The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Spring 2006 SEABUS-HYDAER: WING SUSTAINING MEMBERS ASSISTED HYDROFOIL
oday there is a general need to transport passengers, cars and cargo Tby sea using methods that are safe, fast and cost-effective. European research is developing new types of ship to fulfill this demand. AEu- ropean project, SEABUS-HYDAER, is developing a completely new concept in marine transport: a hybrid between a plane and a ship. Al- though Seabus never leaves the water, most of its lift power is provided by its wings. This gives it the capacity to travel very fast. Ferries cur- rently in use have top speed of about 40 knots; Seabus beats this with a ______projected speed of about 120 knots (220 km/h) while using 20% less fuel. 2006 DUES ARE DUE Shown here are several renderings of the HYDAER concept. IHS Membership is still only US$20 per calendar year (US$10 for stu- dents). For payment of regular member- ship dues by credit card using PAYPAL., please go to the IHS membership page at
Page 2 IHS Spring 2006 Seabus-Hydaer To improve the mixing layer be- distance of 850 kms. The project (Continued From Page 1) tween air, vapor and water, a modi- was led by Intermarine, a shipbuild- fied geometry of the NACA control ing yard in Italy. The concept fea- aerodynamic wings, using surface foil has been tested. A significant tures hydrodynamic control by effect, for lifting purposes and drag improvement has been obtained by hydrofoils rather than aerodynamic reduction. enlarging the injection slot. This im- control. These control hydrofoils provement, which has been reached are connected to the wing by verti- The main objective of the present at low velocities, should be more cal water surface piercing struts. Supramar technical support work is pronounced for full-scale condi- Separate V-shaped hydrofoils are the validation of the stabilising ca- tions. Furthermore, the relationship used to generate hydrodynamic lift pabilities of Air-fed foil profiles between flow-rates of injected air forces to assist in take-off to get the through an experimental investiga- and the lift coefficient was found hull out of the water before the air tion of a set of hydrofoils at reduced similar to the results already re- speed is reached for the wing to scale. Two control foils, a strut and ported in 1998 with the original ge- fully carry the weight of the vehicle. take-oft foils have been tested. Air ometry. As one of the eleven partners in the injection is provided on the suction project, NLR was responsible for and pressure sides as well as in the [Editor’sNote: leading and trailing edges. Tests are Investigations carried out in the LMH high-speed of air-fed sta- cavitation tunnel. bilization by Four different control and take-off Supramar goes Airfed profiles have been success- back many fully tested in the LMH high-speed years with only cavitation tunnel of the Swiss Fed- limited appli- eral Institute of Technology. Lift cation at that and drag coefficients as well as flow time, but has visualisations have been carried out now risen to to study the effect of injected air on the surface again.] hydrodynamic and cavitation per- Rendering of a Very Large Seabus-Hydaer Transport formance of these hydrofoils. In “Aerodynamic the aerodynamic analysis and the general, for air and/or vapor cavities Investigation of a Wing in Ground verification by wind tunnel tests. extending beyond the trailing edge, Effect” a technical report NLR also participated in the overall injecting air in the suction side leads (NLR-TP-2002-506) published by design activities as member of the to a decrease of the lift coefficient NLR (the National Aerospace Lab- Design Review Board that was while air injection in the pressure oratory of the Nether- lands) in 2002 formed during the project. The re- side is responsible of an increase of and was written by W. B. de Wolf. port describes the aerodynamic evo- the lift coefficient. This report highlights the activities lution starting with the initial design of NLR in the Seabus-Hydaer pro- Flow analysis, using experimental provided by Intermarine, some re- gram, performed under a contract and computation results, shows that sults of the aerodynamic calcula- awarded by the European Commis- air injection causes a change in the tions, the wind tunnel test and the sion. pressure field over both pressure main results obtained for take-off and suction sides. The pressure up- This program was to evaluate the and cruise conditions. [Taken from stream to the air-feed slot increases feasibility of a large wing-in- abstract]. The full text is available due to a stagnation point while the ground-effect vehicle to be used for as a PDF file from: edi- pressure on the pressure side de- fast transport over sea, cruising at a [email protected] creases in a uniform way along the speed of at least 100 kts and carrying ********* chord length. 800 passengers plus 100 cars over a
IHS Spring 2006 Page 3 PRINCE ANDREW HONORS U.S. NAVY some Commonwealth realms, and are Lorenzo Bonasera (IHS Member), CAPTAIN based on extraordinary valor and ded- has provided us with several pictures ication to duty. taken on last December in Messina, tory Number: NNS060131-10; (Alijumbo Zibibbo) in the USTICA SRelease Date: 1/31/2006 By Pho- LINES attractive livery, and a picture tographer’s Mate 2nd Class “This is an outstanding award, and it of the Rodriquez Yard (same period, a (AW/SW) Carolla Bennett, Com- means a lot to me,” said Peterson, Antonio Donato photo) showing the mander, U.S. Naval Forces Central who can now officially put ‘OBE’ af- Siremar’s new Foilmasters. Command/Commander, U.S. 5th ter his name. “It’s an honor [to wear it Fleet Public Affairs MANAMA, on behalf of] the many fine Royal Bahrain (NNS) Navy sailors and marines that I served with.” England’s Prince Andrew awarded Capt. John Peterson (IHS Member) the Honorary Order of the British [Editor’s Note: We are very proud of Empire (OBE) during an investiture Captain Peterson and congratulate ceremony January 25 at the British him on his well-deserved award . All Embassy in Manama, Bahrain. should note that he served as Com- mander of USS Hercules, PHM-2, Alijumbo Zibibbo and I, personally, was fortunate to be Peterson, chief of staff for Com- aboard her on several trials in the mander, U.S. Naval Forces Central early 1990s.] Command, was given the prestigious award for his leadership of coalition USTICA LINES ORDERS MORE forces, which included a large num- FOILMASTERS ber of Royal Navy sailors and ma- t has been reported that Ustica rines, in the campaign to secure Iraqi Lines will be taking delivery on oil assets during the onset of Opera- I two more Rodriquez Foilmaster tion Iraqi Freedom in 2003. hydrofoils in April 2006 and 2007. Foilmasters in Rodriquez Yard See IHS Summer 2003 Newsletter Prince Andrew, who is the Duke of feature article describing the ADVANCING THE CASE FOR AXIAL York, knight commander and Foilmaster. The company’s fleet of FLOW PUMPS aide-de-camp to Queen Elizabeth II, 13 hydrofoils, five catamarans and a congratulated Peterson when he pre- single monohull based in Sicily al- (From Marine Propulsion, Octo- sented the award. “Congratulations ready includes 4 Foilmasters deliv- ber/November 2005) and well-done for all the hard work ered during the 1996-2003 time hip speeds of 35 knots and higher you did on behalf of the navy,” Prince frame. Scall for both slender hull forms to Andrew said to Peterson. “Wear the reduce the vessel’s drag and effi- award with pride.” cient but compact Propulsion sys- tems to minimise the total installed The Order, established by King power and installation space re- George V in 1917, recognizes chiv- quired. alry. It is limited to 100 knights and Foilmaster dames grand cross, 845 knights and Waterjets are well favoured for such dames commander, and 8,960 com- Ustica Lines will be operating six applications because they have no ap- manders. Military appointments are Rodriquez Foilmaster hydrofoils in pendage drag (thanks to a flush- made on the advice of the govern- 2007. ments of the United Kingdom and Continued on Next Page
Page 4 IHS Spring 2006 AXIAL FLOW PUMPS able for high-speed applications Phase 4 involves constructing and (Continued From Previous Page ) where waterjet propulsion is the only testing in a towing tank a suitable realistic choice. high speed ship model to determine mounted inlet) and have high effi- the critical interaction effects be- ciency (recovering part of the ship’s tween hull and waterjet inlet. The frictional drag by ingesting the low Phase 1, completed in August 2002, work also defines the pump’s power- momentum boundary layer at the studied the options for compact units, ing characteristics at design point and waterjet inlet). including: pumps with coun- off-design operating conditions. Data ter-rotating blade rows, pumps with Today’s larger commercial waterjets developed will cover the full range of inlet pre-swirl vanes, ventilated with ratings above 7,000kW typically ship operating conditions anticipated pumps, supercavitating pumps, and feature mixed-flow pumps, for which for the Primary full-scale waterjet axial- flow pumps. the installation flange diameter is propulsor. 70-85 per cent larger than the diame- The whole- ter of the inlet flow duct. Such a large ship and ship flange diameter is often incompatible interaction with the slender hulls required for data, combined high-speed vessels, according to John with that from Purnell, senior engineer at US-based the pump CDI Marine Systems. model tests in Phase 3, will Increasing the hull beam to accommo- provide the date the size and number of mixed- critical infor- flow waterjets required could result in US Navy Destroyer Demonstrator to Test Advanced Waterjet mation neces- significant increases in drag, leading sary to validate The latter option was selected for fur- to a spiraling rise in ship displacement the design process and the CFD mod- ther work. Completed in September and the power that must be installed. eling results. CDI Marine Systems 2003, Phase 2 developed the concep- aims to achieve the realistic design With installation diameters only tual design of a waterjet propelled 50 and prediction of overall full-scale about 15-20 per cent larger than the knot/197m-long slender monohull performance of large (>20MW) ax- inlet duct, axial-flow pumps arc con- RORO ship for commercial short-sea ial-flow pumps in a high speed ship sidered by CDI Marine Systems a po- traffic. application using appropriate model tential solution to the problem and are A complete hydrodynamic design for testing and data scaling procedures. also much lighter in weight than con- a 42MW axial-flow waterjet pump for temporary commercially available Summarizing the potential advan- the projected ship was also developed mixed-flow designs. tages of axial-type waterjets for high using computational fluid dynamics speed commercial and military sealift In 2002 the company started a (CFD), which would form the basis vessels, the company cites: four-year program examining the for further model-scale analysis in technology options and development Phase 3. - significant volume and weight sav- of compact axial-flow pumps, with ings for the same duty compared with funding from the Center for the Com- conventional mixed flow designs Scheduled for completion in May this mercial Deployment of Transporta- year, Phase 3 dictated additional CFD - easier installation in slender hull tion Technologies and more recent model-scale analysis, manufacture forms oversight by the US Office of Naval and water tunnel testing of a model Research. waterjet pump, which were necessary - higher rotational speeds, thus pro- viding a better power density for both The aim of the four-phase project is to to adequately define the pump’s criti- the Pump and the power transmis- develop and validate the attributes of cal performance characteristics and sion, whose performance is also less a preferred waterjet propulsor suit- cavitation limits. limited by cavitation.
IHS Spring 2006 Page 5 FLYAK The front foil lifts first, until it is just ISLAND ENGINEERING UPDATE under the surface. Then the main foil (Excerpts from: www.foilkayak.com ) lifts the hull out of the water. The Island Engineering’s most advanced kayaker can easily control how high motion stabilization system, fielded n the 12th and 13th of Nov 05, a he will fly by increasing or decreasing jointly with Quantum Marine Engi- Oteam from the Australian the speed. When paddling faster, the neering of Florida, has now been op- TV-program “Beyond Tomor- main foil lifts the hull higher and at erating on the U.S. Navy’s LSC(X) row” visited Oslo, Norway to do a the same time tilts the hull forward. ‘Sea Fighter’ for approximately one story on the Flyak. The story was to This reduces the angle of attack, year. The system consists of two ac- be shown on Channel 7 in Australia which in turn allows the kayaker to tively controlled titanium ‘T’ foils in March 06, and on Discovery Chan- paddle faster. mounted near the bow, two active nel in May-June. On Sunday 13th of transom interceptors, and two ac- Nov 05, the “Beyond Tomorrow” The cruising speed is about 15% tively controlled flapped skegs of tita- team and Foil Kayak organised a nium and stainless for yaw control. 200m race between Andreas Gjersøe higher than the take-off speed, and the in a Flyak and a K4 (4-man kayak). top speed is about 30% higher than The vessel achieved a trial speed in The K4 crew was made up of Norwe- the take-off speed. excess of 50 Knots. System compo- gian National Team members. The nents are linked via an EMI resistant K4 was leading half way, but To increase the lift and to make the fiber optic LAN. System perfor- Andreas in the Flyak was more than a Flyak go straight, winglet plates are mance has been remarkable- we have boat length in front at the finish. used on the wingtips. The total weight recorded the highest gains ever for a of the kayaker control system of this type due to the and hull, and the cleanliness of the digital signal and desired speed, low EMI of the fiber optic Ethernet dictate the area of system. The ActiveSkeg™ has the foil pair. If proven to help reduce vessel course one wants to go 5 deviation by roughly an order of % faster, simply magnitude. make the foils 10 % shorter. Currently, again fielded jointly with Quantum, Island Engineering Inc The designers re- (IEI) is providing a stabilizer system port that there is for the Egyptian Navy FMC (Fast no reason why a Missile Craft), being built by VT Hal- pair of foils with a ter Marine. IEI also continues to sup- lift/drag ratio of port R&D and model test efforts for FLYAK, A Foilborne Kayak 25 or more can- several promising new technologies for various clients. The Flyak has two T-foils: a main and not be made. The a front foil. The front foil is also a builder’s first foils were NACA’s - IEI, located on Piney Point, Southern rudder. The craft has no flaps or other same as the Moths’s. To avoid inter- Maryland, was formed in 1999, and is mechanisms that “sense” the surface ference between the turbulence from dedicated to design and engineering to keep the Flyak level. About one the paddle stroke and the wing tips, support of high performance marine chord length under the surface the they use foils with shorter spans. vehicles - primarily for the develop- lifting ability of a hydrofoil de- Their front foil lifts 30%, and the ment of advanced ride control sys- creases. This effect makes it possible main foil 70% of total foil lift. tems. to simply “lean” the foils up against the surface to keep the kayak level. *********
Page 6 IHS Spring 2006 DRIVING HARDER FOR EFFICIENCY jets installed in both the center and who has come up with a number of GAINS the side hulls. innovative designs in the past. Now he has turned his attention to propul- (Ferry Technology, December ‘05) The machinery arrangement com- sion systems with the development By Dag Pike prises a mix of gas turbines and diesel of the SWEEP (‘ship with wave en- engines. The main power source ergy engulfing propulsors’) concept. would be two Rolls-Royce 36MW This attempts to harness the water Attempts to transfer truck and trailer turbines that drive Kamewa flow around the bulbous bow of a dis- traffic off congested roads and on to 250VLWJ jets installed side by side placement ship form to reduce the short-sea routes have in in the center hull. A wave energy drag and at the same the past been hindered Two innovative design CODAG (Combined time to create a more efficient pro- by the relatively low concepts from the US Diesel and Gas Tur- pulsion system. speed and efficiency of promise higher levels of bine) gearbox would freight- orientated RO- operational efficiency allow two MTU die- RO designs. A recent for ferries sels from the 8000 study in the US has, range to drive the however, come up with a new concept same waterjets. Two more of these that promises higher levels of effi- 8,000kW diesels would be installed ciency, which could enhance the via- in the side hulls and drive through bility of sea transport of trucks and Kamewa 140SH waterjets. trailers. Artist’s Rendering of SWEEP This combination would generate speeds of 26 knots using just the die- Significant efficiency gains have This new concept, called a ‘high sel power, but with the turbines in use been achieved by using a form of speed trimaran trailership’ (HSTT) the speed would rise to 40 knots. The waterjet propulsion that is installed has been developed around a study fuel capacity and consumption could in the bow of the ship. in studies of that was carried out to transport trail- be optimised for a particular route the water flow around a bulbous bow, ers between Port Canaveral in Florida and the design’s flexibility in terms of it was found that the water is first and Wilmington in Delaware in the speed means that range and perfor- parted to allow the shape to move US. The study team has opted for a tri- mance can be adapted to specific re- through the water, and then the water maran design because it can operate quirements. efficiently at various speeds between 25 and 40 knots, while the trimaran’s In its current design form, the HSTT long thin hulls also reduce wave im- has a length of 181 m and a capacity pact loading at speed and provide for of 90 trailers over a two-deck layout. high levels of stability, allowing the There may also be scope to apply the vessel to maintain schedules even in concept to passenger ferries, espe- adverse weather conditions. The wide cially on open sea routes. Typical SWEEP Hull beam further allows for a generous Another interesting design concept amount of space for trailer stowage. from the US has been produced by flow closes in again after the initial In developing the design, the team has Miami-based Don Burg in Miami, part of the bow has passed. In this opted for a trimaran that uses SWATH Continued on Next Page hulls for the two side hulls. This is a Disclaimer new idea that is intended to reduce the Interested in hydrofoil history, sensitivity of the design to waves, IHS chooses articles and pioneers, photographs? Visit the while still maintaining the long thin photos for potential interest to IHS history and photo gallery pages hull format that gives the design its ef- members, but does not endorse of the IHS website. ficiency in power terms. A waterjet products or necessarily agree with http://www.foils.org propulsion system is proposed, with the authors’ opinions or claims.
