEW MEMBERS sign of lifting foil systems for high the IHS website to members’ per- (Continued From Page 2) speed ships. MDI has undertaken sonal and/or corporate site. To re- development of a line of lifting foils quest your link, contact Barney C. EJ Potter – EJ was born in Michi- that reduce drag and wake wash Black, IHS Home Page Editor at gan and moved to Florida as soon as while controlling vessel motions. [email protected] possible, after a career in drag rac- ing and sundry motor sports and ac- cumulating numerous aircraft and IHS BOARD OF DIRECTORS turbine engines, having studied and 2001-2004 tested most of them for his own in- 1999-2002 2000-2003 IHS OFFICERS 2000 - 2001 Jerry Gore Mark R. Bebar Sumiyasu Arima John Meyer President Jim King William Hockberger Malin Dixon
Mark Bebar Vice President Ken Spaulding George Jenkins John R. Meyer George Jenkins Treasurer John Monk Ralph Paterson, Jr. William White Ken Spaulding Secretary
Page 12 IHS Spring 2002 LETTERS TO THE EDITOR
New 12-Meter Hydrofoil Sailing Craft if possible. — Michael Prophet So I added an entry to my thesis list at MIT: ([email protected]) “Design and build a single-person hu- [17 Feb 02] Take a look at the BDG Marine man-powered boat that will be capable of twin-rig Spitfire12M...It is quite the craft! Response...[10 Feb 02] IHS has no informa- overtaking the Harvard Eight on the Tapered foils, vertical dagger on the bottom. tion at hand on this; it is not mentioned in the Charles.” A super student, Brad Brewster, Looks like modification of the 1978-80 foils hydrofoil history references that I have seen, took this on in 1978 and we tried hard to- that the Brits used on the big biplane Tor- such as D.W. Fostle’s book Speedboat. Note gether, but the New England winter made it nado. Sails look a bit odd when you look at that MISS US-I, MISS US-II, and MISS difficult to succeed on the ice-covered river. I the weather side. I see sort of reaching going US-IV were all “hydroplane” racing boats, wrote our work up in Technology Review in on with booms out a ways in these pictures, and we have done nothing with those on our October 1979, and this inspired several other not really going to weather. Material of con- site. A better reference would be Leslie projects. The principal one was organized by struction is not mentioned. Method for de- Fields’ Hydroplane History website. We my friend Allan Abbott, whose FLYING ploying and retrieving foils appears to be an would be interested in a copy of any info you FISH hydrofoil attracted wide publicity (in- old manila rope... I expect that will change! can dig up on the vessel and its designer and cluding a cover article in Scientific Ameri- —Dave Carlson builder. As to the first high speed hydrofoil, can). When, much later, the DAEDALUS ([email protected]); that would probably be the HD-4 by Alexan- group returned to MIT from its triumphant website: http://www.fastsail.com/catcobbler der Graham Bell and Casey Baldwin, which journey of 119 km in a human-powered air- set a record of 70.86 mph in 1919. This speed Speedboat Racing History Question plane from Crete to Santorini, some asked me was not exceeded until MISS AMERICA what they should do next, and I suggested VIII achieved 75.28 mph in the Harmsworth winning the Du Pont prize for the fastest HP [10 Feb 02] Do you know anything about a Race in 1929. — Barney C. Black boat. The DECAVITATOR resulted from that hydrofoil named the MISS U.S.-3? I have ([email protected]) effort, led by Mark Drela who also did much two pictures of it in a 1964 book by E.A. Human Power of the design and construction and powered Steiner Jr. and Lee Schoenith called Unlim- the boat on the Charles. He won the prize at ited Incorporated, with a picture of the 1962 [6 Feb 02] I have been editor of Human over 18 knots, much faster than the Harvard record-setting MISS US on the cover. It made Power since 1984, but have recently handed Eight could achieve. So you can see why I an attempt at the world’s water speed record over the editorship to Theodor Schmidt in puff my chest out, even though I did almost in the 1930s. This was supposed to be the first Switzerland. Whether the handover is tem- zero. I thought that I would at least write a re- high-speed hydrofoil. E.S. Evans Sr. was in- porary or permanent depends on his experi- view of your amv CD-rom for Human Power volved. (He is the father of Robert B. Evans ence. I must therefore do what I can to help and encourage enthusiasts to join your soci- who had the hydroplane MISS UNITED him. He has a long history of experimental ety. Whether or not I join I will decide later. I STATES III and later the STARS AND boats of innovative design, and I believe that pedal a very slow boat with my wife and fam- STRIPES jet hydroplanes.) The craft, nick- he once belonged to the British association of ily nowadays at well below Harvard Eight named the “Whale,” was powered by aircraft hydrofoilers, the name of which I’ve forgot- speeds, and I keep well out of their way. — engines of some type. It rode on a type of ten. David Owers contributed an article for us Dave Wilson ([email protected]) 3-point suspension on two hydrofoil wings on “Foiled Again!”, and Steve Shutt and sev- and rudder-wheel system and was designed eral others on their boats. I like to claim credit Response... [6 Feb 02] This caught my eye, on a hydrofoil principle. It had two ladder foil for the start of the human-powered-hydrofoil because David Gordon Wilson is a name that structures on each side, with two steps on the enthusiasm because I used to row (scull?) a has been filed in my brain for many years. He inside one and three on the outside one. The shell of my own design and construction on was (probably still is) an eminent professor at craft had three open cockpits at the bow, and the Charles River here in Cambridge MA MIT in the Mechanical Engineering Depart- it looks like they each held one person. On the early in the morning in the 1970s. I became ment. I recall seeing articles by him many bow were the numbers 55-A. There was a annoyed by the high-handed tactics of the years ago about human power for mobility, red, white, and blue burge type flag that had Harvard Eight, which used to come around and I also recall seeing him on the first re- three stars and was inside a triangle with the river bends on the wrong side of the river cumbent bike I had ever seen (which he had MISS US-3 in front. I would like any infor- with the coach in a motor boat yelling at me designed himself and would ride to MIT each mation on this craft you could come up with, through a megaphone to get out of the way. Continued on Next Page
IHS Spring 2002 Page 13 LETTERS TO THE EDITOR Responses...[5 Feb 02, updated 17 Feb 02] [5 Feb 02] Like Martin Grimm I have come to (Continued From Previous Page ) According to Vordaman Henry VanBibber, think that hydrofoils may provide the best theHYPAM program manager at Panama way of enabling fast craft to operate in rivers day). Anyway, he’s a star. — Bill Hockberger City, Florida, the hydrofoil induced pressure without causing significant wake-wash prob- ([email protected]) wave trial data will become declassified in lems. My own arrival at this idea was not 2008. Until then, I will have to temper my based on an expected reduction in drag, how- Speed at Sea comments. As I read Mr. Patterson’s and Mr. ever, but on the expectation that the distur- Hockberger’s comments (below), I have to bance of the water surface would be less than add my two cents worth. All ships will dis- that caused by a hull operating at the surface. [5 Feb 02] Note the webpage URL for Speed place water in some manner. As I see it, hy- My specific design problem has been to de- at Sea, The Journal for Fast Ship Operators: drofoils also displace water when it gets its termine the maximum combination of speed www.speedatsea.com. — Robert Gore, Cir- lift. Since the foil resembles an aircraft wing, and size (passenger capacity, really) that a culation Manager, Speed at Sea & Offshore although water is not compressible like air, I ferry could have before it would start causing Support Journal, Riviera Maritime Media; believe there is a similarity in pattern where damage to the banks of the river. I’ve read Tel: +44 (0)20 8364 1441 ext6; Fax: +44 the vortices goes down and out. Thus, the most of the papers written about wake-wash (0)20 8364 1331 (E-Mail Address: rob- wake is not readily visible from the surface, in recent years, hoping to find the solution to [email protected]). but still exists. I can attest that with foilborne this problem based on using conventional Thesis Topic: Hydrofoil Wake Patterns operations in Lake Washington and Sinclair monohull or catamaran designs, since ferry Inlet in Puget Sound, we received calls from operators have shown a general desire to floating crane operators and house boat own- avoid using what they consider to be exotic [5 Feb 02] I did and will review all your com- ers of the rocking motion they experienced design features-and they include hydrofoils ments and suggestions many times, and I causing damage to their property. I believe in that category. Unfortunately, it seems clear think I will closely consider redirecting my studies of wake patterns and their effects, es- that no one has yet discovered any special thesis towards investigation of wake patterns pecially in confined areas, would be of bene- hull designs that avoid the creation of prob- and their effects in shallow and confined wa- fit to operators and designers alike. — Sumi lem wake-wash. Different combinations of ters, though hydrofoil resistance in these Arima ([email protected]) hull characteristics, including shifting from types of waterways still tickles my mind. I be- monohull to multihull forms, mainly tend to lieve I have already mentioned the fact that [ 5 Feb 02] One of the selling points for the shift the speed range at which the problems due to lack of capacities at the University my Boeing [fully submerged foil] JETFOIL was occur or exchange wave height problems for research will have to lean on theoretical as- that it would have a much reduced wake for wave frequency problems. It occurred to me sumptions only. The prices for model con- operations in shallow/narrow waters, but I that a hydrofoil might solve the problem by structions are sky-high, and towing tanks in don’t know whether this was just “hype”, ob- taking the energy now expended at the sur- Spain are very difficult (better to say: impos- servation, or based on research or tests done face in creating waves and expend it mainly sible) to reach. Unfortunately any kind of by Boeing or others. The concern came up underwater, somewhere between the surface eventual scholarship is reserved for people when the Golden Gate Bridge Authority was and the river bottom. There would be a turbu- having “something else” apart from good seeking passenger ferries that could make lent underwater stream extending down- will and knowledge. Again, sad but true... good speeds in restricted waters around San stream, hopefully without impacting the Also there are no hydrofoil operators in Spain Francisco Bay, especially in the channel to banks or disturbing other craft on the river. interested in pushing up the R&D project like the Larkspur landing in Marin County. One Also, at a given high-enough speed, it seems mine. For some reason unknown to me all hy- problem could have been that the take-offs likely that the power would be less for a hy- drofoils that once were the masters of the and landings might generate wakes that drofoil than for a surface-supported craft, so rivers and channels in Yugoslavia, my coun- would be unacceptable, even though passing the energy going into that underwater turbu- try of origin, are withdrawn from the service, wakes from a foilborne JETFOIL might be lence should be less than what would other- so no full scale experiments can be performed minimal. Sorry I don’t have any hard data - wise go into surface waves and wake-wash. there neither. But I am stubborn enough to put just recollections of conversations and com- One major uncertainty for me has been my self in those waters and I believe I will be ments. — Ralph Patterson whether that underwater turbulence would able to contribute to the hydrofoil society ([email protected]) create a problem on the river bed. River beds even in the most modest way. — Sasha Jovanovic ([email protected]) Continued on Next Page
Page 14 IHS Spring 2002 LETTERS TO THE EDITOR lieve that there is important work to be done the point of being acceptable for a short dura- (Continued From Previous Page ) in determining the effects of shallow water tion. — John Meyer ([email protected]) and relatively narrow channels on the perfor- can have a great range of different composi- mance of hydrofoils. As I’ve described [6 Feb 02] The problem of starting up and tions, from very soft and mushy to hard rock. above, there is reason to think that hydrofoils getting foilborne seems to me, also, to be The softer types might be stirred up too could change unacceptable fast craft into ac- something that can be managed by careful at- much. It is already recognized that boats tend ceptable fast craft for use on rivers and other tention to the course followed during that pe- to deepen river channels by their passage, by shallow waterways, but we really don’t riod — the waves have a directionality that stirring up sediments that get redeposited off know what the shallow water effects may be, can usually be accommodated. (Considering to the sides of the channel. That could be seen or how to design the best hydrofoils for this the unavoidable hump(s) as the craft gains as a problem in some rivers, if the side areas application. I really hope you will do your re- speed, there will likely be waves of a size that became too shallow for the boats and activi- search on hydrofoils in shallow/narrow could be of concern, depending on what’s in ties that had been using them. Martin’s com- channels so we can learn to what extent hy- the nearby area.) The fact that waves pro- ments about the effects of shallow water drofoils may save us from the problems I’ve duced appear to be small and insignificant is versus deep water on the performance of an described. — William Hockberger something we now know can be deceiving. underwater foil are interesting - I’ve won- ([email protected]) Only a few years ago it was generally as- dered whether such effects would occur, and sumed that low wave height translated di- what their characteristics and magnitudes [5 Feb 02] In the late 70s I had the opportu- rectly into low wake-wash and minor might be, and how they would propagate to- nity to analyze all the Boeing Jetfoil Hawaii environmental concern. I think the problem ward the river banks or the shore. The effects operating data from all their jetfoil ship trip of the fast ferry Chinook in Seattle (and many of forward foils on aft foils is another area of logs. It was very clear that no Wake measure- other ferries) resulted from that error, al- uncertainty to me. (The problem of hydro- ments were ever made. I was able to came up though they did also attempt to estimate the foils hitting mostly-submerged floating trees with detailed seakeeping data and statistics energy in the waves and use that as a crite- and other large debris at high speed is another for all their Hawaiian inter-island routes on a rion. (The developers of the Chinook were big one, but that’s not pertinent to this discus- month by month basis for the several years very sensitive to the wake-wash issue and ac- sion.) I’ve known that a very large number of they operated. For some of the months and tually carried out an extensive analysis and hydrofoils have been used for many years on certain sections of their routes the jetfoils test program in an effort to diagnose the rivers in Russia and nearby countries. I was were operating at the limit or just beyond causes of the problem and build a boat that surprised to read that at least one was de- their foilborne capability. — Bill White would not produce it.) Now it’s clear that signed to operate in water as shallow as three ([email protected]) these waves can be very long and en- feet! I wonder what their environmental ef- ergy-intensive, despite low height. Sumi, fects have been-was there any concern about your comments about the effects of waves [5 Feb 02] Thanks to Ralph, Bill and Martin the environmental effects of wake-wash produced by hydrofoils in the Seattle area are for their contributions on this interesting when those craft were designed, and have significant. Certainly the weight of the craft subject. Ralph has a good point about takeoff they operated despite causing what we now has to be borne up in some manner, and and landing, but with care taken by the consider problems? Sasha, your idea for this maybe I’ve been deceiving myself to think helmsman (with the throttle), I should think project started on the basis that something that the waves generated on the surface that this disturbance could be minimized to analogous to wing-in-surface-effect might should be small just because the volume of water actually displaced by the craft is small. occur for a hydrofoil near the channel bot- Letters To the Editor allows (I previously said I thought the hydrofoil’s ef- tom. I agree with Martin that that effect hydrofoilers to ask for or provide infor- fects would consist instead of a turbulent wouldn’t have a useful magnitude unless the mation, to exchange ideas, and to inform stream behind it, beneath the water’s sur- foil were dangerously close to the bottom. the readership of interesting develop- Also, as he noted, river bottoms tend to vary ments. More correspondence is pub- face.) Maybe the whole pressure field devel- in depth and underwater topography, so lished in the Posted Messages and oped by the foils generates large surface maintaining that closeness would be an im- Frequently Asked Questions (FAQ) waves anyway. I’ve used basically that argu- possibly complex task. I think that focusing section of the IHS internet web site at ment against the claims of those who believe your research on the potential for improved http://www.foils.org. All are invited to that just because a planing craft or one sup- L/D due to closeness of a foil to the bottom participate. Opinions expressed are would not be useful. However, I strongly be- those of the authors, not of IHS. Continued on Next Page
IHS Spring 2002 Page 15 LETTERS TO THE EDITOR gotten all mixed up together in recent years. Buoyant Foil Idea for HPV I’m just going with the flow, here (used to (Continued From Previous Page ) [4 Feb 02] I sit here on Cape Cod in the win- know what flow was, too) and hoping we all ter, relishing the Patriots going to the Super ported by an air cushion is substantially out know what we’re talking about. — William Bowl, and looking back on what a fun sum- of the water, its wake-wash effects must be Hockberger ([email protected]) greatly reduced. We know that those types of mer we had with this boat. I then realize it is craft can produce unacceptable wake-wash. I [11 Feb 02] The ‘River Runner’ catamaran time to say the thank-yous that are long over- think you’ve pointed out a flaw in my think- ferries were an in-house design of NQEA due, and get into the next redesign of what is ing up to now. (I’d appreciate the thoughts of Australia that followed on from the experi- already a very successful boat. It weighs others on this, too. For a couple of years I’ve ence they gained from building the earlier sixty pounds, as can be seen, is nothing more been saying I think hydrofoils may at last ‘Rivercat’ low wash catamaran ferries for than an old wind surfer, a lawn chair, pedals, have found their niche in river and channel Sydney Harbour. The designer of the and a BIG prop. That is a three-blade 16" dia. operations and that a hydrofoil resurgence ‘Rivercat’ was indeed Grahame Parker and with a 17 “ pitch from an old Harken may lie ahead, in view of the number of such you are also correct that Associate Professor Waterbug. The drive gears are from a lawn places where ferries could be used. If we Lawry Doctors provided hydrodynamics spreader (aluminum 5 to 1 ratio). The prop can’t find a way around this issue, it’s another analysis and advice in developing the shaft is from a string trimmer with a 45 de- faded opportunity for many potential routes.) hullform. The ‘Rivercat’ design was the sub- gree geared bend at the bottom. It took us un- Sumi’s recollection of floating cranes and ject of one or more technical papers at the til August to make it reliable. This boat will house boats being made to rock by hydrofoils time, and I have a copy of at least one of those do six mph all day long out in the open ocean. reminds me of another situation. A couple of in case it is of interest. Account was taken of Two foot waves are fun, but three or more years ago, two “low-wash” “River Runner” the operation of the ‘Rivercats’ in the rela- wash right over it. But what the hell, it’s sum- catamaran ferries of the type developed in tively shallow Paramatta River when the hy- mer! We encountered some MAJOR drag Australia in the early 1990s by Graham drodynamic analysis was undertaken. At the here. At eight mph, there is a four inch wake Parker (with Lawry Doctors as time, I believe the target was to minimise behind it. We even tried to get it to fly, but hydrodynamicist, I think) were put into ser- wave-making resistance as it was reasonably could not overcome the drag of this hull at vice on a river in the Netherlands. It was ex- concluded that this parameter had a direct re- speed. No big deal. It is very seaworthy, and pected that they would be able to do 30 knots lationship with the severity of the wash that we learned alot from it. The biggest problem without causing any problems at all. Testing was generated. — Martin Grimm we have with it is that we can’t pedal as hard of the first craft before they were delivered ([email protected]) as we like without the gears skipping. The showed they had more than met the specified new design will be fully submerged airplane Member List wake-wash requirements (based on wave wing-shaped foils made from old body surf- height, of course). But they ended up having [4 Feb 02] Are there any IHS members from ing boards. What I am figuring is this. Why to slow to 13 knots in a couple of zones, to Oklahoma? — Matt Delaney not make my wings as buoyant as possible? avoid causing fuel barges and other floating ([email protected]) Then, I won’t need to waste weight building a facilities along the river to surge and rock. floating hull. I will use foam ”noodles" as They generated very low surface waves, but Response... [4 Feb 02] You are the only one. outriggers to make up for what the foils undesirable effects resulted nevertheless. Note that members have access to the IHS won’t hold at rest. I can make a hollow tube The report I read actually referred to them as membership list at frame out of aluminum, and a seat from nylon “pressure waves.” I have tried without suc- www.foils.org/IHSMem501.pdf. This file is webbing. I’ve also got a line on some 1/4 inch cess to find information on wave-wake-wash password protected; members in good stand- thick thermoform sheets-you heat them with measurements for hydrofoils. Bill is sure that ing may request the password by email from a heat gun (not a hairdryer) and shape them. was never done for the Jetfoils in Hawaii. the webmaster (me). IHS members are asked The new drive unit will be a figure-eight Anyone have any other clues on this? Hydro- whether they want their information to ap- chain drive with a seven to one ratio. I’ll keep foils have operated in many other areas, and pear on this list to be accessible to other you posted better this time. — Brian J. Bur- it’s hard to think there was never even a per- members. Some decline, so the list is not gess ([email protected]) ceived problem and therefore an interest in 100% complete. Also, the list is normally not ******** doing some measurements. The terminology 100% up to date... we normally update it only here is a mess. I used to think I knew what once or twice per year. — Barney C. Black wake was, and wash, and waves, but they’ve ([email protected])
Page 16 IHS Spring 2002 EXTRA FOR THE ELECTRONIC EDITION
LETTERS TO THE EDITOR 3000 pounds. Thanks for any guidance you POLNIA III and four others. You can view a (Continued From Previous Page ) can afford me. — Tom Graham photo in the November 2001 issue of Classic ([email protected]) Fast Ferries (free to download from Foil Design Guidance Needed http://classicfast-f.homepage.dk) which fea- Response... [6 Feb 02] Paul Bogataj had an tures this operator on page 19. Of course, a [4 Feb 02] I am restoring and optimizing a article in Sailing World a while back con- more extensive article on MANU WAI with 1969 Irwin 24. Its keel has an “L” design fin cerning keel sections and leading edge several photos is provided in the latest issue and ballast torpedo. The foil consists of a one shapes. I’d download XFOIL and use it to of CFF, December 2001. — Martin Grimm inch thick steel plate encased in fiberglass look at different sections. You can put in your ([email protected]) and faired to a section that is similar to section as it is, NACA sections for compari- NACA 00-series sections through station 6; son, and use it to make modifications to ei- [3 Feb 02] Here are few quick ideas. If any- then tapers to a blunt trailing edge. I have ther. — Tom Speer, F-24 AMA DEUS thing I suggest “strikes a chord” with you, some experience with symmetrical foil opti- ([email protected]) website: www.tspeer.com then I can provide further info 1. As your ad is mization; however always with sections in for an automobile, I am assuming that you the 8% to 12% thickness range (and no data Photogenic Hydrofoils For Ad Campaign want a motor-powered hydrofoil, therefore I on less than 6% thickness). I have never im- am not mentioning sail-powered or human plemented a foil less than 7% (even when [3 Feb 02] I have been doing some prelimi- powered hydrofoils. 2. I don’t know of any- strength and ballast were not considerations) nary research to find a working hydrofoil for one operating a hydrofoil ferry on the west and I am contemplating taking one of two op- an advertising photoshoot. I was wondering coast of the USA today. There were some tions: 1.Maintaining the thin section, leaving if you could possibly help me locate a work- Boeing Jetfoils operated in Seattle, but no the foil in tact (excepting minimal fairing) ing hydrofoil on the US west coast. It could longer... too bad, as that particular vessel can through section 6, tapering the trailing edge either be a larger passenger craft, or a small, yield some spectacular photos... take a look to 1/16th inch and squaring off (this may re- modern looking individual craft. From what I at http://www.islandjetfoil.com to get the quire increasing the span ~3 inches); making can tell from your site, the largest variety of idea. 3. More recently there were a couple of the foil a very close approximation of a boats in service would be in Italy? In fact, my Jetfoils operating in Florida, Seajets, Inc., but NACA 00-series section with 4% thickness. search is not confined to the USA. Even they appear to have ceased operations. There 2.Building up the existing foil section to a though I would prefer finding something are Jetfoils operating in Japan and other over- NACA 0006 or NACA 0008 section (this suitable here, we would also consider Italy or seas locations. You can locate Jetfoil routes may require increasing the span ~1 inch and Australia. I am a bit worried about doing any- by searching for Jetfoil on the internet. 4. add approximately 100 pounds to the dis- thing in Russia, even though their boats are There is a company that operates hydrofoils placement). Option 1 is far less work, but among the most photogenic. Maybe there is on Lake Ontario. See would change the plan form design slightly. I anyone with a Russian boat outside of Rus- http://www.seaflights.com/. These are mod- am not particularly worried about moving the sia? — Volker Dencks ern hydrofoils, but are the Russian sur- center of lift slightly back because I have re- ([email protected]) phone: face-piercing design. 5. Overseas there are moved a 6 inch deep skeg that was a retrofit +1 323 665 6503 Russian hydrofoils operating in Greece and between the keel and rudder. In any event I other areas. There are some links to operators am keen on cleaning up the trailing edge. Op- Responses... [3 Feb 02] Surface piercing foils on our site at www.foils.org/linksout.htm. 6. tion 2 would be a good deal of work that seem to be what you have in mind; they do There are are few earlier hydrofoils around. would require some benefit to justify under- tend to highlight the fact that it is a hydrofoil For example, some of Helmut Kock’s hydro- taking. The plan form data on the keel is as for the view angle you have in mind for your foils are still operating on Lake Titicaca in follows: Span = 24 inches, Chord = 45 layout. MANU WAI is still a snappy looking Peru. 7.Scaling down in size, you might want inches, Max thickness = 2 inches, Sweep An- hydrofoil (with its mods) despite its age. Syd- to look at Steve Gresham’s unique and sleek gle = 45 degrees. The torpedo height is 12 ney Australia is also a nice backdrop for a personal hydrofoil Manta (it’s for sale). See inches, the torpedo is V shaped where it photo shoot. Another suggestion is to con- his posting, photos, and film clip on our site meets the foil (120 degrees at the foil inter- sider Les Dauphins du St-Laurent based in at http://www.foils.org/announce.htm#sale. face and the at the bottom) and has a total Montreal, Canada. They have a very smart That is all that occurs to me at the moment. — length of 58 inches. Total displacement is and clean looking white Voskhod named Barney C. Black ([email protected])
IHS Spring 2002 Page 17 HYDROFOIL ANNOUNCEMENTS Meetings, Conferences, People In the News
Workshops, Seminars, Bob Phillips Telecasts New IHS Member Bob Phillips is also the new owner of HIGH POINT PCH-1. He is restoring the vessel and has Junkyard Wars just started a webpage dedicated to this On Feb.13, 2002 a show called effort. It (the website) is located at: Junkyard Wars was broadcast on The http://mywebpage.netscape.com/rpstnphi/in Learning Channel. Sunday the 17th at stant/taz.html. 10pm PST. It was repeated on Saturday the 23rd at 9 pm PST. If you missed the Meyer and Black show, keep an eye out on the TV listing; it In recognition of stellar service to An article and photos will appear will surely be shown again. the Society, the IHS Board of Directors in Classic Fast Ferries magazine. More has elevated Mr. John Meyer and Mr. photos and Ian’s correspondence with This is the USA version of Barney Black to the status of “Meritori- IHS during construction is posted on the Scrapheap Challenge, broadcast in Brit- ous Life Member”. The title of Life website at www.foils.org/models.htm. His ain Nov 18, 2001 by Channel 4. See Member was originally bestowed on the email is [email protected]. http://www.channel4.com/ scrapheap/ founders of the Society over twenty-five scrapheap.html. As a participant in this years ago. Its reinstitution reflects the breathtaking, already-a-cult series, (I Board’s appreciation for the vital ser- Misc. News Blurbs outlined, developed and calculated a vices of these two men. As President weird “scrap-craft”) I consulted to the since 1991, Mr. Meyer has inspired and We Take Plastic British team “Catalysts” (3 Jaguar engi- led the Society in all its activities. As Credit Cards are now accepted for neers) http://rotaryboy.screaming.net/ in Webmaster since 1996, Mr. Black has IHS Membership payments from the their battle against time and to the mighty created and maintained the widely recog- USA and over 40 countries. Note that if American team “The Mulewrights”. — nized website that has become the very you are paying with a non-US credit Claus-C. Plaass, Pickert- 10, 24143 Kiel, lifeblood of IHS. Their dedication, un- card, your bank will convert the $20.00 West Germany ([email protected]), phone: flagging enthusiasm and professional charge to your own currency and may +49-431-36 800; USA showtime pro- competence have made IHS the focused, charge a small service fee for currency vided by Matt Kirk ([email protected]) productive professional society that it is conversion (this should be less than post- today. age to the USA for a payment by mail). Ian Wrenford Hopefully this new service will make it HIPER 2002 Ian has just completed a easier for hydrofoilers to join or renew, The next High-Performance Ma- scratch-built model of the PT 50 FAIR- from inside or outside the USA. IHS pub- rine Vehicles conference (HIPER 2002) LIGHT (See photos). lications, including the Advanced Ma- will be held in Bergen on the following rine Vehicles CD-ROM, may also be dates: 14-17 September 2002. For de- purchased by credit card tails, visit: www.ifs.tu-harburg.de/HIPER/ HIPER_02.html. I welcome all hydrofoil New Video Page activists. We have special funds to waive Films and Videos about or featur- the fees for young participants (up to 35 ing hydrofoils are the subject of a new years) of EC citizenship or those who page on the IHS website. We need more have lived the past 5 years in the EC. — references to build the content of this Volker Bertram ([email protected]) page, so all members and visitors are urged to contribute to this page, which is at www.foils.org/popvideo.htm.