IHS Spring 2006 Page 7 DRIVING HARDER FOR EFFICIENCY TWISTED COMPOSITE RUDDERS FERRIES OF THE FUTURE TO BE GAINS ORDERED POWERED BY SEAWATER (Continued From Previous Page ) (From Ferry Technology, October way, the water flow follows the shape 2005) of the hull. (Extracted from “Warship Technol- ogy”, RINA, October 2005, Pages ustralian Marine researcher and Burg’s concept is to position the in- 3-4) Adesigner Tony Lane of Thirroul, take of a waterjet propulsor at the New South Wales, has recently point where the water flow turns in- tructural Composites of Mel- predicted that the ships of the future wards. There is, as a result, a positive Sbourne, Florida has been powered by electric motor-driven flow into the intake of the waterjet awarded a US$904,000 contract waterjets, with the electrical power which makes the jet more efficient, as by the Office of Naval Research derived directly from the sea. He has the water is already accelerating as it (ONR) in the US to build and test discovered a practical and totally enters the intake. Efficiency is also composite twisted rudders for the US environmentally safe process that has enhanced by taking much of the water Navy’s DDG-51 destroyers. been calculated to provide sufficient electrical energy to drive waterjets flow into the jet intake, so less of the The demonstration technology will economically from this low-grade en- water has to be diverted outwards by test the improved survivability and ergy source. the hull, reducing energy consump- resistance to environmental degrada- tion tion of the composite rudders. Mr. Lane explained that fuel cells or Initial trials and calculations have Prototype steel twisted rudders have internal combustion engines will use shown that at a 20 knot hull speed, the already been demonstrated to have the hydrogen gas by-product from the drag can be reduced by between 15 to improved survivability when tested process to add to the energy pro- 20 per cent. At higher speeds of 45 on USS Bulkeley. When fully- duced. Abank of submarine-type lead knots, a 45 per cent reduction in drag optioned, the contract value will be acid storage batteries will act as an ac- can be achieved. US$3.5million to provide a ship-set cumulator. This conclusion was of rudders for a two-year at-sea eval- Burg’s concept does not stop there. reached while researching the state of uation period. These increased efficiency figures are development and practicality of all based on the forward waterjet exiting A hybrid steel/composite design that possible methods of propulsion for into a chamber developed under the was developed by Structural Com- the new generation of high-speed cat- hull that is kept pressurized by air in posites and Bath Iron Works will be amaran ships that he is currently de- the manner of a hovercraft. Apart built by Structural Composites, with signing. from the efficiency of this air lubrica- technical assistance from the Naval Mr. Lane said that the ship design al- tion, the concept allows the waterjet Sea Systems Command. to exit into a void rather than create lows for long range, high speed, open turbulence as it exits under the hull. In ocean voyages with exceptional this type of hull configuration, Burg is Structural Composites’ Director of seaworthiness, and economy. The ca- predicting a power reduction of up to Naval Projects Eric Greene believes pabilities of this design have been cal- 60 per cent when used at a speed of 45 that the composite rudders may offer culated to allow competitive low cost knots and 35 per cent at a speed of 35 a much more survivable solution for fares for an overnight (32-hour) ferry knots. surface combatants. “The design is service for vehicles and passengers being optimised and tested for under- between Australia and New Zealand. Further hydrodynamic analysis and water blast resistance. Also, the computer studies arc planned to opti- non-corrosive structure will not dete- The significant advantages of the de- mize the bulbous bow shape for this riorate when subject to the aggressive sign for more profitable long range application. Then funding will be environment downstream of the pro- operation, compare with the hundreds sought to build a 15-m prototype, fea- pellers,” he explained. turing the SWEEP technology. of large ferries operating in Europe and elsewhere.
Page 8 IHS Spring 2006 ACQUIRING THE FUTURE SEA FORCE - BALANCING CAPABILITY AND AFFORDABILITY June 19-20, 2006 at the Hyatt Regency, Crystal City, Arlington, Virginia For Registration and Other Information, Go to:http://www.asne-tw.org/asne/asneday2006 ASNE Day 2006 Paper Presentation Topics - Naval Bridge Design in the 21st Century - Quantitative Assessment of Manned Damage Control Performance - Navy Human Factors Engineering/Safety Ship Design Lessons Learned - Four Levels of Ship Survivability
- Assessing Seabase Architectures Utilizing Parametric And Probabilistic Design Methods
- Reconfigurability and Transient Sensitivity of a Notional Destroyer Integrated Power System
- SHIPMAIN Entitled Process for Fleet Modernization
- Enhancing Survivability of All-Electric Warships through Implementation of Effective Topologies into the Integrated Power System
- Protecting the Sea Base
- Seabasing Logistics Analysis
- A Summary of Cruiser Roles and Missions
- Economic Influences in Acquiring Advanced Technologies for Future Surface Combatants
- Maintenance Figure of Merit (MFOM)
- Is it Time for a New Maintenance Philosophy for Rotational Crewing?
- Linking Ship Concept Design to Future Force Formulation
- Missile Operations & Support Simulation Models (MOSS)
- Modeling And Simulation For Ship Design, Building And Fabrication In The New Millennium
-·An Approach for Integrated Power Management and Control in the DD(X) Warship
- Underwater Ship Husbandry
- Architecting Complex Systems – Balancing Capability And Affordability
- Modular Approach to Weapons Integration
- SAFESHIP Hull Maintenance: A Computer Based Life Cycle Structural Maintenance Planning Tool
- Design Development and Evaluation of an Affordable High Speed Cutter for Offshore Service
- A Novel Missile Launcher for Submarine
IHS Spring 2006 Page 9 SAILOR’S PAGE
BASILISCUS development in this case study. The lateral foil carries most of the weight case study will include the methods of the boat as it resists the side force (From Tom Speer’s website: and design tools as well as the results and heeling moment of the rig. Since www.basiliscus.com) for this particular design. the lateral foil is near the center of gravity of the boat, its loading can n Medieval mythology, the basilisk Basiliscus will be a cruising, hydro- was called the king of the serpents. change significantly without dis- I foil trimaran, only the second of its turbing the pitch trim of the boat. In confirmation of his royalty, he type, since none have been built since was said to be endowed with a crest, David Keiper’s Williwaw. Williwaw - surface piercing ladder foils for or comb upon the head, constituting a proved out all of the essential ele- simplicity, strength, and robustness crown. The basilisk could kill at a ments of the cruising hydrofoil sail- in the demanding offshore environ- distance with a glance, and was en- boat. These included: ment. Other foil types may be feasi- dowed with wings as well. ble, and will be investigated during - trimaran configuration, which lets the design effort. the boat heel, as opposed to a catamaran which heels very little. A - the ability of the hydrofoils to im- multihull configuration is essential prove the seaworthiness of the boat for a large sailing hydrofoil, in order in extreme conditions, even when to avoid lifting the weight of ballast operating hull borne. and to allow the boat to reach a take- off speed which does not require ex- Why has Williwaw remained unique cessively large hydrofoils to lift off. for 30 years? Williwaw was built in The trimaran configuration works in 1969, which makes it a contempo- concert with the foil arrangement, rary of the Brown Searunner series The basilisk is also called the “Jesus which was a Keiper invention. of designs. It was destroyed at an- Christ lizard” because of its ability to chor in 1977, having walk on water. It supporting itself by cruised 20,000 miles in the unsteady hydrodynamics as it the Pacific, from San strokes its rear feet through the water, Francisco to New Zea- opening up a ventilation pocket so land, in conditions rang- that it can extract its foot without ing from calms to storms. dragging it through the water Unfortunately, Keiper was not able to develop So, why Basiliscus? What better mas- his design further because cot for a hydrofoil than a lizard that he had been unable to sell can run on top of the water? What Williwaw so that he could better racing persona than the King of afford to build a sec- Serpents, from whom all others flee at ond-generation boat, and the sound of his hiss, and who can fly Rendering of Basiliscus it was not insured when it and vanquish his adversaries at a dis- - “diamond” foil arrangement con- was destroyed. These tance? And since the common basi- sisting of a bow foil, stern foil, and were the pioneering days of lisk is named Basiliscus, it’s the two lateral foils, which lets the wind- multihulls - both Keiper and Brown perfect name for both the boat and its ward foil come completely out of the were Piver devotees - and one can class! water. The bow and stern foils bal- only wonder where the state of the art of sailing craft would be today “Basiliscus is currently in prelimi- ance the boat in pitch, with the bow had hydrofoils become popular. But nary design, and as the design pro- foil acting like a sensor to adjust the at a time when the very idea of ceeds I will be publishing her angle of attack of the lateral foil. The Continued on Page 11
Page 10 IHS Spring 2006 BASILISCUS TRIAK gers delivers exceptional perfor- (Continued from Previous Page) mance from its lift and provides sta- (From Triak Website: bility in rough water. The TRIAK can multihull sailboats was a radical con- www.triaksports.com) reach speeds of 10 knots or more sail- ing in up to 25 knots of wind. cept, the idea of hydrofoils offshore he unique design of the TRIAK was too great a leap for general ac- is like no other boat on the water, ceptance. Hydrofoils also require T PADDLING exhilarating performance for Unlike sailing conversions for kay- careful engineering using aeronauti- sailing and kayaking enthusiasts cal technology which was unfamiliar aks, the TRIAK was designed from alike. Its patented wing and dual out- the ground up to be a performance to most sailboat designers of the day. rigger design make it an incredibly Had Keiper been able to afford to de- sailing machine that still paddles as stable craft. The foldable sail rig let’s well as a traditional sea kayak. velop the concept through a series of you switch between sailing and pad- boats, as Brown was able to do, we dling in seconds from the cockpit for The TRIAK paddles at a steady 4 to 5 might have many more hydrofoils amazing versatility. A high perfor- knot pace and reaches 6 knots in a sailing today. mance sail plan combined with hy- sprint. Under paddle over an ex- The advent of the personal computer drofoils attached to the outriggers tended period one can average 2.5 has given the individual designer ca- make the TRIAK a true performer in knots in the TRIAK. the wind. pabilities which in the days of The position and design of the wing Williwaw only existed in the biggest and floats accommo- aerospace and naval architecture dates a full, unob- firms. The purpose of this project is structed paddle stroke, to apply the principles of modern so you can paddle the marine engineering and flight dy- TRIAK like any other namics to the design of the sailing kayak. hydrofoil, to capitalize on the ad- vances in materials and operational The raised seat provides experience with multihulls gained a more natural sitting over the last three decades, and build position for enhanced a boat that I can enjoy and take pride paddling performance in having created.” and comfortable excur- sions. Tom Speer reports that since his work on Basiliscus 5 years ago there With its narrow and hy- TRIAK Under Sail is not much new. He was working on drodynamic hull and lit- adapting SMP (Stability and Maneu- tle drag from the vering Program) to handle sea- keep- SAILING outriggers, the TRIAK glides through the water quickly and tracks amaz- ing of multihulls and hydrofoils. TRIAK’s innovative design featuring ingly well. Tom submitted an abstract to the its wing, dual outriggers, hydrofoils, CSYS, but it was turned down and he and retractable 25" centerboard STABILITY backed off. Then it was accepted at makes it a true performance sailing the last minute but too late to get the craft. TRIAK’s patented wing and paper done. However, he has simpli- dual-outrigger design give it extraor- fied the foil configuration consider- The stability of the TRIAK converts dinary stability. The wing, outriggers ably, but hasn’t done any analysis on the pressure from the 39 sq.ft. main, and hydrofoils counter the pressure of the new configuration. Tom’s only the 40 sq.ft spinnaker and 25 sq.ft jib the sails. It is easy to board and simple other news is that Fastacraft has put into boat speed. to sail and paddle making the TRIAK his H105 foil section into produc- safe and fun for people of all ages and The unique dual-blade hydrofoil sys- tion. (See www. fastacraft.com). experience levels. tem mounted outboard of the outrig-
IHS Spring 2006 Page 11 WELCOME NEW MEMBERS though from Australia, he is living in (completed PhD course work in (Continued From Page 2) Padang, Sumatra where he and his Physics). In October 1960 he initi- wife have recently started a Kinder- ated a Foundation Research Pro- President. James has published ex- garten and Primary School teaching gram, and a patent process, on the tensively, and has a strong interest in the Australian curriculum. At the “Captured Air Bubble “ vehicle, manufacturing technology and ad- same time, Richard is writing up his which was later to become the Sur- vanced fabrication processes. He PhD thesis in Marketing and hopes face Effect Ship (SES). He partici- has a strong interest and talent in to have it finished this year. pated in the implementation of the modeling and numerical simulation SES concept in the form of the of various types of systems. Charles Engstrom – Charles XR-1, XR-3, and XR-5 test craft. He earned a BSME from Johns Hopkins was a member of the “Surface Effect Tien-Seng Chiu – Tien-Sing gradu- University in 1992. He is a mechani- Ship for Ocean Commerce Commit- ated from the University of Mary- cal engineer who is experienced in tee” in the mid 1960s, resulting in a land, College Park campus with a the design and construction of novel USN-MARAD agreement to form degree in Aerospace Engineering in drive trains and HVAC systems. He the “Joint SES Project Office” 1991. He is presently employed at joined MAPC in August of 2001, (JSESPO) to implement SES devel- BAI Aerosystems, a division of L-3 and has been involved with the de- opment. Allen remained with the communications in Easton, Mary- sign and prototyping of an electric David Taylor Model Basin [present land building Unmanned Aerial Ve- drive train for the Daimler Chrysler Naval Surface Warfare Center, hicles (UAVs), and holds a Private SMART vehicle, and performed de- Carderock Division (NSWCCD)] Pilot certificate and amateur radio tailed structural analysis of the struts where he headed a SES team that ran call sign KB3ETQ. His interest in and flight surfaces for a Navy hydro- an SES dedicated towing tank at hydrofoils presently includes learn- foil. Prior to this he was a project en- NSWCCD where many SES models ing about them as an application of gineer for SFA - Frederick Manu- were run over several years. Allen, fluid dynamics in a non-com- facturing Division, Frederick Mary- presently retired from the US Navy, pressible fluid, although his long- land. He was formerly employed as is the author of more than 20 papers, term goals include a boat able to get a mechanical engineer with the Cli- to the Gulf Stream in less than an mate Control Branch of the Naval hour from Ocean City, Maryland for Surface Warfare Center, Carderock NEW BENEFIT tuna fishing. Other interests include Division, Annapolis Detachment. command and control systems, IHS provides a free link from computers, external ballistics, and Allen Ford – Allen attended the IHS website to members’ per- gourmet cooking. Loyola U. (BS in Physics), MIT sonal and/or corporate site. To re- (MS, Aeronautical Engineering), quest your link, contact William Richard Croome - Richard has re- Oak Ridge School of Reactor Tech- White, IHS Home Page Editor at cently entered the world of hydro- nology (Certificate), and Temple U. [email protected] foil design and construction, and even more so since he discovered the IHS website. As a result, he has IHS BOARD OF DIRECTORS learned a lot about hydrofoils and wants to build his own hydrofoil 2003-2006 2004-2007 2005-2008 runabout one of these days. Al- IHS OFFICERS 2005 - 2006 Mark R. Bebar Sumi Arima Joel Billingsley John Meyer President William Hockberger Jeffrey Benson Jerry Gore
Mark Bebar Vice President George Jenkins John R. Meyer John Monk George Jenkins Treasurer Dennis Clark William White Kenneth Spaulding Ken Spaulding Secretary
Page 12 IHS Spring 2006 The NEWS LETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Summer 2006 Sailing Editor: Martin Grimm SUSTAINING MEMBERS RUSSIAN TECHNOLOGY BEGINS TO MAKE ITS MARK
From Ferry Technology, April 2006 By Dag Pike