Page 18 IHS Spring 2002 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Summer-2002 Sailing Editor: Martin Grimm WHERE ARE YOU IN USTICA LINES INTRODUCES THIRD CYBERSPACE?! RODRIQUEZ FOILMASTER HYDROFOIL IHS relies on electronic communi- (From Fast Ferry International, April 2002) cation with the membership to improve timeliness and reduce mailing costs. If you are a member with email, let us he third Rodriquez Foilmaster hydrofoil ordered by Ustica know your email address! Thank you. TLines, Natalie M, was delivered to the company at the end of February. The vessel is virtually identical to Adriana M, the 2002 DUES ARE DUE Foilmaster that entered service three years ago on the operator’s route network serving the northwest tip of Sicily. Two MTU 16V 396 TE74L diesels, rated at 2,000 kW at 2,000 rpm, IHS Membership is still only power fixed pitch propellers via ZF BU 755 gearboxes. Service US$20 per calendar year (US$2.50 for students). Your renewal or new member- speed, with a full load of 240 passengers, is 38 knots. ship is critical. IHS accepts dues payment by personal check, bank check, money or- der or cash (all in US dollars only). We have also arranged for payment of regular membership dues by credit card using PAYPAL. To pay by credit card please go to www.foils.org/member.htm and follow the instructions. INSIDE THIS ISSUE - President’s Column...... p.2 - Welcome New Members... p.2 Equipment in the wheelhouse includes a Decca BridgeMaster radar, Sperry Marine ES 500 depth sounder, JRC NWZ 4570 gps, - Collision Reports...... p.4 Navionics Geonav 11 Flash plotter, and Sailor vhf/ssb radios and - PHM Update...... p.5 satcom. - Propellers...... p.7 Growth at Ustica Lines since the company was formed in 1993 has been impressive. When its first Foilmaster, Eduardo M, was deliv- - Wash Report...... p.8 ered in 1996, the fleet totaled four hydrofoils. The arrival of Adriana - Sailor’s Page...... p.10 M in 1999 increased the number to five. This summer, the company See FOILMASTER, Page 3 - Letters To the Editor..... p.13 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Vincent Browne - I live in Alaska, have a high school education and am pleased to report that the IHS 2002-2005. We hope you have taken some college. My work experece is Icontinues to expand and further the opportunity to become familiar mostly architectural. I have always improve it services to both mem- with these people who are willing to been interested in objects that float bers and the hydrofoil community. serve the IHS, and voted accordingly. in water, especially ones that can Since the beginning of the year a total move in it I have experience in of 25 new members have joined the Between Steve Chorney and myself, hydroplaning but limited to high- IHS from various parts of the world we have “manufactured” and sent out ways. This year I did it about 60 including England and Singapore. about 150 AMV CDs. See the Au- mph. for a short trip on water on Membership Chairman, Sumi Arima, tumn 2001 and Spring 2002 Newslet- ice but ended abruptly in deep snow. through his e-mail solicitations in re- ters. Recipients include individuals, I would like to build a small hover- sponse to those contacting the IHS in Universities, and Human Powered craft and side thrusters for my s.u.v. various ways, has been successful re- Vehicle organizations/individuals Bruce Bryant - Bruce lives in the cently at bringing in about five new from all over the world. Seattle area & had worked on the members just this year so far. Boeing hydrofoil program for 25 The Board of Directors has decided to years. He was a test engineer, pilot Since the last Newsletter, through the proceed to scan additional sets of & manager of the Systems Test Or- efforts of Barney Black and Bill Advanced Marine Vehicle (AMV) ganization & worked on most of the White, your Society has instituted a documents and produce CD-ROMs Navy & Commercial hydrofoil pro- new IHS Bulletin Board feature on 2, 3, and so on. A committee consist- grams. Bruce is currently continu- the web site. It has already received ing of J. Meyer, W. White and K. ingtheR&Dwork on HYCAT substantial traffic, and only about ten Spaulding will review documents for (HYdrofoil-CATamaran) started percent of the messages posted have selection. No time table has been es- over 20 years ago by the late IHS required any assistance or editing by tablished for the next AMV CD at this member Dr. Dale E. Calkins. Bill White or Barney Black, meaning time. We will keep you posted on Andrew Gibson – Andrew is a that their workload has been reduced. progress. “Brit”, living in Los Angeles. Al- Photographs can be included directly though interested in sailing for I’d like to remind all readers of the in the messages. The service we are many years, he has only recently de- very interesting periodical, “Classic using costs under $20 per month, and veloped an interest in hydrofoils. Fast Ferries” that is available as a that includes the software, which is Currently he is building a relatively Adobe file at classicfast-f.home continually being upgraded by the fast (non-hydrofoil) 20’ trimaran, page.dk. Member, Tim Timoleon, provider. The messages are catego- but is already considering his next does a fantastic job of generating this rized into twelve subject areas, and it project as a sail-powered hydrofoil. 16 page document every 2 months is possible for any IHS member to be Andrew is not content with simply and makes it available at no charge. designated to receive messages auto- buying and sailing one, but looking Its all about the heyday of passenger matically in his choice of subject ar- forward to learning more on the sub- hydrofoils, hovercraft and catama- eas (any or all). The person sub- ject. rans, plus relevant news. I encourage mitting a message designates the cat- Myrel Harner – Myrel is from all members to download these peri- egory he thinks is most suitable. Look Georgia, a retired Air Force, B-29 odicals which have high quality pic- for a short article on the New Bulletin flight Engineer and wound up as tures, well-written text and inter- Board by Bill White in the Autumn Maintenance Superintendent on esting format. Newsletter. heavy jets. He acquired a 1958 Grumman Hydrofoil some 11 years Many weeks ago you should have re- John Meyer, President ago and has had it in the water four ceived a Ballot for the election of the Continued on Page 12 Board of Directors Class of
Page 2 IHS Summer 2002 FOILMASTER This summer, Ustica Lines is intro- United States and People’s Republic (Continued From Page 1 ) ducing a new route network in the of China. The long anticipated fast northern Adriatic linking the Cro- ferry order boom in the United States will be operating eight hydrofoils and atian towns of Porec, Pula, Umag, may have started. Some 33% of 2001 two catamarans. Since 1996, Ustica Rovinj and Mali Losinj with Venice deliveries and 28% of outstanding or- Lines has also owned 33% of and Trieste. First catamaran services ders involve American customers. Rodriquez Cantieri Navali. were scheduled to be operated on May 1 of this year. Few yards are building ahead of or- The three Foilmasters are the only ders at present, there are only half a newbuildings introduced by the com- dozen or so stock vessels available pany. Ustica Lines has acquired a sin- worldwide. Previously unreported gle RHS 140, two RHS 160s and two deliveries during 2001 include a 30m RHS 160Fs from other European op- 2001 DELIVERIES AND ORDERS monohull by Cantiere Navale Foschi; erators. two 28m monohulls and a 32m mono- hull by Cheoy Lee Shipyards; a 6.2 RODRIQUEZ NATALIE M (From January-February 2002 Fast Ferry International) catamaran by Iris; and a 22m catama- ran by Sabre Catamarans Interna- Length overall 31.2 m ccording to the survey of 2000 tional. Length waterline 27.0 m deliveries and orders published Beam moulded 6.8 m Ain Fast Ferry International a Three vessels listed as outstanding Beam over foils 14.1 m year ago, fast ferry builders entered orders a year ago are not included. Depth 3.9 m Work has yet to start on a Derecktor Draught 2001 with outstanding orders for just - On foil 1.7 m 29 vessels. Final deliveries by the end NGA 35m catamaran for New York - Off foil 4.0 m of the year were that not much higher, Fast Ferry; design changes specified Displacement just 40 newbuildings and three stock by the customer reduced the service - Full load 124 tonnes vessels are included in the 2001 list- speed of a Crowther Multihulls 25m Deadweight 29 tonnes ing. catarnaran delivered by FBM Aboitiz Capacities Babcock Marine to less than 25 - Fuel 9,766 litres The situation regarding outstanding knots; and an FBM TriCat 45m cata- - Fresh water 600 litres orders is far healthier. By the end of maran launched in 1999 by the Passengers 2001, these amounted to 68, the high- Pequot River Shipworks has yet to - Main deck 132 est figure since the end of 1997. The enter service. - Upper deck 108 mix of orders is significantly differ- – Total 240 ent from that of four years ago Crew 6 though. Where a contract has involved a ves- Speed sel not built during 2001 or 2002, the - Lightship 40 knots The smaller end of the market is cur- - 100% load/90% mcr 38 knots year of construction is listed in brack- rently attracting most interest, 53 of Range 330 n miles ets. In the ‘Changes of ownership and Main engines 2 x MTU the outstanding orders are in the leases’ section, vessels appear as hav- 16V 396 TE74L 50-199 seat range while only 8 are for ing moved directly between operators 2,000 kW at 2,000 rpm vehicle ferries, and just one of these although some will have passed has a capacity of over 100 cars. At the through intermediaries such as banks Seven of the company’s hydrofoils end of 1997, there were only 11 Out- or finance houses. For the purposes of are based in Trapani and operated ei- standing orders for 50-199 seat ves- this summary, a fast ferry is regarded ther to the Egadi Islands or on longer sels, but 22 for vehicle ferries. as a vessel capable of carrying at least routes to Naples and Pantelleria. The 50 passengers, or an equivalent The majority of orders for the ‘tradi- sole RHS 140 is operated off Sicily’s amount of passengers plus cargo, at a tional’ 250-450 seat market sector southwest coast, between Linosa and minimum service speed of 25 knots. Lampe-dusa. have been placed by operators in the Continued on Next Page
IHS Summer 2002 Page 3 ORDERS AND DELIVERIES Medium speed versions of fast ferry Officer, Chief Engineer, three deck (Continued From Page 3) designs are not included, and it crew and two cabin attendants. should be borne in mind that as many Deliveries and Orders at December companies also build other types of “The Jetfoil was steering 280 de- 2001: vessels, production activity at some greesT. The pump speed of the yards during 2001 and 2002 will be waterjet system was increased to Deliveries Orders Total greater than a listing of only fast fer- 2,000 rpm at about 0405 on clearing Macau Ferry Terminal. After attain- Catamarans 30 46 76 ries would suggest. ing a speed of about 27 knots, it be- Foil assisted HONG KONG MARINE DEPARTMENT came foilborne at about 0407, near catamarans 1 6 7 ISSUES TWO COLLISION REPORTS Victoria Buoy. The course was then Hovercraft - 1 1 altered to 260 degreesT to steer along Hydrofoils - 4 4 (Excerpts From Fast Ferry Interna- the outer limit on the starboard side of Hydrofoil tional, March 2002) the Southern Fairway. catamarans - - - Monohulls 12 9 21 he Hong Kong Marine Depart- Surface Tment has published the results of effect ships - 1 1 its investigations into two colli- SWATHs - 1 1 sions involving Turbojet fast ferries Wavepiercing operating night services between catamarans - - - Hong Kong and Macau. The acci- dents occurred within two months of each other in 2000. Totals 43 68 111 On Aug 1, China Shipbuilding PS 30 CSSC PS 30 hydrofoil shortly after Passenger Ferries fully submerged hydrofoil Praia leaving Hong Kong for Macau 50-99 seats 6 15 21 struck the chain of a buoy in Victoria “About this time, the Chief Officer 100- 149 seats 7 9 16 Harbour. In the second incident, on reported sighting a target on the star- 150-199 seats 5 13 18 Sept 21, FBM Marine TriCat 45m board bow crossing from starboard to 200-249 seats 1 2 3 catamaran Universal MK 2006 came port. The Master ordered the Chief 250-299 seats 4 7 11 into contact with a towline between a Engineer to reduce speed to 1,800 300-349 seats 2 2 4 tug and a barge, causing the tug to rpm. The Master also altered course 350-399 seats 6 4 10 capsize and sink with loss of 4 lives. to starboard to steer 270 degreesT to 400-449 seats 5 8 13 avoid collision. The jetfoil passed 450 + seats 1 - 1 TurboJet operates a fleet of 16 Boeing astern of the target at about 0408 and Totals 37 60 97 Jetfoil hydrofoils, 2 CSSC PS 30s, 2 Kvaerner Fjellstrand FoilCat 35m hy- then the Master altered course to port drofoil catamarans and 8 FBM TriCat to meet the original track. Passenger/Vehicle Ferries 45m catamarans between Hong Kong “According to the Master, he sighted 5-49 cars 1 5 6 and Macau. The PS 30s were de- at 0409 a semi-submerged object 50-99 cars - 2 2 signed and built in Shanghai, but are about 2030 feet away on the star- 100- 149 cars - - - known locally as Jetfoils. board bow. The Master immediately increased the helm to port to pass the 150-199 cars 2 - 2 Detailing the collision between Praia object. The Master felt a collision 200-249 cars 2 1 3 and the chain of Government near the starboard quarter on passing 250-299 cars - - - Mooring Buoy B20, the Marine De- the semi-submerged object, and the 300-349 cars - - - partment says, “The Jetfoil departed starboard engine automatically shut 350-399 cars - - - Macau Ferry Terminal [Hong Kong] down. 400-449 cars 1 - 1 at about 0401 for Macau with 37 pas- 450-499 cars - - - sengers on board. It was manned by a Totals 6 8 14 Master, Chief Officer, Night Vision Continued on Next Page
Page 4 IHS Summer 2002 HONG KONG COLLISION Cruz, Tenerife. The Jetfoil was re- PHM UPDATE (Continued From Previous Page ) portedly running in heavy seas at the time, but initial speculation about the “The Master claimed that he was not reason for the accident centred on February 22, 2002 aware the vessel had collided with damage to the aft foil resulting from a B20. He speculated that the vessel debris strike. By Eliot James (IHS Member) might have collided with the A rescue vessel and a helicopter fer- It is our intention to open the Aries to semi-submerged object. Although ried medical staff to the Jetfoil, which tours this summer. Our plans are to the port engine was still running, it arrived back in Las Palmas, under cruise downstream and are going to was stopped by the Chief Engineer in tow, at approximately 1900. The most be stopping at larger cities that have order to stop the vessel. seriously injured were then taken to a waterfront festivities. Tours of a “The Master ordered announcements hospital. docked vessel have a significantly to be made for passengers on the pub- lower risk factor than chartering. lic address system that the vessel had How far we go, will depend on the experienced an engine breakdown success of the tours to put fuel in the and to check if anyone was injured. tanks. Only a cabin attendant had sustained We are planning on using the CIC as minor injury. the main display area where we will “During an inspection after the colli- have artifacts as well as video, still sion, no apparent damage was noted pictures, and text documenting hy- on the body of B20, but some new drofoil development. damage on the chain was noted. The We have a lot of cleaning up to do. We position of the new damage, below Trasmediterranea has operated Jet- are also in need of some painting. In the sea surface, coincided with the foils in the Canary Islands since 1980 my investigations, it seems there are position of the damage on the after Princess Teguise was carrying 102 many types of paint that can be used. strut of the Jetfoil below the water- passengers and a crew of five. Most Could anyone tell me the best to use line. The investigating officer there- of those injured suffered minor cuts over the paint that already exists? Am fore concluded that the starboard and shock. However, 21 were treated I correct in assuming it is enamel? Is after strut of the Jetfoil had collided in a hospital, five of whom were ad- there an “official” color? with the chain of B20. mitted with serious spinal injuries or We are going to use the 25 hp aft ship JETFOIL ACCIDENT cuts. Passengers who did not have hydraulic system to operate the crane their seat belts fastened were thrown we added as well as provide for back out of their seats. Passengers who did up for the steering system. We are go- (From Fast Ferry International, have their seat belts fastened were March 2002) ing to tap in a 5 hp self contained hy- also injured though. draulic system to power the steering ifty-two passengers and crew One of the doctors attending the vic- in normal operation. This keeps us Fwere injured in the Canary Is- tims suggested that while a seat belt from having to have all systems lands last month when a will stop a body from shifting for- charged when we only need them at Kawasaki Heavy Industries Boeing ward, it will not prevent it from bend- small intervals. The 60 hp forward Jetfoil 929-117 hydrofoil operated by ing, and this movement can be severe system powers the bow thruster and Trasmediterranea suddenly came off enough to cause damage to the spinal capstan. We figure on being able to foil while travelling at 42 knots. cord. He also stressed, however, that raise and lower the foils with this if none of the passengers had been amount of hydraulic power. (We will The incident, on February 10, oc- have the capability of the 3000 psi but curred 10 minutes after Princess wearing seat belts, many of them Teguise had left Las Palmas, Gran could have been killed in the acci- Canaria, on a 1700 service to Santa dent. Continued on Next Page
IHS Summer 2002 Page 5 PHM UPDATE heave, pitch, roll and yaw while fitted rently available; way outside it’s (Continued From Previous Page ) with feedbacks displaying the craft’s actual size range. running condition and acceleration not the volume, which will signifi- levels. It is connected to a Miros mi- With respect to sea-keeping, the cantly slow the hydraulic response crowave altimeter for height control test-craft on several occasions ran un- time.) All the pumps are still on the and real time wave height measure- der conditions corresponding to main gearbox supplying foilborne hy- ments. full-scale significant wave heights of draulic power. The oil, I believe, is a appr. 3.5m (typical JONSWAP spec- synthetic as there are warning signs Generally the test-craft was run at tra) while still maintaining speeds of stating that, it is red in color, can any- 34 to 38 knots without any incidents one tell me what it is and where to find of wet deck and sidehull slamming. some more of it? The picture below shows the wave conditions. How much was the Automatic Con- trol System (ACS) used, or more im- portantly, how effective was it in hullborne travel? conditions corresponding to full- scale speed of 38 knots with displace- Does anyone know how much power ment up to 460 metric tons. The high- was required for the foil system? est speed was logged at 23 knots on Under all conditions the sea-keeping Foilborne or hullborne? I am wonder- the GPS, corresponding to 46 knots was exceptional. Unlike most ing if we have enough to test an ACS full-scale. Water-jet impeller and en- foil-based concepts, we were able to in the hullborne mode without the gine rpm-restrictions limited testing safely stop and take-off again in 3 to main turbine in operation. to 75% deadweight (d.w.) fraction. 4m [full-scale equivalent] waves af- Towing tests, using a calibrated load ter doing regular dead ship FOIL ASSISTED TRIMARAN cell attached to the towing line from a wave-height samplings. The onboard 25 feet planing boat powered by two Data Acquisition System recorded Excerpts from Press Release pro- 150 hp outboards, indicated full-scale LCG accelerations below 0.1 g RMS vided by Bill McFann (IHS Member) power requirements corresponding to in all headings, while passengers 6500 kW at 38 knots and 127 tons could easily stand up-right without echMan AS, Norway, and Island d.w. This represents an amazing the need of holding to keep their Engineering Inc., USA, have now 30-50% reduction in power require- T balance. Runs in quartering and beam completed first phase of the tech- ments compared to catamarans at sea conditions confirmed that com- nology verification program involv- similar condition, pending choice of bined effects of hull design and active ing sea trials of the 43 feet, 7.7 tons comparative vessels. foil assisted trimaran test-craft “Is- flap control eliminate roll motions land Flyer”. As earlier reported, this Post test analysis indicate that and provide good directional stabil- is a quarter scale of a 53m foil assisted full-scale service speed of 45 knots ity. Even in bow waves approaching trimaran capable of carrying 450 pas- may be obtained at less than 9000 kW 4m (full scale), the pitch motions sengers and 64 cars at maximum. at a displacement allowing 148 tons were very low and there was little or speed of 50 knots. d.w. This is well below the initial pre- no spray generation from the bow. dicted power requirements. The full The foils also provides significant The water-jet propelled test craft was load power-to-dw ratio of around 45 passive roll damping during launched a year ago outside kW per ton at 38 knots service speed dead-ship conditions in rough waves. Lexington Park, Maryland and has matches the efficiency of the largest The probability of seasickness occur- since completed several tests includ- fast ferries available. This fact should rence in higher sea-states is very low, ing development of a new generation place TechMan’s design concept as not to say unlikely. The reason being motion controller. The controller is the most fuel efficient and environ- capable of controlling lift fraction, mental friendly fast ferry design cur- Continued on Next Page
Page 6 IHS Summer 2002 FOIL ASSISTED TRIMARAN input on a small diameter may have a (Continued From Previous Page ) much lower efficiency; the losses are wasted to waves and heat. the low motion amplitudes and that the frequency lies above the typical Ideally, says the German specialist sea-sickness band. One has to look Promarin, a propeller should turn as for catamarans and monohulls of ap- much engine power as possible into proximately double the length fitted thrust with as little noise as possible. with T-foils and trimtabs/ intercep- Impression of reconfigured IX 515 The higher the number of blades, typ- tors to find similar low acceleration foil assisted catamaran ically between 3 and 7, the higher the levels. cost of the propeller and the higher In 1982 it was lengthened by 15m to the frequency of the vibrations The concept, granted US & interna- 48.5m and was redesignated caused by the propeller. Generally, tional patents, is currently available SES-200. Eight years later, the vessel the higher the power input, the higher in 15 different design versions rang- was retrofitted with MTU 16V 396 the number of blades desirable. ing from 16 m, 40 pax-only version to TB 94 diesels and Kamewa 71 SII 68 m, 570 pax/86 cars version. waterjets, increasing its maximum Produced in Germany, the Contur speed from approximately 28 knots to propeller is described as a unique de- over 40 knots, and it was given the sign with blades made from carbon fi- TechMan is now seeking contact with pennant number IX 515. bre composite. Each blade is fast ferry operators, yards and inves- individually replaceable, a procedure tors worldwide to introduce the new The vessel is now at the Pacific Ma- that can be carried out with the vessel generation high performance vessel. rine yard in Hawaii, where it is to be afloat, contributing to economics that converted to a foil assisted catamaran help to offset the higher initial cost. featuring two propulsion pods on the Available with up to six blades, the For further information please con- forward foil. Anticipated speed, tact; Rune Odegird TechMan as Tel. propeller is suitable for both planing when carrying 100 deadweight and displacement hulls. +47 57 86 66 33 Fax. +47 57 86 66 tonnes, is 26 knots. 05 e-mail: [email protected] Among benefits cited are smoother PROPELLERS STILL THRUSTING TO- MAN B&W DIESEL ENGINES SLATED running and higher efficiency. Effi- WARDS PERFECTION FOR IX 515 ciency is enhanced by ability of the (Excerpts From Speed at Sea, De- blades to flex slightly under load; (From Fast Ferry International, cember 2001) hence, under acceleration, the pitch is March 2002) by Doug Woodyard slightly reduced to yield better per- formance. Blade flexibility smooths AN B&W Diesel is to supply ropellers are not perfect ma- out propeller vibrations. Mfour 18VP185 engines rated at chines. They might absorb 100 3,700 kW for installation in a Pper cent of the shaft power but Several US boatbuilders offer the Rodriquez Aquastrada TMV 84 only something more than half of this Contur propeller as an option, includ- monohull that is to be delivered to a power is used for ahead thrust, even ing Lazarra, which builds motor Spanish operator in early 2003. The under good conditions. Highly yachts in the 20m-30m range, Carver engines will be delivered to the loaded propellers with a large power and Neptunus. A Carver vessel re- Rodriquez yard in Pietra Ligure, near portedly achieved a speed increase of Genoa, in the Spring. 2.5 knots using the propeller. Disclaimer Two 18VP185s, rated at 4,000 kW at Continued on Next Page 1,950 rpm, have also been ordered for IHS chooses articles and the US Navy’s IX 515 surface effect photos for potential interest to IHS Interested in history, pioneers, ship testcraft. Launched in 1978 as a members, but does not endorse photographs? Visit the history Bell Halter 110 crewboat, the vessel products or necessarily agree with & photo gallery pages of the IHS was later purchased by the Navy. the authors’ opinions or claims. website: www.foils.org
IHS Summer 2002 Page 7 PROPELLERS from a standing start. At high rpm the 420, Investigation of High Speed (Continued From Previous Page ) radial flow over the ring would virtu- Craft on Routes Near to Land or En- ally eliminate cavitation. closed Estuaries’, the MCA says, ”In Significant merits are claimed by the 1999 the Queen’s University of Bel- developers of the RingProp, a propel- fast was awarded a contract to under- Performance claims from pre-pro- ler with a circumferential ring con- take a physical study of fast ferry duction trials are reportedly sup- necting the blades, forming a profile wash with a view to obtaining a better ported by tests carried out at MARIN constructed from a single die. Advan- understanding of the physical charac- in The Netherlands and at DNV’s tages are promised in applications teristics of the long period waves Trondheim test facility. ranging from jet ski boats to deepsea which are generated. Kirk McClure ships, including fast vessels. Morton was engaged as sub-contractor to undertake mathe- Originally devised in Australia as the Most of the CP propulsion systems matical modeling of the transforma- ‘Stealth’ propeller during the 1980s, supplied by Norwegian specialist tion processes which take place as the the RingProp will now be developed Servogear have been installed in high wash travels from the ship to the and marketed from the UK’s Haslar speed monohull or catamaran ves- shore.” Marine Technology Park, with manu- sels. The CP propellers form part of a package that commonly embraces re- facturing carried out in Tasmania. Summarizing the results of the study, duction gearboxes, sterntubes, shaft Queen’s University says, “Based on a brackets and effect rudders; propeller combination of physical model tests tunnel design is also undertaken. in a shallow wide towing tank and an [Editor’s Note: The article continues extensive range of field measure- to describe Servogear and other Eu- ments, the following has been con- ropean propeller developments, in- cluded: cluding controllable pitch propellers.] Solitary Waves “Both conventional ships and fast fer- ries can produce solitary type waves, MARITIME AND COASTGUARD which are of very long period and can AGENCY PUBLISHES FAST FERRY travel several ship lengths ahead in WASH REPORT very shallow open water. Large dis- placement ships operating in shallow The RingProp configuration report- (Excerpts From Fast Ferry Interna- water are particularly prone to gener- edly improves thrust and overall per- tional, April 2002) formance at all speeds, underwriting ating this type of wave. he United Kingdom’s Maritime fuel efficiency increases of 8 to 12 per “However, with respect to fast ferries, & Coastguard Agency has pub- cent over a conventional propeller. the following should be noted: Tlished ‘Research Project 457, A Vortex thump is reduced and steering - These waves are only generated at Physical Study of Fast Ferry Wash and manoeuvrability enhanced. Fur- subcritical and near-critical depth Characteristics in Shallow Water. Fi- thermore, the ring is said to control Froude numbers when the water is nal Report’. The 115 page document much of the blade tip vortices, which very shallow with a small under keel can be accessed on the MCA website in turn fosters less hull resonance and clearance of 1m to 2m. Consequently at www.mcga.gov.uk/ publica- reduced vibration. they occur when there is a high tions/research/457rep.htm or on the ‘blockage’. According to RingProp UK chairman Queen’s University Belfast website - The height is small compared to the Johnny Townsend, the propeller can at: main body of the wash and trials with outperform open bladed types in www.qub.ac.uk/waves/fastferry/ an HSS in Loch Ryan at a depth practically every way, including ma- ferrywashhp.html noeuvrability, sharp angle turns at Froude number of 0.8 and an under speed, bollard pull and acceleration Describing the work as “essentially a follow up study to ‘MCA Project Continued on Next Page
Page 8 IHS Summer 2002 WASH that catamarans operating in the (Continued From Previous Page ) supercritical regime produce less en- ergetic waves than monohulls of sim- keel clearance of 1.5m has produced a ilar length and displacement. solitary wave height of less than “As the crests of the initial waves in 50mm. - the super-critical wash are continu- Solitary waves were not observed at ous, the height of the waves already higher tidal levels when the under produced will reduce when the ship keel clearance exceeded 2m and the slows to sub-critical speed. This is depth Froude number was less than due to the lateral spread of energy 0.8. along the wave as the crest length in- - The height of the solitary wave in- creases without further input of en- creases as the critical depth Froude ergy from the ship.” [Editor’sNote: number is approached and subse- The article continues to summarize quently disappears beyond a value of other aspects of the study. The reader 1.1. is advised to refer to the full report - Vessels operating in the ‘hump’ Plan view of a typical Kelvin referenced at the beginning of the ar- speed range at a Froude length num- sub-critical wash pattern (top) and ticle.] ber of between 0.4 and 0.6 when oper- critical wave pattern ating at depth Froude numbers of As a result it was possible to predict between 0.8 and 1.1 are most capable the period of the leading waves in the ROLLS-ROYCE LAUNCHES MARINE of producing solitary waves. far field and also to calculate the di- TRENT GAS TURBINE - Bluff bodies which displace more vergence angle between these waves. water at the bow produce larger soli- This angle was shown to be a function (From Fast Ferry International, tary wave heights and there is a of depth Froude number (Fnh) and April 2002) greater tendency to ‘bulldoze’ the the x/h (transverse distance/water water out of the way. olls-Royce is working on a Ma- depth) ratio. Rrine Trent 30 gas turbine for “The length Froude number is an im- commercial and naval installa- Super-critical and Critical Wash portant parameter in intermediate as tions. The engine will be available in Waves well as deep water as it influences the early 2004. According to the com- “As solitary waves are only generated point at which a vessel produces its pany, “The Marine Trent 30 boasts a in very specific circumstances and maximum wash when travelling in power rating of 36 MW (ISO, no loss) are very small in height, it is the lead- the critical speed range. A worst case and is cost effective, compared to all ing waves produced at super- critical scenario in terms of wash generation existing turbines, for all marine appli- and trans-critical depth Froude num- occurs when a ship operates at the cations from 25 MW. bers in conjunction with the trans- ‘hump speed’ (typically between Fri, verse high speed sub-critical waves = 0.4 and 0.6) and the critical depth which are the most significant to us- In the commercial sector, it is ideal Froude number simultaneously. ers of the coastal environment. for cruise liners, fast ferries and LNG “Catamarans tend to produce wash craft. The engine has 80% common- with distinct wave frequency groups ality with the Trent 800 aero engine, “A mathematical model has been due to phase cancellation of some which has achieved a 99.9% dispatch compared to and validated by experi- waves from each hull. This varies reliability and more than two million mental data. It was found that the with hull length and spacing. In com- flying hours since it entered service in model provided a good prediction of parison, monohulls generally pro- 1996. The total package, including the wave patterns, the angle of each duce a continuous spread of wave enclosure and auxiliaries, weighs less wave in the leading group of waves, frequencies from the initial waves to than 26,000 kg. Dimensions are 8.9m and the divergence of the wave crests. the short tall waves. It was observed long, 3.5m wide and 4.3m high.”
IHS Summer 2002 Page 9 SAILOR’S PAGE THE ULTIMATE RAVE STORY I headed out with the sun and wind into San Pedro, the trip near com- By Brian Douglas, Edited by: Eric rising together, wanting to get out be- plete. Or so I thought. Arens fore it rose too much and trapped me. I made it outside, turned south, and I headed south out of Xcalak to try [Part I of this story appeared in the soon sighted Mayugual. I looked at and make a narrow channel, the Boca Spring 2002 issue of the IHS NL.] the chart. The final town in Mexico, Bacalar Chica, that the Maya had cut and my port of destination, Xcalak through a narrow spot in Ambergris Part II was within reach. Key into Chetumal Bay. The locals I pulled out in the morning as condi- were split in their opinion as to I am gone the next morning, shooting tions were getting worse. I had a good whether it was possible to make it the reef immediately, and running morning’s run down and across Bahai through, but I figured it was worth a outside through some of the roughest del Espiritu Santo, but as I rounded try. I made it to the entrance just as an- seas I’ve seen on the trip. Not the larg- the point out of the bay the wind died other storm blew in, but I doused the est, though they were big, but it was a before the storm. When it hits, I al- main and drove in fast under the jib. It choppy mess with reflected waves most pitch-poled. actually worked well, even with the from the reef and a deep trench just rain, because the strong wind fun- By the time I had raised the sails, the offshore combining to create huge neled up the twisting channel, letting wind had died again. But determina- me sail a good tion is where I’m at; perseverance. I ways inland. knew if I could round the point, a mere five miles, I could come back Then I was pad- inside the reef again and be able to dling up a narrow keep working my way further down channel against a the coast, even just hops between stiff current, using storms. I paddled for five hours in my canoeing light winds almost dead out of the di- skills to climb up rection I wanted to go, south. But through the eddies eventually I rounded the point and behind the curves, got inside through a small cut. Of and ferry across course, at this point the wind picked the current to up. I started to run south inside the cross from eddy to reef, but was quickly hemmed in by eddy. I came to the rock bottomed shallows ashore and final cut, only a coral reaching out from the reef. I few feet wider squeaked through, but saw the same than the boat, with ahead, and the deep water I was in tall mangroves al- heading out through a break in the FURTHER on the Beach most meeting reef, so out I went. The rest of the day overhead and I ran outside, making for the only rogues and gulfs, and breaking seas swarms of mosquitoes in the still air. I town on the coast, Mayugual, for from four directions. After a few made it halfway before I was hope- food. punishing hours, I ran through a nar- lessly hung up, unable to maneuver row cut in the reef marked by a wreck against the current in such a small the locals in Xcalak told me about. A place with the current now even It was a good run down the coast, ac- beautiful local traditional sailboat stronger and no curves in the channel. tually, though the seas left over from comes by just as I’m hove to changing But I didn’t give up. I took down the the storm were a thing to see, but I’d my flags to the Belizean and the Q upper shrouds (wires that support the had big seas coming in from offshore flag, and I follow it down the coast Continued on Next Page the whole trip.
IHS Summer 2002 Page 10 RAVE ever, if you’ve got a spare one sitting reached 30 knots. Predicted top speed (Continued From Previous Page ) around, I’d be glad to take it even fur- is 40 knots. ther mast) that were causing the worst Spitfire was designed by Mark Pivac trouble hanging up in the mangroves, I’d have been happy to continue on of BDG Marine, a division of Perth letting the lower shrouds support the even longer if it had been winter, the based industrial design and engineer- mast. Then into the water I went, off season, so I wasn’t watching the ing firm, and built by Windrush dragging the boat up the channel ala summer festival season and the bulk yachts in Perth, Australia. “African Queen”. of my annual income slip away, day by day. But there is always another The 12 metre (40 feet) catamaran fea- So I had it to do and I got it done, year, and it feels much more impor- tures twin rigs, sleek hulls and most walked the road less traveled; in fact, tant that I was back living the excep- notably, three hydrofoils that lift the the road untravelled would be more tional experiences that had always hulls completely clear of the water, like it. You have time to think, out been such a big part of my life, “fly- allowing Spitfire to accelerate there, and time to not think. And you ing higher”, “further”. to30+kts and more. ponder the truths that make them- selves obvious. “You can sail a track I remember the temptation to not across the sea, but you leave no mark, come back, to lose myself in the wind instead, the sea leaves its mark upon and wave and life of the vagabond, you. Though I have ”boldly done", I with a small boat and my music, and was actually following in the foot- the boundless beauty of nature. steps of the ancient Mayan canoes. You have a great boat (WindRider), I Funny world, sure enough. congratulate you. [This tale was found posted on the Rave Page (“http://www.ravepage.com” www.ravepage.com) maintained by It is quite the craft! Tapered foils, ver- Eric Arens, proprietor of Wind- Rider tical dagger on the bottom. The boat of the Treasure Coast based in has vinylester infusion moulded Florida, USA who is a distributor of E-glass/balsa core hulls, vacuum the Rave hydrofoil sailboat.] bagged epoxy/carbon fibre beams SPITFIRE and prepreg carbon fibre masts and foils. The twin rigs are each (From Launchings and Martin free-standing and have a double Grimm) -luffed-fully battened wing sails. pitfire hydrofoil flew briefly dur- Current plans include a 120 foot cat ing her first test sail on January for the race 2004 to smash all the re- S18, 2002, and on later trial, she cords. For more information and pic- A Salute to FURTHER tures visit www. bdg.com.au
So I did it, and pulled it off. I’m in San A similar article also ap- Pedro, Belize, Central America; after peared in Issue 56 of a 45-day passage sailing this little Multihull World Magazine boat I’ve named “Further” for dura- regarding the ‘Spitfire’ sail- tion of the trip. ing hydrofoil Catamaran. Watch this column in the Au- As for the trip, it was just the sort of tumn NL for additional in- thing I do, and really just a favor to formation about this some friends, delivering a boat. How- interesting hydrofoil.
IHS Summer 2002 Page 11 NEW MEMBERS vorite subjects is hydrodynamics. Scott Smith- Scott is a manufactur- (Continued From Page 2) Miguel holds a license as private pi- ing and design engineer for lot of single engine aircraft. He en- Syntheon LLC, a medical device times in May of this year. He reports joys water skiing, sailing and boats R&D and manufacturing facility. that on his first trip of 20 minutes he in general. As such he has access to CAD sta- almost sank it. Same on the second Andrew Nicoll – Andrew has been tions as well as computerized manu- trip. He finally got foilborne at 28 interested in Hydrofoils since the facturing equipment. His interest in MPH, but the forward foils stall at 60’s when he saw an article in Popu- hydrofoils goes back many years, 27 MPH and she plowed in. He now lar Science about research being especially in small foil boats and thinks he is proficient enough to done at Boeing. After College in 2-man hydrofoils, and is currently survive further operation. 1977 he visited the Boeing facility planning to build several test plat- Ronald Lamarand - A former and snagged a guided tour of a Jet- forms, including a 1-man electric, a “Hydrofoiler”, Ron, while serving foil being equipped for coastal pa- 2-man gas engine powered hydro- in the U.S. Navy as an Electronics trol in SE Asia. The aluminum foil, and a 20’ open fisherman based Technician was a crewman of the looked so thin a kid with a .22 rifle hydrofoil. He recently purchased Tucumcari PGH-2 Hydrofoil Gun- could probably sink it! He was as- two Dynafoils (1-man wave-runner boat. He came onboard in August of sured that wasn’t the case. He later type foil) and is building a database 1970, while stationed in San Diego, spoke to the Coast Guard Command for them including part drawings CA and continued to serve the in Seattle about foil equipped res- and manuals. He has done a small “Tuc” until his discharge in Febru- cue boats. They pointed out the ob- amount of repair work for people ary of 1973. His experiences in- vious “cookie cutter effect”. with Russian made hydrofoils, and cluded a European cruise where Andrew has done some experimen- intends to purchase one eventually. hydrofoil technology was demon- tation over the years but nothing ********** strated to several NATO countries “real”. An electronics engineer by in 1971, and States-side demos the trade, he loves the control problems following year. Also, Ron was on posed by foils. board the Tucumcari on that fateful Paul Sims – Paul is from Mims, FL. night, when she was “lost forever”, He is designing a Hydrofoil Cata- after going aground while partici- maran. Have a small cat now but NEW BENEFIT pating in night maneuvers in Puerto getting a 20-footer soon for the de- Rico. Ron is currently a senior engi- sign to be implemented. Looks very IHS provides a free link from neer at General Motors and lives in promising and may introduce the IHS website to members’ per- Sterling Heights, MI. Semi-Wig effect to attempt span of sonal and/or corporate site. To re- quest your link, contact Barney C. Miguel Lanzagorta - Miguel is marketability. Cheap alternatives to traditional styles are behind the Black, IHS Home Page Editor at from Mexico City where he is a stu- [email protected] dent in Industrial Engineering at the concept. “Univrsidad Ibero- americana”. He wants to design a sail boat with hy- IHS BOARD OF DIRECTORS drofoils although he has no experi- ence in design and building, but he 1999-2002 2000-2003 2001-2004 wants to try some day. One of his fa- IHS OFFICERS 2001 - 2002 Jerry Gore Mark R. Bebar Sumiyasu Arima John Meyer President Jim King William Hockberger Malin Dixon
Mark Bebar Vice President Ken Spaulding George Jenkins John R. Meyer George Jenkins Treasurer John Monk Ralph Paterson, Jr. William White Ken Spaulding Secretary
Page 12 IHS Summer 2002 LETTERS TO THE EDITOR
What NACA Series is Best? face, and this modifies the velocity distribu- and the Navier-Stokes CFD results, at least tion about the foil. for subcavitating flows. [15 Mar 02] I am studying in Naval Architec- ture Department, Ocean Engineering Fac- Since cavitation begins when the lowest Simulating the two-phase flow that results ulty, Sepuluh Nopember Institut Of pressure anywhere on the foil drops below from cavitation would be a difficult chal- Technology, Surabaya Indonesia. Before I the local vapor pressure of water, you want to lenge! But it has been done, and this makes a complete my studies, I must do experiments minimize the maximum velocity. That Navier-Stokes method worthwhile. Unfor- as requirement from my college. I want to ex- means no sharp pressure peaks allowed! At tunately, much of the research has been done periment with about lift and drag for a foil of the same time, you want the average velocity using NACA 4-digit sections (like 0012, a Hydrofoil Craft. This experiment is using over the top surface to be as high as possible 0015), and I suspect this is either out of igno- Computational Fluid Dynamic (CFD) with so as to produce the most lift. This drives the rance as to what makes a good hydrofoil, or ANSYS 5.6. But I am confusing about what design to shapes which have long, flat pres- perhaps because these are bad hydrofoils and NACA Foil Series is suitable for Hydrofoil sure distributions - shaped like building with cavitate more easily! Craft, and what the principal reason for a flat roof. choice this NACA Series. — Hot Pungka Say you are concerned with a fully sub- Purba ([email protected]) The NACA sections which have this type of merged hydrofoil with flaps to control the rooftop velocity distribution are the 6-series height of the vessel. As the boat flies through Response... laminar flow sections and the earlier 1-series waves, the orbital velocity of the waves will (i.e., 16-012, etc). The 1-series sections have change the angle of attack on the foil and thus [15 Mar 02]You haven’t said what the re- a shallow favorable pressure gradient back to the lift. The control system will try to com- quirements are for your section. Since you 60% chord, but they have a highly convex pensate for this by moving the flap. If the mention NACA foils, I assume that you are pressure recovery that is not necessarily a boat is flying along perfectly level, a good interested in the subcavitating speed range. good characteristic if one wants to avoid sep- approximation of a perfect control system You need to have some idea of the range of aration at the trailing edge. So a comparable would be one that maintained a constant lift lift coefficients are required of your foil - this 6-series section (say, 66-XXX) would proba- coefficient on the foil as the angle of attack is driven by the load the foil has to carry and bly be a better bet than the corresponding changed. Thus you need to consider three the variation in angle of attack the foil will 16-XXX section. cases: zero angle of attack with the flap at experience as it goes through waves. Some- neutral, positive angle of attack with the flap thing like Cl=0to0.6with a design Cl = 0.3 There are other more modern hydrofoil sec- deflected up, and negative angle of attack would be typical. The intended speed range tions, such as the Eppler designs. Try to get with the flap deflected down. The larger the for the vessel is critical - what are the takeoff, his book, “Airfoil Design and Data”. It is out flap deflection, the greater the angle of attack cruise, and dash speeds? And you need to of print, but your engineering library should change that can be tolerated while still main- know how the craft will be controlled - will be able to find it. He talks about the philoso- taining the same lift coefficient, and the the foils be surface piercing or fully sub- phy of hydrofoil design and has several sec- higher the sea-state in which the ship can op- merged, and will they change incidence or tions specifically designed to be hydrofoils. erate. For each of these three cases, the peak have flaps? velocity will occur on a different part of the You can also design your own hydrofoils us- foil. You would want to design the foil so that I believe there are four key problems in ing XFOIL, which you can download for the value of the peak velocity is the same in subcavitating hydrofoil section design. First, free. XFOIL is more modern code than the each case. This will give you the highest you want to avoid separation because this in- Eppler code, but you can still design sections speed without cavitating. But larger flap de- vites ventilation as well as causing drag. like Eppler’s using XFOIL. This would be a flections and a greater angle of attack range Second you want to avoid cavitation. Of good start to analyzing with ANSYS because means higher maximum velocities and thus a course, you also want low drag, and fortu- ANSYS doesn’t have the inverse design ca- lower operating speed without cavitating, so nately the things you do to get a high cavita- pability of XFOIL but it does have a more there’s a tradeoff between the ability to oper- tion speed and avoid separation are also powerful analysis capability. So you would ate in rough seas and the vessel’s maximum good ways to minimize the drag. Finally, the be able to compare the experimental results, speed. It’s an interesting design problem! section may be operating close to a free sur- the inviscid+integral boundary layer results, Continued on Next Page
IHS Summer 2002 Page 13 LETTERS TO THE EDITOR NACA 00-series sections through station 6; NACA sections for comparison, and use it to (Continued From Previous Page ) then tapers to a blunt trailing edge. I have make modifications to either. — Tom Speer, some experience with symmetrical foil opti- F-24 AMA DEUS ([email protected]) But one that comes back to knowing the orig- mization; however always with sections in website: www.tspeer.com inal requirements in order to design (or se- the 8% to 12% thickness range (and no data lect) the appropriate section. on less than 6% thickness). I have never im- Rudder Cavitation Design plemented a foil less than 7% (even when [3 Feb 02] The rudder cavitation article in the Take a look at http://cav- strength and ballast were not considerations) Winter 01-02 Newsletter got my interest. The ity.ce.utexas.edu/kinnas/ http://cav- and I am contemplating taking one of two op- hydrofoil strut has a similar sea state prob- ity.ce.utexas.edu/kinnas/cavphotos.html tions: http://cav2001.library.caltech.edu/view-cav.h lem. We tailored the strut section pressure tml http://cav2001.library.caltech.edu/doc- 1.Maintaining the thin section, leaving the distribution along the strut to reduce its cavi- uments/disk0/00/00/01/60/00000160-00/fi- foil in tact (excepting minimal fairing) tation sensitivity. If you are interested I nal.pdf through section 6, tapering the trailing edge would be glad to talk with you about the work http://www.tev.ntnu.no/vk/personer/gbdip.p to 1/16th inch and squaring off (this may re- we did. My comment is based on the ongoing df http://www.cfd.eng.wayne.edu/re- quire increasing the span ~3 inches); making research effort we had at Boeing Marine Ser- search/cavitation.htm the foil a very close approximation of a vices (BMS) relating to hydrofoils. The re- http://www.sw.nec.co.jp/hpc/sx-e/sx-world/ NACA 00-series section with 4% thickness. search combined our hydrofoil experience no26/e6.pdf with the aero capability imported from our 2.Building up the existing foil section to a http://www.ecole-navale.fr/person- airplane organization. The work was re- NACA 0006 or NACA 0008 section (this nel/Astolfi/CAV2001_LerouxAstolfi.html ported in Boeing documents and IRAD re- may require increasing the span ~1 inch and — Tom Speer ([email protected]) website: ports-David Taylor was always on the add approximately 100 pounds to the dis- www.tspeer.com distribution list. We presented a paper at the placement). Option 1 is far less work, but 19th Tow Tank Conference giving a brief re- Just after I pushed the “Send” button for the would change the plan form design slightly. I port on the Jetfoil forward foil. — Bob Dixon preceding email, I found a good link about am not particularly worried about moving the ([email protected]) using Fluent to calculate cavitating flows, center of lift slightly back because I have re- but I didn’t save the link. I can probably find moved a 6 inch deep skeg that was a retrofit Responses... between the keel and rudder. In any event I it again if anyone is interested. I’ve also [3 Feb 02] I’d like to hear more about it. I am keen on cleaning up the trailing edge. Op- thought some about why the 16-XXX sec- wonder if many strut “cavitation” problems tion 2 would be a good deal of work that tions are so popular for hydrofoils over the are really ventilation problems, and if what would require some benefit to justify under- 6-series, and I think it must be because they one would do with the pressure distribution taking. The plan form data on the keel is as have a much thicker and stronger trailing would be somewhat different in the two follows: Span = 24 inches, Chord = 45 inches, edge. So perhaps I was too hasty in recom- cases. To prevent cavitation, did you try to Max thickness = 2 inches, Sweep Angle = 45 mending the 6-series because they may not cap the peak velocity by using a roof-top degrees. The torpedo height is 12 inches, the be practical for the very high loadings of hy- pressure distribution, carried as far aft as torpedo is V shaped where it meets the foil drofoils. Flexing of the trailing edge can lead possible? This would also be consistent with (120 degrees at the foil interface and the at the to singing, too. By the way, there are some natural laminar flow control. — Tom Speer bottom) and has a total length of 58 inches. interesting papers at U. Mich. on their ([email protected]) large-scale hydrofoil (8’ chord!) test. — Tom Total displacement is 3000 pounds. Thanks Speer ([email protected]) website: for any guidance you can afford me. — Tom [3 Feb 02] Thanks for the info. All of the Boe- www.tspeer.com Graham ([email protected]) ing reports are in the Advanced Ship Data Bank at NSWCCD (David Taylor). Do you Response... Foil Design Guidance Needed have a copy of the paper from the 19th [4 Feb 02] I am restoring and optimizing a [6 Feb 02] Paul Bogataj had an article in Towing Tank Conference? That may not be 1969 Irwin 24. Its keel has an “L” design fin Sailing World a while back concerning keel in the Data Bank. If you could send it, I and ballast torpedo. The foil consists of a one sections and leading edge shapes. I’d down- would copy it and send it right back. It may be inch thick steel plate encased in fiberglass load XFOIL and use it to look at different sec- good to include in the next AMV CD we may and faired to a section that is similar to tions. You can put in your section as it is, Continued on Next Page
Page 14 IHS Summer 2002 LETTERS TO THE EDITOR other ballasted keelboat (full size or model) in his neck in the process. Several other crew (Continued From Previous Page ) having sailed on foils. — Doug Lord members were also injured. Diesel motors ([email protected]) were ripped from their foundations. The hull be putting out at IHS. — John Meyer was actually wrinkled back by the aft struts. Hydrofoils and Whales Don`t Mix ([email protected]) From all accounts, it was a rude awakening in [05/24/02] Interesting brief article on the the middle of the night for some sailors. — Kometa R/C Model - Help Needed Greenpeace website: “Due to the rolling of FCC(SW) Kevin Hufnagle (ret), USS GEM- [24 Mar 02] I inherited an antique fiberglass ocean swells, the sonar of a hydrofoil can’t INI (PHM 6) FCC(SW) Kevin Hufnagle (ret) model of the Kometa Hydrofoil (Made by see surface objects - even BIG objects - like ([email protected]) Mantua, Italy, I believe). The model is al- whales in its path. Compounding this prob- Log Strike Paper most 5 feet long, and seems to be built for lem, the fast speed of a hydrofoil is typically R/C, it also has scale features (white metal nothing a whale is accustomed to, and the [05/09/02] I have an Adobe Acrobat PDF window frames, lifesavers, fittings) as it has whale may not be able to avoid a collision version of the paper: “Response of hydrofoil comes with a sturdy gearbox to drive 2 contra even if it hears one coming. Indeed, the strut-foil systems after impact with rotating props (Engine size is supposed to be whales which spend most time at the surface ‘dead-head’ logs” by H.S. Levine and A.P. a .90 glow). It comes with all the foils (ex- are the babies, which are nearly invisible Misovec. Anybody who wants a copy of the truded aluminum and curved), and foil legs even to a boat going a fraction the speed of a paper please send me an email. Gunther (cast metal). The picture of the bare hull is at- hydrofoil...” (submitted by Barney C. Black) Migeotte ([email protected]) tached. I do not have the plans or instructions (Martin Grimm) 05/25/02 Collision with Why Aren`t There More Hydrofoils? for this kit. I was wondering if anyone had whales is not a phenomenon that is unique to come across this, and what were their experi- hydrofoils. Over the years there have been a [05/31/02] Hydrofoils are basically a com- ences building/ running this kit? — Ho Sing, number of reports of yachts under sail collid- mercial and military failure. I live in south Singapore ([email protected]) ing with whales. It is thought that this may Florida and boat in these waters — the above statement is visually obvious. My interest is New Sailing Hydrofoil RC Model From occur when the whales are sleeping. In those in reading any critical analysis as to why. My MicroSAIL cases the yachts have often been significantly damaged or sunk. The reference to “sonar” additional interest is to meet with a current or [14 Apr 02] microSAIL! is about to introduce in the Greenpeace article is presumably re- former Navy or Coast Guard Hydrofoil pro- a new radio controlled model, the ferring to the navigation radar that would be gram development sponsor to ask his/her aeroSKIFF. The boat has a very fast canting fitted to commercial hydrofoils.-- Martin opinion for this failure. I will be available to keel (52 degrees/one second) for stability and Grimm ([email protected]) meet the experts where ever they currently a dagger board just forward of the keel strut live.GeraldLevine, for lateral resistance. This boat is significant [05/27/02] No kidding. Just ask the crew of Responses…. because it is the first KEELBOAT, to the best the USS AQUILA(PHM 4) about a certain of our knowledge, either full size or models night in ‘91 or ‘92 going from 40+ knots to 06/01/02 There is information related to this to sail on hydrofoils—and only two foils at zero knots in the length of the ship off the question posted on the IHS website in several that! There is a main hydrofoil on the back of a whale. The Skipper left his face im- locations. Please feel free to contact anyone daggerboard and one on the rudder; altitude pression in a metal door, breaking vertebrae whose email address you find in the corre- is controlled by a slightly modified version of Letters To the Editor allows spondence archive and that you think may be Dr. Sam Bradfield’s wand system. We are hydrofoilers to ask for or provide infor- a good person to discuss this with. Also, the patenting a version of the aeroSKIFF con- mation, to exchange ideas, and to inform IHS Board of Directors are listed with bios cept for use on large monohulls such as Open the readership of interesting develop- and contact info on the IHS website. While 60’s and feel that our system can revolution- ments. More correspondence is pub- you are certainly correct that there are not ize monohull sailing. This type of boat, a lished in the Posted Messages and many hydrofoils operating in Florida these MONOFOILER(tm) will never be as fast as a Frequently Asked Questions (FAQ) days (except sailboats), it is a bit extreme to multihull foiler but it can create a unique section of the IHS internet web site at extrapolate from that “hydrofoils are a com- niche for itself as a very fast single hull sail- http://www.foils.org. All are invited to mercial and military failure.” boat. We would be interested if anyone has participate. Opinions expressed are heard of or seen — and can document — an- those of the authors, not of IHS. Continued on Next Page
IHS Summer 2002 Page 15 LETTERS TO THE EDITOR system more effective and less costly. Gas Memory fails me). There is no correspond- (Continued From Previous Page) turbine propulsion is now much more preva- ing ribbon award. The “campaign ribbons” lent and power densities have risen at lower you mention are actually awards given to the Hydrofoil passenger vessels are common in cost and improved fuel consumption. Hy- ship for unusual and praisewothy service. Russia, for example, and if there are fewer to- drofoils are more sensitive to these factors Aries holds the following awards (Name of day than yesterday, this may be more a reflec- than are other vehicles. Thus, they have more award/Dates of service encompassed by the tion of the Russian economy than of a potential for benefit from them. I believe that award): hydrofoil failure. PHMs were a failure in that hydrofoils designed today would be much only the USA followed through to buy any, more cost-competitive and reliable than • Joint Meritorious Unit Award: 6 Apr 92 - but they were a success in counternarcotics those in the past. This is not intended to dis- 30 Apr 92 and FleetEx activities conducted out of Key parage the work done in the past. As Barney West. Yes they were decommissioned with points out, hydrofoils were, and are, effec- • Navy “E” Award: 1 Apr 86 - 31 Sep 86 many years of service life remaining. The tive. They could be even more so, now. I’m and 1 Jan 92 - 31 Dec 92 (2 Awards) main reason cited was operating and mainte- just afraid that the environment has been nance costs; however keep in mind that these spoiled. It would be very interesting to see • Coast Guard Meritorious Unit Commen- ships had the highest OPTEMPO of any class both naval and commercial hydrofoil designs dation: 1 Nov 85 - 28 Feb 86 and 1 Oct 86 in the Navy and were kept ready to scramble using modern technology. Jim King - 30 Jun 87 (2 awards) on short notice. Their mission is now being ([email protected]) accomplished by much larger blue water war- • Secretary of the Navy Letter of Commen- ships with larger crews and costly weapons PHM Big “Es” dation: 12 Jun 87- 1 Aug 87 suites that have little utility for drug busting The hydrofoils that Helmut Kock assembled [15 June 02] Eliot James (PHM owner): You • US Coast Guard SOS Ribbon: 1 Oct 87 - on Lake Titicaca in Peru are still carrying asked the following question in the article for 31 Dec 87 and 1 Jan 90 - 31 Mar 90 (2 tourists today So it is more accurate to say the IHS Newsletter: Can someone explain awards) (Second and subsequent awards that hydrofoils have successfully found their the markings on the bridge exterior to us? are represented by a small gold star on the niches here and there in the past. Likely they The three big “E” and what the “campaign basic ribbon). will continue to do so. There is still quite a bit ribbons” mean? These awards are shown in the order of their of interest around the world in hydrofoils, as The answers, as best I can put them together, “precedence.” The most senior ribbon evidenced every day by the participation in are as follows: The “Es” are annual awards (JMU) goes on the upper left as you look at it, IHS. Barney C. Black, for efficiency made to ships for outstanding the most junior (USCG SOS) on the lower [06/08/02] In my opinion, the hydrofoils built performance during the year. They are com- right. Hope this helps. George Jenkins during the 1970s were still ahead of their petitive award and is based at least in part on ([email protected]) time.Consider how enabling technology has performance in certain standardized exer- advanced since then. Computers have in- cises and inspections. The white E is the New Voskhod-2M overall battle efficiency award and pertains creased in speed, decreased in size, and de- [05/22/02] Check out this link: creased in cost — this could make flight to the whole ship. It is painted on the super- structure and stays there for a year until the http://home.wanadoo.nl/~hydrofoils1/fffnews.htm control systems much more effective at much for photos of the first new Voskhod-2M for next year’s award is made. Subsequent less cost. Materials have advanced dramati- Fast Flying Ferries. Built by Feodosia ship- awards are indicated by a “hashmark” (small cally since then. This could have a huge im- building association “MORYE”. -- (Capt M diagonal stripe) under the E. Personnel at- pact on reducing the cost of struts and foils. Van Rijzen) The hull structure could be built at much tached to theship — and the ship itself — are lower weight — a big impact on hydrofoil ef- awardeda ribbonsignifyingthe achievement. CLASSIC FAST FERRIES ficiency. The other Es are departmental awards signi- Classic Fast Ferries “Cyberzine” has We’ve also seen big improvements in fying competitive achievements by one or gone up on line and is free to the pub- hydromechanics. This could result in drag re- more of the ship’s “departments.” (Engi- lic. To view current and past issues, duction and much less expensive and com- neering, Operations, Combat Systems, Sup- simply visit the CFF website at plex control systems. Machinery has also ply, etc.) These Es are different colors - red http://classicfast-f.homepage.dk/ advanced. The advances, for example, in for engineering, blue for supply (I think! high power, dense waterjets have made this
Page 16 IHS Summer 2002 EXTRA FOR THE ELECTRONIC EDITION
Virus Protection is Essential My Speedsailer The IHS webmaster reports expe- by Peter Jefferson riencing an order-of-magnitude increase in the number of virus-infected emails I. Design Targets arriving at the IHS site. Also, the website’s firewall is constantly intercept- Craft Weight ing and preventing attempts by “worm” To maximize the performance fac- programs to gain access and control sur- tors, the gross weight of the craft should reptitiously. be minimized. However, the craft must should start planing before it reaches hull be strong enough to withstand the forces speed and by the time it reaches about 7 Although the details of IHS’s pro- on it, and this means the weight cannot be knots it should be “flying” on the foils. tective anti-virus software, hardware, reduced infinitely. There is a trade-off and procedures cannot be published here between the weight of the craft and the The hull is designed as a platform for obvious reasons, IHS correspondents size of rig it will support. on which to mount the working parts of should be assured that IHS takes the the craft, and its shape is not considered threat of viruses and worms seriously Included in the gross weight is the critical to its high speed performance and is actively and constantly engaged in weight of the crew, which has been as- since the hull will not be in the water preventing infection and stopping the sumed to be 150 lb. Based on the law of when foilborne. spread of computer viruses. diminishing returns, the target weight of the craft itself was set at 150 lb. The tar- Lateral Factor Everyone needs to do his or her get gross weight was thus 300 lb. This The crew, sitting out to windward, part. If you connect to the internet, then turned out to be a good guess as the pro- can shift his 150 lb. weight about 36" please invest in and install antivirus soft- totype, which was built as light as possi- from the craft centreline. If the craft itself ware. Don’t forget to keep your virus sig- ble consistent with reasonable strength, weighs 150 lb., then the CG of the craft natures up to date; it is not unsual for is very close to this weight. with crew will be about 18" displaced updates to be issued weekly. A software from the centreline. When foilborne, firewall is also recommended, especially Overall Length most of the lift will be provided by the lee to those with cable, dish, or DSL “always The “Hull Speed” of a craft is ap- foil since the windward foil will be close on” connections. The firewall will allow proximately proportional to the square to the surface. It is estimated that the cen- you to control access to your computer root of its waterline length, so longer tre of support will be about 9" to leeward and to block worm programs that attempt craft typically sail faster than shorter of the centreline. The lateral moment arm to gain access without your knowledge. craft. This is because, when the hull is thus 18" + 9" = 27". The centre of pres- reaches hull speed, the bow wave builds sure of the wing is about 70" above the You may have received a virus in- up and creates a large drag. In other well floor, and the centre of lateral resis- fected email that appears to have been words, at hull speed, the craft is trying to tance of the hydrofoil struts is about 20" sent by [email protected]. The IHS sail up its bow wave and is therefore sail- below the floor so the vertical moment webmaster himself has received such ing uphill. If the sail provides enough arm is about 70" + 20" = 90". The Lateral emails. They did not originate with IHS drive to force the craft over the bow Factor is thus 27"/90" = 30%. but with someone else whose computer wave, then the bow wave disappears, and was infected. The headers are forged by a the craft is the planing, and the hull speed It follows that, regardless of the virus that selects email addresses at ran- limit no longer applies. wing area and the wind strength, the lat- dom from an infected computer. Simi- eral force on the wing cannot be greater larly, anyone may receive complaints The waterline length of the proto- than 30% of the gross weight of the craft, from friends who say that you sent them type is only 10 feet. The hull speed works ie 100 lb. If the wing were sheeted in an infected email, when you know that out at about 5 knots, so the performance tighter to try to increase the drive, the your computer is clean. That is how in- in light winds will be poor. However, be- heeling moment would be greater than sidious that these viruses can be. fore it reaches this speed, the hydrofoils will be providing some lift so the craft Continued on Next Page
IHS Summer 2002 Page 17 My Speedsailer (Continued From Previous Page ) the available righting moment and the craft would capsize. Aerodynamic Factor The craft is designed specifically to achieve the highest possible sailing speed so it will only perform well in rela- tively strong winds. The optimum wind strength is a compromise between high winds when the craft speed/wind speed ratio is lower and lower winds when the water surface is smoother. Another con- sideration is that it is not very practical to design the craft only to sail well in gale force winds.