ilitary-based fast ferry technology from Russia seems set to filter Mdown into the west over the next few years Russian designers and shipyards have been the source of many innovative concepts for the fast ferry market, much of it based on experi- ence with military projects. Several of these projects are now starting to ______filter down into the mainstream commercial sector and the design team of Marine Technology Development (MTD) for example has two fast 2006 DUES ARE DUE ferry contracts pending that will be built in western shipyards. The St Petersburg-based company has also developed an innovative water taxi concept. Called the Superfoil, these fast ferry designs use a combination IHS Membership is still only US$20 per calendar year (US$10 for stu- of a retractable foil at the forward end of the hull and interceptors dents). For payment of regular member- mounted on ship dues by credit card using PAYPAL., the transom. please go to the IHS membership page at The Super- www.foils.org/member.htm and follow foil has a the instructions. passing re- semblance to INSIDE THIS ISSUE the Boeing Jetfoil of old, - President’s Column ------p. 2 but modern - Welcome New Members ----p. 2 technology allows this - UnmannedSSVehicle ----- p. 3 new genera- tion of foil - Gaetano Arturo Crocco --- p. 4 ferries to be - SEABUS Comments ------p. 6 Tank Testing of MTD’s ‘Water Taxi’ Design powered by - Drive Concepts Resurface- p. 8 See Russian Technology, Page 3 - Sailor’s Page ------p. 10 PRESIDENT’S COLUMN WELCOME NEW MEMBERS V. Frank Colangelo – Frank’s marine ex- perience extends 27 years of designing ficulties and the preliminary trial To All IHS Members both dry and wet cargo commercial vessels results. t the June Board of Directors and naval concept designs. Prior to joining Ameeting Ballots had been re- A third AMV CD (CD#3) has been Northrop Grumman Ship Systems (NGSS) ceived for election of the Board generated by the Society and is avail- as a Senior Engineer in 1993, he was an As- of Directors Class 2006-2009. Unani- able for all to order thru the IHS sistant Naval Architect in the New Con- mously elected were: Mark Bebar, website: (http://www.foils.org/ihs struction Division of Lykes Bros. Dennis Clark, William Hockberger, pubs.htm#AMV ). As usual, the cost Steamship company He is currently in the and George Jenkins. Election of offi- is a nominal $12 for IHS members and R&D Group at NGSS’s Avondale Opera- cers for the next year (2006-2007) $15 for non-members. tions facility. His most recent contributions was then held. Current officers: John have supported the NGSS-Navatek’s Meyer – President, Mark Bebar – Bill White, the IHS Webmaster, has Blended Wing-Body research project and Vice President, George Jenkins – made a major update to our IHS Web the USCG’s Deepwater’s “Fast Response Treasurer, and Ken Spaulding – Sec- site. The major change has been in or- Cutter.” His interest in hydrofoil technol- retary were nominated and seconded. ganizing the major subject categories ogy is developed from his flying experi- These four candidates were unani- and their sub-categories into easy to ence as a Phantom RF-4C aviator during mously elected by members present, read tables for navigation, while the Vietnam War era and the view that hy- keeping the simplicity and speed that drodynamics is a natural sibling to aerody- Barney Black insisted on from the be- namics. He holds a Bachelor’s Degree from Those of us in the Washington D.C. ginning. A Main Directory Subject the University of New Orleans, where he area were fortunate to be able to at- Table now appears at the Top of each studied at the School of Naval Architecture tend a Joint Meeting of the IHS and Page for easy navigation. There are and Marine Engineering, and holds a the SNAME SD-5 Panel in June. The now FOUR major Categories for post-graduate business degree of Master of subject was: SEA FIGHTER technical information. Business Administration in International (FSF-1); Myth and Reality, by James Management, from the American Graduate 1. Library: This is the largest area that Harrison, Naval Sea Systems Com- School of International Management in has fourteen major subcategories and mand. SEA FIGHTER (FSF-1), pre- Phoenix, Arizona. He is a member of is where the meat of our website's data viously called X-Craft, is a SNAME and ASNE’s Gulf Sections. high-speed catamaran designed to is now collected. 2. Subject Ar- test both a unique littoral warfare ship chives: This area contains all the data Douglas Halsey - Doug grew up living on hull form and an innovative way of contributed by members and visitors the water in Florida and learned to sail at an installing warfare systems for that to our bulletin boards divided into pre early age. For many years he was an avid mission. The presentation is on the 2002 and 2003 to-date sec- competitor and won state & local titles in a website at: http://www.foils.org/mtg tions. There is also a huge amount of variety of classes. He was the U.S. National papers.htm July 1, 2006 was the information here divided into a dozen Champion in the Moth Class 3 times (1966, first anniversary of the US Navy’s ac- plus sub-categories. 3. IHS Photo 1968 & 1969) and finished 3rd in the ceptance of the SEA FIGHTER. Dur- Gallery, an extensive collection by Windsurfer Class World Championships ing that time the ship has performed Malin Dixon. 4. Discussion Forums, once (1975). His interest in the technical various sea trials and experiments, On-Line BBS: containing currently aspects of sailing led him to study aeronau- been through a major post-delivery active discussions. tical engineering in college and he subse- quently spent 25 years working in availability, set performance records, Plus Three IHS Information areas: aerodynamics research & technology de- and needed an unscheduled repair 1. Announcements and Current velopment groups at McDonnell Douglas docking. James Harrison presented Events 2. IHS Specific Information Corporation. He has been interested in hy- highlights of the first year’s experi- 3. Membership And Finally there is ence including accomplishments, dif- the IHS Store section. Continued on Page 12
Page 2 IHS Summer 2006 RUSSIAN TECHNOLOGY versing gearboxes fitted between the that can be fixed or retractable, while (Continued From Page 1) engine and the waterjct to enable jet the hull has very low power require- flushing to be carried out. ments. A 25passenger version could diesel engines and still be capable of have a 40-knot service speed and yet high performance. In addition, there only require two 206kW engines to is no foil support at the stern, but the Although the hull and superstructure power the vessel. The propulsion performance possible with this mod- will be constructed from aluminium, system for this craft is expected to be ern technology allows the Superfoil the jet intakes will feature GRP sec- based on the use of Volvo-Penta die- to have a speed that is compatible tions to reduce the possibility of sel engines coupled to Duo Prop with that of the Jetfoil. cracks and corrosion. While steering would normally be through water jet stern drives. The forward foil in the Superfoil con- nozzle deflection, auxiliary rudders cept has no control surfaces and is are fitted to improve manoeuvra- constructed from solid titanium. It is bility and course keeping at high UNMANNED SEA SURFACE VEHICLE raised and lowered under hydraulic speed, especially in heavy following control and has a built-in shock ab- seas. sorbing system that allows the foil to By William Palmer, Seaframe Pub- retract if it should hit a submerged The SF305 project has a passenger lication of the Naval Surface War- object without causing hull damage. capacity varying between 150 and fare Center Carderock Division 200 persons and the designers are The hydraulic system allows the foil Program Improves Efficiency now in the process of negotiating angle to be adjusted at speed, so that By Designing From with a Swedish shipyard for the con- the angle of incidence can be changed The Ground Up and this adjustment forms part of a struction of a prototype vessel. This ride control system. will be built for an operator in the In- he Unmanned Sea Surface Vehi- dian Ocean Islands of the Maldives, Tcle (USSV) project, begun in The transom interceptors are also Maldivian Fast Ferries. spring 2003, is helping transi- constructed from titanium and have tion unmanned technology into the An unusual aspect of the patented been specially developed for this ap- Navy and introducing innovation foil and interceptor system devel- plication. There are three of these through a “design-for-purpose” ap- oped by MTD is that it can be applied fast-acting units mounted on the tran- proach. In this program, sponsored to both monohulls and catamaran som, which can be used to control the by the Office of Naval Research, two hulls. Indeed, another Superfoil de- roll and pitch of the ferry. The ride vehicles have been designed and sign project that is making progress control system that combines the for- built to address their respective mis- is for a 200-passenger, 35m passen- ward foils and these aft interceptors sion sets. [Ed Note: See related arti- ger monohull ferry - designated the is fed from a height and motion sen- cle in the Autumn 2005 IHS NL, MF35 Project - which is being devel- sor package, and is claimed to gener- p.1.] Designers supporting the Ships oped for a Singaporean operator. ate a very level ride. and Ship Systems (S3) Product Area This monohull will be powered by (PA) increased the effectiveness of One of the projects to use the three MTU diesels from the 2000 kW the designs in two ways, first by de- Superfoil is a recently completed de- range, each one producing 1,080 kW signing the vessels precisely for the sign package for a 30m-long 47-knot and coupled to MJP waterjets. The missions they are intended to per- fast passenger ferry, called the speed of this vessel will be up to 46 form, and second by designing two SF305. This is based on a catamaran knots depending on load. hull with a beam of 9.6m and an oper- specific boats which can more effec- The design team has also completed tively address the tasks they are to ating draft of 1 meter at speed, which 3 increases, to 2.8m at rest with the towed model tests of a small 12m perform. The S PAtie-in focuses on foils down. This design will be pow- ‘simple and cheap’ fast low-wash the overall systems integration and ered by twin MTU diesels of passenger ferry. The Ecofoil 12 Pro- specific vehicle performance charac- 1,850kW, each coupled to MJP ject is based on a catamaran hull and teristics such as speed, endurance, waterjets. The ferry will have ZF re- uses a surface-piercing forward foil Continued on Next Page
IHS Summer 2006 Page 3 USSV Vehicles Product Areas to identify associated with the Littoral Combat (Continued From Previous Page) and refine important vehicle charac- Ship program, although they are not teristics. an integrated component of that ef- payload capacity, and seakeeping. By fort. The 39-foot, low- speed craft, re- building in the required performance ferred to as a High Tow Force vehicle characteristics, these semi- autono- because of its ability to tow mine war- mous vehicles are able to perform the fare and ASW selected missions. equipment in its wake, has com- Carrying appropriate payloads, these pleted in-water test- vehicles can be deployed for surface ing, while the strike, mine warfare, and anti- subma- 35-foot, high-speed rine warfare (ASW) missions. They craft is in the pro- introduce efficiency and effective- cess of completing ness by addressing the reality that no its in-water trials. one vehicle can be optimized for all 3 missions. Accordingly, S PAdesign- Future develop- ers combined performance goals set ments and demon- for the vehicles with increased capa- Low-Speed USSV Variant strations will bilities to meet mission demands. include the launch Maritime Applied Physics Corpora- Images provided by Will Sokol, NSWC, Combatant Craft Division. and recovery of these craft from the tion in Baltimore, MD, designed and host platform. [See LCS article on p. 6 built the craft. One of the craft, capa- Most of the components making up of this NL.] The USSV project is a ble of 35 knots or greater, employs these two vehicles are commercially means by which the Navy will gain hydrofoils to lift the craft’s hull out of available - another cost reduction experience with the capabilities of the water, providing a stable platform feature - although some components, unmanned surface vehicles to execute and eliminating wave slap. such as the hydro- ever- expanding missions while sav- foils on the ing costs through design efficiency high-speed vehi- and operational effectiveness. cle, are custom- ized. One of the GAETANO ARTURO CROCCO (1877 - design challenges 1968) addressed in the design of the Contribution by Lorenzo Bonasera, high-speed craft is IHS Member the ability to con- ast year the IHS Newsletter re- tinue operations in Lcalled the achievements of hy- sea state 3 and drofoil pioneer Enrico Forlanini High-Speed USSV Variant maintain speed. to mark the centenary of his experi- The other design employs fixed, tun- Current small craft ments in Italy with model and neled propellers to propel the craft to of comparable length are unable to manned hydrofoils. At the same time a top speed of 20 knots or greater. The accomplish such a feat. Thus, an im- and in the same country, other Italian pair of vessels will likely save operat- portant driver in this part of the engineers were also investigating the ing costs, since helicopters are cur- USSV project is to investigate and potential of hydrofoils. rently used to perform some mission demonstrate the ability of a small areas for which the vessels are de- craft to maintain high speed in high Gaetano Arturo Crocco was an Italian signed. Designers collaborated with sea states. engineer born in Naples on 26 Octo- personnel from the Littoral Warfare Both vehicles are designed to ac- Systems and Undersea Weapons and Continued on Next Page commodate mission requirements
Page 4 IHS Summer 2006 CROCCO loads between the side of the rotor ad- Crocco and Ricaldoni had been en- (Continued From Previous Page ) vancing into the relative wind and the gaged on hydrofoil development for side retreating away from the wind. about ten years. A small boat displac- ber 1877. Since 1900, when, after at- ing about 1.5 tons was built in wood tending University and the Army In 1934, he was named Chief Engi- by Cantieri Baglietto di Varazze, and Artillery Academy, he became Lieu- neer for the building of the new is reported to have achieved speeds in tenant of the Italian Army Engineers, “aeronautic” city of Guidonia, which excess of 70 km/h (43 mph) powered he started experiments and studies in was the centre of Italian flight stud- by a 80HP Clement-Bayard engine many different fields. [Ed. Note: A ies, research and experimentation (Figure 4). The craft also served the short article entitled: “A Bit of His- and, at that time, one of the most ad- purpose of testing airship engines. tory – Crocco’s Hydrofoil” appeared vanced in Europe. The second version of this beautiful in the Spring 2004 IHS Newsletter.] experimental boat is perfectly pre- Crocco was nicknamed the “Air- served and displayed at the Italian ship-Man” when, in 1906-08, with Aviation Museum, located not far his colleague Ottavio Ricaldoni, he from Rome, and alongside the same designed and built the first Italian air- lake on which the experiments with ship, the “N.1”, a 2700 cubic metre the hydrofoil boat were carried out. airship with a new semi rigid struc- The craft pictures are courtesy of ture. Stefano Dentice – www. Ultraaleggeri.net) can be seen at: He can be considered as an aviation Museo Storico Aeronautica Militare, pioneer and the father of aerodynam- Crocco Craft - Front View Aeroporto Vigna Di Valle 00062 - ics studies in Italy. In 1908, with the BRACCIANO (Roma). support of Vito Volterra, he founded His natural curiosity brought him to US Patent 1187268, granted to the Italian Central Aeronautical Insti- thoroughly investigate the hydrody- tute to teach aerodynamics. Later, in Crocco in 1917, proposed foil sys- namics of the hulls and submerged tems that are the forerunner of those 1912, he established the first Italian surfaces of boats. As consequence, experimental wind tunnel, soon fol- employed on many present-day hy- during the period from 1905, he built, drofoil craft. Both submerged as well lowed by a second facility, and finally with Ricaldoni, the experimental boat one specially intended for high speed as a surface-piercing systems were “Idroplano“ or “Barchino Idro- proposed. For the surface-piercing testing (up to 200 km/h) which was scivolante”, equipped with fore and operated until the Second WorldWar. system, Crocco proposed a complete aft dihedral steel foils in a canard con- monoplane V bow and an incomplete During his long university career figuration to lift the boat out of the V stern foil (see pictures). This con- (1926-1952), Crocco published more water and aero propellers to propel it, figuration has good pitch and roll sta- than 170 scientific studies, was a true ancestor of the modern hydro- bility and this was the first craft to awarded 30 patents and invented 50 foils. employ inclined single surface- different aeronautical instruments, piercing hydrofoils bow and stern. many of them still used today in the field of the aircraft flight stability. Crocco was the first man to success- fully execute a take-off in a hydro- An early cyclic pitch design for heli- foil-supported seaplane; but the copter rotors was patented by Crocco landing was much less successful; the in 1906. Crocco recognized that if a craft nosed over and Crocco almost helicopter was to work properly when executed himself. in forward flight, a means of chang- ing the pitch on the blades would be Gaetano Arturo Crocco died in Rome needed to account for the on 19 January 1968. dissymmetry in the aerodynamic Crocco Craft - Rear View
IHS Summer 2006 Page 5 AUSTAL USA LAYS KEEL FOR LCS who joined the Austal workforce to SEABUS COMMENTS mark the occasion. From Work Boat World, March Rear Adm. Charles S. Hamilton, Pro- By Tom Lang (IHS Member) 2006 gram Executive Officer for Ships, our Editors note in the Seabus ar- Following the official opening of who attended the ceremony said, Yticle appearing in the Spring their new ship construction facility “This milestone marks a significant 2006 IHS Newsletter reminded last November, Austal USA hosted achievement in the LCS program. The me that I had given the original idea a traditional US Navy keel-laying LCS brings our Naval forces the of air-fed stabilization to Hans Von ceremony on January 19, 2006 to speed, flexibility and capability we Schertel of Supramar at a hydrody- signify the start of construction on need to face the asymmetric threats of namics meeting in Europe around the Navy’s 127 metre trimaran Lit- the future.” 1960. I was pleased that he later used toral Combat Ship (LCS). MTU Series 8000 engines have been this idea on some of his Supramar-designed hydrofoils for S Navy tradition dictates that identified as the preferred powering controlling hydrofoil lift. Ueach new ship for the service be option for the vessels following their honoured on four historic cere- successful installation onboard monial occasions: keel-laying, chris- Austal’s 127 metre trimaran By way of background, I conducted tening (or launching), com- ‘Benchijigua Express’. Four MTU tests in the late 1950s on side vented missioning and decommissioning. 20V 8000 M70 engines were installed hydrofoil models (see photos on next The object of the ceremony was a aboard that vessel which is now oper- page) in the high speed water tunnel component in the modular construc- ating in the Canary Islands. However, at Caltech to explore side venting for tion arrangement that will form part the LCS will use two 9,100kW 20V controlling hydrofoil lift. These tests of the 127 metre aluminium trimaran 8000 M71 propulsion engines in con- showed that lift reduced when air was capable of providing high speeds, junction with two gas turbines, to pro- ejected through one or more holes in multi-mission capability and aviation pel the vessel in excess of 40 knots. the upper surface of a hydrofoil, and operations. that lift increased when air was ejected through one or more holes in the lower surface. I also tested a base vented hydrofoil model in the Free-Surface Water Tunnel at Caltech. I later obtained patents 3,077,173 (1960) and 3,109,495 (1962) on these side vented and base vented hydrofoil ideas.