The outcome of this compromise was that 16 knots was chosen as the de- pal difference in this design is the use of the craft reaches 3 times wind speed, the sign target true wind speed. The target hydrofoils which will raise the hull out of forward drive component is estimated to craft speed is three times this speed, ie. the water as it approaches planing speed. have fallen to not less than 20 lb., which 48 knots. This would beat the current is enough to overcome the drag. world record. Under these conditions, A comparison of various types of the apparent wind would be about 18° on sailcraft indicates that the drag of the un- III.The Hydrofoils the bow. If the angle of attack of the wing derwater parts of the craft rises rapidly as were no greater than 6° the wing would it approaches planing speed and then lev- The port hydrofoil is shown below be set at an effective angle at least 12°. els off at about 12% to 15% of the gross in the deployed position. The small white The resulting drive component would be craft weight. The drag of fully sub- lever just above the deck locks the hydro- about 20% of the wing lift. The Aerody- merged foils is estimated to be less than foil in the down position. The struts on namic Factor is thus about 20%. 5% at high speed provided that the pitch which the foils are mounted provide the is controlled to give the optimum Lift to lateral resistance normally provided by a Drive Factor Drag ratio. If the gross weight is 300 lb., centreboard or fin. The tail hydrofoil Multiplying the Lateral Factor by then the drag force will be less than 15 lb. mounted on the rudder is also visible. the Aerodynamic Factor gives the Drive Factor, 30% x 20% = 6%. Thus the As the speed increases the drive drive force would be 6% of the gross force of the sail (or wing) diminishes be- weight or 18 lb. It follows that to reach 48 cause the apparent wind shifts forward. knots, the drag at this speed must not ex- This means that the sail pressure has a ceed 18 lb. Theoretical calculations indi- smaller forward drive component. It cate that this is not unreasonable, but in could be argued that the apparent wind practice this may be optimistic, at least strength will increase so the sail pressure for the prototype. could be increased to compensate for the reduced forward component, however in II. My Design practice this is limited by the available righting moment. If the sail is sheeted in This craft is in many respects sim- too hard the craft will capsize. ilar to any conventional small racing din- ghy. The overall length is only 10 feet The craft is designed to support a (3.0 m), so its performance at low speeds pressure of up to 90 lb. on the wing, lim- will be poor. The hull is very flat in the aft ited by how far the crew can shift his Continued on Next Page sections to promote planing. The princi- weight to windward on the seat. When
Page 18 IHS Summer 2002 My Speedsailer (Continued From Previous Page ) Notice that the foils when de- ployed are co-planar. Their surfaces all lie in one plane which is initially pitched about 6° up towards the bow. If the pitch- ing moments are balanced, the craft will rise until the main foils are near the water surface. Their lift will then diminish rela- tive to the tail foil, which is deeper in the water so the craft will tend to pitch for- ward.
At high speeds the pitch of the foils should be less than 3° and the drag/lift ratio should be less than 5%. These are critical parameters which have yet to be confirmed by towing tests on the prototype.
The port hydrofoil is shown below in retracted position. To retract the foil, the crew releases the locking lever, raises IV. The Rudder ited to say 100 lb, the “angle of attack” the foil with the hande at the top, and then will range from about 30° to less than 3°. raises the lever to lock the foil up. The rudder blade slides vertically A conventional sail will not work at such in the rudder stock to retract or deploy it. low angles of attack. Typically, if a sail is With the foils retracted they are It is locked in the down or up position pinched too close to the wind, it loses its above the lowest point on the hull and do with a lever on the starboard side of the drive force altogether. The sail cannot be not extend far outside the beam. This stock similar to those on the main foils. held flat enough and it twists so that the greatly simplifies launching and haul The rudder stock pivots on conventional top of the sail has no angle of attack and out. pintles exept that the upper pintle is in- the bottom of the sail has too great an an- verted so that the stock will not lift off. gle of attack. In either case the drive This is neccessary because the foil on the compontent of the lift force is reduced. bottom of the rudder exerts a significant lifting force. The solution to this problem is to use a rigid wing sail which will hold its The craft is steered by a conven- shape and will not twist. The difficulty tional tiller. The vertical rod on the left is with a wing sail is that it is usually much the tiller stick attached to the tiller by a heavier and not as easy to hoist and flexible coupling. This enables the crew lower. Another problem is that unlike a to control the rudder when sitting out on flexible sail, it may not “feather” into the the seat. The rudder is shown above right wind when going about from one tack to in the retracted position. the other. The Wing Section V. The Wing Sail The choice of wing section was a compromise between lift/drag ratio at Why a Wing Sail ? low and high speeds, and controllability The apparent wind speed will of the wing at low angles of attack. Un- range from as low as 12 knots when the like an aircraft wing, the wing sail must craft is at rest up to perhaps 50 knots at full speed. If the “lift” of the sail is lim- Continued on Next Page
IHS Summer 2002 Page 19 My Speedsailer Wing Area photo below shows the tabernacle tilted (Continued From Previous Page ) For yaw stability, the centre of backwards. pressure of the wing should not be for- work well on both tacks so the section ward of the centre of lateral resistance of must be symetrical. An aircraft wing is the underwater parts otherwise the craft rigidly attached to the airframe whereas will suffer from "lee helm" and tend to the wing sail pivots about a vertical axis run off downwind. The wing cannot ex- some distance behind the leading edge. tend too far aft without interfering with the crew. This limits the length of the foot The angle of attack of the wing sail or "chord" of wing. is controlled in the usual way by a rope (main sheet) attached to the lower aft cor- The height or "span" of the wing is ner (clew). For effective control, the lift limited by the neccessity of keeping the of the wing must increase as the tension centre of pressure of the wing as low as on the main sheet is increased. If the ten- possible to minimize the heeling mo- sion is released the lift of the wing should ment. These restrictions limited the wing be reduced to zero and the wing should area to about 18 sq. ft. This seemed very feather into wind like a weather vane small. A typical sail for a 10-foot sailboat with no great force on it. If this does not would be four or five times this area. happen, the craft is unmanageable while However, the craft is designed to sail in tacking or coming to rest. winds twice as strong as most sailboats, so the pressure on the wing will typically Initial experiments were made on be four time as great. Also a wing is much scale models with elliptical sections as it more efficient at producing forward was believed that these would yield the drive than a typical sail. The wing area highest lift/weight ratio. However, these therefore may be sufficient. As shown in the second photo proved to be unstable when allowed to (below), the tabernacle is then tilted for- swing freely. Even when the pivot axis The wing area is only critical at ward raising the wing to the vertical posi- was close to the leading edge, the wing lift-off when the apparent wind speed is tion, and the front end is secured with a settled at a fairly large angle to the wind low, and the drag is at its maximum. If the bolt to the bulkhead. or else it oscillated wildly from one side wing area proves to be too small under to the other. these conditions it may be possible to add All the forces on the wing are a "topsail" which will provide more drive transmitted to the hull through the three The controllability of the wing at lift-off but will feather into the wind at mounting points of the tabernacle. This seemed to be the main factor in choosing high speed so the it does not add to the gives high structural strength for mini- the section. On a hunch, a model with this heeling moment. Some windsurfer sails mum weight. section was constructed: achieve this effect by allowing the top of the sail to twist to leeward and spill the excess wind.
VI. Stepping the Wing
The spar which looks like the mast is actually the main spar of the wing (yet to be built). To step the wing, the step- Tests confirmed that the lift and ping structure, which for want of a better the tension on the main sheet increased name I will call the “tabernacle,” is tilted continuously as the angle of attack in- backwards to allow the wing to be carried creased. Thus the wing was stable and in a horizontal position and mounted on controllable in all situations. The lift/ it. The vertical member of the tabernacle drag ratio may not be optimum, but is is a strong steel tube which extends into probably good enough. Continued on Next Page lower end of the wing’s main spar. The
Page 20 IHS Summer 2002 My Speedsailer (Continued From Previous Page )
VII. Flying the Craft
The craft is sailed or flown in much the same way as any small racing dinghy. Before the craft is launched, the wing is erected as described in the previ- ous section and is allowed to feather freely into the wind. The craft is then launched and when the craft is in water about 2 feet deep or more, the hydrofoils are deployed by pushing them down and locking them.
The crew sits astride the seat and, assuming the wind is on the port side, holds the tiller stick in his right hand and the main sheet (not shown) in his left ming the wing with his left hand and doubt that the craft will accelerate to a hand. The clew of the wing is close to steering with his right hand, not only to high speed. him so the main sheet is a quite short keep the craft level but also to keep the lenght of rope. There are no pulleys, foils as deep as possible without the hull It is probably unrealistic to claim fairleads or cleats so he has a very sensi- hitting the wavetops. This will be excit- that the protoytpe will beat the record, tive feel of the pressure on the wing. Be- ing but probably not as difficult or stren- but there are numerous refinements that cause the centre of pressure of the wing is uous as windsurfing. could be made to the hydrofoils and the quite close to the axis, the tension on the wing to improve the performance. main sheet will not be excessive. VIII. Summary The craft would be relatively inex- As he pulls the main sheet to in- An analysis of sailing theory con- pensive to mass-produce and might be- crease the wing pressure he leans out to cluded that the performance of a sailcraft come a popular recreational racing windward to balance the heeling effect. could be determined by calculating two sailcraft. They would probably compete Toe straps on the well floor allow him to factors: The Lateral Factor and the Aero- against the clock over a 500m course hike out further. The craft is naturally roll dynamic Factor. The product of these rather than against each other around the stable by virtue of the fact that as it rolls two factors must exceed the Drag Factor buoys. The latter might be too dangerous the windward foil approaches the surface at all speeds up to the maximum. at 30 knots plus. They would be organ- and losses some lift. However, the craft ised as a “restricted class” rather than a will perform at its best when flying level. On this basis, a prototype has been “one-design class.” This would give the built using the following design targets: competitors full scope to improve the ba- The craft weight is distributed so • Gross Weight 300 lb. sic design. that without any drive force the bow will tend to pitch upwards. The weight of the • True Wind Speed 16 knots Email: [email protected]. Web: crew will cause the stern to sink. When www.ott.igs.net/~pjjefferson/ sailing/. Com- the wing is driving the craft forward, the • Drive factor @ 5 knots 10% (30 lb.) ments, questions, pitching moments will be nearly bal- • Drive factor @ 48 knots 6% (18 lb.) and suggestions are anced. The crew can adjust the pitching The critical question is whether, in welcomed with moment by either trimming the wing or a 16-knot wind, the wing will produce thanks. shifting his weight fore or aft slightly. enough drive for the craft to lift off and fly on the hydrofoils before it reaches the - Peter Jefferson When flying, the crew must be hull speed barrier. If it will, there is little continuously shifting his weight, trim-
IHS Summer 2002 Page 21 Connexxion Fast Flying Ferries Buys New Hydrofoils by CAPT Mark van Rijzen
Last year (2001) FFF decided to replace its old Voskhod-2 hydro- foils. The Voskhod-2 type has proven to be a good sized hydrofoil for the route between IJmuiden and Amster- dam. We wanted the same type, but with better seaworthiness and some other changes. After consultations with the Feodosia Shipbuilding Asso- ciation “MORYE” situated in the Hull 605 (above) undergoing builders trials prior to shipment to the Nether- Ukraine, FFF made their choice. lands. The vessel will be given a new paint scheme as shown below FSA had three unfinished hulls of the Voskhod-2M(the “M” stands for ma- rine). The major difference between Voskhod-2 and -2M is that 2M has better seaworthiness due to larger foils (the foils are also more corrosion resistant).
The Dutch regulations will be (Left) Hull 605 is adjusted in the near future for two trucked to the paint- captains in the cockpit. With this in ing facilities of mind we redesigned the cockpit suit- Brasspenning, spe- able for dual control. In the photo be- cialists in large and low, you see the gap on the right very large paint jobs. where the radar display will be fitted. In the center you see the controls for
(Right) Hull 605 arrives with foils in Amsterdam aboard the EILSUM More news and photos are on the internet at www.dutchhydrofoils.com/
Page 22 IHS Summer 2002 HYDROFOIL ANNOUNCEMENTS Meetings, Conferences, tend graduate school in mechanical engi- than postage to the USA for a payment by neering at the Naval Academy in mail). Hopefully this new service will Workshops, Seminars, Annapolis MD and at the Naval Acad- make it easier for hydrofoilers to join or emy graduate school in Monterey CA. renew, from inside or outside the USA. Telecasts Mr. Sladski later became a professor of IHS publications, including the Ad- mechanical engineering at the University vanced Marine Vehicles CD-ROM, may of Washington and later worked for also be purchased by credit card Flying on Water Lockheed. Remembrances may be made The air date for the Canadian pre- to Providence Hospice of Seattle, 425 New Video Page mier of the Discovery Channel TV spe- Pontius Ave. N.; Seattle WA Films and Videos about or featur- cial Hydrofoils: Flying on Water was set 98019-5452.” According to IHS Direc- ing hydrofoils are the subject of a new for 19 July 2002 at 9 pm EDT. It’s pre- tor Bill Hockberger, “He was a really de- page on the IHS website. We need more mier was on Discovery Canada. IHS as- cent person and one of those very rare references to build the content of this sisted in locating historical film footage engineers who understand every major page, so all members and visitors are and photos for this documentary. There is aspect of engineering, from materials urged to contribute to this page, which is no word as this publication goes to press and structures to thermodynamics and at www.foils.org/popvideo.htm. as to when this show may appear in the the dynamics of bodies in fluids.” USA and other countries. Any news in this regard will be posted on the IHS Lost Members Commercials website announcements page. We have lost touch with the fol- lowing members due to email changes The IHS website maintains a rea- HIPER 2002 and would like to reestablish contact. If sonably current list of hydrofoil vessels The next High-Performance Ma- you see your name here, please contact and craft under three categories: For rine Vehicles conference (HIPER 2002) us at [email protected]. If you see the Lease or Sale; Wanted to Buy; and Joint will be held in Bergen on the following name of someone you know, please let us Ventures Proposed to Operate, Manufac- dates: 14-17 September 2002. For de- know the current email address or other- ture, Market, or Design. The listings are tails, visit: www.ifs.tu-harburg.de/HIPER/ wise let the person know that we are try- located in the Announcements page. The HIPER_02.html. I welcome all hydrofoil ing to get in touch with them: Bob Boyle, webmaster notes that email correspon- activists. We have special funds to waive Eugene P. Clement, Derek Chandler, dence generated by these listings as in- the fees for young participants (up to 35 Christopher Edgar, Bradford creased markedly over the last several years) of EC citizenship or those who Gatenby, Dr. Eugene O. Jackim, , Dr. months, and several craft has sold. So if have lived the past 5 years in the EC. — Juergen Heinig, Georges Kokkinos, you are considering posting a notice, you Volker Bertram ([email protected]) Mike Koronaios, James Leflar, C. can be sure that there is likely to be some Makohon, Bill O'Neill, Erin Ozsu, interest out there in cyberspace. People In the News Stanislav Pavlov, Andrew Pisani, Johs Presthus (life member), Roy G. Shults, Note that IHS as an organization Calvin Stringer, and Jan Zurakowski. does not recommend or endorse products Joe Sladsky and services. The commercial listings are Joseph F. Sladsky, Jr., President of posted as a service to the hydrofoil com- Kinetics, Inc., PO Box 1071, Mercer Is- Misc. News Blurbs munity. IHS does not investigate the ac- land, WA USA, 98040 died 7 June 2002 curacy and truthfulness of the notices from cancer. According to the obituary in We Take Plastic posted, but we will act quickly to remove the 26 June 2002 Eastside Journal of Credit Cards are now accepted for any ad that generates legitimate com- King County Newspaper Publications, IHS Membership payments from the plaints (so far there has been only one “Mr. Sladsky was born March 9, 1941 in USA and over 30 other countries. Note case of this). Czechoslovakia. He officially immi- that if you are paying with a non-US grated to Canada when he was 11 after credit card, your bank will convert the A recent ad for a 36 ft., 15 passen- living in a refugee camp in Czechoslova- $20.00 charge to your own currency and ger hydrofoil in Vancouver BC Canada kia for two years. He came to the United may charge a small service fee for cur- generated especially intense interest, to States when he was in his early 20s to at- rency conversion (this should be less judge from email volume.
IHS Summer 2002 Page 23 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Autumn 2002 Sailing Editor: Martin Grimm OFFSHORE FERRIES FOR TRY THE HYDROFOIL BBS Individuals can now interact di- SOUTHERN CALIFORNIA rectly with the hydrofoil community by using the new Bulletin Board (BBS), By Michael Winn, Director of Communications, SCX which can be accessed from the IHS main page at www.foils.org. No more waiting for the webmaster to post your message. It’s easy to imagine a fleet of offshore passenger ferries connecting Helpful hydrofoilers are encouraged to coastal communities between Santa Barbara and Enseñada. The visit often and field some of the questions. dream is taking a step toward reality as traffic congestion on coastal More about the BBS in the President’s freeways increases while coastal real estate has become as precious Column on page 2. as abalone. SCX, a San Diego-based company is starting a demonstration service 2002 DUES ARE DUE between San Diego and Oceanside. The demonstration, funded by the State of California is expected to start in early December, 2002 us- IHS Membership is still only ing the 149-passenger WAVERIDER (Subchapter-T certificated), US$20 per calendar year (US$2.50 for owned by Pacific Marine in Honolulu. students). You can now pay by credit card from nearly 40 countries. Go to the page at www.foils.org/member.htm and follow the instructions. IHS also accepts dues payment by personal check, bank check, money order or cash (in US dollars only). INSIDE THIS ISSUE - President’s Column...... p.2 - Welcome New Members....p.2 - MAPC Motion Control.....p.4 WAVERIDER on trials off Honolulu - Exploring USVs...... p.5 A small, fuel efficient, high-speed passenger ferry offers advantages to drivers facing: the 4- 7 hour drive through traffic between Santa - Gordon Baker Story...... p.7 Barbara and San Diego; or the 2-3 hour drive between West Los An- - Hydrofoil Video...... p.9 geles (and Los Angeles International Airport) and San Diego; or even the 1-2 hour daily commute during rush hours between Oceanside - Sailor’s Page...... p.10 and San Diego. - Letters To the Editor..... p.13 See SOCAL, Page 3 WELCOME NEW MEMBERS PRESIDENT’S COLUMN Richard Akers – Richard is both a naval architect and an electrical engineer, having two degrees from the University of Michi- IHS Board of Directors election in the indeed appropriate that, at the same gan. Prior to U of M, he received an MS in Spring resulted in the Class of 2002 – time, an RHS-160 flew by on it way EE/CS from the University of California, 2005 consisting of Jerry Gore, James to Stresa on the western shore of the Berkeley, and a BSEE from the University H. King, John Monk, and Kenneth lake. Later, during our five days at of Cincinnati. Richard worked as an electri- Spaulding. At the July meeting of the Lake Garda – some 100 miles east of cal engineer, software engineer and engi- Board of Directors, the following Of- Lake Maggiore - we had occasion to neering manager in Silicon Valley for 18 ficers were elected for the 2002 – ride an RHS-160 (named Goethe) years before deciding on a second career in 2003 term: John Meyer, President, from Moderno to Limone and experi- naval architecture in 1992. He founded Mark Bebar, Vice President, George ence the difference in ride quality be- Ship Motion Associates in Portland, Jenkins, Treasurer and Ken tween surface piercing and Maine, in 1995. Spaulding, Secretary. fully-submerged foil systems. Inci- dentally, Lake Como is also blessed Arthur Hagar III-Arthur is a seasoned in- IHS and some of its members can be with frequent hydrofoil service. All ventor, became interested in hydrofoils proud to have contributed to a new in all, the Northern Lakes Region of early in 1998, after the purchase of a boat Discovery Canada video called “Hy- Italy is “Hydrofoil Country”. for his family, a 28’ Bayliner Cierra. The drofoils: Flying on Water”. See the ar- newly renamed “What’s That?” is featured ticle on page 9 for more details and The new IHS Bulletin Board, accessi- on his Company’s website, ordering information. It is highly rec- ble from the main page on the www.nwhydrofoils.com. Arthur was inter- ommended that IHS members get a website, has taken off. There have ested in innovation and improvement of chance to see this interesting and been over 5,000 visits to the BBS, boat’s performance. He began his search highly professional production. with over 100 individuals having for a way to make the boat more efficient posted at least one message. A full In September my wife and I were for- and increase the speed which led him to the range of hydrofoil issues in 12 cate- tunate to vacation at the Lakes Region IHS web site. Turning the family boat into a gories is now being discussed in real of Northern Italy. As you may know, hydrofoil became an obsession. In the time by members and visitors in it was Enrico Forlanini, an Italian en- spring of 2000, he could not believe how on-going threads... no more waiting gineer whose interests included air- much his fuel consumption dropped, and on the webmaster to post your mes- ships, aircraft and helicopters, who how much less stress he was putting on the sage for you. We are grateful to those experimented with hydrofoils on engine - and his family was also having IHS members who are actively pitch- Lake Maggiore. His hydrofoil devel- more fun! ing in to answer questions and partici- opments started in 1898 with a series pate in the discussions. Hats off to John Ilett-John has been a keen sailor and of model tests from which he arrived Bill White, who, along with Barney boatbuilder mostly within the Australian at several simple mathematical rela- Black, conceived the BBS, did the International Moth Class. Having built ap- tionships that allowed him to proceed ground work to get it started, and now proximately 20 moths, has led him to pur- with the design and construction of a monitors, archives, and trouble- sue his interest in composites. In 1997 he full scale craft characterized by a shoots the page. had some involvement with composite “ladder” foil system. The craft construction of Formula One race cars and weighed about 2,650 pounds, had a I am pleased to report that we con- also with a builder of large carbon yacht 60 hp engine driving contra-rotating tinue to see our Membership grow. As spars in the UK. John has a small business air screws, and in 1906 a speed of a result of Membership Chairman, in Perth manufacturing mostly custom and 42.5 mph was obtained. I thought it Sumi Arima’s efforts, new members molded composite parts, the majority being was appropriate, as a representative this year as of the end of September regular foils and hydrofoils for sailing of the IHS, to salute this gentleman as total 33. craft. I stood on the balcony of our hotel facing this magnificent lake. It was John Meyer, President Continued on Page 12
Page 2 IHS Autumn 2002 SOCAL highly innovative San Diego – with major employers who already (Continued From Page 1) Oceanside High Speed Ferry Demon- provide their own van shuttles for stration Program first proposed by employees and contract out to others. WAVERIDER is well suited for the SCX in 1999. North Island Naval Station, for in- Southern California market. At 85 stance, located on Coronado Island feet in length, it fits easily into small In the view of SCX CEO, Stan Siegel has asked if the boat might make a coastal harbors, has a remarkably low (IHS Member), the challenge of his stop at their dock. wake, and it promises to make the 46 pioneering enterprise is changing the mile journey from Oceanside to San habits of drivers. “We need a boat de- SCX is contracting with veteran Diego in about an hour. The comfort- sign that produces the comfort, speed high-speed craft operator, able ride will provide a more uplifting and fuel efficiency that make for reli- Hornblower Marine Services (HMS), and stress-free experience for com- able schedules and costs.” WAVE- to operate and maintain the boat. John muters than they would have in free- RIDER flies at 17 knots, stops gently Waggoner, President of HMS is as ex- way traffic. from 35 knots in 2-3 boat lengths and cited about the venture as Mr. Siegel.
Marketing, Mr. Siegel acknowledges, is a key to success, and in his eyes, the most important aspect of marketing happens with the passengers’ experi- ence, from reservation to arrival at their destination. Pacific Marine’s Navatek division has engineered WAVERIDERfor ride quality and re- liable performance; a new MJP waterjet propulsion system is in- stalled; a new incidence-control for- ward foil and stern-mounted inter- ceptor system provide for coordi- nated ride control. Low accelerations and low wake have been demon- Offshore, marine passenger service turns on a dime. Ride quality is good strated. Cabin amenities include a has not been seen in California since in the 4 to 6 foot seas that are preva- wet bar with refrigeration and food the gold rush brought thousands of lent in our offshore environment. services. HMS crew, together with entrepreneurs to the west coast during SCX customer relations staff will th There is no doubt in Stan Siegel’s the 19 century. Around the turn of mind that a modern hydrofoil can de- work to ensure that every customer the century coastal railroads put the liver a more enjoyable experience feels well-served, has fun and will passenger boats out of business. The than sitting in traffic. want to return. federal interstate highway system did the same for passenger railways by For instance, SCX has contracted the late 1950s. As the 21st century be- with San Diego’s leading ground The state funded program covers the gins, freeways are grinding to a slow, shuttle provider to bring passengers costs for a one year demonstration. irritating, stop-and-go crawl and the to the ferry docks from a number of SCX will have a morning commuter State of California Transportation locations, and to take them close to trip daily from Oceanside to San Commission has responded with their final destinations. Passenger Diego, returning in the evening on multi-billion dollar investments in service reps on board will radio ahead weekdays; one-way fare will be $10. Amtrak intrastate rail improvements, so that the right number of vans and The operator has work underway to expanded ferry service in the San routes are ready to fit the daily cus- supplement this with additional Francisco Bay and, in the southern tomer profile. Coordination is under- near-term routes to Marina del Rey part of the state, in the ambitious and way with local bus companies and (LAX) and into Mexico.
IHS Autumn 2002 Page 3 MAPC MOTION CONTROL SYSTEM prompted Captain Ed Silva of the San port). The company specializes in Diego Bay Pilots Association to re- developing engineering prototypes. By Danny Jordan, MAPC, IHS quest SWATH Ocean for a new mo- One such prototype that lead to the Member tion control system for the vessel. SWATH motion control system was the design and development of the 27’ Maritime Applied Physics Corp. HYSWAS (HYdrofoil Small Water- (MAPC) delivered a motion control plane Area Ship) QUEST for the U.S. system for the San Diego Bay Pilots Navy in 1995. MAPC built the flight Association vessel Betsy in August control system for the highly success- 2001. The 20m SWATH includes ful experimental craft, demonstrating four inboard facing stabilizer and ca- the benefits of a vessel that combines nard foils used by the computerized the high speed/ low drag of a hydro- automatic control system to maintain foil with the payload carrying capa- static pitch and roll trim, and reduce bility and high sea stabilization of a pitch and roll motions. Betsy has SWATH. QUEST’s flight control sys- been operated or maintained by tem maintained vessel pitch, roll, and SWATH Ocean Systems (Chula heading, as well as vessel depth, us- Vista, CA) since its launch in 1979, ing four horizontal foils and one verti- and San Diego Pilots currently oper- cal rudder in an aircraft foil system ate the vessel to deliver pilots to configuration. ships.
MAPC Motion Control Panel
SWATH Ocean responded to Captain Silva’s request by turning to MAPC to supply a computerized motion control MAPC Motion Control Display system. The required system would Pilot Boat, Betsy have to meet the demanding reliabil- MAPC uses a highly integrated, ity requirements of a ship used for Originally fitted with hand wheels lo- cross-discipline engineering ap- more than 300 days per year, and pro- proach to efficiently develop innova- cated in the pilot house to manually vide some of the conveniences found position the foils, operators quickly tive solutions for both commercial in modern control systems. The sys- and military customers. realized that some sort of automatic tem uses solid state sensors to replace control system was required to pre- the high maintenance vertical gyros, MAPC has developed and tested ro- vent slamming in heavy seas. In 1980 and provides the operator with a dis- botic vehicles for both land and ma- Dr. Donald Higdon developed and in- play to review control system mea- rine applications. The robotic stalled an analog motion control sys- surements. SWATH Ocean also vehicles include MAPC developed tem. Dr. Higdon’s control system wanted to provide the operator with GPS and inertial navigation systems used aircraft grade vertical gyros to joystick control of the vessel pitch and for autonomous path following and measure ship motions, and his control roll trim to give the operator more high bandwidth communications. system was found to be very effective control of the ship’s attitude during While the marine applications require at reducing ship motions. After more delivery to or retrieval of a pilot from environmental protection from salt than 20 years of operation, rising con- an adjacent ship. water, the unmanned land vehicles re- trol system maintenance and repair quire much more attention to thermal costs, and the desire to add function- MAPC is an engineering company lo- cated in Hanover, MD (near BWI air- ality to the analog control system Continued on Next Page
Page 4 IHS Autumn 2002 MAPC CONTROL SYSTEM Vehicles. ” The paper was presented load capacity, allowing for a (Continued From Previous Page ) at the Association for Unmanned Ve- multi-function mission package to be hicles Systems International’s annual deployed with each USV. A single and shock considerations. The same symposium in July, 2002] USV could simultaneously conduct control components used for motion many operations. control systems are installed on the Unmanned vehicles are critical com- land and marine robotic vehicles. ponents of the future naval forces. By operating on the water’s surface, a Significant research and develop- USV could operate on conventional MAPC has computer modeling tools ment has been performed on un- power sources, such as diesel, gas tur- to simulate the motion of monohull, manned underwater vehicles (UUV) bine, etc., rather than relying on more catamaran, HYSWAS and SWATH and unmanned aerial vehicles (UAV), exotic and limiting power supplies, vessels in waves, with and without an yet little effort has gone into examin- such as batteries or fuel cells. Addi- active motion control system. The ing unmanned surface vehicles tionally, a USV could communicate output of the simulations are then (USV). in all three mediums of inter- used to develop computer animations est-undersea, air., and space, relaying depicting the expected motion of the With future conflicts taking place pri- information from submerged assets vessel in waves, with both controlled marily in the littoral regions around (submarines, UUVs, etc.) to any and uncontrolled vessels shown the globe against adversaries who combination of surface vessels, air- side-by- side. possess increasingly more effective craft, or satellites and vice versa. No weapon systems, placing people in other unmanned system has this capa- harm’s way may no longer be a viable bility. MAPC has performed motion predic- option. Unmanned systems-air, tions for various commercial and mil- ground, underwater, and surface, USVs could range from small, “float- itary vessels, and validated its present an effective and low cost al- ing log” intelligence missions to a simulations with both model scale ternative to risking the life of a highly large (10,000+ ton) UAV/USV mo- and full scale vessel motion measure- trained soldier or sailor. bile base. In consultations with the ment data. The company has fabri- Navy’s future strategists-the Navy cated more than a dozen models used A USV offers many benefits to the Warfare Development Command in tow-tank tests, and developed/de- Fleet. The first, and most obvious, is (NWDC), the Naval War College livered motion control systems for no risk to sailors’ lives. A USV can be (NWC), and the Strategic Studies monohulls and catamarans as well as deployed in waters where it’s unac- Group (SSG)-and based on studies HYSWAS and SWATH vessels in the ceptable to send a manned vessel, in- published by NWDC, Office of Naval U.S. and abroad. They have deliv- cluding high threat environments or Research, and the SSG, the missions ered foils ranging in size from less areas contaminated by nuclear, bio- deemed most critical to the future 2 2 than 1m to greater than 22m . logical, or chemical agents. A USV Fleet were ASW and MCM. could also remain on station for ex- EXPLORING UNMANNED SURFACE tremely long periods of time (up to A Paradigm Shift in Design VEHICLES several weeks) without resupply or human intervention. Such a capabil- A boat designed to operate as an un- ity could allow for long-term manned vehicle, however, has a com- (Excerpts from Wavelengths, Naval anti-submarine warfare (ASW) or pletely different set of requirements Surface Warfare Center Carderock mine countermeasure (MCM) opera- than a manned one. This new set of Division, June 2002) tions in areas of the world where fu- requirements leads to a paradigm shift in hull design over a traditional Synopsis by Leslie Spaulding ture conflicts are expected. Additionally, a USV squadron could manned vessel; the old requirements [The following article is a synopsis of be deployed in advance of a carrier need to be reworked from the ground a paper written by Seth Cooper and battle group or amphibious ready up to arrive at the optimal design for Matthew Norton titled, “New Para- group to sanitize the area of potential an unmanned surface vehicle. USVs digms in Boat Design: An Explora- threats and assure access for troops. may call for either completely new tion into Unmanned Surface Furthermore, USVs have large pay- Continued on Next Page
IHS Autumn 2002 Page 5 USVs foils, and an iterative solver was used evaluation period, after which they (Continued From Previous Page ) to ensure that all the forces and mo- were turned back to the Navy. FLAG- ments were balanced. STAFF was later brought back for hull forms or modi- further evaluation and was again fied versions of exist- commissioned in the USCG fleet. ing hulls. Several point designs or “so- lutions” were ex- plored by the authors. Point Solutions The main point solu- tion identified in the paper is the Planing Hydrofoil Assisted SWATH (Small Notional general arrangement of Waterplane Area Twin Hull) Trans- PHAST HIGH POINT was WMEH-1 port or PHAST. The concept for this FLAGSTAFF AND HIGH POINT hullform is to behave as a SWATH at I have compiled a few dates for HIGH lower speeds, obtaining the effi- (By Barney Black, IHS Member) POINT and FLAGSTAFF in the ciency, seakeeping, and stealth ad- USCG. vantages of a SWATH, and at higher Here is some recently uncovered his- speeds operate in a dynamic planing tory of two hydrofoils evaluated by HIGH POINT dates: 25 Oct 74 - mode to allow for the efficiency gains the US Coast Guard. The Flagstaff USCG/Navy Memorandum of at higher speeds. photo is from the time when the ship Agreement for USCG’s evaluation; was in active service out of Woods 04 Apr 75 - commissioned into Hole. I also have an earlier, B&W USCG as WMEH-1; 05 May 75 - de- photo of the ship in USCG paint commissioned after evaluation, scheme that dates from the initial turned back to Navy 1974-75 evaluation period... that photo shows the Vietnam era weap- FLAGSTAFF dates: 08 Nov 74 thru onry still in place. 18 Feb 75 - initial evaluation as USCG cutter (can’t confirm the exact dates... months are good, but exact days uncertain) ; 29 or 30 Sep 76 - de- PHAST (Planing Hydrofoil Assisted commissioned by Navy in San Diego; SWATH Transport) Operational custody transferred to USCG (vari- Modes: (top) Low Speed SWATH ously referred to as 29th or 30th Sep and (bottom) High Speed Planing 76. Maybe Navy records can pinpoint this exactly); Oct 76 - arrived in Since the craft will perform in two Boston, Massachusetts; 02 Mar 77 - modes it creates a difficult task for the commissioned as USCG cutter com- designer of having to converge the de- manded by LT Terry Hart, ceremony sign for optimal performance in both FLAGSTAFF was WPGH-1* was in Boston; 26 May 77 - arrived in modes. At lower speeds, the hull was Woods Hole, MA; 17 Jul 77 - placed modeled as a SWATH with extra drag Both vessels were initially evaluated into active status, operating from to account for the added surface area over a short term “on loan” from the Woods Hole, MA; 30 Sep 78 - de- and the foil. At higher speeds, it was US Navy in 1974-75, and both vessels commissioned. modeled as a planing catamaran with were painted in USCG colors and the addition of lift and drag from the temporarily commissioned for that * WPBH-1 in some documents.
Page 6 IHS Autumn 2002 NEW VOSKHOD-2M Shown here is a photo of Ing. foil projects, and Neil Lien at the Wendel’s craft now preserved in helm (who early on was hired as a wa- By Mark van Rijzen, IHS Member Bremerhaven. ter system engineer, but easily Shown here is a photo I made on one evolved into the hydrofoil project be- of the last test runs of our new cause of his sailing experience.) The voskhod-2M. If you have any ques- photo was one of a series shot by tions I will try to answer them all. - Edwin Stein, a freelance photogra- Mark van Rijzen pher in Madison, WI, who had ties to web: http://www.dutchhydrofoils.com a number of national publications. email: [email protected] (Ed was later employed by Life Mag- azine after his popular photos of the Monitor appeared worldwide almost GORDON BAKER STORY overnight). By Charles Thompson The subject photo was captioned, The Flying Sailboat Monitor and is one in I served as Advertising-Publicity a series sent out with my press re- Manager at Baker Manufacturing lease, to a lengthy list of publications Company in the mid 50’s, and was bearing a release date of “Tuesday closely associated with Gordon Noon CST September 27, 1956.” Baker in promoting the MONITOR Two weeks to the day from the time ******** line of products, which included both Gordon applied for the patent – Hy- water pumps and Baker hydrofoils drofoil Systems for Boats! LÜRSSEN PROTOTYPE
In writing to Christof Schramm, The flying sailboat was named after Martin Grimm reports: I was de- the company’s product brand name, lighted to receive your message with MONITOR – water systems, pump attachment showing that the Lürssen jacks and windmills. As Advertis- Werft experimental hydrofoil is still ing-Publicity Manager, I had a great in existence and in apparently quite appreciation of the product brand good condition. Just as interesting name, MONITOR. The Monitor logo were the additional photos you in- is silk screened on the stern of the fly- cluded of the ‘Bremer Pioneer’ test ing sailboat. The name was derived model and the fully submerged hy- from the USS Monitor, which sym- drofoil design by Schiffbau- bolized a watercraft. The Baker prod- Ingenieur F.H. Wendel. I had recog- uct line was clearly water related. nized the shape of that craft and knew Gordon and his brother (who died in a I had seen it before in a book. boating accident) were both sailing The photo appearing here shows Phil enthusiasts, whether on ice or water. Some details of Ing. Wendel’s de- Roberts, an engineer who worked on signs appear in: Fock, Harald, Fast both farm water systems and hydro- Continued on Next Page Fighting Boats, 1870 to 1945, Their Design, Construction, and Use, first Disclaimer English edition, 1978 (originally in Interested in hydrofoil history, German 1973), Naval Institute Press, IHS chooses articles and pioneers, photographs? Visit the Maryland USA. See IHS website for photos for potential interest to IHS history and photo gallery pages more details. Part four of the book members, but does not endorse of the IHS website. covers the war years and includes hy- products or necessarily agree with http://www.foils.org drofoil developments. the authors’ opinions or claims.
IHS Autumn 2002 Page 7 GORDON BAKER STORY Gordon’s 47 year old flying sailboat (Continued From Previous Page ) Monitor – a fitting legacy. Having been an U. S. Air Force pilot, The question remains, why would a I coined the phrase (not original) the proud native of the state of Wisconsin flying sailboat because the foils of want to name their product line after both airplanes and water foils per- something that resembles a “cheese form similar aerodynamic functions. box on a raft?” ** The caption to the photos appealed to I have preserved copies of several Gordon. However, Sports Illustrated publications which featured the Mon- called the Monitor a “waterbug.” itor, including a reprint from the Mil- beam of 48 cm; the model weight is 14 kg. Built over a twelve year period, Mr. Baker was adamant that both waukee Journal, Armco Steel Corporation in-house publication and he followed drawings from the Boe- sides of the sail display, in large let- ing Company. Notice that since ters that could be read from a dis- Electromet Review in-house publica- tion, Sports Illustrated and Life mag- waterjets were not readily available tance, the company name – Baker for this size model, propeller propul- Mfg. Co.— and—USNAVY–to azine. Also, B/W glossy photos of myself with models in the 14’ sion was substituted. Also, the foil add some class and prestige to the design has been altered from the real Baker enterprise (and I think to infer Dunphy runabouts as well as glossy photos of the Monitor. ship, presumably to enhance control a nautical link between its historical authority. namesake, the USS Monitor, and the, Gordon Baker and his wife Betty had new, modern United States Navy.) two daughters. Mary is married and Additional pictures can be found at: lives in Delmar, CA and Ann just re- http://home.wanadoo.nl/~hydrofoils1/ The mail blitz was followed by news phm.htm coverage on the national evening TV tired from the University of Wiscon- news program, ABC’s John Daly and sin Physics Dept. in Madison and HYDROFOIL RUNABOUT the News which showed the MONI- lives in the Madison area. Betty re- TOR ripping across Lake Mendota in married and her husband’s name is Madison, along with a live interview Harry Roderick Jr. By Myrel Harner, IHS Member with Gordon. * US News and World Report, July I acquired a 1958 Grumman Hydro- John Broadwater, who manages the 29,2002, P.40,"Up from the Sea" foil some 11 years ago and have had it Monitor Marine Sanctuary off Cape in the water four times in May of this year. Hatteras, NC, is quoted as saying, re- **To those not familiar, the State of garding the sunken USS Monitor, Wisconsin once boasted to be the “This one little strange ship cata- Cheese Capital of the World. First trip: 20 minutes and almost sank pulted one almost laughable navy to it. Second trip: 20 minutes and almost world prominence.”* To paraphrase USS AQUILA (PHM-4) sank it—again. Third trip: 35 min- his quotation, “Another little strange utes, about scared my wife out of her flying sailboat catapulted the ad- Ronald Swart has built a beautiful ra- wits and ruined her camera. Fourth vancement of hydrofoils to world dio controlled model of the USS trip: 45 minutes at Lake Lanier, Geor- prominence. AQUILA (PHM-4) pictured here. The gia. Twenty-two knot wind, foot to hydrofoil is one of six in the PHM “The USS Monitor’s crown jewel – foot and a half chop. Got foil-borne at Class used by the U.S. Navy for over its revolving gun turret, is scheduled 28 MPH, forward foils stall at 27 10 years from the late 1970s to the to be raised later this summer (2002), MPH and she plows in. I think I am early 1990s at which time they were after sinking 140 years ago. And proficient enough to survive further all decommissioned. what is so ironic is that it will go to operation. the Mariners’ Museum in Newport The model is built to a scale of 1:30 News, VA, which also houses which makes it 135 cm long with a Continued on Next Page
Page 8 IHS Autumn 2002 HYDROFOIL RUNABOUT INVENTOR OF THE HYDROFOIL (Continued From Previous Page)
(Contributed by Barney Black, IHS Member) Many different people have been named as “Inventor of the Hydro- foil”. Perhaps this article will clarify the situation and give credit where credit is due. Sure is interesting. I have been in An excellent source for early hydro- contact with William P. Carl who de- foil history is the out-of-print book signed and manufactured the foils for Aeromarine Origins by H. F. King. Grumman. Grumman later acquired Putnam London was the English pub- his company, Dynamic Develop- lisher, and it was published in the ments, Inc. USA by Aero Publishers, Inc. of Also, I have been in contact with Fallbrook CA, copyright 1966. Li- Robert C. Muncie who prepared the brary of Congress catalog card num- report: “Development and Testing of The new Discovery Canada video ber 66-20105. Hydrofoils, “Flying on Water” is Fully Submerged Hydrofoils With Following is an excerpt from the Drag Vane Control 15’ Runabouts.”I available in VHS format for $29.95, including shipping and handling chapter “Flying in Water”: “The have the manual for operation of study of aerodynamic problems, us- model A70 Sea Wings for 16’ boats. within the U.S. and Canada. IHS as- sisted in compiling historical photos ing water as the medium, was under- The information in the above has the taken in the early 1860s by Thomas only clues of operation which is like and video clips for this production. More details and a description of the Moy, an inventor and latterly patent No Other boat I know. Hydrofoil pi- agent, whose ‘Aerial Steamer’ lifted lots are different! video are on the Internet at http://www.hydrofoil.ca/ To pur- 2-6 in. off the ground in 1875... He deserves a loftier eminence, in that, HYDROFOIL VIDEO AVAILABLE chase a copy of the VHS tape, send a cheque or money order to: Lucy while experimenting in his ‘water fly- Decoutere; 1657 Barrington St., Suite ing’ (as he himself called it) he in- An Arcadia Entertainment produc- 138; Halifax, Nova Scotia; Canada vented the hydrofoil boat.” tion, “Hydrofoils - Flying on Water”, B3J 2A1; Tel: 902.446.3414; Email: From the Chapter “Hydrofoil is a story of Hydrofoil watercraft [email protected] Boats”: from Alexander Graham Bell’s earli- A QUOTE TO REMEMBER! est experiments with the basic princi- “I nail the British flag to the masthead ples to modern computer controlled of this chapter by expressing the plain high speed military attack craft, as (Contributed by Ken Spaulding) belief that a boat was first lifted out of well as lots of fun and interesting de- the water by means of hydrofoil sur- velopments such as human powered Sea fighting is pure common sense, faces on an English canal in 1861. At and sail powered hydrofoils. The the first of all its necessities is that time Thomas Moy was experi- producers say it’s a wild paced ride, SPEED, so as to be able to fight menting with the technique of flying chasing the exciting story of the when you like; where you like, and in the water... He was trying out a world’s fastest and most complex ex- how you like. By Lord Fisher of boat, towed by means unknown to treme watercraft. Competition, sci- Kilverstone (In a letter to Winston me, on the Surrey Canal, which in the ence, power and adventure mingle Churchill, 1st Lord of the Admiralty) with a bit of mad inventor spirit. 16 January 1912. Continued on Page 12
IHS Autumn 2002 Page 9 SAILOR’S PAGE
SPITFIRE 12 SAILING HYDROFOIL Design Overview: on the demi-hulls support a pair of ‘soft wing’ sails. The overall configu- CATAMARAN The origins of Spitfire can be traced ration is somewhat similar to that em- back to a set of hydrofoils designed ployed on the French sailing (By Martin Grimm, IHS Member, by Mark Pivac for and Mark Pivac, BDG Marine) an International A stylish new sailing hydrofoil cata- Moth class dingy maran has been designed and con- owned by Brett structed in Western Australia in Burvill, manager recent months. The hydrofoil takes its of Windrush name Spitfire from the legendary Yachts. The Moth Supermarine fighter aircraft of World Windrush sailed War 2 vintage. with considerable success at the In- Designed by Aeronautical Engineer ternational Moth Mark Pivac and the team of BDG Ma- World Cham- rine, and constructed by Windrush pionships held in hydrofoil Techniques Avancees, yachts in Perth, this impressive 12m Perth in 2000, winning two heats in though that craft has its main foils (40 feet) long craft was assembled at the event. The experience gained mounted inboard of the demihulls. the Fremantle Sailing Club on with Windrush spurred the collabora- 16-17th January and launched on tion on design and construction of the Spitfire’s Performance: January 18th 2002. significantly larger hydrofoil sup- ported Spitfire. Sev- Mathematical modeling of Spitfire’s eral articles with performance was undertaken at BDG further details of well before construction had begun. Windrush are pro- Some sailing performance predic- vided in the Spring tions for Spitfire are provided in fig- 2000 issue of the IHS ures 1 and 2. Figure 1 indicates that Newsletter. maximum boat speed is achieved while reaching at about 110 degrees Spitfire is of catama- to the true wind. For this heading, a ran configuration speed of around 32 knots was pre- with a pair of aerody- dicted for 15 knots of wind. namic crossbeams connecting the widely spaced hulls. These also support a raised cockpit and storage area on the centreline of the craft. Three retract- BDG Marine is a division of By De- able hydrofoils are fitted, comprising sign Group Pty Ltd (BDG), which un- a pair of surface piercing units out- dertakes a diversity of industrial board of the demihulls and somewhat Figure 1. design work while Windrush yachts forward of the centre of gravity, and a have built thousands of Windrush 14 combined rudder and fully sub- Although still undergoing trials, Spit- sailing catamarans over a number of merged hydrofoil mounted in an in- fire is approaching its performance decades. verted ‘T’ configuration on the centreline aft. Twin masts mounted Continued on Page 11
Page 10 IHS Autumn 2002 SPITFIRE Surface-piercing main foils are used and are bonded between the two (Continued From Previous Page) as they offer several advantages. skins. Firstly, as the boat’s speed increases estimates. Take-off to foilborne op- more lift is generated on the sub- [To be continued as Part II in the eration occurs at around 10 to 12 merged portions of the foils and this Winter IHS NL issue.] knots, which can be achieve in 10 in turn causes the foils to lift them- knots of wind. Once on the foils, selves and the boat further out of the THE SCAT STORY Spitfire will accelerate to approxi- water thus maintaining equilibrium mately 25 knots in 14 knots of between the weight and lift forces on By Sam Bradfield, IHS Member wind. In only its third outing off the the boat. This leaves less drag-pro- coast of Perth on February 2nd this ducing foil surface area in the water, The Arcadia Entertainment tape (See year, the hydrofoil catamaran lifted which is perfect for good perfor- Page 9) pretty much tells where we its top speed to 30 knots, on a day mance. Secondly, the foils are inher- are at present with the SCAT sched- with only 18-25 knot winds. ently stable. If the boat rides too high, ule. there will be less foil area in the water Mark Pivac expects Spitfire to and hence less lift generated and the We launched SCAT July 10, 2002. reach a maximum speed (without boat’s weight will force it back down. After flying one day at 24.5 kts off ballast) of approximately 35 knots Conversely, if the boat is riding too Key West in a 10 to 15 knot breeze, in 25 knots of wind or less. With low, the additional submerged foil Tom Haman and Mike McGarry water ballast tanks fitted, the esti- area will generate lift and raise the sailed her to Port Canaveral in light mated top speed is above 40 knots boat. The hydrofoil profiles used on air (6.5 kts average boat speed) as indicated in figure 2. Spitfire were developed at BDG Ma- SCAT now has a temporary home at rine. Fluid dynamic modeling soft- the Cocoa Beach Yacht Club Tdock ware was used to design and analyse in Port Canaveral. We’ve done 20 hrs the critically important foil shapes. of sailing since her arrival including 3 days of flying in light air...9 to12 kts wind speed (1.8 to 2.0 Vb/Vt ratio) As of this writing, the boat is hauled Figure 2 out for minor modifications, repairs and bottom paint, but will be back in Hydrofoils: the water in October. The next CBYC phase will be time trials, racing, & photography off Port Canaveral with As with other hydrofoil sailing ves- Spitfire’s foils are able to be re- activity peaking with the Lauderdale sels, the use of hydrofoils is consid- to Key West race in January 2003. In ered to be the key to Spitfire’s tracted to enable shallow water op- eration and beaching May 2003, we leave the CBYC performance. Once the hulls are out Tdock and move the boat to the New- The hydrofoils were optimised for of the water, drag is considerably port RI area for final development minimum drag, but with good resis- reduced allowing the boat to accel- before the ocean racing in OSTAR tance to ventilation and cavitation. No erate to a much higher speed than 2004. We’ll be back in Port fences were used on the hydrofoils, would otherwise be possible in the Canaveral next fall for the winter. and to date there has been no ventila- same conditions without foils. Philip Steggall is our experienced tion or cavitation observed. single handed ocean racing pilot for The three hydrofoils are placed in The foils and rudder skins and shear that final testing phase starting in such a way that the two main foils webs are predominantly constructed June 2004. of unidirectional and double bias car- support most of the weight of the [More to this story in the next issue of bon fibre prepreg. The shear webs boat, and the rear foil mainly pro- the NL.] vides balance and trim adjustment. were formed over foam and plywood
Page 11 IHS Autumn 2002 Welcome New Members INVENTOR OF THE HYDROFOIL IN MEMORY OF JOSEPH SLADKY, (Continued From Page 2) (Continued From Page 9) JR.