[Ed Note: Readers should be re- The MTU engines will be manufac- minded that the Navy’s 127 metre tri- tured, assembled and tested per the re- maran Littoral Combat Ship (LCS) quirements of the latest ABS Naval has a foil system for motion control.] Vessel Rules, including the MTU 8V 396 gensets and auxiliary engines which have also been specified for the The ceremony was attended by in ex- vessel. With a potential for over 60 cess of 150 high ranking officials LCS to be delivered, this contract Base Vented Foil Under Test from the Government, Navy, the could represent one of the biggest State of Alabama and City of Mobile contracts in MTU’s history. Continued on Next Page
Page 6 IHS Summer 2006 SEABUS COMMENTS COMMENTS ON SPRING 2006 NL yard, and foundry patterns hanging (Continued From Previous Page ) ARTICLES on the wall). Exploiting the speed specific pressure fields around ves- Shown here are top view photos of By Hendrick W. Haynes (IHS Mem- sels (or cars and aircraft for that mat- different versions of side vented hy- ber) ter) for charging intakes of one kind drofoil models tested in the High or another seems not new, however Speed Water Tunnel (HSWT) at t was very interesting reading CFD (Computerized Fluid Dynamic Caltech from June 1958 to June about CDI Marine Systems work I Software), and the advantages im- 1959. Also shown is a photo of a (with the U. S. Navy Destroyer parted by it, seems to be. I might di- base vented hydrofoil that was tested Demonstrator (NDD) to test Ad- rect your attention to the work of Mr. in about the same time frame in the vanced Waterjet). However, I am David L. Giles, U. S. Patent number Free Surface Water Tunnel at confused by the long list of pump ele- ments and general configuration 5,231,946 (about August 3, 1993), terms, as often times they are incor- and his speed specific work with porated (in whole or in part) in mak- waterjet intake placement and its af- ing portions of those broad groups fect on reducing hull drag. discussed (such as “axial flow” and “mixed flow”). Some clarification However, while I may respectfully would be helpful. suggest the fine inventor Mr. Burg I found work by Mr. Donald Burg of appears to want to lift craft above Miami interesting (his “SWEEP”). I substantial pillows of air based on his did a bow mounted water jet on a Surface Effect Ship interests (into multihull sailing craft about 1980, which he seems now to discharge and this successful experiment was waterjet wakes), my approach is to cited in prosecuting my U. S. patent insert and exploit critical boundary number 4,611,999 (see also Haynes layers and consume much less air U.S. Patent #5,545,863). My device charging effort in its establishment. had a similar intent and description as My boundary layers, design depend- to what Mr. Burg seems now propos- ent, seem contained in channels or ing, but on a much more modest level runs through the use of minikeels, (in the bow of a 36’ Trimaran). The and chambers. I have created these craft’s bow mounted propulsion layers from systems mounted from the bow to the stern, and these sys- Side Vented Hydrofoil Models waterjet (and intake) utilized my gas- eous boundary layer control around tems may be (and have been) pressur- Caltech. The HSWT tests were re- the water jet stream and the hull ized as well as “eductor” types ported in the December 1961 issue of length. I have developed and sold (pressure drop across cavities makes the Journal of Ship Research, “Water speed specific intake water pressure them self feeding. Similarly, my Tunnel Tests of Three Vented Hy- boosting systems (with tapered waterjet(s) exit(s) into a tuned void, drofoils in Two- Dimensional flow” afterbody sections) for my waterjets and carries with it an established by Thomas G. Lang and Dorothy A. since the mid-1970’s (have test boats boundary layer (first recited in my Daybell. from the mid-1970’s still out in my Continued on Next Page ************** Disclaimer Interested in hydrofoil history, YOUR EDITOR ALWAYS WEL- IHS chooses articles and pioneers, photographs? Visit the COMES SUGGESTED ARTI- photos for potential interest to IHS history and photo gallery pages CLES FOR THE IHS members, but does not endorse of the IHS website. NEWSLETTER, SO PLEASE products or necessarily agree with http://www.foils.org KEEP THEM COMING. the authors’ opinions or claims.
IHS Summer 2006 Page 7 COMMENTS ON SPRING 2006 NL HIGH POINT UPDATE design is aimed at craft that operate at ARTICLES (Continued From Previ- up to 35 knots, a speed which is ous Page) By Sumi Arima (IHS Member) firmly within the passenger vessel and ferry range. This new surface now have permission to announce drive is part of a range that has been 1979 patent application based on suc- that the HIGH POINT has new introduced by the Italian company, cessful vessel test results). I owners: Doctor Terrence Orme Flexitab, which is adopting a new ap- However, Mr. Burg, because of the and his son Terrence (Terry) Orme. proach to this technology. size of his SES ship design “cavity”, Doctor Orme, a dentist, practices in Most manufacturers of surface drives may have a different placement and Chattanooga Tennessee. His son is offer a single basic design. The con- optimization problem than a craft staying in the Astoria Oregon area cept is then simply enlarged to cope may have using my design principles. busy working on the HIGH POINT with higher power outputs, and gen- I have found that boundary layers getting the junk and barrels of waste erally no attempt is made to produce tend to mix and also break down, and oil off, and fixing the leaks, etc. He is different designs of drive for different that substantially affects original preparing the ship for a new coat of speeds. However, Flexitab offers properties and utility (advantage can paint, and getting the electrical gen- three different designs of surface not only go away, but also they can erators installed. Terry tells me he drive: one for low performance, one turn against you). It may be interest- will welcome any correspondence for medium speeds and a third for ing to see what happens in Burg’s about the HIGH POINT. Point of high speeds. As a result, the company SWEEP concept as pump placement contact is: Terry Orme (son) claims that the drive and propeller de- and induced flow problem matures in [email protected] sign can be optimised for perfor- development. DRIVE CONCEPTS RESURFACE mance at the various speeds.
Please note that the gaseous pres- sure(s) and flow(s) I create are suffi- By Dag Pike, Ferry Technology, cient to separate the fluid stream(s) February 2006 from the ship plate, and modify the A number of new surface drive pressure distribution on the hull as concepts are being developed and may be appropriate. The goal is to these could in time prove attrac- hopefully not to expend any more en- tive for ferry operators ergy than is required to do the job (re- duce Coanda Effect (and plate drag), ven for small fast ferries the sur- as well as reduce wave drag). The Eface drive has not found favour vessel’s waterline, is (of course) af- amongst designers. This is partly fected, but the lift is not great. It may because these drives do not offer the The FLEXITAB Energy Drive be interesting to someday read more load flexibility that a waterjet has, but One unit that could prove particularly about Mr. Burg’s approach to the also because surface drives only tend attractive to ferry operators is the problem. If you disagree with the to become viable once ferries start to Flexidrive Energy, which is designed aforementioned, please correct me if operate at speeds in excess of 30 to 35 to be efficient primarily at speeds up I am wrong. knots, which tend to be at the top end to 30 knots. This marks a new ap- of the normal ferry operating range. proach to surface drives and, to achieve this low speed efficiency, I thought the work of Mr. David L. This situation could be about to Flexitab has produced a drive with a Giles and U. S. Patent number change with the arrival of a new type fixed shaft combined with a large pro- 5,231,946, may be interesting to your of surface drive that has been devel- peller aperture. These features are readership (see www.USPTO.gov oped in Italy. Most surface drives are combined with a new surface-pierc- and also references). designed to increase efficiency for high performance craft, but this new Continued on Next Page
Page 8 IHS Summer 2006 FLEXIDRIVE verse bow thrusters, whilst the unit the polar results from XFOIL analy- (Continued From Previous Page) being developed by Brunvoll is being sis of the section, which includes the offered as an azimuthing thruster. viscous effects. ing propeller design that uses a highly skewed blade instead of the normal Tom Speer is the one who is the ‘cleaver’ style. Logically, the development of these XFOIL expert (probably #2 after concepts will lead to a full ship pro- Prof. Drela himself, to be honest...), The relatively large diameter of this pulsion system based on die- but I guess I would be probably be the propeller should offer good thrust at sel-electric propulsion. Efficiency XFLR5 expert, given I like that pro- low speeds and it is designed to oper- gains are claimed for such a system as gram quite well and have some hours ate in the fully ventilated mode, so well as lower propeller noise and vi- with it. It is actually XFOIL inter- that it can take advantage of the re- bration. Another perceived benefit is nally, but the ‘packaging’ is intensely duction in drag created by having that a unit of this type would be less easier to work with- particularly be- only the bottom blades of the propel- likely to be susceptible to rope entan- cause it has ‘projects’ which can con- ler doing the work. Flexitab thinks glement, while there may also be a re- tain many 2D foil sections and polars that this will result in higher effi- duced maintenance requirement, as being compared and/or combined, or ciency and lower cost when com- no lubrication is required in the un- used for the beginning of full inverse pared with waterjet propulsion. design. It also has ‘first cut’ wing FOIL DESIGN AND ANALYSIS These Flexidrive Energy units are analysis, also capable of many differ- ent designs in the same project. The bolt-on drive systems, so installation By Rick Loheed (IHS Member) is easy, while the fixed shaft should polars can then be compared to opti- ensure reliability. The concept still [Rick offers the following advice and mize things. I use the depth correc- has to be proved on larger designs but information for those hydrofoilers tion factors lifted from NACA Flexitab is currently offering six units having an interest and need for foil TN-4168 to work with the actually that are available to handle power design and analysis.] ‘2-1/2D’ lifting line analysis, though outputs up to 1,545kW (2,100hp). it also contains vortex lattice methods have been working with designs as a second check and for configura- Another type of propulsion system Ifor lower Reynolds number sailing tions that are not appropriate for the that is in the development stage is the foils, so have been using XFOILby lifting line theory. It cannot do struts rim driven propeller. The difficulty Mark Drela (raphael.mit.edu/ or bodies, nor can it have the biplane with this option is finding a way to ef- xfoil/index.html), but then I ran into simulation of the free surface. After ficiently drive the propeller. How- one re-written by a French aero mod- my first cuts, I have also the ever, at least three propulsion eler called XFLR5. (Www.geocities. Multi-Surface Aerodynamics vortex companies have been working on this com/xflr5/xflr5.htm) Both programs lattice package by Dr. Patrick Hanley. technology and have developed elec- are distributed under the GNU public It is inviscid, and also has some other tric motors that are mounted within license and so are free. I have had ‘issues’but generally it’s pretty good. the mounting nozzle, so that the unit, some really great correspondence I also use DesignFoil by John Dreese, complete with electric drive, comes with Tom Speer, whom as you know because it has all the NACA foils and in the form of a nozzle with the pro- is definitely an expert on that subject. the UIUC database, and VisualFoil, peller mounted at the centre. XFOIL of course is a command line from Hanley again. This is the oldest one in my arsenal. The newest and In order to house the electric motor, program borne of the old UNIX days, though written in 1986. XFLR5 is most interesting is JavaFoil, by Dr. the nozzle is thicker than a conven- Martin Hepperle, which can do tional propeller nozzle, but it is still XFOIL re-written in C++ with a Win- dows interface- brilliantly, I might multi-element foils and also has all slim enough to be hydro -dynami- the NACA foils including the 16 se- cally efficient. One of the current add, and with a lifting line analysis built in for wing design. It also in- ries. www.mh-aerotools.de/airfoils/ units of this type manufactured by the javafoil.htm Dutch company, Van Der Velden, is cludes some rudimentary vortex lat- being offered as a conventional trans- tice prediction methods, but only for one surface. The beauty is they use
IHS Summer 2006 Page 9 SAILOR’S PAGE
RAPTOR 16 SAILING OUTRIGGER Dualift Foil™ and secondarily by the tions. The Expedition model has ad- WITH FOIL ASSISTANCE weight and floatation of the ama. ditional storage hatches in the main hull and ama; a roller furling mast The performance of the Raptor to n interesting application of hy- step to allow the sail to be rolled up windward and stability under sail are drofoils on sailboats is that of when not in use and to be reefed in A the result of the Dual-lift Foil Truss the Hydrovisions Raptor 16 sail- high winds. Its hollow-roach sail Assembly™, a single-moving-part, ing outrigger canoe which is available with vertical battens is suitable for manually controlled hydrofoil. The in both Competition and Expedition roller furling. The Raptor Sidecar™ Foil keeps the boat level on both versions. Both are light weight, high accessory allows both models to tacks, in all wind conditions, and at performance craft that are easily car- carry a passenger or additional gear boat speeds from 2 knots to 20+ ried on the top of a car, quick and easy weighing 135 lbs or less. Main hull knots. It also “lifts” the boat to wind- to assemble and launch, and have length is 16’9” and beam is 13”. Ama ward regardless of tack. When reach- good performance both under sail and length is 12’9” with a beam of 9". The ing in moderate to strong wind when paddled. overall beam of the assembled boat is conditions, it allows the ama (outrig- 8’ 0”. Total weight of assembled boat The Raptor is similar in size to the Ha- ger hull) to be “flown” above the wa- without rig or foil is 68-72 lbs and waiian one-person paddling outrigger ter, greatly reducing drag. Figure 1 with rig and foil truss assembly is canoe or OC-1. It was inspired by the illustrates how the hydrofoil func- 95-100 lbs while the sidecar acces- exceptionally fast and weatherly tions on both tacks. On the Port tack, sory adds another 8 lbs. Sail area is proas of the Marshall Islands, where the floatation of the ama counteracts 8.4 square metres for Competition John Slattebo, Hydrovisions’ Presi- the heeling force from the sail. In model and 8.0 square metres when dent and Chief Executive Officer and very strong winds, the sailor can sup- the roller furling lead designer lived for 20 years. sail of the Expedi- tion model is fully The Marshallese proa is longitudi- extended. nally symmetrical and is sailed with its ama or outrigger always on the Raptor’s design and windward side. When it tacks, its bow construction is a becomes its stern (and vice versa), compromise be- and the heel of the single mast is tween light weight shifted by the crew so that it remains on the one hand, in the forward part of the hull when and strength and du- being sailed, providing a balanced rability on the other. and properly situated center of effort. Each Raptor is laid Figure 1 - RAPTOR Tacking up by hand using plement the ama’s floatation by ad- carbon fiber cloth By contrast, the Raptor sails with the and epoxy resin on a foam core with ama to windward on the starboard justing the foil to add lift in an upward direction. On the Starboard extra reinforcement at critical stress tack and to leeward on the port tack. points. Vacuum-induced resin infu- This would not work for a tack, the sailor adjusts the angle of at- tack of the foil to cause it to pull sion techniques are used to ensure Marshallese proa because for the resin saturation without excess Marshallese craft stability is provided downward, counteracting the heeling force of the sail. weight. Kevlar reinforcement in high by the weight of the ama and the wear areas is available as an optional weight of the crew on the ‘ere’, a Both the Competition and Expedi- extra. While it can be used for pad- small platform on the ‘iakos’ (or out- tion models are made from the same dling in surf, it is not designed for rigger crossarms). With the Raptor, moulds and use the same materials so sailing in surf as the dynamic forces stability is provided primarily by the have generally the same specifica- Continued on Page 11
Page 10 IHS Summer 2006 RAPTOR natural floatation of the ama and Once the Raptor is making way (Continued From Previous Page ) keeping it high in the water or skim- through the water on either tack, maintaining a foil position that of wind and waves could easily result will keep the boat stable while in structural failure of the aluminum sailing fast and comfortably is iakos. quite easy. However, for those In the Raptor 16 Expedition model if sailors interested in match rac- one doesn’t expect to sail right away, ing, understanding how the one can either roll up the sail on the foil affects drag and perfor- mast and secure the boom to star- mance on all points of sail in a board with a bungee cord or roll up variety of wind and sea condi- the sail and remove the mast and tions, and skill in making con- boom, securing them horizontally in stant minor adjustments to foil the clips on the iakos. position, are critical to win- ning races. Dualift Foil™ RAPTOR - Sailing Sometimes boat speed is in- The Dualift Foil™ opposes the heel- ming at the water surface. creased by “flying” the ama and hav- ing moment imparted to the mast and ing only the foil in the water. Also, sail. When the Raptor is sailed on the Without the foil, the Raptor would boat speed is increased by keeping the starboard tack, with the heeling mo- capsize when sailed on the starboard ama light in the water and not using ment attempting to lift the ama or out- tack in all but the lightest wind condi- enough foil pressure to fly it. This rigger out of the water, the operator tions. When sailed on the port tack unique characteristic of the Raptor lifts the foil control handle with light without the foil, the ama would be makes it a very popular boat with ex- finger pressure, and the foil is given a forced low in the water, increasing perienced one-design racers because slight downward angle of attack, wetted surface and drag and slowing it adds another variable that affects thereby keeping the ama at or near the the boat considerably. achievable speed for any sailing con- dition. The foil is shaped so that its horizontal lifting surface The foil is designed to swing aft and makes an obtuse angle with up out of the water if it hits a sub- its non-lifting vertical sur- merged object, or if the Raptor is in- face. It therefore exerts both advertently run up on the beach with a vertical “lifting” force that the foil down. The rudder also kicks provides stability (the force up if it hits something. Only the is downward on the star- dagger board lacks this kick-up fea- board tack and upward on ture. The dagger board is positioned the port tack) and a horizon- between the helmsman’s feet and is tal “lifting” force that is al- easily retracted. ways to windward regard- RAPTOR - Competition less of tack. Hydrovisions, Inc. is a California cor- surface of the water. After about an hour of tacking and poration founded in 2002 by John When the Raptor is sailed on the port reaching on both tacks, proper use of Slattebo (IHS Member) and Dave tack, with the heeling moment at- the foil becomes more or less instinc- Higgins. To obtain pricing, more in- tempting to submerge the ama, the tive. Tacking from port to starboard formation, and see or sail a Raptor 16, operator depresses the foil control tack in strong winds is a bit tricky and contact Hydrovisions at: dealer_in- handle with light finger pressure, and requires coordination of foil position, [email protected] or the foil is given a slight upward angle foot pedal steering, and mainsheet [email protected] of attack, thereby supplementing the control.
IHS Summer 2006 Page 11 WELCOME NEW MEMBERS and Contract Designs for Mine Sweepers, a goal to help out in the diffusion/circula- (Continued From Page 2) Aircraft Carriers, Submarines and the tion of the modern (state of the art) craft Tucumcari Hydrofoil . Walter was pro- knowledge and development, and the en- drofoil sailboats almost as long as he has moted to the Computer Aided Ship Design lightenment/update of commercial marine been sailing. After retiring a few years ago, Code, then transferred to the Machinery companies for the chances offered to oper- his interest revived and he now sails a small System Coordination Office. He was the ate with faster but yet more efficient & eco- hydrofoil trimaran of his own design & Naval Sea System Command Project Coor- nomical vessels, hoping that he contributes construction (with mast, sails, and several dinator for the PHM, 3K SES and LCAC in the understanding and application of other pieces of the boat from the 1970’s). Machinery Systems during Feasibility, Pre- constructive solutions.” liminary, Contract Designs and Construc- Don Higdon – Don’s interest in hydrofoils tion and Post Delivery. His first encounter Alan D. Schnittman – Alan is a Principal began fairly recently with work on the with water jet propulsion was as a student Engineer and Systems Analyst with Mari- flight control systems for the HYSWAS in “The George Washington University” time Applied Physics Corp. He received a vessel QUEST and, later, two hydrofoil class projects. He has not lost his love for B.S. degree in Electrical Engineering in boats built by Maritime Applied Physics hydrofoils or Surface Effect Ships. 1989 from The Johns Hopkins University, Corp. Prior to that, since 1970, he was in- Baltimore, MD. He has specialized in the volved in the design of ride control and sta- Yannis G. Linardakis – Yannis is a retired design, test and development of advanced bilization systems for a number of SWATH Commodore of the Hellenic Navy. He is a electrical/electronic components/systems vessels, surface effects ships, and fast 1969 Naval Academy class graduate and he applied to the control of equipment and mono-hull ships. He began working with retired in 1994. He is also a graduate of the communication. Most recently he has pro- SWATH ships for the Naval Ocean Sys- Naval War College for senior Officers, the vided essential capabilities for the integra- tems Center in San Diego in the seventies Hellenic National Defense College, and the tion of payloads on the Navy’s Unmanned and worked two years for Maritime Dy- Law School of the Athens University, and Sea Surface Vehicles (USSVs), one of namics Inc. in the mid eighties, primarily he speaks fluently English & French. He is which is a hydrofoil. This includes “ter- on surface effects ship ride control. He has a founding member of the Hellenic SOLE rain” data for control, an important contri- worked since 1980 as a private consultant (Society of Logistics Engineers) and has bution to the implementation of the in the area of marine vehicle dynamics and served in its B.O.D. He has served in posi- COGENT system on the USSVs. control. He received a BS and MS in aero- tions such as Director of the Foreign Pro- nautical engineering from the University of curement Directorate of the H.N.S.C., NEW BENEFIT Kansas in 1956 and a PhD in Aeronautics Director of Cost Analysis & Acquisition and Astronautics from Stanford in 1963. Logistics for Newbuildings and Weapon IHS provides a free link from Prior to 1970 he worked in the aerospace Systems in the H.N.G.S. intimately in- the IHS website to members’ per- industry. volved in the operational details of ships & sonal and/or corporate site. To re- their systems & equipment, and other re- quest your link, contact William Walter S. Jones - Walter is a Graduate of lated organizations. As he is an incurable White, IHS Home Page Editor at “The George Washington University” with [email protected] optimist, after his retirement he has made it a B.M.E Degree in Mechanical Engi- neering obtained in 1958. He is retired. His Engineering career started in the Bureau of IHS BOARD OF DIRECTORS Ships Propulsion System Design , where he was involved in Feasibility, Preliminary 2004-2007 2005 - 2008 2006 - 2009
Sumi Arima Joel Billingsley Mark R. Bebar IHS OFFICERS 2005 - 2006 John Meyer President Jeffrey Benson Jerry Gore Dennis Clark Mark Bebar Vice President John R. Meyer John Monk William Hockberger
George Jenkins Treasurer William White Kenneth Spaulding George Jenkins Ken Spaulding Secretary
Page 12 IHS Summer 2006 The NEWS LETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Autumn 2006 Sailing Editor: Martin Grimm SUBMERGED SYSTEM RAISES SUSTAINING MEMBERS HYDROFOIL EFFICIENCY From Ferry Technology June 2006 An Italian Government backed research initiative has led to the development of new hydrofoil technology by Rodriquez, and two different prototypes are now being built under the su- pervision of the classification society RINA. The Italian Rodriquez shipyard has, for the past two years, been head- ing a complex research project, intended to develop a new and even more efficient hydrofoil system utilizing fully-submerged foils. ______Financed by the Italian Ministry of Research, this project involves re- search into two full-scale prototypes, and their design and develop- 2007 DUES ARE DUE SOON ment. Each will have a different propulsion system, and will feature a new type of hydrofoil able to combine all the traditional advantages IHS Membership is still only of this type of craft, including high speed, reduced fuel consumption, US$20 per calendar year (US$10 for stu- and excellent sea dents). For payment of regular member- -keeping capac- ship dues by credit card using PAYPAL., ity, with an even please go to the IHS membership page at more efficient
PRESIDENT’S COLUMN Adam Grosser - Adam is currently a General Partner at Foundation To All IHS Members tation will be made available on the Capital, one of Silicon Valley’s pre- IHS website soon. mier venture capital firms. With a I am encouraged to report the Soci- primary emphasis on Telecommu- ety’s continued growth with a total of A reminder that the third AMV CD nications and Data Communica- 22 new members added to the IHS (CD#3) has been generated by the So- tions, Adam currently serves on the Membership roles since January of ciety and is available for all to order boards of a number of companies. 2006. By the way, you can view the thru the IHS website. As usual, the Before joining Foundation Capital, Membership List (a new one was gen- cost is a nominal $12 for IHS mem- Adam was President of @Home erated as of the beginning of July) by bers and $15 for non-members. Network which grew from a logging onto the IHS website and put 5-person team to 4000 employees in the proper password. All IHS Bill White, the IHS Webmaster, has and $2 billion in revenue. Prior to members have been informed of this prepared an article appearing on page @Home, Adam was the President password. If you have been missed, 9 of this Newsletter in which he sum- and CEO of Catapult steering the please contact the webmaster marizes material he presented at a re- company from inception to IPO; ([email protected]). It is advis- cent Board of Director’s Meeting. It and has worked in technology and able for all to check the information was a 7-page summary of recent management for Sony Pictures, on the List. If it is incorrect, please website activity. All the Board mem- Lucas Film, and Apple Computer. send changes to: Steve Chorney: bers were very impressed with the Infused with a love of technology [email protected] number of visits and the vast quantity and art, Adam builds boats and of information that was being down- Those of us in the Washington D.C. planes, bikes avidly if slowly, and loaded every day from hydrofoilers adopts rhinos and manatees for un- area were fortunate to be able to at- all over the world. The IHS indeed tend a Joint Meeting of the IHS and suspecting friends. Adam holds has a global reach and I’m sure that BAS, MS and MBA degrees from the SNAME SD-5 Panel in Septem- the founders of the Society would be ber. The subject was “The Joint High Stanford University, is a lecturer at pleased with the way we are spread- the UCLA School of Film and Tele- Speed Vessel” by LtCol Lawrence ing the word about hydrofoils, their Ryder, USMC, JHSV Deputy Project vision and contributes to National technology and applications. Bill Public Radio’s Marketplace. Manager. LtCol Ryder discussed the White and Barney Black are to be growing importance of high-speed thanked and congratulated for the Colin Kline - Colin is from Austra- ships in the transformation efforts of boundless energy that they have de- lia. His background is physics and the Navy, Marine Corps, Army and voted to the IHS website and to the electronics having received a B.Sc SOCOM. He addressed several areas Society in general. in those subjects along with a Di- of particular significance, including: ploma in Electrical Engineering. He what has been learned from operating As your President and Newsletter Ed- has a Trained Teacher’s Certificate, JOINT VENTURE, WESTPAC EX- itor, I continue my plea for volunteers a 30+yrs Graduate of the Institution PRESS, SWIFT and SPEARHEAD; to provide articles that may be of in- of Engineer’s, Australia, and is a what they can do that conventional terest to our members and readers. member of the Institute of Electrical ships can’t; the value of higher speed Please send material to me (jr8meyer & Electronic Engineers. Colin’s ex- and shallower draft; capabilities that @comcast.net), Bill Hockberger perience spans 27 Years as a lecturer must be retained, shortcomings to be ([email protected]) and in Tertiary Engineering (University, remedied; military aspects to be pro- Ken Spaulding (kbs3131 as distinct from sub-professional). vided or improved upon and other ca- @erols.com). We will be pleased to He has filled extensive consulting pabilities and features needed for a hear from you. roles in industry, and is currently re- spectrum of future operations. It is John R. Meyer, President anticipated that a copy of the presen- Continued on Page 12
Page 2 IHS Autumn 2006 HYDROFOIL EFFICIENCY with a surface-piercing hydrofoil, According to the test tank results, (Continued From Page 1 ) will be ensured by trailing edge the new hydrofoil will have excel- flaps placed on the foils, and these lent performance even in rough wards adverse sea states, while at will also be electronically con- seas. In a parameterized wave, in the same time increasing the ves- trolled. The system will further- other words a significant wave sel’s overall efficiency. more have sufficient redundancy to height equal to one meter, and with Each of the two prototypes of the provide an extremely high level of a head-on sea and a speed equal to fully-submerged foil craft, the con- safety and allow the hydrofoil to 40 knots, the accelerations at the struction of which started a few maintain its foil-borne mode even center of gravity were less than months ago, will have a length of in the event of the mechanical fail- 0.08g. about 37m, a capacity of 280 pas- ure of a single component. The two prototypes will be devel- sengers and a maximum speed of 50 Rodriquez believes that the fully oped with two different propulsion knots, but will have an installed submerged foil arrangement will systems. One will have traditional power only slightly above that of the offer operational benefits, and cre- shafts connected to fixed pitch pro- surface-piercing foil craft - about ate a design suited to medium dis- pellers and the other will be fitted 4,500kW. The craft will be built un- tance routes and coastal commuter with special dual propeller der the supervision of the Italian applications. Z-drives, developed by Rodriquez classification society, RINA, and Marine System, which will have will carry the HSC “HYD” notation. To optimize the performance of the carbon fiber shafts. propulsion system over the vessel’s Rodriquez also believes that this type of hydrofoil with fully-sub- merged foils will be ideally suited to medium distance routes. Further- more, because it creates very low waves, the design is considered to be applicable to inshore routes near large coastal cities, in situations where it is desirable to use ferries for commuter transportation, as an alternative to overcrowded roads.
MORE FOILMASTERS Cross-Section of Rodriquez Fully-Submerged Foil Craft The research work has focused on complete operating range, includ- It has been recently reported that six optimizing the hydrofoil’s basic de- ing hull-borne, takeoff and Foilmaster hydrofoils have been de- sign characteristics. Rodriquez has foil-borne modes, the reduction livered in the past 15 months and a developed an electronic control sys- gearboxes installed will be seventh is nearing completion. The tem for the foil surfaces, which in- two-speed units. The first gear will state owned Siremar and the pri- corporates the stabilization and allow the vessel to reach the speed vately owned Ustica Lines are the directional control equipment, and required for take-off when the hull two companies that operate all pas- has also paid a great deal of attention emerges from the water, while not senger ferry services within Sicily. In to the shapes and dimensions of the overloading the engines. Second 1995 the first of 12 Foilmasters built hull appendages and propulsion sys- gear will allow the engine power to date entered service with Siremar. tem. and vessel speed to be ideally Ustica Lines then became the major matched for high-speed perfor- operator, introducing four between mance. The captain will be able to 1996 and 2003. Since March 2005, Stability, which in a vessel of this switch gears in less than 0.2 sec- Continued on Next Page kind is not intrinsic as it would be onds, simply by pressing a button.
IHS Autumn 2006 Page 3 FOILMASTERS market for the foil systems we supply, rans to 195 ton, 45m catamarans, (Continued From Previous Page) however they are difficult to market there has never been any serious dam- as people do not understand them and age caused by hitting floating de- Siremar has taken delivery of five are hesitant to try them in some cases. bris/pieces of wood etc . In most cases more. Another Foilmaster is due to enter service with Ustica Lines in May 2007 and the company holds op- tions on two more. All the Foilmasters are virtually identical. They are fitted out for 240 passengers and powered by two MTU 16V 396 TE74L diesels, rated at 2,000 kW at 2,000 rpm, driving fixed pitch propel- lers. Full load service speed at 90% maximum continuous rating is 36 knots. See IHS Summer 2003 NLfor a picture of Foilmaster.