John McDonald – John joined the IHS be- last century linked Rotherhithe and IHS Member, Joseph Sladky, Jr. of cause he is serving on a group in Chatta- Camberwell. His apparent preoccu- Mercer Island, Washington, died of nooga, TN that is researching the pation was aerodynamics, and not cancer June 7, 2002 at his home. He possibility of purchasing a high-speed ves- hydrodynamics; but recognizing was 61. sel which would transport visitors and lo- that water was the easier (and the Mr. Sladky was born March 9, 1941 cals from downtown Tennessee Aquarium safer) medium, he conducted his in- in Czechoslovakia. He immigrated to a beautifully scenic area known as the vestigations into what he himself to Canada when he was 11 years old Tennessee River Gorge. Present thoughts termed ‘water flight.’ His boat had after living in a refugee camp in are a vessel with a capacity of about 50 pas- on its underside three planes, Czechoslovakia for two years. sengers, and would welcome suggestions rounded above and slightly hollow from IHS members for hydrofoils or underneath, and Moy, I find, has left foil-assisted vessels. record of how, with the boat under He came to the United States when Mark Ott – Mark is the founder and presi- tow, it was raised ‘quite out of the he was in his early 20s to attend dent of HydroWing Hawaii. HydroWing is water.’ The planes were ‘self acting graduate school in mechanical en- engaged in the development and produc- as to angle of incidence’ and ‘as- gineering at the University of West tion of hydrofoil-assisted trimarans with sumed finer angles as speed in- Virginia. He later taught mechani- manned and unmanned capabilities for creased.’ Moy noted that the front cal engineering at the US Naval government and DoD use. The vessels are edges of the ‘planes’ threw up wa- Academy in Annapolis, MD, and primarily wind driven enabling long range ter; ‘a kind of vacuum was created the Naval Post Graduate School in and mission duration. Uses include but are on the after part and thrust was re- Monterey, CA. not limited to Range Clearance, Homeland duced as speed increased.’” Defense/Shoreline surveillance, mine war- Mr. Sladky later became a professor fare, and marine mammal surveillance. of mechanical engineering at the Dingo Tweedie – Dingo is an Aussie living University of Washington and later worked for Lockheed. At the time in Washington state in the USA. He has a NEW BENEFIT degree in aeronautical engineering and a of his death he had his own engi- Masters in Naval Architecture from IHS provides a free link from neering consulting firm. Stellenbosch University in South Africa the IHS website to members’ per- where he was involved in the design and sonal and/or corporate site. To re- He is survived by his wife of 31 testing of various craft, including the quest your link, contact Barney C. years, Marilyn Shirley. HYSUCAT (Hydrofoil Supported Catama- Black, IHS Home Page Editor at ran). He works for a naval architecture/ma- [email protected] ************* rine engineering firm in Bremerton near Seattle, and is involved in an experimental hydrofoil craft as well as various Stolkrafts which he intends to redesign with foils to IHS BOARD OF DIRECTORS improve top-end speed. 2000-2003 2001-2004 2002-2005
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 Autumn 2002 LETTERS TO THE EDITOR
Happy Golden Anniversary Supramar lightweight for carrying two people with no knock you over, but a 9mm machine gun cargo. They have aux power provided by the (much lower power) will certainly push you [July 5, 2002] I have just realised that this same propulsion device that is on the aircraft. off your feet if you are not braced for it. Fired year is the 50th anniversary of the formation The propulsor is used get onto step quickly. forward it would produce a reaction thrust of the hydrofoil design and development that would slow a boat down. Backwards it company Supramar AG based in Switzer- I’d like to know about how tacking works would add to the thrust of the boat (not a land. The company was formed by hydrofoil with hydrofoils. How close to the wind do problem for a foil). Sideways would be like pioneers Baron Hans von Schertel and you need to be to stay on step? A friend of my being on a reach in a strong wind. The foils Gotthard Sachsenberg who had already ear- thought it would only work on a reach. My would have to adjust, and the extra angle of lier in 1936/37 formed the story includes a scene with a battle between a attack would induce drag. But if the direction Schertel-Sachsenberg Schnellboats- guy in the aircraft and a bunch of guys in the of fire is slightly to the rear, the pressure on Konsortium (speed boat consortium). sail hydrofoils. The guys in the sail hydro- the hull would increase it’s speed, just as the foils mounted howitzers onto their crafts Another significant milestone in the not too pressure on the sail in a reach adds to the hull (they were not designed for this usage). If distant future will be the 50th anniversary of speed. You might want to look up something they shoot in the wrong direction, while the date that PT 10 Freccia D’Oro (Golden called a gyro jet . It was a pistol cartridge in- healed over, the boat capsizes. The guy in the Arrow) opened the first regular passenger vented a while back that used a sort of aircraft has a laser cutter which doesn’t do service in the world. This service was started spin-stabilized rocket propulsion. Artillery is much unless he strikes sensitive parts of the on 16 May 1953 on Lake Maggiore between too heavy for a hydrofoil sailboat. Simply hydrogen tanks. (His craft can’t carry the bat- Switzerland and Italy. A bit further down the put, twice the weight, four times the drag. teries or other power source for a big laser.) track, in 2005, we can celebrate the centenary The Gyro jet was almost recoilless, required Does this sound reasonable? Lizzie Newell, of Enrico Forlanini conducting successful a much lighter gun, and I believe is the tech- [email protected] trials of his hydrofoil craft on that same lake. nique used by many hand-held flare guns to- It would perhaps be a suitable gesture if IHS Responses… day. As far as how close to the wind you can celebrated that event in some special way? [September 3, 2002] All sounds well, with a sail a hydrofoil boat, wind direction is only a Martin Grimm, [email protected] few small points. Sailboats rely on momen- problem as it relates to hull speed. If a sail- tum to carry them through a tack. The same boat can achieve 20 knots 15 degrees into the Science Fiction/Fact momentum keeps the boat foilborne. Some wind, so can a foilborne sailboat. The most likely problem would be going downwind. A [August 30, 2002] I have written a sci- hydrofoil sailboats like the Windrider have sailboat is always slower than the wind going ence-fiction novel on an imaginary watery trouble staying up while tacking, but that is downwind. A 10mph wind would not be planet and have included hydrofoil vessels. because of the control system, not the foils. likely to keep any hydrofoil sailboat up on it’s I’d like to know if my fictional use and de- The Hobie Tri-foiler tacks while foilborne foils, no matter how efficient it is. Scott scription of hydrofoils seems possible and with no trouble. Also, recoil from a gun Smith, [email protected] accurate. Float planes with hydrofoil struts: would not cause the boat to capsize. Foils can These planes are about the size and speed of a pull down on one side of the boat as well as [Sept 24, 2002] Some additional sailing hy- Piper Cub although lighter due to use of car- push up on the other, which also means that a drofoil information: there is a whole new bon fiber components. It can also fly as a well designed hydrofoil sailboat doesn’t type of sailing hydrofoil (though Monitor glider. The hydrofoil struts fold while the heel. Plus the recoil is so short lived it would was actually the first) being developed craft is in air flight. The wing fold when the be absorbed by the mass of the hull and the around the world: the monofoiler. These craft operates as a boat. A propulsion device, foils wouldn’t even need to react. However, boats are stabilized (generally ,but not al- which runs off of a hydrogen fuel cell deliv- such a recoil would likely damage the struc- ways) by the crew; they are basically mono- ers periodic burst of power. The cadence of ture of the boat. Fire a large caliber rifle, it hulls not multihulls such as the Rave and the burst can be adjusted to coordinate with doesn’t have time to push you off your feet, Trifoiler. You can see an overview of some of air and water conditions. This planet has no but it will hurt like hell if it’s not tight to your these boats at: http://www.monofoiler.com fossil fuels and so energy efficiency is of ut- shoulder. A more troublesome device for a These boats can sail on as few as two foils most importance, thus the importance of a en- hydrofoil would be something that induce gine that can be turned off when not needed. prolonged thrust, like a mini-gun (electric Continued on Next Page Sail hydrofoils: I imagine them as small and Gatling gun). A high power rifle will not
IHS Autumn 2002 Page 13 Letters To The Editor trollable. With a supercavitating foil, the would be Rolla SP Propellers SA (Continued From Previous Page ) vapour cavity (effectively this is steam cre- (www.rolla-propellers.ch). ated at normal water temperature but very The only more recent work I am aware of that and are a new wave in sailing hydrofoils. low pressure) that is formed on the low pres- is somewhat related to application of Sailing hydrofoils most certainly can sail sure side of the foil does not collapse until supercavitating foils to hydrofoil vessels is in downwind at speeds substantially higher well downstream of the foil itself. It is the fact aimed at inducing ventilation to avoid than wind speed: they do it by tacking down- collapse of the cavity that is usually associ- supercavitation. That research was under- wind (actually and technically-gybing) .A ated with cavitation damage to such items as taken by one of the pioneering hydrofoil de- well designed foiler can point as well as nor- propeller blades and other hydrofoil surfaces sign firms, Supramar AG (www.supramar.ch). mal sailboat and at any rate it’s VMG (speed including ships rudders. The down side of You can read about their controlled air-fed made good to windward) will be better. At adopting a supercavitating foil profile is that profiles at their website, and contact details least one new monofoiler, the Dancer, has these foils typically would have a lower lift to are also provided for personnel in the firm. been designed to jump: the flying system is drag ratio than subcavitating (conventional) An extract from their website is as follows, controlled by the skipper and, at will, he can hydrofoils. This means that they are less effi- but the website contains more complete info twist the hiking stick, pull the trigger and cient. about the rationale for the foil profile. jump clear of the water!—just for the fun of Regardless of the efficiency of the foils, the it! Doug Lord, [email protected] sorts of speeds at which supercavitating foils Out of the experimental development in the IMHEF high speed cavitation tunnel of the Supercavitation would be necessary are also speeds at which any type of marine craft requires a substantial Swiss Federal Institute of Technology [Sept 2, 2002] I’m developing a television amount of propulsion power to drive it along. Lausanne for controlled air-fed profiles a program for a new series on emerging tech- Hydrofoils such as the Boeing Jetfoil passen- surprising new concept was proven. By a nology for PBS in the States. It’s on ger ferry and the military PHM also built by special groove on the surface of practically Supercavitation; its history, and how it can Boeing can travel at 45 to 50 knots and yet any profile it is possible to avoid cavitation or effect transportation. While there is a lot of could still get away with using sub-cavitating supercavitation at high speed and low sigma information on the military’s supercavitation foils. Only very few fast ferries travel at operation. I don’t know whether there have experiments with torpedoes, and various sto- speeds greater than that, the old SR.N4 cross been any recent developments with the con- ries on experimental vehicles which have channel hovercraft were examples. Some of cept as the work appears to have been under- used supercavitation in the past, I’m now try- the more recent catamaran designs with very taken some years back. ing to find information on the current use of high installed power levels for their size are I hope one or both of these leads is fruitful in supercavitating techniques for foils/boats, also claimed to achieve speeds in excess of obtaining more information to prepare the and where experts think supercavitation will 50 knots. TV program. I wish you well with the project. take us in the next 5 or so years (both in terms Martin Grimm, [email protected] of speed and wide-spread usage for public The question that needs to be asked is: will transportation). Can anyone help me? It any significant number of operators want to Hydrofoils in Reverse? would be enormously appreciated. Lucy travel at 50+ knots and pay the price in McDowell, [email protected] terms of fuel consumption? [Sept 11,2002] We are working on a project using hydrofoils. I want to know if a hydro- It seems to me that research on foil can be made so that it will create lift when Response… supercavitating hydrofoils for hydrofoil craft the water flow is turned around (so you have [Sept 3, 2002] Lucy, You have described a applications was mainly undertaken in the lift if you go backwards). Peter Tijssen, fairly specific subject matter, its not what I 60s and 70s when the US Navy was seriously [email protected] am used to seeing on TV but it sure sounds in- considering the application of higher speed teresting! As I understand it, not having ever hydrofoil boats and ships. The main focus on Responses… use of supercavitation these days would worked in that specific field, the main reason [Sept 11, 2002] The answer to your question probably be in the areas of offshore power- for adopting supercavitating foils for hydro- is yes, a hydrofoil operating in reverse (the boat and unlimited hydroplane racing where foil craft is so that they can operate at high sharp trailing edge now becoming the lead- propellers would typically either be of sur- speed without the problems of cavitation ero- ing edge) can generate lift provided that it has sion of the foil surface and also so that the lift face piercing or supercavitating type. One of generated by the foils remains stable and con- the companies to ask about such matters Continued on Next Page
Page 14 IHS Autumn 2002 Letters To The Editor Use an airfoil shape and the foil works very would be one based on the NACA a=1 cam- (Continued From Previous Page ) efficiently forward, but marginally in re- ber line. verse. Boat props work this way because you sufficient angle of attack to the oncoming My personal view is that, despite being used don’t spend much time going backward. 2) water flow. The only problem is that the lift to in many hydrofoils, sharp edged sections are Use a symmetrical foil shape and the forward drag ratio would be far worse than if the hy- not a good choice for sub-cavitating hydro- efficiency is only marginally reduced, but drofoil operated in its intended direction of foils. The reason is that flow separation at the backwards efficiency is the same as forward travel relative to the flow. I imagine the hy- leading edge is unavoidable for all but a very efficiency. drofoil operating in reverse would also stall narrow range of angles of attack. For modest at a far lower angle of attack than if operating I have seen this type of foil on a Volga70, and angles, the separated region reattaches, in the ahead direction. in plans from an old Popular Science article forming a separation bubble that effectively I suspect that test data would be available for on building your own foil boat. In the plans makes the leading edge more rounded. At aerofoils operating in the reverse direction if the foils are oak, they are flat on the bottom, larger angles, the section simply stalls at the you looked through some of the more com- and the top is an arc that is a section of a per- leading edge. Hoerner’s Fluid Dynamic prehensive references on that subject, and fect circle. The dimensions of the cross sec- Drag and Fluid Dynamic Lift has test data for hydrofoils would behave in a similar manner. tion were as follows: The flat bottom was 7 these sections. A good example of where this has been as- in. wide, with a 1/32 in. blunt edge on both sessed, is for determining the thrust produced the leading and trailing edges, and the arc had The problem with subcavitating hydrofoils is by ships propellers when operating in the re- a radius of 10 , making the middle of the foil that the leading edge separation promotes verse direction of rotation. The blades of pro- about 5/8 thick. If you like I can send you a ventilation. And ventilation has been the pellers are in fact one form of hydrofoil. A copy of the plans. If you don’t mind, I would bane of many hydrofoil projects. The hydro- few decades ago, the Netherlands Ship also like to hear what you are planning, it foil will be working fine until the angle of at- Model Basin (NSMB), now Maritime Re- sounds unusual and interesting. Scott Smith search Institute Netherlands (MARIN), had tack goes outside the ideal range. Then the performed a series of tests on model fixed leading edge flow separates, the foil sud- pitch propellers to determine their perfor- [Sept 11, 2002] You can make sections that denly ventilates, and the lift drops by 75% or mance under the full range of operating con- are symmetric with respect to the mid-chord so, causing wild behavior in the craft. That ditions. The results were presented in the so that they work equally well in both direc- leaves the alternate approach, which is to use form of four quadrant charts which allowed tions. There are basically two approaches: rounded leading edges. This means that the the determination of thrust (both ahead and sharp edges or rounded edges. The trailing edge is also rounded, which means astern) and torque (both positive and nega- sharp-edged approach is the traditional solu- there will be a small separated region there. If tive) for cases of either the ship moving tion. A good example is ogival foils, in which the trailing edge separated zone ventilates, it ahead or astern and the shaft turning ahead or the upper surface is an arc of a circle and the doesn’t affect the rest of the foil. The rounded astern. I hope this helps. Martin Grimm, lower surface is flat. Easy to make, since you trailing edge also allows the pressure side [email protected] can put blanks with a rectangular section on a flow to come partway around the trailing polygonal drum and turn the drum in a lathe edge before it separates, effectively reducing [Sept 11, 2002] Absolutely a hydrofoil can be to form the hydrofoils. Perhaps a better shape the camber and the lift. However, it still ap- made to work in reverse, and it can be done pears that it is possible to design fore-aft without any loss of performance from the for- symmetric sections with rounded edges that ward direction, as long as you keep one thing Letters To the Editor allows will still have performance comparable to a in mind. Most designers are seeking to use hydrofoilers to ask for or provide infor- conventional foil. I’ve designed sections of the most efficient foil they can, so they usu- mation, to exchange ideas, and to inform this type, and you can find them, along with ally end up with a foil section similar to an the readership of interesting develop- XFOIL predicted performance. These have airplane wing. That means fat up front and ments. More correspondence is pub- not been tested experimentally, so I would be skinny in the back. However, not all foils are lished in the Posted Messages and very interested in seeing the results if you designed that way. Many smaller Russian foil Frequently Asked Questions (FAQ) were to test them in a wind tunnel or tow section of the IHS Internet web site at boats use a very simple geometry that is com- tank. Tom Speer, [email protected] http://www.foils.org. All are invited to pletely symmetrical from front to back. participate. Opinions expressed are These foils are only slightly less efficient Continued on Next Page those of the authors, not of IHS. than an airfoil shape. The trade off is this: 1)
IHS Autumn 2002 Page 15 Letters To The Editor on the foil in turn coupled to a propeller. [Sept 15, 2002] I was looking at the (Continued From Previous Page ) Takeo De Meter, [email protected] Rodriquez website () trying to figure out what the GP 40 was but I couldn’t find any in- MEC Hydrostatic Drive Responses… dication of it on their construction listing. [Sept 14, 2002] Thank you for a layered and The nearest I could come to it was a small ex- [Sept 14, 2002] Way back in, I believe, the fascinating remembrance stimulated by perimental craft they called the ST-1 (see summer of 1969, Carlo Rodriquez, one of his Leopoldo Rodriquez’s history (which is be- photo below from Rodriquez website), the design engineers and I were having a meal on coming a bit dated) of Rodriquez Cantieri reference on the website to 70-passenger ca- the terrace of a small restaurant just outside Navali. This history is on our site at pacity is apparently an error. The photo Messina. When I drove Carlo back to his http:/www.foils.org/navali.htm. There is shows a boat with Supramar AG titles on its house in Messina, he mentioned that they more info on the Rodriquez MEC vessel in side. I am wondering whether the ‘small craft were breaking their heads over a new drive our photo gallery at http:/www.foils.org/gal- of 5-6 metres’ is one and the same as the ‘GP system, wanted for further development of lery/mec.htm. I would like to console you 40’? Placing two 750 HP engines into such a their Aliscafi, but had not come up with a sat- with the news that the MEC design was not a small boat seems difficult to me. Martin isfactory solution. He also mentioned that technical or commercial success, but from Grimm, [email protected] they would have loved to incorporate it in the your point of view, news of success or news GP 40, that, at that time, was being converted of failure would be equally disappointing! [Sept 17, 2002] The GP40 is the original from a test bed into a luxury yacht (later to be Barney C Black, [email protected] name of the Aliyacht later converted to a pas- sold to a man nicknamed signore Mezzo senger RHS110 for Aerobarcos do Brasil and Milliardo by a newspaper for having paid [Sept 14, 2002] Disappointment ? Not really. named Flecha de Angra. The Rodriquez site 500 million lire for it). It is all so long ago, more than 30 years now. lists it under the last name. The full story was But now I also remember a few other things in Classic Fast Ferries #6 which is no longer Later that year, back in Belgium, I drew up of anecdotic value. The country house in available for download but a mail to Tim some sketches and took them to Roelof Musolino, in the hills, was rather a small pa- could help. Eje Flodstrom, Laan’s engineering bureau in Dordrecht, lazzo than a house, with a large flat terrace [email protected] Holland, to discuss them. A couple of months roof on which his children (and I) put our later or so I sent Carlo an outline of my idea to beds to sleep during the warm summer [Sept 17, 2002] Eje, Thanks for that explana- use a hydrostatic drive: pumps coupled to the nights. It was a very pleasant place to stay. tion. I have a copy of CFF #6 from 2000 and engines, hydromotor/props mounted on the When I rode with Carlo in his Lancia to his so it was worth reading the article on the RHS rear foil. That would certainly have done house in Messina, coming from the Molo 110 series once again. I didn’t make the con- away with the shaft vibration and other prob- Norimberga, he invariably drove up a nection with the Aliyacht since Takeo had lems that we had discussed. Carlo sent me a one-way street in the wrong direction and I made reference to a small 5-6 metre craft. polite letter saying that my idea was totally often saw policemen saluting him and hold- The Aliyacht was around 24.5m long. Jane’s unfeasible and not worth pursuing. ing up traffic for him so he got through. There Surface Skimmers indicates the Aliyacht was was also a small (5 or 6 metre) craft at the powered by two (2) supercharged MTU/ This afternoon, by coincidence, I came across Cantieri that was used to test scaled-down Maybach MB 12V 439 TY 71 Diesels rated your web page at and, reminiscing about foil set-ups. The GP 40 was featured in a at 1350 hp... similar to Takeo’s recollections these bygone days, started to read and was French girlie magazine called Lui and the except that the installed power is greater. It quite surprised to read the following: article was titled Un poisson volant qui nous may be that the craft was re-powered at some On the ground of the experience and exciting vient d’Italie (A flying fish that comes to- point to achieve greater performance. Martin results with the RHS series, the technical de- wards us from Italy). Carlo was kind of proud Grimm, [email protected] partment of Rodriquez Shipyard undertakes a of that article - there are not many pictures of series of studies on research and develop- the GP 40-. It would fly at some 120 Km/h in [21 Jun 02] re: that old question “whatever ment which lead to the definition of a new force 5 seas with no hull movement exceed- happened to the Yamaha OU-32 personal hy- product. The MEC (Maximum Efficiency ing 2 degrees in any direction, at one time she drofoil I saw on Beyond 2000 many years Craft) series which adds the hydrostatic drive had 2 Maybach (MTU) 750 HP V-12 diesel back?” see www.yamaha-motor.co.jp/cp/ to the hydrofoil idea. This revolutionary pro- engines, but the early electronics that steered challenge/expansion/ou32/ou32.html. There pulsion system consisting of a set of hydraulic the automatic stability array were very trou- are photos and a RealMedia movie on that pumps coupled to a conventional diesel en- blesome. Takeo De Meter , [email protected] site! Aaron Sakovich, [email protected] gine and a block of hydraulic motors placed dora.be
Page 16 IHS Autumn 2002 EXTRA FOR THE ELECTRONIC EDITION
Remembering “The Carl Boat” By John R. Meyer, Jr.
The US Navy, in its early hydro- foil development work, evaluated a hy- drofoil configuration having ladder foils on the XCH-4 (Experimental Carl Hy- drofoil number 4). This 16,500 pound, 53-foot craft was known as “The Carl Boat” after its principal designer, Wil- liam P. Carl. It had a seaplane-type hull supported by two sets of foils forward and a single strut and foil aft. Two 450 hp Pratt and Whitney R-985 aircraft engines with two-blaeded controllable pitch pro- pellers 8-feet in diameter provided the thrust to carry this craft to the highest speeds since those achieved by Alexan- der Graham Bell’s HD-4.
During trials of the XCH-4 in 1953, its design speed of 65 mph was ex- Above: September 18, 1955. The Carl Boat at Little Creek Amphibious Base VA ceeded in three- to four-foot waves. It is submitted by Jake McAndrew, which he received from “Bill Clemente, a buddy interesting to note that many of the tests who started out as a white hat and ended up as commander of BJU2.” The were run on the Great South Bay between photogropher is known only as “J.E.Q. QMSN" Sayville and Patchogue, Long Island, and also in the open sea off Montauk After the “Carl Boat” Pint, Long Island. The US Coast Guard furnished an escort boat for each of the Shortly after final tests of the tests. A humorous aspect of XCH-4 test- XCH-4, Bill Carl left J.H. Carl and Sons ing occured one day when an innocent to form his own company, Dynamic De- bystander, after observing the craft run- velopments, Inc. His partner in this ven- ning back and forth for several days, ture was Robert Gilruth, who was also a called the Coast Guard to report that a hydrofoil enthusiast. They initially de- seaplane had been trying unsuccessfully veloped and sold a hydrofoil kit for con- to take of, and undoubtedly needed some version of small runabouts. Grumman assistance. I suppose this error was un- Aircraft Engineering Corp. purchased an Above: The Carl Boat in Flight derstandable in view of the craft’s ap- interest in the company and later ac- pearance. quired it as a base for their entry into the hydrofoil market. Later, a maximum speed of 74.4 Right: Christopher mph was recorded, which in 1954 was a McAndrew provided speed record for hydrofoils, exceeding this detail of The Carl Bell’s 1919 record of 70.85 mph. The Boat, which he ex- good performance, stability, and favor- pertly extracted from able seakeeping characteristics of the all the clutter in the XCH-4 encouraged US Navy officials to Little Creek photo continue hydrofoil development. (above, top).
IHS Autumn 2002 Page 17 NEWS DIGEST (Continued From Page 12) BLADE AND HYDROFOIL SECTION DESIGN The Society of Naval Architects and Marine Engineers has published the technical bulletin Blade and Hydrofoil Section Design.
This bulletin includes the Blade and Hydrofoil Section Design Codes with a 29-page Owner's Guide, and a 184 page Technical Report. It updates and METEOR 2000 First Halloween Hydrobowl complements T&R Bulletin 1-17. IHS Member Konstantin Matveev Human Powered Boat aficianados The Design Codes and Owner's reports that Zelenodolsk shipyard is pro- in California attended the first Hallow- Guide provide tools for the design and ducing a new version of Meteor, called een Hydrobowl, 26 Oct 2002 at the Long performance evaluation of blade and hy- Meteor-2000 (pictured above). Beach Marine Stadium, site of the 1933 drofoil sections. The programs are pro- Olympic rowing events. Events included vided in both DOS and Mac formats and Principal characteristics are the 100m Flying Start speed trials, Static will run on most personal computers. following: Thrust, 2000 m closed course, and a mass • Length overall 34.6 m start race. Spectators came out to see The Technical Report provides some of the world’s fastest Human pow- analytical background information and is • Beam overall 9.5 m ered boat designs. Bill Gaines was the of interest primarily to those who wish to • Draught hullborne 2.35 m Halloween Hydrobowl Chairman. adapt or enhance the programs. • Draught foilborne 1.20 m This new publication is identified MUSEUM PIECE FOR SALE • Displacement Light 43.82 t as Technical and Research Bulletin 1-45. IHS member Myrel Harner is of- It is being issued as a CD, and may be or- • Displacement fully-loaded 57.24 t fering for sale an icon of sport hydrofoil dered by contacting [email protected] history: his 14'- 8" Sea Wing Hydrofoil or by calling +1-201-798-4800. It is • Main engines: DEUTZ AG manufactured byGrumman in 1958. It priced at USD50 ($USD5 for SNAME (Germany) - 2 ´ TBD616V16. Each has a new Mercury 40 HP, Trailer, the members). engine with the power of continuous rating in tropical conditions about 936 original 35 HP Evenrude Lark (stuck), kW (1272 h.p.) at 2165 r.p.m. and Morse Controls. According to Patent Research Myrel, it runs great. He is in Georgia • Diesel-generator-1´44kW Those who are interested in re- USA and is willing to deliver in South- searching patents may want to visit the • Passenger capacity 104-116 prs. east USA. $27,350.00. Contact: Myrel following web pages: Harner ([email protected]) • Crew 3 prs. USA Patents Since 1790 • DAIKIN Marine Type package air http://www.uspto.gov/patft/index.html conditioners (warm/cool) 3 Canadian Patents • Cruising speed in calm water, at fully http://patents1.ic.gc.ca/intro-e.html loaded displacement, is not less than 75 km/h EC Patents (Since 1978) • Range without refueling 600 km http://library.dialog.com/bluesheets/ html/bl0348.html
Page 18 IHS Autumn 2002 NEWS DIGEST Carl, William P., "The Fantastic (Continued From Previous Page) Hydrofoil Runabout - Its Development and Future," The Rudder, Aug 1958 - How SEA WINGS hydrofoils developed POPULAR MAGAZINES from bathtub hobby to commercial real- ity. “This story begins in 1938, in Bob We have added photos and cita- Gilruth's bathroom... he started with tions on the Popular Magazines page at 6-inch models...from the model tests, a www.foils.org/popmags.htm. It is worth full scale, 12-foot sailing catamaran with a look, and if you can provide additional hydrofoils, CATAFOIL I was built and citations and cover scans, please send to operated in the Chesapeake for several [email protected]. Several citations years.” The author started a collaboration are reprinted here as samples. with Bob Gilruth in 1943 that led to to world's fastest open sea waterborne vehi- cle -- the XCH-4. But the US Navy turned down the idea of an 80-knot patrol boat, so the author turned to commercial products. In October 1955 he tested SYNOTROPUSS, an 8-foot rowboat with Fitz-Gerald, Wm. G., "To Cross fiberglass foils and 7 hp outboard that Atlantic in Thirty Hours," Technical made speeds over 30 mph. The next test World Magazine, Oct 1907, The Techni- craft was a 16-ft Goodyear family run- cal World Co., Chicago IL, pp 139 -142. about fitted with foils that could do Includes three tinted photos. “Peter Coo- 34-mph. In August 1956, the author as- per Hewitt of New York is a scientist and sociated himself with Grumann Aircraft inventor of high reputation and proved engineering Corp. After months of test- achievement. He is not given to idle and ing a foil-equipped 15-ft aluminum run- boastful talk. consequently, when he an- about in Florida, the Grumman boat was nounces that by the invention of a boat placed on the market at the New York supported above the water by gliding Boat Show, January 1957. Unfortu- planes he has made possible the building nately, “there were so many man-hours of ocean liners which may easily reach a of labor involved in production it put the speed of one hundred miles an hours, cost out of reach of the mass market.” even conservative men are ready to be- "Hook's Hydrofin - Boat Rides on lieve the statement. To cross the Atlantic Stilts," Mechanix Illustrated, Apr 1952, in thirty hours is the goal at which Mr. pp. 84-85. “The basic elements are a fu- Hewitt is aiming... with the added marvel selage (completely out of the water while that seasickness also will be relegated to the boat is in motion), three fins or hydro- the limbo of forgotten horrors, because foils (under the surface) which are con- no longer possible! ...the only problem nected to the fuselage by supporting that remains at present is that of the pro- struts or hydropeds, and of course, a peller... yet the idea is not new... forty power plant. Then, there are two forward years ago the British Government was projecting stilts, called jockeys, which experimenting with a device that showed predict the water surface in front of the how a craft would lift if it had inclined foils... Standard Hydrofin production planes made fast to its hull. So wonderful models are 12-1/2, 18-1/2, and 24-1/2 were the possibilities that private inven- feet long, carrying 2, 5, and 10 people... tors speedily took a hand, among the The manufacturers -- Atlantic Hydrofin” Raoul Pictet, whose water 'flying ma- Corporation of Miami FL... " chine' amazed the Swiss about the classic shores of Lac Leman.”