HYDROFOIL ASSISTED CATAMARANS
By Gary Vos Hydrospeed ( Pty) Ltd was started in 1994 by myself, to market and supply the HYSUCAT(Hydrofoil Supported 32-Foot POWERCAT Main Foil and Two Stern Foils Catamaran) hydrofoil system, in- vented and designed by Prof KG Shown above is an example of the va- the foils do not protrude below the ac- Hoppe of FAST cc (Closed Corpora- tual hulls themselves. tion), to fast catamaran builders, de- riety of foils built by Hydrospeed for signers and owners around the world. one of their Hydrofoil Assisted Cata- The foils are mounted at the lowest Since 1994 we have supplied the marans. point in the tunnel water flow. The most hydrofoils for catamarans Hydrofoils do all the right things for foils are sufficiently strong to carry around the world and other than one catamarans. For instance: increase about 50% of the entire catamaran’s or two companies that have tried to top speed by 20 to 40 %, reduce fuel weight that not much will damage copy the HYSUCAT system, Hoppe consumption by around 20 to 40%, them. and Hydrospeed (as a team) have increase range by 20 to 40%, im- One can visit our website at been successful in ensuring the foil proved ride comfort in rough seas (re- www.hydrospeed.co.za and read systems we supply work as predicted. duced pitch and heave), provide a some interesting articles. There are The foil systems vary in design from drier ride, increased load carrying ca- two videos on our website that can be catamaran to catamaran, depending pacity with reduced speed loss (the down loaded as well, however, they on the hull design, speed range, tun- deeper the foils are submerged the can take around 30 minutes to down nel width, weight, and size of the ves- greater the lift they produce), can load. sel. make catamarans bank inwards in a turn, reduce wake size, reduce engine With the high fuel prices of today, and emissions at comparable speeds, and It should be noted that Prof Hoppe is the growing popularity of Fast Cata- reduce engine/ gearbox maintenance the inventor/designer, and Hydro- marans as Fast Ferries, Naval Com- (reach speed at lower RPM ). speed (Pty) Ltd is the International bat Vessels and as Leisure Marketing Agents and Suppliers of Catamarans, there is a huge growing In all the installations we have done the HYSUCAT Hydrofoil System. all over the world from 6m Catama-
Page 4 IHS Autumn 2006 SPLASH SWIMS THE CHANNEL of foil-supported catamarans devel- provide adequate wave clearance in oped by Kitsap Catamarans, and fea- 2.5m - Sea State 4 - seas. The vessel is Contributed by Jim King, IHS tures a unique combination of new able to achieve this clearance due to Member high-strength infused epoxy compos- the weight/strength ratio of the mate- ite hull and the latest development in rial, hence it performs like a much The Rinspeed concept-car has re- foil design, explained Kitsap. larger vessel in bigger seas. cently actually set a record for cross- ing the English Channel. The Splash, Seaplanes president Ron Hoffman shown here, is the amphibious con- The foil system, named “HYSU- noted the following about Marina cept shown in the charming lake town WAC” (Hydrofoil Supported Water Flyer’s nine-day delivery voyage to of Geneva in 2004. The record, set on Craft), is a development from the Marina Del Rey, California from Ta- Wednesday, July 26, 2006, was the University of Stellenbosch in Cape coma, Washington: “The Pacific fastest ever crossing by a hydrofoil Town, South Africa, and incorpo- Northwest provides some of the most car, which the Splash technically rates significant improvements challenging conditions in this hemi- qualifies as, taking just 193 minutes jointly developed between Kitsap sphere, and this trip was no excep- and 47 seconds. and the university’s original tion. A record low pressure formed HYSUCAT (Hydrofoil Supported off the coast of Northern California Catamaran) design. It has shown to pumping gale force winds up to 80 provide superior ride and fuel econ- knots up the Oregon and Washington omy for this size vessel, said the coast forcing us to, prudently, hold up builder. at Port Angeles for four days before venturing south into 8ft closely- spaced rollers topped by 4ft to 6ft The company also announced that it wind waves on our nose for the first is at present in the process of being day. While we, of course, reduced taken over by a larger organization to speed to about 20 knots, and did take Rinspeed’s SPLASH develop the technology and expand two or three waves over the pilot Unlike many Rinspeed concepts, the capabilities of production to meet house, the vessel was quite stable and usability of the Splash has had folks market demand. It is negotiating with responsive. By the second day the chatting, from Richard Branson spec- various European, US and Pacific- wind began to shift to a westerly and ulating that Splashes could ferry based operators to supply vessels and then, finally to northwesterly more folks from the center of London to the schedule positions in its build pro- airport, to our editorial crew, which theorized a Splash could probably make it home more quickly and with better catering than three-quarters of the American airlines serving Geneva. [See Summer 2004 IHS NL for related article on SPLASH.] MARINA FLYER
Extracted from Ferry Technology, Marina Flyer is the First of a New Generation of Foil-Supported August 2006 Catamarans from Kitsap gram. US operator Seaplanes has recently typical of the Washington/Oregon coast. By day three we were in quar taken delivery of a new 149-passen- - tering seas surfing at up to 35 knots ger fast ferry catamaran for opera- The 85ft Kitsap vessel has a tunnel with a very responsive and stable tions in California. The 26m (85ft) clearance of 3.0m. The builder ex- vessel is the first of a new generation plained that the purpose of this is to Continued on Next Page
IHS Autumn 2006 Page 5 MARINA FLYER but achieved around 35 knots with 20 (Continued From Previous Page ) tons extra load. When the mould is The builder said that a unique aspect of Marina Flyer’s design is that it has helm. The boat tracked quite well, re- constructed, which will eliminate a wide beam allowed by the structural quiring only the most minor adjust- joints, the composite thickness is re- strength of the material. The wider ments to hold course without the duced to meet classification require- beam affords greater flexibility in the autopilot. ments, and the main beam sizing is reduced, weight saving will be in the passenger deck accommodation and, “The vessel performance is enhanced order of 15-20 tonnes. for its size, creation of a vessel with by two fixed foils with no mechanical larger internal seating capacity and parts. The foils extended between the interior open space than previously hulls; the forward foil located aft of ‘At present, operating at about 88 per seen. The greater demi-hull distance the bow and providing lift to compen- cent power load, we are able to also has improved resistance as the sate for a percentage of the forward achieve between 31 and 34 knots, de- hull interference has been reduced. boat weight; and a rear trim foil pro- pending on sea conditions. We be- lieve that once Hamilton Jet replaces The vessel’s 35-knot service speed is maintained by two Caterpillar C32 engines, each with an output of 1,045 HIGH POINT UPDATE
The new owner of High Point, Terrance Orme, reports that he is moving the boat to a pier in Portland, Oregon. There, Terry will continue to refurbish her. There is 3-phase shore power at this new place so he is in the process of removing the on-deck generator that the former owner had installed. When the boat The Mariner Flyer has Two Fixed Foils Extended Between the Hulls gets to Portland, Terry will probably with no Mechanical Parts hire some marine specialists to come vides lift to counter part of the aft boat the present impellers with slightly in and get the Perkins generator weight. Once in Los Angeles, we be- coarser ones, we will be able to fully hooked up. gan a series of rear foil adjustments to absorb the power that the CAT C32 Sumi Arima (IHS Member) has been optimise the angle of the bow under engines can produce, and our speed assisting the current owner with vari- maximum speed conditions. Above will increase by three to five knots. about 24 knots the vessel is being es- sentially carried by the forward foil, and the first 35 per cent of the boat is ”Seaplane’s business plan calls for entirely out of the water. As a conse- the addition of three passenger ferries quence, the vessel turns by simply ro- over the next three years and we be- tating on the forward foil surface, and lieve that Kitsap Catamarans can is completely level in a full tiller, achieve at least a 20 per cent addi- maximum speed turn above 30 knots. tional weight saving through its plans Quite amazing! to go to a full molding process, and that this weight improvement will in- crease boat speed to near 40 knots". HIGH POINT Dockside “As first of class, and built from pan- els, Marina Flyer was overweight, Continued on Next Page
Page 6 IHS Autumn 2006 HIGH POINT UPDATE establish a database of information sors quantified frictional drag reduc- (Continued From Previous Page ) and data on the findings of their drag tion within the boundary layer ous technical aspects of the boat since reduction experiments. This database between the plate and the water. This he spent many years overseeing High will also assist in computational fluid is where reduction in drag must occur. Point while it was a US Navy asset. dynamics (CFD) validation and im- The LCC can control the flow speed Terry’s long range plan is to outfit the provement. The LCC is a facility of the water over the plate, and flow boat with gas turbines (to replace the owned by the Na- Proteus engines that were removed val Surface War- years ago) so High Point could fly fare Center, again! Any help in locating these en- Carderock Divi- gines or equivalent will be appreci- sion, and operated ated. Terry’s email is: to support research [email protected] and experimenta- tion. DRAG REDUCTION EXPERIMENTS Using a 10-foot- Extracted from Sea Frame, wide, 40-foot-long NSWCCD, Winter 2006 stainless steel plate mounted in the ex- The Large Cavitation Channel (LCC) periment test sec- in Memphis, TN, was recently the site tion of the LCC, a The Instrumented Drag Reduction Plate is Lowered of ongoing experiments to establish controlled bound- into the LCC the effectiveness of high molecular ary layer flow can speeds during these drag reduction weight polymers in reducing fric- be created and studied in a remark- tional drag between a ship’s hull and tests ranged to 20 meters per second, ably efficient and approaching 40 knots. effective manner, unmatched by any previous drag Using the same large stainless plate reduction data apparatus, personnel evaluated drag set. This test plate reduction through the injection of was previously polymers. Polymer molecules were used to examine treated with a dye to visualize their drag reduction by dispersion. Acharacteristic of the dye means of the in- is that it fluoresces when exposed to jection of small laser light. When polymers with the air bubbles dye were introduced into the flow (microbubbles) above the plate, laser light illumi- through slots nated the polymers, providing a vi- across the test sual record of polymer concentration LCC Technicians Prepare Drag Reduction Experi- plate. ment Plate for Insertion into Test Section of LCC Shear-stress sen- Continued on Next Page the water flow. In a work for private parties agreement between the Navy Disclaimer Interested in hydrofoil history, and the University of Michigan, re- IHS chooses articles and pioneers, photographs? Visit the searchers are collaborating under De- photos for potential interest to IHS history and photo gallery pages fense Advanced Research Projects members, but does not endorse of the IHS website. Agency (DARPA) and Office of Na- products or necessarily agree with http://www.foils.org val Research (ONR) sponsorship to the authors’ opinions or claims.
IHS Autumn 2006 Page 7 DRAG REDUCTION clean water. This sequence was re- CAPTAIN JOHN PETERSON HONORED (Continued From Previous Page ) peated for several weeks. In the Spring 2006 Newsletter, it was and dispersion. A progressive cavity In Fall 2005, data from the previous announced that England’s Prince pump moved the polymers through testing were analyzed. Another round Andrew had honored U.S. Navy manifolds and out of the injection of tests using microbubbles was com- Captain John Peterson (IHS Mem- slots to avoid breaking down the long pleted in February. Further tests with ber) with the award of the Honorary polymer molecular chains responsi- both polymers and microbubbles may Order of the British Empire (OBE) ble for the drag-reducing characteris- occur later in 2006. The goal of fric- during an investiture ceremony Jan. tic. A range of molecular weights, tional drag reduction on ships is to al- 25 2006 at the British Embassy in injection rates, and differing concen- low higher speeds, lower power Manama, Bahrain. Your editor has trations were used in the research. levels, and improve fuel efficiency. recently received a photo of the event Dispersion patterns were recorded for shown here. flow speeds varying from 6 to 20 me- The technical point of contact for the ters per second. Persistence, a mea- project is: Robert Etter, rob- Again, the IHS joins in congratulat- sure of how fast the microbubbles or [email protected]; 301-227-5841 ing Captain Peterson on this auspi- polymers lose their drag-reducing ca- cious award. During his wide pability, was one important character- ranging career, Captain Peterson istic that could be efficiently served as Commanding Officer of the evaluated by having the long test ap- ******** Patrol Combatant Missile Hydrofoil paratus and high flow velocities pro- HERCULES (PHM 2). duce conditions much like the flow over a prototype ship hull. Generally, polymers fared better than micro- bubbles, staying in the boundary layer longer, thus affecting drag reduction for a longer period of time or axial ex- tent from the injection site. Details of the polymer interaction with the tur- bulent flow were additionally exam- ined using particle imaging veloci- metry (PIV) systems installed within the test plate.
The LCC contains 1.4 million gallons of water. Even with this large volume, when the polymers start to build up in the closed-loop system, an undesir- able source of background contami- nation results, necessitating a L-R: Cdre Simon Williams OBE, RN (Deputy Combined Forces Maritime periodic procedure to remove the Component Commander)RDML John W. “Fozzie” Miller USN (Deputy polymers. In a typical testing sched- 5th Fleet Commander/Naval Forces Central Command), Wendy A. Olson ule, the polymers were mixed and (Capt Peterson’s wife of 26+ years), CAPT John W. Peterson OBE, USN stored on Saturday and Sunday. Mon- (Chief of Staff CFMCC/5th Fleet/NavCent), His Royal Highness the Duke day through Thursday involved tak- of York (Prince Andrew), VADM Patrick W. “Pat” Walsh USN (Com- ing data, and on Friday the entire LCC bined Forces Maritime Component Commander/5th Fleet Com- volume was drained and refilled with mander/Commander, Naval Forces U.S. Central Command)
Page 8 IHS Autumn 2006 IHS WEBSITE – A GLOBAL TREASURE must be downloaded by the visitors to Grammar School. He matriculated at read. Here are some examples of the the University of London in 1948, Bill White, current IHS Webmaster, quantity of visits and papers that have and joined the Merchant Service at and his predecessor, Barney Black been recently downloaded. A total of the age of 17 and served in cargo (who originally set up the website 1230 hydrofoil related articles were ships and tankers. In 1957 he joined and continues to help out) can take downloaded during the first week of the Royal Naval Reserve, and after great pride in the activity that they August 2006 which is typical. basic training he was accepted into have generated in the hydrofoil the Submarine Service. In January world. At the August 2006 Board of 1959 he joined the Royal Canadian Director’s meeting, Bill White pre- The table below indicates the num- Navy and served briefly in HMCS sented a 7-page summary of recent ber of each popular articles electron- Gatineau and then HMCS Kootenay. website activity. All the Board mem- ically downloaded during the first In 1962 he returned on exchange to bers were very impressed with the week of August 2006 from the IHS the Royal Navy for further service in number of visits and the vast quantity web site. submarines and served in a number of of information that was being down- Nos. Document “T”, “A” and “P” class submarines. loaded every day from hydrofoilers 115 IHS Newsletters all over the world. The IHS indeed 211 Sailing hydrofoils, Catri, He returned to Canada in May 1968. has a global reach and I’m sure that Williwaw, etc. After a short period in the Maritime the founders of the Society would be 388 IHS Meeting presentations, Warfare School, he went to the U.S. pleased with the way we are spread- LCS, Skjold, etc Navy for computer programming ing the word about hydrofoils, their 158 Ken Spaulding’s AMV Bib- courses. He was then appointed to the technology and applications. The liography Maritime Tactical Data System in the IHS currently has two major web 77 O‘Neil Hydrofoil Design Maritime Warfare School, which sites. 23 IHS 25 Year History contained the on-board Command 66 Bulletin Board Articles and Control System for HMCS Bras One is a Bulletin Board Discussion 70 PHM History by G. Jenkins D’Or, the Canadian Navy’s hydro- Forum at: foil. This equipment was used to train http://www.bulletinboards/v2.cfm?c the future crew of the vessel and to omcode=foils Please visit and make use of these re- complete the software development sources and be encouraged to actively for the system. Here enthusiasts can conduct discus- contribute articles, papers, pictures sions and ask questions on all things and anything else you think might be When the hydrofoil project was can- Hydrofoil. There have been over of use to the Hydrofoil community. celled, he was instrumental in using 32,000 entries since it was opened the computer equipment to com- four years ago in January 2002. We LT. CDR. DAVID P.PRINCE REMEM- mence development of a rudimentary are currently averaging close to a BERED computerized command-and- control thousand visits per month to this system for the Maritime Command on-line Discussion Forum that has a Extracted from a message from Operations Room in the Dockyard. dozen major discussion areas. This is Gordon Brunt He retired from the Provincial gov- a twenty percent increase over last I thought that you might be interested ernment in 1993. He was a longtime year. in knowing of the loss of another hy- and best friend of Michael Eames who presented a paper “A Review of The second is our original IHS Web drofoil pioneer, Lieutenant Com- mander David P. Prince, B.A., C.D., Hydrofoil Development in Canada” site: http://www.foils.org/index.html at the first International Hydrofoil which has grown over the years to R.C.N. (Ret’d), who passed away in April 2006. Society Conference in Ingonish contain over 850 pages and over 1400 Beach, Nova Scotia on July 27-30, photos. This site has seen 194,000 David Prince was born in Oxted, Sur- 1982. visits since January 2001. Over the rey, England, on September 22, 1931, years we have accumulated a number and was educated at Oxted County of larger papers within the site that *************
IHS Autumn 2006 Page 9 SAILOR’S PAGE A MESSAGE FROM THE contained on the IHS website for the Contents covers: 1. Why Hydrofoils?; SAILORS PAGE EDITOR Sailors Page. 2. Fully Submerged Hydrofoils; 3. Surface-Piercing Hydrofoils; 4. Roll A number of years ago, I contributed Sailing Hydrofoil Book Review and Yaw Stability; 5. Vertical and an item for the IHS Newsletter con- Pitching Stability; 6. Practical Foil cerning speed sailing. The design of IHS often receives requests via the Bulletin Board Service from keen Design; 7. Canard Configuration; 8. these craft appealed to me as I knew Catamaran Configuration; 9. Aero- good performance was dependent on sailors who are interested to explore the potential of hydrofoils applied to plane and Asymmetric Configura- a combination of high aerodynamic tions. and hydrodynamic efficiency along sailboats. IHS can’t promise they will with light but robust construction… receive prompt or detailed responses Icarus, The Boat that Flies, by and of course a strong steady wind as there would be few of us with James Grogono. and calm water. hands-on experience of having built or sailed hydrofoil sailboats. There About At that time, a well-known speed have however been quite a number of the 10 sailor, Sam Bradfield, had been the books written on high speed sailing, year suc- Sailors Page editor, but he wished to and more specifically hydrofoil sail- cess pull back from that commitment. Lit- boats. These books are essential read- story of tle did I know that John Meyer would ing for any budding hydrofoil sailor. the sail- ‘rope me in’ to continue to seek out The “Popular Books About Hydro- ing hy- Sailors Page items for the Newslet- foils” page under the “Hydrofoil Bib- drofoil ter. Even though my sailing experi- liography” of the IHS website: catamaran Icarus, holder of the B ence is limited to windsurfing, it has (http://www.foils.org/ Class World Speed Record, including been a task I have enjoyed except the popbook.htm) gives good abstracts hydrofoil designs and principles from ‘pressure’ of the quarterly reminder of some of these including publica- ocean going boats to hydrofoil from John that material would soon tion details. A summary is provided sailboards. It is also the story of the again be required for the next News- below: man behind Icarus and how he devel- letter! oped this amazing yacht over 30 Hydrofoil Sailing, by Alan Alexan- years. While there is no end of hydrofoil der, James Grogono, and Donald sailing information available on the Nigg. Faster! Faster! The Quest for internet and in books and magazines, Sailing Speed, by David Pelly. it takes time to prepare items suitable Covers the for inclusion in our Newsletter. full range of The author traces the history of speed These days, I find I have little time to design con- under sail spare. As John has requested in his siderations for through the editorial in past newsletters, I also hydrofoil sail- ages before make a plea to all the hydrofoil sail- boats in an looking in de- ors out there to consider contributing easy-to -read tail at the vari- items to this column. Of particular in- format. The ous special- terest would be hydrofoil sailboat authors have ized speed- projects readers are working on. The pooled their sailing craft. It more print ready such items are for technical knowledge to provide de- includes the the NL, the better. Photos and illus- tails of the relevant theory and then story behind trations are also desirable. shown how to put this theory into the speed sail- practice. They have contacted all ing competi- This issue, I have taken the easy route those active in the field at the time and tions, including Crossbow, the first by extracting information already received detailed accounts from most. Continued on Next Page
Page 10 IHS Autumn 2006 SAILOR’S PAGE specific rec- The book (Continued from Previous Page) ommenda- details hy- tions. drofoil de- drofoil record breakers. It provides a Chapters in- sign devel- list of sailing speed records. clude: The opments of Sailing Hydrofoils, AYRS Publica- Physics of Fast the Baker tion No. 74, Published for the Ama- Sailing; Hulls Manufac- teur Yacht Research Society by John and Outrig- turing Com- Morwood. gers; Struc- pany, with a tural Design; focus on the This book Sails and Lat- Monitor, covers a eral Stability; Lateral Plane and Rud- developed with US Navy backing, large ders; Hydrofoil Applications; Safety one of the earliest successful sailing range of and Seakeeping; Performance Predic- hydrofoil designs. The book also cov- sailing hy- tion; Catamarans; Trimarans; Proas. ers the earlier developmental towed drofoil de- hydrofoil boat, hydrofoil runabout, signs and Hydrofoil Voyager, by David A. and smaller scale 16-foot hydrofoil related Keiper. sailboat built by the company. This concepts The book book was reviewed in more detail in a and in- describes past IHS Newsletter. cludes nu- how Da- merous black and white photos, The 40-knot Sailboat, by Bernard vid Keiper Smith. arrangement drawings, sketches and designed graphs. As indicated in the editorial and built Describes of the book: “In 1955, when AYRS the 31’-4" a speed was formed, the members were given sailing sailing a challenge. They were told that peo- yacht craft con- ple had sailed their boats off the wa- Williwaw, cept con- ter, being lifted by underwater then sisting of ‘wings’, called hydrofoils. We logged al- two verti- showed them photographs of the most 20,000 miles of cruising around cal wings, Baker hydrofoils ‘flying’. We also the Pacific to test and fine tune the de- an in- told them that it was possible to stabi- sign. You’ll never get closer to boat verted one lise a single, narrow hull with hydro- building, open-ocean sailing, and in the wa- foils and again showed hydrofoiling without actually doing it ter joined photographs.” This book shows how yourself. Keiper tells his own story, to an erect one in the air. When cou- our ingenious members took up this and the precision of his telling pulls pled in this way the assembly may be challenge...” you into the adventure with him. likened to a sailboat that has a sail and High Speed Sailing - Design Fac- Read, and you are there, thrilled as the a centerboard, but no hull; except that tors, by Joseph Norwood. hull surges up to sprint on its foils; im- the sail is no longer a sail but an air- patient as the sea goes flat in a dying foil, and the centerboard no longer a The author examines the question of wind; inventive as some new crisis centerboard but a hydrofoil. The foils, hulls and rigs for larger vessels, presents itself for a solution hundreds book is in three parts, (1) History of discusses safety and seakeeping, hull of miles from land. the Sailboat Problem, (2) History of resistance, materials, leeboards, self the Aerohydrofoil, and (3) Technical steering without vane gear, and per- Summary. formance prediction. There are final Monitor Hydrofoil Sailboat - De- chapters on multihulls, proas and sign in Review, by Neil C. Lien.
IHS Autumn 2006 Page 11 WELCOME NEW MEMBERS rine vehicles. He resigned from the research performed by Boeing on (Continued From Page 2) service in 1969 after 30 years and Lake Washington. He graduated took the Raketa on one of the lon- from the University of Michigan in tired, but still involved in elective gest trips ever made by a Hydrofoil - 1971 with dual degrees in Naval Ar- consultancies. from Montreal to New York to Ft chitecture & Marine Engineering and Aerospace Engineering. He ob- J. Roland Leduc Captain (N) Lauderdale and on to Trinidad. He then opened a Hydrofoil service be- tained his Masters Degree in Naval RCN Rtd. & Major USA – Roland Architecture from MIT in 1974. His was born in Winnipeg Manitoba and tween Port of Spain to Guairá, Vene- zuela. Roland was invited by the thesis was the hydrodynamics of the later moved with the family to Mon- hydrofoil – strut intersection. In the treal Canada. He did not finish High Russian Government to visit and help test their newest Ocean Going mid 1970’s he worked for Boeing School but joined the Royal Cana- Marine Systems on the Jetfoil and dian Navy at the age of 18 in1940. Hydrofoil, the Kometa, being built in the Poti Naval Shipyard. He re- PHM Programs. Roger is currently On completion of training was sent director of Carrier & Amphibious on loan to the Royal British Navy, turned to Montreal and became the 1st Director of Transport for the new Ship Programs for the Advanced due to the lack of ships. Spent 5 Marine Center of Computer Sci- years at sea doing Convoy duty in Community being formed in Mon- treal composed of 26 cities. He ences Corporation in Washington, the Atlantic, Russian Convoys, D.C. He is the author of eight tech- D-day participation and various migrated to the United States and joined the ranks of the United states nical papers dealing with the eco- other operations. His Naval career nomics, design process and design spans 30 years including a Military Air Force Auxiliary Service as a Major and for the next 8 years his of high performance ships and craft. University degree. He was slated to In addition to hydrofoils his techni- be part of the crew of Canada’s first squadron was involved in Air Search & Rescue. He involuntarily cal interests include wing in ground navy Hydrofoil, the Bras D’Or, that effect. He is a licensed Professional was badly damaged by fire during became involved in Development and Construction and developed Engineer and a member of SNAME construction. Instead and due to be- and ASNE. ing fluently bilingual he became the large projects in Florida for the First Military Training Commander French & Norwegians. Now in- volved in his own project on the isle of the Integrated Military Training NEW BENEFIT Center in Canada. During his train- of Nevis W.I. One may visit Roland ing in England he learned to fly and at www.narrowsofnevis.net ; and IHS provides a free link from has been flying all his life. During may win a free vacation. the IHS website to members’ per- Expo 67 in Montreal the Russian sonal and/or corporate site. To re- Roger Schaffer – Roger grew up in quest your link, contact William Government sent a Hydrofoil (The Renton, Washington and was influ- Raketa) to Montreal to demonstrate White, IHS Home Page Editor at enced to pursue a career in engineer- [email protected] its transportation values in the St ing through the early hydrofoil Lawrence River. In 1967 relations were better than ever, however the ship could not navigate in the river IHS BOARD OF DIRECTORS unless Roland was on board. This got him interested in advanced ma- 2004-2007 2005-2008 2006-2009 Sumi Arima Joel Billingsley Mark R. Bebar IHS OFFICERS 2005 - 2006 John Meyer President Jeffrey Benson Jerry Gore Dennis Clark Mark Bebar Vice President John R. Meyer John Monk William Hockberger
George Jenkins Treasurer William White Kenneth Spaulding George Jenkins Ken Spaulding Secretary
Page 12 IHS Autumn 2006 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Winter 2006 Sailing Editor: Martin Grimm BLUE PRINT FOR THE ULTIMATE SUSTAINING MEMBERS GREEN SHIP
(From Marine Propulsion, August/September 2006) An enviable reputation in pursuing environmental protection is al- ready enjoyed by the Scandinavian global car carrying and RoRo shipping specialist Wallenius Wilhelmsen Logistics (WWL). Looking ahead, perhaps to 2025, when fossil fuels become too ex- pensive to extract or are simply not available, the company has con- ceived a deep sea ship of the future. Conceptual work resulting in E/S OrceIle began in 2004 and contin- ______ues with design considerations focusing on using the sun, wind and waves to serve multiple energy generators, including fuel cells; opti- 2007 DUES ARE DUE mizing cargo capacity and lowering energy consumption per trans- ported unit, and wider environmental challenges such as ballast water IHS Membership is still only pollution. US$20 per calendar year (US$10 for stu- dents). For payment of regular member- ship dues by credit card using PAYPAL., please go to the IHS membership page at
Page 2 IHS Winter 2006 GREEN SHIP carbon steels will be specified to gain the creation of drag force or lift force, (Continued From Page 1 ) advantages in higher tensile strength or a combination of the two. and fatigue resistance, reduced main- With an optimum capacity of 85,000 tenance and lower weight. The mate- Wave energy may be transformed 2 m of cargo deck stowage area, E/S rials are also easier to shape and into various types of energy by com- Orcelle will offer up to 50 per cent recyclable. bining the relative movements of the more space than contemporary car waves, the fins and the ship. EIS carriers which are capable of trans- Renewable sources have the potential Orcelle will have 12 fins in all, en- porting 6,500 vehicles. Up to 10,000 to provide an abundant supply of en- abling the vessel to harness and trans- cars will be accommodated on the ergy with minimal environmental im- form wave energy into hydrogen, eight cargo decks, three of which will pact and at relatively low cost. electricity or mechanical energy. The be adjustable in height to allow high Primary energy Sources for the ship fins are also propulsion units that are and heavy vehicles and equipment to will be fuel cells, the sun, wind and driven by wave energy or by the elec- be stowed. waves, which will be transformed trical or mechanical energy available onboard to create energy carriers. onboard. A maximum deadweight capacity of 13,000 tons and a lightweight of Solar energy will be tapped via Fuel cell technology is developing 21,000 tons are similar to contempo- photo-voltaic panels located in the rapidly and approximately 50 per cent rary car carriers but the of the energy used for concept vessel will be propelling the ship will capable of loading be generated by fuel around 3,000 tons cells combining hydro- more thanks to the use gen and oxygen; the of special construction byproducts are pure materials and the elimi- water vapor and heat. nation of ballast water. Electricity generated is supplied to the electric A pentamaran hull motors of the two shape will help to opti- 4,000kW podded mize the cargo-carry- propulsors and to the ing capacity, the five fin propulsion sys- hulls comprising a long The Pod Propulsion System and Fins Attached to the Support tems. and slender main hull Hulls will Harness Wave Energy and four support hulls, Production and stor- or sponsons, securing stability at sea. vessel’s sails. When not in use for age (at high pressure or wind propulsion, the sails may be low temperature) of hydrogen for a The stability secured by the hull and tilted, laid down or in other ways di- fuel cell system are currently obsta- its fins, combined with propulsion rected for maximum solar energy col- cles that have to be overcome to de- systems that exclude the traditional lection. The solar energy will then be velop viable fuel cell technology for stern propeller and rudder, will elimi- transformed into electricity for imme- commercial ships. But WWL envis- nate the need for the vessel to take on diate use or storage. ages that future developments will be and release ballast water. (Ballast wa- able to transform solar, wind and ter is one of the major threats to the Wind energy will mainly be ex- wave energy into hydrogen for imme- ocean environment). Additionally, ploited for propulsion directly diate use and/or storage onboard. the pentamaran hull will contribute to through three sails constructed of improved energy exploitation and a lightweight composite material. Ca- Developing technologies for the pro- clean flow of water around the ship. pable of folding upwards or outwards, duction of hydrogen at sea will foster the rigid sails are arranged to rotate a significant reduction in handling Aluminum and thermoplastic com- about the masthead to fix the best po- posite materials rather than common sition to extract wind energy through Continued on Next Page
IHS Winter 2006 Page 3 GREEN SHIP the project two years ago (see ler. This compares with 9,300 kW re- (Continued From Previous Page) Spring 2005 IHS Newsletter) and quired for the existing Rodriquez has now confirmed that the first vessels of the same capacity and and storing the energy source vessel “will undertake comprehen- speed, the TMV 70 series. onboard. in addition, the company ex- sive sea trials in 2007". pects new technology to solve the hy- “The stern pods, developed by drogen storage problems, enabling The AliSwath is being jointly devel- Rodriquez Marine Systems, are solid materials to replace the fluid. oped by Rodriquez and Registro equipped with innovative tractor Italiano Navale, who reports, “The propellers which provide extra Diverse energy sources, including the prototype is designed to carry 450 power, high manoeuverability and solar panels, fuel cell system and fins, passengers and 60 cars at speeds up allow an 11 knot speed in the case of will generate electricity for propul- to 28 knots, while reducing fuel con- main engine failure. sion, lighting, ventilation and naviga- sumption by 40% compared with ex- tion. Battery storage facilities will isting designs and also reducing “The AliSwath design has presented provide operational flexibility. wash, emissions and risk of oil pollu- us with some welcome challenges, tion. including dealing with the hull strength, Wave energy generated by the vertical wave load- movement of the fins may be trans- ings and formed into mechanical energy for environmen immediate use in fin propulsion. Ad- tal aspects, ditionally, energy from the movement such as loca- of the fins may be harnessed to gener- tion of the ate hydraulic energy that may either fuel tanks, be used immediately or stored. Other while ensur- promising systems for mechanical en- ing the ves- ergy storage, such as flywheels, are The AliSwath Concept Combines A Torpedo-Like Hull and Fully Submerged Foils sel also under development. complies Two variable speed electric propul- “The key to the trimaran like design with the IMO HSC Code. But it is a sion systems will be installed, these is an immersed torpedo shaped hull step change for high speed ferries podded propulsors will complement with secondary dynamic lift from a and we are confident it will set a new sail and fin propulsion systems. The sophisticated wing-foil system. benchmark for clean, green and compact pods - arranged at each end AliSwath is the result of a significant quick sea transportation. research and development project of the hull - will house a motor and “The prototype will be used to vali- gearbox and drive a propeller, provid- carried out cooperatively by the Rodriquez Group and RINA with the date the tank test results and calibrate ing full power and 360-degree maneu- the wash reduction manual which verability. involvement of the University of Genoa and the Krylov Institute of St. will assist the master to keep wash to RODRIQUEZ ALISWATH DUE TO BE Petersburg. a minimum at the required speeds. LAUNCHED IN 2007 Following trials, Rodriquez expects The main hull is being built at the to enter production during 2007.” (Excerpts by permission from Fast Rodriquez yard in Pietra Ligure, near Ferry International, October 2006) Genoa, and the torpedo hull and foils Alcide Sculati, the technical director are being produced in Messina, Sic- of the Rodriquez Group, adds, “In Rodriquez Cantieri Navali has re- ily. According to RINA, “The alu- this time of high fuel costs and envi- leased more details about its 64m minium hull will have an installed ronmental awareness people still AliSwath test craft, a hybrid de- power of 6,080 kW from two stern want to travel in comfort and travel sign combining a central swath pods plus twin diesel main engines quickly. hull and fully submerged foils. The mounted in the underslung torpedo builder announced the existence of hull driving a high efficiency propel- Continued on Next Page
Page 4 IHS Winter 2000 AliSwath Each IAR project is aimed at filling The capabilities of TSDO were (Continued From Previous Page ) recognized technology gaps while proven through many comparisons of enabling the Navy after Next. This “The AliSwath concept brings to- predictions to model resistance tests. IAR project was part of a focused ef- gether, for the first time, the best of Total resistance predictions were fort on high-speed ships that has been two good ideas and combines them in made for all 27 Series 64 high-speed completed. Current initiatives in- a unique way to reduce power re- monohulls and 60 Hyundai super clude projects on topside signatures quirements and wash. We have taken high-speed monohulls. These two and structures integration and reduc- the opportunity to design in a number sets of data represent high-speed re- ing slamming loads on high-speed of safety features and improve ma- sistance over a wide variation in hull small craft. noeuverability at the same time, and form. In addition, resistance predic- tions were made for catamaran, trima- we are looking forward to proving This effort focused on identifying a ran, and SWATH type ships, the concept in service.” quick and robust computational tool including wave-piercing bows. In to- capable of predicting the total resis- [Editor’s Note: Although Rodriquez tal, TSDO resistance predictions tance of many types of high-speed states that “the AliSwath concept were compared with model test data ships that are of interest to the U.S. brings together, for the first time, on over 100 different hull forms. Navy. The state of the art of viscous the best of two good ideas…” this hy- flow free surface CFD (computa- brid hullform has been explored ex- tional fluid dynamics) flow codes is tensively over the past 35 years in the Using TSDO, six different drag coef- such that they tend to be too time con- U.S., Japan and Germany. For more ficients were developed from predic- suming and expensive for use during information contact: jr8meyer tion data, which were then summed the current source selection/design @comcast.net] together to represent the total drag co- evaluation process. Therefore, based efficient. Of the six coefficients, the RAPID RESISTANCE EVALUATION OF on the experience of the investiga- friction component was shown by far HIGH-SPEED SHIPS tors, an analytical program utilizing to be the largest drag component, with the potential flow code FKSO, for wave drag the second largest. Subse- (From Seaframes, NSWCCD Publi- predicting wave drag, was selected to quent total drag coefficients were de- cation, 2006, Volume 2, Issue 2) be the most appropriate prediction veloped for a hull with a 40% tool for high-speed hull forms. transom, and also a full-depth tran- By Gabor Karafiath (IHS Member) som, a multi-hulled vessel, a Hydro- and Bryson Metcalf Carderock Division researchers Dr. foil Small Waterplane Area Ship Dane Hendrix and Gabor Karafiath, (HYSWAS, shown here), and a dou- points out waterjet design to Bryson ble-ended canoe shape. Under the supervision of Gabor Metcalf. Collaborative efforts have Karafiath, Naval Surface Warfare resulted in a quick and robust compu- Center Carderock Division (NSWC tational tool capable of predicting the CD) junior engineers Bryson J. drag of many types of high-speed Metcalf and John Grabeel developed ship designs. the Total Ship Drag (TSDO) predic- tion tool. This work was supported Dr. Francis Noblesse assisted in com- through the Independent Applied Re- bining the FKSO code with analyti- search (IAR) program, which was cal and semi-empirical relations for initiated to develop junior engineers the remaining drag components, cre- in key areas of expertise within ating the TSDO code, which predicts NSWCCD. At Carderock Division, total ship drag. TSDO meets the HYSWAS Test Model of 2200 Ton the IAR is focused on critical re- needs for a fast and robust high-speed MCM(XH) search issues in the Ships and Ship resistance prediction tool for use in Additional work began on improving Systems (S3) Product Area (PA) with preliminary/conceptual design eval- the TSDO code by accounting for the an emphasis on collaboration and uation. mentoring of young investigators. Continued on Next Page