IHS Autumn 2002 Page 19 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Winter-2002-2003 Sailing Editor: Martin Grimm
FAST FERRY SUPERFOIL 40 “NEW” FOIL KIT PUBLICATION
he Superfoil 40 was built by Almaz Marine Yard in St. Peters- David Keiper’s files on foil kits for Tburg, Russia and designed by the St. Petersburg branch of the small catamaran sailboats are now avail- British company Marine Technology Development (MTD). It is able on CD-ROM at a reduced price. For- billed as the “world’s fastest passenger ferry” with a speed of 55 knots merly the files were available only in hard (more than 100 km/hour), and designed to operate in up to Sea State 5 copy. Details are on the IHS website at without speed restriction. Now it will take 50 minutes to travel from http://www.foils.org/ihspubs.htm#dakfiles Tallinn to Helsinki rather than about 2 hours by conventional ferry. Speed and comfort were the basic requirements for the vessel. The 2003 DUES ARE DUE catamaran type hull provides the ferry with good seaworthiness, while the applied patented hydrofoil system and after interceptors en- IHS Membership is still only sure that the vessel will develop high speed from reduce water resis- US$20 per calendar year (US$2.50 for tance. These features consist of two retractable foils up forward and students). Your renewal or new member- two hydraulically controlled transom interceptors made of ship is critical. IHS accepts dues payment high-quality titanium alloy on the stern. by personal check, bank check, money or- der or cash (all in US dollars only). We have also recently arranged for payment of regular membership dues by credit card using PAYPAL. It is preferable to pay by credit card. Please go to the IHS member- ship page at http://www.foils.org/member.htm
INSIDE THIS ISSUE - President’s Column ------p. 2 - Welcome New Members ----- p. 2 - Waterjets ------p. 4 - High Point & Plainview - pp. 6&7 - Bi-Foiler Moth ------p. 8
SUPERFOIL 40 - Sailor’s Page ------p. 10 - Letters To the Editor ------p. 13 Continued... See Superfoil 40, Page 3 WELCOME NEW MEMBERS PRESIDENT’S COLUMN George Curtis - George flies an EMB-135 (Embraer regional Jet) want to take this opportunity to Bill White reports that the IHS Bulle- for Executive Jet. He has been inter- wish all IHS members a successful tin Board has had 7700 visitors this ested in hydrofoils since his parents Iand fruitful New Year. We look year since it’s inception in March, and started a Hydrofoil Charter business forward to even greater progress for the IHS web site counter is up to in Juneau, Alaska. It was during the Society in 2003. 63,500. Not bad for a small Society 1978-79. They did rather well. The with a quote: “narrow focus on hy- business got into a contract support- I regretfully report that one of our drofoils and by default other ad- ing a hydroelectric power plant con- long standing IHS members, Erich H. vanced marine vessels”. I think end- struction project. The business was Ashburn, passed away in October of of- year congratulations are in order sold in late 79. Based in Portland, 2002. He participated in the develop- to all the volunteers that have made OR, they started with two Ludwig ment of the U.S. Navy Hydrofoil pro- and continue to make it happen. gram aboard the USS Pegasus, and Honold boats powered with was the ship’s Commanding Officer I am pleased to report that the total Cummins diesels (Juneau Flyer and during Operational Evaluation. After new members for the year 2002 is 41. Skagway Flyer). The service serving as the officer in charge of Hats off to Sumi Arima, the IHS around Southeast Alaska included fleet introduction team at Bath, Membership Chairman, for his con- Glacier Bay and Tracy Arm. They Maine, he retired with the rank of tinue effort to contact potential mem- also provided scheduled service be- commander in August 1983. See bers, and Barney Black who catches tween Haines and Juneau. One of page 12 for more details. many new members in his fine web. the most memorable charters was a whistle stop tour for US Senator Ted The IHS Newsletter Index has re- Steven’s and US Representative Martin Grimm reports that he has cently been updated by Martin Don Young. This tour traveled to a been looking through a copy of the Grimm. Check the website to down- great number of cities, towns, and Amateur Yacht Research Society load a copy or scan it for items of in- settlements around Southeast Publication No.74 “Sailing Hydro- terest. Martin has done a very Alaska. foils” and it has reminded him of how painstaking job of putting this to- many historical hydrofoil photos gether for us and we owe him a round Dwight Filley - Dwight’s profes- they managed to capture in this book- of applause. sion is real estate, but is a former let which appears to have been pub- Marine helo pilot and self educated lished in about October 1970. He Total AMV CDs delivered to date is quasi engineer who loves to build suggests that it would be a good now up to just over 200. Again many things. He is part of a group in San ‘goal’ for the IHS to eventually com- thanks to Steve Chorney who has la- Diego developing a human powered pile details of every significant hy- bored to copy these many CDs and hydrofoil. The first model has flown drofoil type that has ever been built. send them all over the world. At the briefly. The second prototype is same time “Optimized Office Solu- about half constructed and should Martin suggests asking the IHS st membership to send in copies or tions for the 21 Century” has been go faster and farther than the first. scans of any old hydrofoil photos so scanning thousands of pages for the Christopher J. Hart - Chris has al- that the databank of images held by IHS. The subject matter in these re- ways been interested in advanced IHS can be built up. Upon following ports covers a broad range of ad- marine vehicles, working at the Da- up on this suggestion, John Monk vanced Marine Vehicles. So, early in vid Taylor Model Basin from ([email protected]) has agreed 2003, the IHS will be coming out with 1978-1991 in the area of seakeeping to take on the task as focal point for a new CD: AMV-II. So stay tuned for and maneuvering of various AMV’s collection of pictures and short de- the announcement and ordering in- (mostly swath, but some hydrofoil, scriptions. More to follow on this structions. subject. John R. Meyer, President Continued on Page 12
Page 2 IHS Winter 2002 - 2003 SUPERFOIL 40 tion. For the first time, the shipyard international classification society. (Continued From Page 1 ) used polymer materials for mounting At the same time, the welders from power plant and propulsive units and Almaz Marine Yard have passed the Superfoil 40 has a deadweight of 122 all technical documentation was for- qualification tests and obtained DNV tons, a length overall of 40 m, a beam warded from the designers via certificates of conformity to the inter- overall of11.7 m, and a foilborne draft E-Mail. national standard ISO 9606-2. of only 1.2 m. The main engines (4) MTU 12V 4000 M70 type, producing Superfoil 40 has been constructed completely of Russian marine alumi- 1740 kW MCR each at 1900-2000 Mr. Enn Rohula, director for Linda RPM, drive 4 MJP Waterjets num alloy under the rules and regula- tions of Det Norske Veritas (DNV) Lines Express, said that the new ferry (Mercedes). would become popular both in Tallinn and in Helsinki and would be able to meet competition not only with other ships operated on this line, but could also s helicopters on the market for passenger conveyance. Future prospects for Superfoil-40 ap- pear to be optimistic.
[Editor’sNote: More pictures and in- formation about Superfoil 40 are available on the Almaz website: http://www.shipconstruction.ru/Projects/ linda_e.htm. Also, look for opera- tional information about Superfoil 40 to appear in future IHS Newslet- ters.]
The vessel has a crew of 5, a passen- ger capacity of almost 300 with 266 in budget class, and 28 in business class. The vessel is reported to be environ- mentally friendly with extremely low wash up to max speed, and has low noise. It fulfills IMO emission regula- tions of Year 2000. Wide doors ar- ranged on both sides reduce the time for landing and disembarkation of passengers. The estimated time as- signed for this operation is about half an hour including cleaning of cabins and refueling. During the12 months from signing of the contract, the shipbuilders have ap- plied up-to-date technologies in the construction and equipment installa-
IHS Winter 2002 - 2003 Page 3 WATERJET REFINEMENTS TARGET such as border surveillance, anti- tially, representing the largest unit in WIDER MARKET drugs operations and Coast Guard du- this family, will be the 325 model, ties. five of which are specified to propel (From Speed at Sea, June 2002) each FastShip freight liner; the Kamewa A-series waterjets, which waterjet shipset - with inlet diameters by Doug Woodyard cover a power range from 500KW to of 3.25m - would absorb some 49MW 2,800KW, are claimed to be the first eeting the current market’s full at 200 rpm. Smaller units in the new and only aluminium units with programme, with inlet diameters spectrum of requirements, mixed-flow pump technology. Along Mwith power input ratings rang- from 2.2m but applying the same with a hydrodynamically optimized technology, will satisfy lower power ing from 100kW to 25MW, design, this feature reportedly yields Rolls-Royce offers the Kamewa port- demands and extend the existing SII a 5 to 10 % higher efficiency than ri- range. folio of FF, A and SII series waterjets. val aluminum designs. The higher ef- A significantly higher powered series ficiency can be exploited for a higher Also under the Rolls-Royce develop- is under development for large fast vessel speed and/or lower fuel con- ment umbrella is an advanced vessel projects. sumption. waterjet (AWJ) capable of handling 25.75MW, the aim of an R&D project With a power range from 100kW to Higher input demands are satisfied by 1,000kW the FF-series is typically by the Bird-Johnson Company (part the Kamewa stainless steel SII-series of Rolls-Royce’s naval marine busi- specified for naval craft, search and whose capability was underlined last rescue vessels, work boats and leisure ness) under the partial sponsorship of year by an installation serving NEL the US Government’s Maritech craft. Only the impeller, shaft and Lines’ 140m Corsaire 14000-class steering/reversing rods are made of programme. Bird-Johnson initially monohull fast ferry Aeolos Kenteris. reviewed the US Navy’s performance stainless steel, all other components A pair of 200 SII units with inlet di- (including the inlet duct) being of alu- objectives for future naval combat- ameters of 2m - the world’s largest ants and considered 13 propulsor minium construction based on steerable waterjets - are driven by GE strength calculations to minimise configurations, including Marine LM2500+ gas turbines devel- shaft-driven propellers and podded weight. A special rubber-like mate- oping 25MW. rial lines the interior surface of the and internal propulsors. The study impeller housing to minimise wear Fast vessel projects now on the draw- concluded that none satisfied the ob- and noise. A single-stage axial-flow ing board or seeking financial back- jectives. design pump is said to provide a high ing call for substantially larger volume flow with good pulling thrust waterjets, capable of absorbing up to at lower speeds; reduction gears are 50MW. Rolls Royce studies of tech- not normally required. nical solutions for ultra-large wate- rjets were stimulated by the design Hundreds of FF-series installations contract from Fastship Inc. to de- have been logged in the high speed velop units suitable for propelling the aluminium Combat Boat 90 craft US-based company’s proposed high Rolls-Royce R&D includes an ad- built by Dockstavarvet in Sweden for speed transatlantic cargo carriers. Swedish and export customers. The vanced waterjet (AWJ) capable of standard design, with a displacement Kamewa SII series units have proved handling 25.75MW of 16-17 tonnes, is capable of carry- efficient and reliable propulsors for Conventional waterjets were not ing 21 fully-equipped troops or up to fast ferries but when the input power originally considered because of the 45 tonnes of cargo. Twin FF-410 jets, is doubled, and impeller diameters ship signature problems associated driven by high speed diesel engines, may exceed 2m, a different approach with the jet discharge. But Bird-John- secure a maximum continuous speed to waterjet construction is dictated, son realised that it could be attractive of 45-50 knots and excellent ma- says Rolls-Royce. Its new waterjet to take the AWJ pump and combine it noeuvrability. The craft specification family will thus exploit a modular can be tailored to specialised roles, configuration rather than the existing Continued on Next Page plug-in assembly of components. Ini-
Page 4 IHS Winter 2002 - 2003 WATERJET REFINEMENTS high efficiency with an excellent cav- ARIES UPDATE (Continued From Previous Page ) itation margin, the latter characteris- tic facilitating the creation of compact with underwater discharge in a new and lightweight installations for rela- By Eliot James, IHS Member configuration. tively high ship speeds. Alternatively, his is a PHM update but can also the well-established three- bladed A 9,000-ton destroyer hullform was be the first USS Aries Hydrofoil pump design (for type-D series T used in an initial case study featuring Memorial Newsletter. waterjets) reportedly yields the high- two AWJ units, each absorbing est possible efficiency at relatively 37MW. For this application the inlet The USS Aries Hydrofoil Memorial low ship speeds. The cavitation mar- diameter would be 2.74m; and, be- Inc. is finally officially open for busi- gin characteristics of this more ax- cause the impeller would run at ness. The memorial has received it’s ial-flow design of pump result in a around twice the rotational speed of a 501(c) (3) tax exempt status from the slightly larger unit. Vessel speeds, conventional propeller, transmission IRS and can now accept tax deduct- displacements and mission profiles torques would be much lower. ible donations. An overview of the vary so widely that it is in the cus- project can be found at our web site, The largest unit ordered to date from tomer’s interest to allow the waterjet http://www.ussaries.org. another major contender in the designer to select the solution that waterjet arena - John Crane Lips, best suits the project, Wartsila Pro- We opened for tours the weekend of which is now part of Wartsila’s Ma- pulsion advises. Oct. 4th ‘02 during the Brunswick, rine Division and called Wartsila Pro- MO Pecan festival. We had in excess A 96m Incat wave piercer now on pulsion - features an impeller with a of 130 visitors that weekend and con- charter to the us military as the diameter of 2.8m. in tailoring solu- sider it a great success. Especially ‘HSV-Xl’Joint Venture is powered by tions to the specific application the since we did very little advertising four LJ 150D jets driven via gearing Dutch specialist has a choice of two and the ship was several blocks from by 7,200kW Caterpillar 3618 me- different pump designs - with three- the main street where the festival was dium speed engines. bladed or six-bladed impellers - in- being held. corporated in a heavy-duty assembly. The U.S. Army contract requires the Diana James is the President of the vessel to carry up Memorial and was mainly responsi- to 450 tonnes of ble in getting the whole thing off the cargo including ground. The tax exempt status was no armoured per- easy task but with the help of the His- sonnel carriers, toric Naval Ship Association’s light armoured Channing Zucker and Kurt vehicles and Wagemann with the USS Forest trucks - plus 325 Sherman project, Diana managed to fully equipped get the task accomplished. troops over 1,110 nautical miles at an aver- Our emphasis for the past few years age speed of 35 has been in making the ship ready to knots in sea cruise. Opening for tours was just state 3. A maximum speed of over 45 what we needed to redirect our priori- Wartsela Propulsion is delivering knots is available. ties to cleaning and tiding the ship up. the world’s largest reversible [Ed Note: The original article contin- She is as clean and dry as when the waterjets; each Lips LJ210E revers- ues for several pages to describe a Navy sold her and a lot neater. We re- ible booster features an impeller number of smaller waterjet projects moved “demilled” equipment and put with a diameter of 2.8 meters and applications that are not pro- vided here.] A six-bladed pump (for Lips type-E Continued on Next Page series waterjets) is said to combine
IHS Winter 2002 - 2003 Page 5 ARIES tems that got us home were tempo- tions, and governments to strip (Continued From Previous Page ) rary and others not reliable enough) equipment before the sale. Items re- we will be heading south in search of moved were most of the navigation, covers on most boxes and empty waterfront festivities where we can communications, and control elec- panel openings. offer tours. We are very interested in tronics; diesel generators; crane and volunteers that may want to spend windlass; water maker; various We added two staircases, one down some time cruising with us, working pumps, and other equipment. Most of the gun turret opening where the tour on fixing the ship up, and sharing the the equipment was removed by hack- starts, and one down the aft of the 01 knowledge they have of hydrofoils saw and bolt cutters. deck behind the bridge where the tour with tourists and young potential of the inside of the ship ends. This hydrofoilers. If all goes right, we The winning bidder was Chesapeake vastly increases the accessibility of would like to end up in the Keys Commodities of New Jersey. At the the ship to visitors. where we could host a PHM Reunion. time of announcement of the suc- cessful bidder, Captain Ronald Fra- One thing the ship really needs is We are attempting to secure more spare parts, especially of critical or ser approached the winning bidder painting. We are looking for a source and asked what their intentions were for paint, and would like to know one-of-a-kind items exclusive to these ships. We are in need of infor- for the ship. The successful bidder what color the ship should be, i.e. was only interested in the propulsion dove gray, haze gray, etc. mation about the cost of construction of any of these systems. For example, gas turbines, thus negotiations took Since Brunswick is such a small the foilborne gearbox, propulsor as- place and Captain Fraser became the town, we know that the traditional ap- sembly, or hydraulic actuation cylin- owner of HIGH POINT with Chesa- proach of being open 6 days a week ders or the hullborne propulsors. A peake Commodities owning the two from 9 to 5 just won’t be feasible with potential donor of those parts has to turbines. Captain Fraser initially our memorial. We will be instead or- be able to document their value. If moored the ship in Tacoma and ganizing tours by reservation along anyone knows what some of that started to obtain surplus equipment with being open for walk in business 2 equipment cost, from documentation to restore the ship into hullborne op- days a week during good weather. or memory, please let us know. erational condition. Captain Fraser This approach gives us more flexibil- was working on the ship in Tacoma ity such as staying open much later on The final obstacle to overcome is when he suffered a heart attack, and what ever days that work for groups achieving status as an eligible donee underwent an open heart surgery. He of 10 people or more. Schools, chil- for state surplus property. This status decided to move the HIGH POINT dren’s homes, scout troops, retire- will allow us to acquire equipment closer to his home in Astoria, Ore- ment centers or any groups that want that we could not possibly hope to be gon, but wanting to be in fresh water, to organize a tour will have the ability able to acquire without significant he had it towed to Portland, Oregon to set the time and day that works best cash donations. in 1993. His progress was slow due to for them. other functions that took his time. He did get replacement heads, windlass, We have nearly finished the docu- and diesel generators for the ship. mentation requirements for the Coast HIGH POINT TODAY Captain Ronald Fraser died of a Guard including admeasuments by stroke on 1 April 1988. The executor ABS which issued an International By Sumi Arima, IHS Member of his estate put up the HIGH POINT Tonnage Certificate showing us to for sale. During this period, the exec- IGH POINT (PCH-1) was put have 288 gross tonnage and 86 net utor decided to relocate the HIGH up for sealed bid on 28 February tonnage. This was the last require- POINT to Astoria, to reduce the cost H1990 at 9:00 A. M. by the De- ment before we made application to of moorage fees. The ship was partment of Defense, Defense the USCG for recreational documen- moored with very little monitoring, Reutilization and Marketing Service tation. and suffered damages to the hull. Ad- sale number 16-0003. The ship went ditional equipment was either stolen As soon as we have reliable systems through the normal procedure of al- Continued on Next Page restored for cruising (some of the sys- lowing the Navy, Defense organiza-
Page 6 IHS Winter 2002 - 2003 HIGH POINT electrical cables left hanging have owner of the PLAINVIEW is Lowell (Continued From Previous Page ) been removed. Garbage that was Stambaugh who lives across the road stored on the ship has been disposed. from where the ship presently is or removed and sold, as the ship re- Electrical power is available through moored. As noted under the mained moored to a pier that literally the original switchboard powered by PLAINVIEW letters section on the was falling down. an air cooled diesel generator IHS web site, Gusty Stambaugh has mounted on the main deck just aft of requested that all contact about the In November 2001, Ron Ihle (IHS the superstructure. A diesel genera- PLAINVIEW be through him rather Member) negotiated with the execu- tor has been installed on a modified than his father. You will need permis- tor for the purchase of HIGH POINT. foundation where the Detroit Diesel sion from him to go aboard. The orig- He had planned to relocate the ship to generator set formerly was located. inal drawings for the ship were turned San Francisco Bay and restore it to over by the Navy to a naval architect fully operational condition. He Other work has been progressing to in Portland, Oregon. I don’t know if started to prepare papers for register- be able to get the ship underway un- Mr. Stambaugh knows of their ing the HIGH POINT in the National der its own power, which will allow location, I do not. There is very little Register of Historical Ship. Shortly the ship to be moored in a more cost left on the ship as far as the propulsion after agreement, the economy took a effective location. Effort put into the systems go to see anything other than down turn, and thus Mr. Ihle was no HIGH POINT by the Phillips is no- maybe a foundation or two. longer able to complete the purchase. ticeable for the short duration of their ownership. It is reassuring that the “Old Gal” is once again in capable hands.
PLAINVIEW UPDATE
By Sumi Arima, IHS Member rompted by some questions posed by Steve Battaglia about PPLAINVIEW, here is some in- Photo Courtesy of Colleen Arima formation on this hydrofoil that may be of interest to a lot of our readers. Meanwhile, the Port of Astoria was dredging near the pier that HIGH POINT was moored, and demanded As shown above, the propulsion sys- to the executor that the ship be moved tem, the foilborne system consisted to another location. About the same of General Electric LM1500 turbines time, Bob and Shirley Phillips were to a reduction box which also drove making an inquiry at the port, when The PLAINVIEW is moored in the the hydraulic pumps, then to the up- they learned of the availability of the Columbia River on the Washington per bevel gearbox that was mounted HIGH POINT. They negotiated with side across the river from Astoria, Or- the executor and agreed to terms in egon in the town of Chinook. The Continued on Next Page February 2002. After making a search in the Astoria area for moorage space, Disclaimer the Phillips had moved the ship to Interested in hydrofoil history, Tongue point, a former Navy sea- IHS chooses articles and pioneers, photographs? Visit the plane base. The ship is moored to a photos for potential interest to IHS history and photo gallery pages pier with no shore services. Bob and members, but does not endorse of the IHS website. Shirley have been working on the products or necessarily agree with http://www.foils.org ship in their spare time. Much of the the authors’ opinions or claims.
IHS Winter 2002 - 2003 Page 7 PLAINVIEW turer will control weight and dimen- learn; the F3 was designed to utilize (Continued From Previous Page ) sions within strict tolerances. The the best of what was learned on the boat, foils and rig were designed by Flyer project as well as incorporating on the top of the strut, down the strut Doug Lord with lots of help from Dr. all the ideas, input and expertise of with two drive shafts to the lower Sam Bradfield (designer of the full Dr. Bradfield and his team to create a bevel gearbox, and to the super- size Rave hydrofoil built by truly remarkable RC sailboat! Be- cavitating propellers. The gear boxes WindRider) and his team. cause the hydrofoils produce righting were designed by Paul Diehl who moment as well as lift this boat is was the project engineer for GE, and very, very difficult to capsize or pitch built by GE. The foilborne propul- Dr. Bradfield invented and pioneered pole; in fact the foil equipped experi- sion gearboxes were retained by the the use of the altitude sensing “wand” mental Flyer 3 in 4 months of exhaus- Navy at the time of sale of the ship. that controls flight height on the Rave tive sailing in winds up to 22mph and F3. NEVER pitch poled or capsized!!! The hullborne system consisted of The Flyer 3 served as a test bed for a Detroit Diesel 12V71 shafted to similar foil system as used on this outdrives on each side of the ship. boat. The outdrives were of Boeing de- sign, same as the one on HIGH No other radio controlled multihull is POINT. An extension was inserted to as resistant to capsize or pitch pole as lengthen the strut and the gear ratio this boat is. This boat is a blast to sail was changed slightly to meet the especially on the foils. It has to be re- needs of PLAINVIEW. I believe the ally, really calm for the MicroFoiler outdrive was manufactured by Law- F3 not to fly!!!! A video is available rence Machine in Seattle where the for $12; it shows about five minutes one for the HIGH POINT was built. I of flying footage plus some close-ups also believe the outdrives were re- of the boat. http://www.microsail.com. tained by the Navy before sale of the ship. Many photos of the installation BI-FOIL MOTH SAILING HYDROFOIL were taken, but are boxed and stored at the Navy facility in Carderock MD. Dr. Bradfield has worked over 30 By Dr Ian Ward, Sydney, Australia. years in developing successful full MICROFOILER size hydrofoils such as the Rave. He n recent years, there has been a re- pioneered the basic foiler configura- surgence of interest in hydrofoil Isailing craft. Since the late 90’s a Excerpts from www.microsail.com tion used on the Rave and F3 and it is only with his help and encourage- number of Moth class sailing boats he MicroFoiler F3 is capable of ment that we were able to produce the in Australia have been the basis of Tflying on the foils in as little as F3. The F3 is NOT a scale model of experimentation with alternative hy- FIVE mph of wind! The boat is the Rave or any other full size foiler; drofoil configurations (see the exception- ally maneuverable while it is designed to be an excellent Spring 2000 Newsletter). The more on the foils, yet still sails well off the MODEL and thanks to work done recent developments of such craft foils. No complex set up is required over all this time by Dr. Bradfield and feature a fairly radical layout in and no special knowledge of hydro- his willingness to share with us, we which only two fully submerged hy- foil sailing is necessary to enjoy this think it fits the bill. drofoils support the craft weight, one boat. She assembles and disassem- mounted on the centreboard near bles quickly and has a convenient Dr. Bradfield and his assistant Tom midships, the other attached to the transport stand available as an option. Haman, did extensive experimental aft rudder. This configuration, re- work on our Flyer 3, converting it to ferred to as a bi-foiler, now featured This boat is being produced as a Strict hydrofoils in 1999; while they experi- One Design Class and the manufac- mented they allowed me to watch and Continued on Next Page
Page 8 IHS Winter 2002 - 2003 BI-FOILER MOTH SAILING HYDRO- The craft flies on reaches in anything 3 years ago, which I am pretty sure FOIL (Continued from Previous Page) over 6 knots of wind, is far easier to was the first sailing dinghy to ever sail balance laterally than when acting as on rudder and centreboard foils on a number of different sailing hy- a displacement hull and at times alone! You may also note the experi- drofoil craft. In this issue, perhaps the shows very good speed. While I can mental rig, which is a real winner too. first such bi-foiler sailing hydrofoil is take it on long sustained flights on a described by its designer, Ian Ward. single tack, it is not perfectly stable The following is adapted from a Sep- longitudinally due to the sensor being tember 2002 item on the Australian behind the centreboard. It would be Moth Association website: far better to have the sensor at the http://www.moth.asn.au/development.html bow, which I see some more recent developers have done. I have still not I have been following the Western been particularly successful upwind Australian foiler developments with at this stage. interest and quietly participating with some of my own. I thought I should Some interesting and unexpected share the latest developments. things happen when you get foilborne. The noise of slapping About five years ago I started my first waves is replaced with a silent, foiler development with a copy of the smooth ride and a small swishing hiss Ketterman Trifoiler principle. This My major disappointment with all of as you glide above the water. It is also the current foiler developments are consisted of 3 Tee foils. The two outer amazing when you race into a lull, the foils on the wing tips being controlled that they still appear to be “contrap- boat actually accelerates and lifts tions” with huge foils creating a by surface ski sensors. The mecha- higher as all of the forces pushing it nism allowed non-linear control of nightmare to rig and launch. I have down are reduced. It then glides ever therefore begun a project to build the foil angle whilst sailing. The ex- so sweetly back into the water. perimental hull had a waterline beam simple retractable foils in a standard Tacking is also incredible as there is centre case. A new tall narrow aero of only 250mm so it was rather ex- no resistance to pivoting, you can ac- treme even by Moth standard. In this rig is now completed and will also be tually turn 90deg in less than a sec- a feature. boat, but without hydrofoils, I came ond...hang on tight as it can be a in 12th in the 1994 World Moth cham- handful to stay onboard. Here is a It would also be good to hear of some pionships in Miazu Japan, easily win- photo of my first bi-foiler, from some real details on how the current foilers ning the last heat in choppy are really performing. Top speed is of conditions. On a reach at Balmoral, interest, but more importantly, how Sydney Harbour, in 12 knots I was do they compare with a Hungry Tiger able to go just a little faster than the on all points of sailing? Foilers will Australian champion, but it was not not be proven until they pass the ulti- good upwind and completely imprac- mate test of beating a skiff in all con- tical to manage on the beach. ditions. This will not be easy; I remember it took at least 15 years be- I then decided to try for a much sim- fore a Skiff finally beat a Scow con- pler bi-foiler design with T foils on vincingly in a breeze to win the 1986 just the centreboard and rudder. The Worlds in Adelaide. I expect it to take main foil on the centreboard also had much longer before a foiler can really a very small integrated trailing con- beat a current skiff in all conditions. trol sensor which maintained a con- The Moth is the ideal craft for testing stant level when foiling. This worked foils while comparing with the most well enough to get me going and to advanced monohull designs available get me hooked on this idea. today.
IHS Winter 2002 - 2003 Page 9 SAILOR’S PAGE
SPITFIRE 12 SAILING HYDROFOIL The demi-hulls are of GRP sandwich mum forward force with the available CATAMARAN - PART 2 construction with low-density balsa sail area, while minimising the heel- core and E-glass skins. Bulkheads are ing moment on the boat. To achieve [This is a continuation of the article of 50mm PVC foam core, with a this, as well as the wide hull and foil that appeared in the Autumn 2002 combination of glass and carbon fi- spacing, the design employs twin Newsletter] bre skins. For each of the demi-hulls, sails giving Spitfire significant sail the two hull halves were constructed area while keeping the sail’s centre of Hull Structure: in a mould and then glassed together. pressure as low as possible. he maximum speed of any sail- The laminate was wet out with vinyl The sail system comprises of a pair of ing boat is limited by its ability to ester resin using a vacuum bag infu- masts of circular cross-section with Tremain upright against the side sion process allowing this task to be the double surfaced fully battened force generated on the sails. The completed in less than an hour for sails attached to each side of the masts higher the wind speed and faster the each hull half. to create a streamlined aerofoil shape boat travels, the more severe this side The crossbeam are built up with with a round leading edge. The flexi- force becomes relative to the propel- low-density polystyrene foam ble battens help to provide the re- ling force. As a consequence, the formers and finished with carbon fi- quired camber in the sails for an centrelines of Spitfire’s demihulls are bre skins and internal webs. Stainless efficient aerodynamic shape with located 8 metres apart, giving the boat steel pins connect the cross-beams to good lift to drag ratio. excellent heeling stability both on hull bulkheads. Spitfire can be disas- and off foils. Through mathematical sembled and transported in a stan- The boat had been found to tack eas- modeling, BDG Marine predicted dard 40ft shipping container. ily while hullborne, and Mark advises that with 500kg of ballast and crew, a it has almost been possible to tack maximum foilborne speed greater Aerodynamic Design: while remaining foilborne. He feels than 45 knots should be reached be- Apart from reducing hydrodynamic the crew will master this eventually. fore Spitfire heels over excessively. drag, attention has also been paid to The masts were designed to be minimising the aerodynamic drag. un-stayed thus eliminating the drag In order to meet Australian Yachting Hence, the cross-beams are aerofoil associated with rigging. They are Federation (AYF) regulations, the shaped, the number of cables in the constructed from carbon fibre, cockpit floor had to be at least 240mm airstream has been minimised and the formed over a stainless steel above the waterline. The cockpit was hulls have been kept streamlined and sheet-metal mould. Despite their therefore positioned well above the uncluttered wherever possible. There length of 12m, they weigh only 45kg waterline, in a central ‘pod’. This pod is an added benefit to giving the each. also has covered storage space aft. cross-beams an aerofoil shape; the The position of the cockpit, with a front beam produces some lift, which Plans for the Future: floor level around 2.5m above water in turn lowers the loading on the hy- Following the completion of the first level when foiling and with no for- drofoils and hence their drag. This Spitfire, BDG is prepared to take ward obstructions such as masts, pro- translated to a little extra speed. more orders for the design. Price is vides the pilot a clear view of the ‘Soft Wing’ Sails and Twin Free anticipated to start at about water in front, while the location also Standing Masts: US$199,000. remains relatively dry. During sea-trials, this has become the most BDG Marine, in conjunction with Spitfire’s crew is planning an attempt popular area for the crew to sit! De- Windrush Yachts developed a dou- to gaining the 24-hour sailing speed spite traveling at high speed the ride is ble-sided sail for Spitfire. These sails record set by Steve Fossett with the reported by the crew to be smooth and have been provisionally patented. catamaran Playstation in 2001. quiet, even in relatively choppy 1.2m The design aim was to provide maxi- seas. Continued on Next Page
Page 10 IHS Winter 2002 - 2003 SPITFIRE The SCAT project is aimed at apply- tinue to be made. SCAT has also been (Continued From Previous Page) ing hydrofoils to true offshore sailing flying on beam reaches in seas of conditions. Preliminary design dis- three to four feet. BDG Marine also has plans for a cussions with Nigel Irens started in The stability of SCATwhile foilborne larger, 24 to 36 metre (80 to 120 feet) the summer of 2000. Matrix Compos- version of the Spitfire, which could be ites subsequently manufactured the is controlled by surface sensing con- capable of breaking long distance foils, while Multihull Technologies trol wands linked to flaps on the pair ocean racing records such as the in Florida constructed the hull. Sails of forward main foils. This transatlantic record currently also were purchased from Randy Smythe arrangement is similar to that on the held by Maiden (ex Club Med). Such as well as Dave Calvert. The craft was RAVE. However there are conditions a craft may also be a candidate for launched in July 2002. where this straightforward surface competing in The Race 2004. BDG sensing approach does not result in Marine is seeking sponsors for this The overall configuration of SCAT is optimal boat speed. Consequently, project to proceed. similar to the RAVEsailing hydrofoil Mike and Tom have since installed an (refer to Autumn 2001 NL), except arrangement for manual control of Further Information: that SCAT is a considerably larger flap incidence. Mike has been experi- craft. By way of comparison, a RAVE menting with this system (in which This item was largely based on infor- has a waterline length of 16 ft while the auto-control wands are free of the mation provided on the BDG Marine that of SCAT is 37 ft. The main foil water) during takeoff and flight in website with thanks to Mark Pivac. struts of SCAT stand some two and a light air and has found a significant For further information and illustra- half times the height of an average speed increases (up to 35%) to wind- tions of the Spitfire or other projects adult. Both the hull and foils are of ward. This technique has already of BDG Marine, visit their website at carbon fibre construction to minimise been well demonstrated by him in www.bdg.com.au or contact: weight while retaining strength and winning ‘round the buoys’ races in Mark Pivac, BDG Marine, Unit 7/108 stiffness. Speeds achieved to date the RAVE. The manual over-ride is Welshpool Road, Welshpool WA have been up to about 25 knots advantageous since a significant pro- 6106, Australia Postal Address: PO though this depends on sailing condi- portion of the time on the water for Box 377, Welshpool DC WA 6986, tions and the performance is still any sailing foiler is still spent either Australia Phone: +61 8 9258 quite variable as modifications con- hullborne or just skimming the sur- 7700 Fax:+61 8 9258 7711 website: face. http://www.bdg.com.au All arrange- The first event in which SCAT is ment drawings and photos are ac- likely to participate is the Lauderdale knowledged as being by BDG. to Key West race in mid January 2003. Development and testing of SCAT UPDATE SCAT is planned to continue through into 2004 when the boat will be ready for the OSTAR 2004 ocean race. For more information and images of By Sam Bradfield & Martin Grimm, SCAT visit: IHS Members • http://www.multihulltechnologies.com am Bradfield and his team at • http://www.nigelirens.demon.co.uk HydroSail Inc, Tom Haman and SMike McGarry, have been quietly • http://www.multihullboatbuilder.com/scat working on the design and testing of the sailing hydrofoil SCAT over the The HydroSail website at http://mem- last three years. Progress with the bers.aol.com/HYDROSAIL includes craft was reported in the last newslet- images of the earlier EIFO and ter. RAVE designs but not SCAT as yet.
IHS Winter 2002 - 2003 Page 11 In Memory of Erich H. Ashburn WELCOME NEW MEMBERS by boats, especially fast ones. Kristoffer has built model boats, en- [Courtesy of Blethen Maine (Continued From Page 2) Newspapers Inc.] joyed boat rides, and served one SES, ACV and planing boat pro- year in the Norwegian navy on a rich H. Ashburn, of Orrs Is- jects). He went to private industry “Missile Torpedo Boat” (a fast at- land, Maine, passed away after working the next 10 years on com- tack boat). Ea courageous battle with pros- mercial SWATH designs, at SWATH Wade McGruder - Wade is a sales- tate cancer, with his wife and sister International, Ltd, culminating in by his side, Saturday, Oct. 12, 2002. man for Claypool Pump & Machin- the delivery of a 28kt, 37m SWATH ery Co, Inc. St. Louis, Missouri. He He was 61. Born in Kearney, Neb., ferry, Cloud X. He has recently Oct. 19, 1940. He grew up in Gib- has built several personal watercraft joined Navatek, Ltd. as east coast re- over the years and is now interested bon and North Platte, Neb., and gional director, and is working on joined the Navy after graduation in in working with hydrofoils. Wade some exciting hydrofoil and “lifting has an extensive background in 1958. He served as an enlisted elec- body” design projects including pro- tronics technician before being ac- building with foam and fiberglass. totype vessel testing on the U.S. east His latest project will marry foils cepted in the NESEP program. He coast. then attended the University of Col- with a PWC engine and propulsion orado, earning his Bachelor’s De- Kristoffer Jakobsen - Kristoffer is system. The reason he joined the gree in EE and MS in June 1965. a Norwegian student studying for a Hydrofoil Society is to gain a work- After graduating from Officer Can- Master of Engineering in Marine ing knowledge of what will work didate School, he was commis- Technics at the Norwegian Univer- (and what won’t). Any help would sioned as an Ensign in the Navy. He sity of Science and Technology, be welcomed: [email protected] proudly served his country in Viet- NTNU, in Trondheim. He is halfway Robert Phillips – Bob lives in S.W. nam aboard the USS Mansfield through his 3rd year (of 5 years in to- Washington State. His college ma- DD-728 and taught at the U.S. Na- tal). He has chosen Hydrodynamics jor was non-nuclear physics, spe- val Academy. He also participated as his major. Having always lived cializing in electronics. He joined in the development of the Navy Hy- close to the sea, he’s been fascinated IHS to help support the effort to drofoil program aboard the USS keep people apprized in this tech- Pegasus, and was the ship’s Com- nology, and support the website manding Officer during Opera- NEW BENEFIT (only fair since I have derived a tional Evaluation. After serving as great deal of information and con- the officer in charge of fleet intro- IHS provides a free link from the IHS website to members’ per- tacts regarding the High Point from duction team at Bath, he retired sonal and/or corporate site. To re- it.). He has his own website; ad- with the rank of commander in Au- quest your link, contact Barney C. dress: rpstander.tripod.com gust 1983. Erich worked as office Black, IHS Home Page Editor at director at Technical Management [email protected] and Analysis in Bath until Septem- ber 2002. Erich’s humor, intelli- gence, practicality and friendliness IHS BOARD OF DIRECTORS are what endeared him to his family, 2000-2003 2001-2004 2002-2005 friends and co-workers. 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 Winter 2002 - 2003 LETTERS TO THE EDITOR
Hydrofoil Questions 2. The trend for pleasure boats is not Response…The extent of your ques- always increased sizes but more to- tions is rather more than I can take the [Oct 11 2002] Thank you very much wards comfort and luxury etc which time to answer as webmaster. Pri- for the index list received from you. makes the boats heavier. A 25 ft pow- marily I am concerned with design If I want to order a paper how do I pro- erboat (2002) cost almost double that and maintenance of the website itself, ceed? I wonder whether you can in- compared to the price a few years ago along with correcting any technical form/advice me regarding following? (including correction for inflation). difficulties that may arise. The proper forum for receiving information and With reference to the enormous 3. The average cruising speed is amount of articles, materials etc advice from our volunteers and other 22-26 knots even if top speed is 32 interested parties is to post your in- available in the subject Hydrofoils, I -40 knots. In fact the average speed got 16 thousand hits with the quiries on our BBS bulletin board, very seldom surpasses 22-26 knots. which can be accessed from our main search-engine, following questions Rather often you see powerboats in come to my mind: page at www.foils.org. I have taken the size 25 to 40 ft rather cruise at 12 the liberty of posting your questions A. Are there today any sort of up- to 17 knots albeit they are built for for you this time. Hopefully you will dated standard bible or various such higher cruising speeds. receive some interesting responses. I bibles (books for designers, produc- When I ask people why the are run- broke your inquiry up into smaller ers, students, etc) that summarizes ning their boat this way frequent an- separate postings because usually the what is acknowledged know- swers are for comfort and/or briefer and more focused your ques- how (R&D, field experiences, trues & economy/mileage reasons. The com- tion, the better the quality of the re- myths, designs, developments, costs, fort factor is important (i.e not to have sponses you will receive. As to your performance, bench marking com- to reduce speed frequently when first question about hydrofoil bibles, I parisons etc)? If so, where can I order meeting waves from other boats/fer- can recommend the Advanced Ma- these? ries etc which in fact now is the case. rine Vehicle CD-ROM sold by IHS (see notice on the main page). We are B. Has the hydrofoil concept never It is not due to poor performance of also close to offering two more been any success within the market the boat it is for better comfort, some- CD-ROMs of like material. This is a sector of smaller to mid-size of boats times noise factor, compared to cars. treasure trove of information. The (23 -35 ft)? Having these aspects in mind, the rel- website lists technical and popular C. Why is it so that speed is always atively simpler design task of hydro- references (but IHS is not a source of focused when reading about hydro- foils for smaller boats compared to most of them). Also, if you will look foils? Consider the following: ferries may be could open up oppor- in the correspondence archives dating tunities if comfort, noise and mileage back before the BBS, you will find an 1. Today in Sweden (Scandinavia, are more focused than only the high archive page devoted to references EU) the price/US gallon of diesel is speed performance. Now the true and texts... I recall that a few of the about 3.9-4 US $) due to tax 2.95 % of question is: Is a hydrofoil based boat letters asked the same question and all running time of pleasure boats in the size of 27 ft more comfortable were well answered. Barney Black takes place in smooth weather with (cut trough larger waves with better moderate wave sizes (in fact the comfort, movements, splashes ) at 25 Bras D`Or Propulsion Question waves that causes irritation, not prob- knot than a surface planning boat of [10/20/02] Only recently I visited the lems, are those generated by other the same size and speed? Maritime Bernier Museum, and it boats, not the weather/wind. This is was closed at the time. I visited the due to the large protected water areas Thank you in advance for your time exterior of the ship le Bras d’Or . The by the archipelagoes surrounding and possible comments, information only information that I lack is what Scandinavia and also due to rather and/or advice. Regards, Tomas type of motors drove the propellers? low statistic average wind (force 2-3, Jarnmark, Electrum Foundation Baltic coast areas). ASTE Continued on Next Page
IHS Winter 2002 - 2003 Page 13 LETTERS TO THE EDITOR ers and builders in the links page Responses … There is very little liter- (Continued From Previous Page ) (http://www.foils.org/linksout.htm), ature on hydrofoil sections, but all the however this accumulation of links equations and software available for The two uppers and the two lower cannot be considered complete. aeroplane wings works for hydro- motors? Why supercavitating propel- There are many shipbuilders capable foils. One of the standard works is lers for the two lower ones? J. P. of building hydrofoil craft to print Fundamentals of Aerodynamics by Carole [email protected] and a few that offer standardized hy- John D Anderson. The latest edition drofoil designs... many of the latter is quite expensive, but if you can find Response …A source of information are in the IHS links. If, on the other a previous edition they are a lot about Bras D’Or is Thomas G. hand, you are talking about small per- cheaper. There are various software Lynch’s Book The Flying 400: Can- sonal sailing craft, there are some applications that can calculate the lift ada’sHydrofoil Project. According to links on the IHS site related to this and drag coefficients for any foil sec- this book, the fixed-pitch area of hydrofoil manufacture. There tion and angle of attack. I have used supercavitating lower props were are also some links related to human an application called Panda from driven by an FT4A-2 gas turbine en- powered hydrofoils, although the Desktop Aeronautics Inc for this. I gine purchased from United Aircraft Human Powered Boats website think that these applications use of Canada. The 48 inch diameter (http://www.humanpoweredboats.com/) 2-dimension finite element analysis props were developed jointly by is a more complete source. Barney C. to work out the flow patterns and DeHavilland and the Ship Division of Black [email protected] pressure at each point on the foil. The the National Physical Laboratory actual lift and drag can be calculated London, and were manufactured by from the coefficients and the liquid Ladish company of Milwaukee of Info Source for Foil Profiles density, speed and dimensions, with Inconel 718 stainless steel. The suitable adjustments for the aspect ra- foilborne gearbox was built by GE. [10/21/02] I am a mechanical engi- tio. All the equations are in Funda- The hullborne propulsion system was mentals of Aerodynamics. They are powered by a Paxman Ventura neering student at the University of Nottingham, England. As part of my quite complicated. Malin Dixon; gal- 16YJM diesel engine. Barney C. [email protected] Black [email protected] course I have been given the task of designing a human-powered hydro- In addition to Malin’s excellent sug- Source of Builder Locations foil designed to carry two people. The gestions, here are a few additional re- craft needs to travel at a speed of 5m/s [10/20/02] Would you happen to sources you may find helpful: and be small enough to fit on a trailer. • http://www.humanpoweredboats.com/ know where I could find information I have decided that a two-hull design on hydrofoil builders’ distribution in Links/L_Research.htm - Various links would be best with a fan-powered to research articles and informational the world? For example, I would like propulsion system using simple gears to know if there are any in Canada, or web-sites. Not all hydrofoil specific, and chains to transmit power. The but some will be helpful to you. are they mostly located in the USA? problem I am having is finding infor- Francois Simard; mation on foil designs, and in particu- • http://www.amazon.com/exec/obidos/ASIN/ [email protected] lar, foil profiles with information on 0873228278/o/qid=947990877/sr=8-1/ Response…Iamnotsure what type how much lift and drag each profile 104-9565347-4271660 - Human Powered of hydrofoils you are interested in... generates with information on how Vehicles Book by Abbott & Wilson. military or commercial? engine these values are determined. I would This has a very detailed chapter on hu- power, human power, or sail? The be extremely grateful if you could man powered hydrofoils, written by premier sources of info for military send me any information you have on Dr. Allan Abbott, co-builder of the Flying Fish series of boats. You will and commercial hydrofoils are Jane’s foil profiles or any links for me to fol- find just about all the calcs needed for Publications (http://www.janes.com) low up. Also if you have any informa- tion on human- powered hydrofoils human powered hydrofoils in this and Fast Ferry International maga- book. zine (http://www.fastferryinfo.com/). The and how I should approach my de- sign. Ben Jones IHS website has a section on design- Continued on Next Page [email protected]
Page 14 IHS Winter 2002 - 2003 LETTERS TO THE EDITOR PHM / Jetfoil Model Plans cially water propelled types have re- mained mostly a curiosity. For small (Continued From Previous Page ) [11/2/02] I’m the person with the Jet- speed superiority better ride they foil mouldings, of HMS Speedy • http://www.humanpoweredboats.com/ have usually cost at least two to three 929-320 and the commercial Photos/HydrofoilHPBs/HydrofoilHPBs.htm times as much as comparable planing 929-115-100. I’ve been working on Photo gallery of successful human monohulls. The added cost of the Hy- the Jetfoil model for many years, and powered hydrofoils. drofoils is actually the smallest added I will soon be able to have a model cost. To that you have to add the Foils fully working with ACS (My models • http://lancet.mit.edu/decavitator/ control system. This includes the: of Jetfoil and PHM are 4ft / 1.2 m Decavitator.html - Web-site for MIT’s foils lift/Trim/Roll control mecha- Decavitator , which won the DuPont long). I worked with Martin Seymour nisms, boat attitude and motion sen- prize for fastest human powered hy- on his model back in 1985. Jetfoil or sors, and a controller feedback drofoil in 1991. PHM require the same type of system computer (even if it a simple analog for automatic control. I have now device). The foil stowing/deploy- • http://www.orange.or.jp/jsha/ - Japanese sourced the outlets for Jetfoil control ment system. Finally, the Propulsion Solar and Human Powered Boat Asso- and hope soon to be testing. Back in system becomes very complicated ciation 1985, there was a lack of knowledge and inefficient because it has to oper- Ron Drynan; of the systems for control, but these ate in two modes (Hullborne and [email protected] systems are now available. I expect to Foilborne). Propeller driven systems have some positive news in the spring The Society of Naval Architects and often have 30 to 45 degree shaft an- of 2003 so watch this space. Also Marine Engineers (SNAME) has gles. These angles can reduce effi- available will be mouldings for PT50, published the technical bulletin Blade ciency by 50% from conventional PT75, RHS 150/160/200 + PHM, and Hydrofoil Section Design. This boats. as a result, Waterjet pump complete and ready to run. I can con- bulletin includes the Blade and Hy- propulsors are often used with firm that I have all of the workshop drofoil Section Design Codes with a waterjet inlets that tunnel the water manuals of Boeing Jetfoil and draw- 29-page Owner’s Guide, and a 184 up to the pumps in the hulls. This sim- ings. The ACS has been in my blood page Technical Report. It updates and plifies the mechanical installation. for years, and I have had a major complements T&R Bulletin 1-17. Bill White; [email protected] The Design Codes and Owner’s breakthrough in the past few days. I Guide provide tools for the design am able to give advice on all aspects First Sailing Bi-foiler and performance evaluation of blade of Jetfoil and PHM for modeling. Pe- ter Cahill; [email protected] [11/11/02] Just thought I should set and hydrofoil sections. The programs the record straight about the first ever are provided in both DOS and Mac Historical Market for Hydrofoil monofoiler...(well I call it a bi-foiler) formats and will run on most personal Boats Here are some details http:// computers. www.moth.asn.au/development/devel- [11/4/02] There are good economical opment_ward_2002.html We should The Technical Report provides ana- reasons why small hydrofoils espe- lytical background information and is also not forget the amazing develop- of interest primarily to those who ment by Rich Miller of the first true wish to adapt or enhance the pro- Letters To the Editor allows and only monofoiler , a high perfor- hydrofoilers to ask for or provide infor- grams. This new publication is identi- mance sailboard with just one foil in mation, to exchange ideas, and to inform fied as Technical and Research the water, like a unicycle! Ian Ward the readership of interesting develop- [email protected] Bulletin 1-45. It is being issued as a ments. More correspondence is pub- CD-ROM, and may be ordered by lished in the Posted Messages and Response …Dr. Ward, it looks like contacting [email protected] or by Frequently Asked Questions (FAQ) you have done a tremendous job! calling +1-201-798-4800. It is priced section of the IHS Internet web site at Check out monofoiler.com for other at USD50 (USD25 for SNAME http://www.foils.org. All are invited to monofoiler’s such as Brett Burvill’s members). Barney C Black participate. Opinions expressed are those of the authors, not of IHS. Continued on Next Page
IHS Winter 2002 - 2003 Page 15 LETTERS TO THE EDITOR metrical, carved by eye. Today I’d water testing. What measurement (Continued From Previous Page ) use XFOIL to design a custom sec- techniques are available for measur- tion and make templates to accurately ing drag and boundary layers in open Moth sailing on just two foil, (one on profile the shape. Still, my canoe lit- water? If you have any information or the daggerboard and one on the rud- erally sailed circles around the Sun- suggestions for me, I would really ap- der). And recently, John Ilett’s flower from which I got the sail rig. preciate it. Thanks! Becky Massey monofoiler sailing the same way but ...what asymmetrical cross-section [email protected] with an addition of a wand based alti- would be best? ...is blunt entry better tude control system. Also included on than sharp entry for the leading edge? the site are pictures of David Lugg’s You want to shape the leading edge as Ideas on Where to Get Foils International 14 sailing on just two accurately as possible to the coordi- foils with manual control. If you nates of your chosen section. The [11/27/02] I was just looking over the would like I’ll be more than happy to right leading edge shape is neither add your boat to the others on IHS site and was intrigued by your blunt nor sharp. It’s one of those ideas. I would like to develop a kit http://www.monofoiler.com When did Goldilocks things. It’s better to be you first sail your boat on two foils? that can be bolted onto an averaged just right. You might want to try one size boat for the recreational Congratulations on a great job! Doug of Selig’s model glider airfoils, like Lord; [email protected] hydrofoiler. After reading the infor- the S7012. http:// www.nasg.com/ mation that Tom Lang had posted a Asymmetrical Leeboards for afdb/show-airfoil-e.phtml?id=1055 or couple years ago, I’ve been thinking Sailing Canoe the S7075 http://www.nasg.com/afdb/ about different ways to accomplish show-airfoil-e.phtml?id=1057. They are this. I see a lot of inquiries from peo- [11/22/02] I have been sailing/racing intended to work well at low speeds. ple that want plans or a kit of some a sail canoe for several years. Most Don’t forget that the deeper you make kind. One option would be to make a sail canoe skippers use a single your boards, the better. Tom Speer; surface piercing hydrofoil. A person leeboard. I’m curious as to how much [email protected] could pay to get an extrusion die my canoe’s windward performance Testing a Drag Reduction System made, then have a number of 20’ could be improved by using a pair of lengths extruded as bar stock. This asymmetrical leeboards, one at a time [11/26/02] I found John Meyer’s post stock could then be cut to length, and on each tack. Given a top speed of 4 at http://www.foils.org/students.htm re- bent to whatever configuration de- knots to windward, and leeboard un- garding the Georgia Tech Aerospace sired. There’s an initial outlay, but the derwater dimensions of about 3 ft Engineering student project. I am sales could offset this. A submerged long by about 8 inches wide, what currently working on the same pro- hydrofoil would take a rather sophis- asymmetrical cross-section would be ject and was wondering if you had ticated control package, but the foils best: i.e. what max thickness, what any suggestions for drag measure- themselves would be much easier to front-to-back location of the max ments. The purpose of the project is make. Ultimately, this is the direction chord height, and is blunt entry better to design an experiment to test the I’d rather take. I am a mechanical en- than sharp entry for the leading edge? drag on a hydrofoil equipped with a gineer working in manufacturing. I Does anyone have any sketches drag reduction system. The drag re- have a background in controls and a showing optimum cross-section for duction system works by employing lot of desire, but don’t feel confident selected velocities thru the water at an electric field that interacts with the enough to tackle this. The submerged the 1-6 knot range? Would cavitation ions in seawater and changes the version would require a gyroscope cause problems at this low a velocity? boundary layer. The only idea I have for attitude reference. It may be possi- Dan Reiber [email protected] come up with so far is to use a water ble to use a gyroscope that is now Response …I learned to sail by rig- tunnel along with a force balance for available in the R/C helicopters. I ging our canoe for sail and making measuring drag and an LDV system have a 16’ trihull 120hp I/O that I plan my own leeboards. I never got around for examining the boundary layer. I on using for this experiment, but as of to making a rudder - just steered with found some information about water yet do not have the necessary parts or the paddle. My leeboards were asym- tunnels that use seawater, but I think intellectual fortitude. Jeff Mikkelsen; you mentioned something about open [email protected]
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