IHS Winter 2006 Page 5 RAPID RESISTANCE EVALUATION inal 3.5m2). The tilt actuator was also plications will depend on the vessel (Continued From Previous Page ) adapted to increase the maximum fin and equipment size. sweep from 22.5 degrees to 40 de- A number of different fin geometries, grees. effects of craft speed on vertical cen- actuation speeds and control algo- ter of gravity rise, or sinkage, and rithms were tested during the trials trim angle on high-speed hull forms. No strengthening of the finshaft, bearings, finbox or cruxbox (already program, and the data analysed to de- Initial results of the sinkage and trim termine the best overall configura- predictions are very promising and proven in commercial and naval ser- vice) was required. tion. Further testing on other projects indicate that the TSDO code should has yielded similar roll reductions. routinely include the effects of sink- An advanced new control and elec- age and trim on the predicted resis- tro-hydraulic system provides power An innovative concept highlighted by tance. In addition, the TSDO code to the fins when the vessel is station- Rolls-Royce is to let the trailing edge was expanded to include the capabil- ary and senses the start of any roll. of the fin remain exposed outside the ity for evaluating air-cushion sup- Electro-mechanical power is then fed finbox when in “parked’ mode. The ported hull forms. Future efforts are to the fins, whose paddle effect gen- hull can thus remain as sleek as possi- necessary to more adequately handle erates stabilisation; a mass of water is ble, ensuring that the extension of the air cushion support and partial hydro- accelerated quickly to provide the stabilisers while passive does not pro- foil support and evaluate the capabil- stabilisation-at-rest moment. trude beyond the bilge keel outreach, ity. Technical point of contact for also avoiding the risk of grounding this work is Gabor Karaflath At rest, the system tilts the fins at a and damage. ([email protected]) high angle to generate a reaction load counteracting the wave motion. Cost reduction opportunities are STABILIZING AT REST–ARETRACT- When underway, the system takes the promised as one pair of Aquarius fins ABLE SOLUTION lift forces generated by the vessel’s can replace two pairs of low aspect ra- forward speed to dampen roll motion. tio non-retractable fins for yachts up (From Marine Propulsion, August/ September 2006) The fins can be Megayacht owners are increasingly completely re- demanding zero speed or stabilisa- tracted when tion-at-rest systems, particularly for the vessel is at vessels 32m or more in length. rest (securing Non-retractable fin systems have safety for hitherto served such applications but swimmers), Rolls-Royce motion control special- and also re- ists based at Dunfermline in Scotland tracted during have created a more versatile solu- maneuvering tion by adapting the group’s estab- in crowded The Retractable Stabilisation-At-Rest System is Based lished Brown Brothers Aquarius harbors or nar- on Rolls-Royce Brown Brothers Aquarius Design retractable fin-stabiliser design to the row seaways. role. to around 95m in length. A competi- Model tests at MARIN in The Neth- tive system weight is also cited. erlands, Rolls-Royce reports, con- Modifying the compact and low firmed that the system can reduce roll Initial orders for the new stabilisa- weight Aquarius system - over 20 of in sea heights of 0.5m by 80 per cent tion-at-rest system have been placed which have been supplied since 1999 while the yacht is at rest, by 80-90 per by the Dutch yard oceAnco at - involved extending the width of the cent when underway, and by up to 30 Alblasserdam for serving three 67.4m Aquarius 50 model fin chord and cre- per cent when the fins are in passive long, 13.8m beam, 3.6m draft ating a ‘tadpole’ profile with an area mode. Performance in individual ap- up to 5.7m 2 (compared with the orig- Continued on Next Page
Page 6 IHS Winter 2006 STABILIZING AT REST ership on the Hong Kong-Macau 24" by 12’long. In the box were boat, (Continued From Previous Page route, which it has maintained for the foils, mast, sail and dolly, the whole past four decades. works weighing about 200 lb. megayachts which are due for deliv- ery in December 2006. The 1,850 “The TurboJet Sea Express service tonne displacement vessels will have linking Hong Kong International a maximum speed of 19 knots and an Airport with Shenzhen and Macau, estimated roll period of just over nine and its MacauShenzhen route both seconds. achieved record high passenger vol- ume with increases of approximately The first two yachts were originally 29% and 39% respectively over the specified with standard Aquarius sys- same period in 2005. tems but all three will now benefit from stabilisation-at-rest systems, “The division’s sailing frequency oceAnco having worked with reached a record high level during the Rolls-Royce on a solution. A fourth 2006 Chinese New Year holidays order for an Aquarius 50 system will with 321 trips within a single day, in- be executed for an Italian megayacht cluding 282 trips on the Hong project, with delivery due next Febru- Kong-Macau route. These encourag- ary. ing passenger trends were tempered by escalating fuel prices, which rose Summarising, Rolls-Royce asserts by approximately 30% from the same that its retractable stabilising system period in 2005. delivers significant roll reduction Foilborne MOTH Head-On The growth in Hong Kong-Macau when a vessel is stationary without Since he had a couple of days to set traffic is confirmed by figures re- compromising high performance up, on Tuesday, October 3, Rohan leased by the Hong Kong Marine De- when underway. rigged the boat and sailed around partment. These reveal that carryings Annapolis Harbor for a little over an TRAFFIC GROWTH IN HONG KONG between Hong Kong’s Macau and hour. During that time he buzzed the China terminals and Macau totaled Severn Sailing Optis and 420s, the 6,779,000 passengers during the first University of Maryland 420s, and It has been reported that Shun Tak six months of 2006, an increase of the Navy Laser, 420 and 44’keelboat Holdings TurboJet ferry subsidiary 13% compared with the correspond- fleets. In 5-10k of inconsistent carried 5.2 million passengers on its ing period of 2005. Hong Kong-Macau route during the breeze, up on the foils he weaved first half of 2006, “an increase of ap- HYDROFOIL BUZZ IN ANNAPOLIS among boats queued up to enter the proximately 12% compared to the show space, dodged anchored boats, same period in 2005 and a record (By Charlie Iliff, IHS Member) looped racing dinghy fleets and gen- high since the formation of TurboJet erally caused havoc as power and sail in 1999". TurboJet’s fleet of 31 fast Rohan Veal shipped his prototype helmsmen lost track of their own du- ferries includes 14 Boeing Marine KA Bladerider to Annapolis for the ties as they stared and repeatedly Systems Jetfoil hydrofoils, the re- sailboat show - in a box about 18" by called: “What the hell is that?” mainder being catamarans. Continued on Next Page Disclaimer “Total passenger volume on the Interested in hydrofoil history, Group’s Transportation Division’s IHS chooses articles and pioneers, photographs? Visit the sea routes grew by approximately photos for potential interest to IHS history and photo gallery pages 12% to over 5.9 million people as members, but does not endorse of the IHS website. compared to the same period in 2005. products or necessarily agree with http://www.foils.org The division retains its market lead- the authors’ opinions or claims.
IHS Winter 2006 Page 7 HYDROFOIL BUZZ IN ANNAPOLIS TRIMARANS OFFER TRANS-OCEAN OP- fast cargo carrier. This would be able (Continued From Previous Page ) PORTUNITIES to operate on trans-ocean routes at speeds up to 40 knots and have the The Navy laser fleet got a little puff From Ferry Technology, October sort of performance that could mark a and picked up to about 7 knots boat 2006 major step forward in fast ferry opera- speed. When Rohan went by the lead tions. boat at about 16 knots, one of the ob- By Dag Pike servers on our powerboat called to the As operators look to start up open BGV’s trimaran designs incorpo- Navy sailor: “I’ll bet you thought you ocean routes, the trimaran is becom- rate a foil system to generate lift to were going fast.” The response was “I ing a favoured hull design as it offers a raise the vessel in the water and to was wrong about that.” The Navy combination of superior seakeeping reduce resistance. This same foil coach ran up to us and called: “That is performance and speed. system also can be used for ride a naval architect’s dream.” control. The wings that support the It appears that the day of the trimaran side hulls are also claimed to gener- is going to be the next big thing as op- ate aerodynamic lift. erators turn their attention to longer, more open sea routes. Apart from the Craig Loomes Designs (CLD) in New notable example of the 127m Zealand has developed designs for a Austal-built trimaran Benchijigua 148m trimaran that currently is aimed Express that operates in the Canary at the super-yacht market. This con- Islands, the fast ferry market has fo- cept is claimed to have a cussed on catamaran and monohull trans-Atlantic range at 40 knots and a designs in various forms. This is sprint speed of 50 knots. CLD is pro- largely because the routes that arc be- posing the installation of four MTU’s MOTH On Foils ing operated by fast ferries arc short 20V 8000 diesel engines that will pro- and in waters that are relatively in- duce a total of 32,800kW. These are And thus the buzz. At the show, shore. With most of these routes now coupled to waterjct units to give a Rohan has greeted a stream of sailors satisfied with fast services there is the flexible and economic propulsion and sailing observers who saw him on prospect of these longer, more open package. Tuesday and came to the show specif- sea routes being served by the trima- The yacht version incorporates many ically to speak to him in person. ran. interesting features such as having the This may have been the first sail of a modern foiling MOTH on the East Coast of America. Based on the inter- est at the show so far, it is the first of many. The boats are so easy to ship and transport that Rohan has specu- lated about a promotional “rolling re- gatta.” If someone rolled into a dinghy racing area with four or six Rendering of Craig Loomes Trimaran Bladeriders on a trailer, think there’d Some of the designs offer a remark- be any volunteers to try them out? tender stowed in the side sponsons able combination of performance and a helicopter landing pad. As a with a long or an economic range. super-yacht, the design is not likely to BGV based in Marseille in France has ************ have to maintain a strict schedule in a range of large trimaran designs and rough seas but that is the key to ad- while these have still to be proven on vanced ferry operations. For the tri- the water, they are in the frame for the development of a 180m version as a Continued on Next Page
Page 8 IHS Winter 2006 TRIMARANS IHS HAS BOOTH AT ASNE SYMPOSIUM by NSWCCD about PLAINVIEW; (Continued From Previous Page) “A Ship Whose Time Has Come” – a maran to succeed in advancing the An ASNE “Ships and Ship Systems video produced by the NSWCCD capabilities of fast ferries on Technology Symposium” was held in1980 about the PHM-1 (Pegasus); open-ocean route there still remain on 13 and 14 November 2006 at the the Granada Deployment of three many problems to be solved. Naval Surface Warfare Center PHMs in 1983; PHM Operations Carderock Division (NSWCCD) in (1983); QUEST Rollout and Initial Unlike the wave piercing catamaran Bethesda, MD, USA. Trials (1995); Quest Rough Water that have the main bulk of their struc- Trials (1996); and a HYSWAS Mo- ture well above water with only the Joel Billingsley, IHS Public Rela- tion Simulation in Sea State 6 (2002). side hulls doing the wave piercing, tions Chair- with a trimaran the whole hull is wave man, had been The IHS table piercing. Even with the large sizes in contact with was manned by that are being proposed, this means Dennis Kruse, IHS Members that the superstructure has to be de- American So- Steve Chorney, signed and built to withstand solid ciety of Naval Ken Spaulding water coming down the deck in ad- Engineers and John verse conditions. (ASNE) Tech- Meyer. Dennis nical Director. Clark (IHS Trimaran designs mainly operate in Joel was suc- Member) Co- the displacement mode and need the cessful in mak- Chaired the IHS Table at the ASNE Symposium long thin hull to achieve the proposed ing arrange- Symposium, speeds. One aspect that may cause ments with ASNE to have a small and stopped by concern will be the wash that these booth/table set up during the Sympo- several times to chat with interested craft generate in inshore waters. sium for the use of the IHS at no cost attendees. to the Society. CLD already has smaller prototypes Many who passed by the table operating, so they are rapidly build- The IHS Board of Directors agreed viewed the slide show and DVD with ing experience in the trimaran con- that it would be a good opportunity interest. Some of the “old timers” cept. One 23m craft is operating in for the Society to make itself known would reminisce about their experi- open ocean waters around Mauritius to the Naval Engineering commu- ences with Plainview, PHM and in the Southern Indian Ocean. This nity. At the same time it was a chance other US Navy developmental hy- has been built as a private yacht by to show what the hydrofoil world is drofoils such as Flagstaff and Diogenc Marine in Mauritius, but it is all about. This was done by setting up Tucumcari. possible that this trimaran concept two computers; one an iMAC and the It was an opportunity to engage the could be used to operate a ferry be- other a MAC laptop, on which we younger set who were not familiar tween the islands of Mauritius and showed a continuously running Hy- with hydrofoils. One of the many Reunion, a distance of 180 miles. drofoil Slide Show and a DVD with 7 IHS handouts included a “Hydrofoil There is also a slightly larger version hydrofoil videos; see picture. built to attempt a ‘round the world’re- Tutorial” that was apparently quite cord. These prototypes could provide The Hydrofoil Slide Show contained popular since many copies had disap- useful feedback for the development about 125 pictures of hydrofoils dat- peared from the table during the two of’ larger versions. ing from the early 1900s, including day period. Forlanini and Alexander Graham Other handouts consisted of sum- One wonders with these new trimaran Bell’s hydrofoil craft, to some of the mary sheets identifying the hundreds concepts whether there could be a re- current hydrofoils from around the of paper and reports available on the turn to the days of the ocean liner fast world. crossings of the Atlantic. In the cur- AMVCDs (#1, #2, and #3) and how rent aviation climate the time could The DVD contained: “FOIL- they could be acquired via the IHS be ripe. BORNE” – a video produced in 1973 website.
IHS Winter 2006 Page 9 SAILOR’S PAGE
FOILER MOTHS GO FROM STRENGTH claimed the top five places at the Australia for over a year now. He has TO STRENGTH World Championships this year. In employed a first year composites ap- part this can be attributed to continu- prentice and a casual worker in recent ing refinements to the design with months following a steady demand Foiler moths dominated the 2006 In- new mouldings for the foils and a re- for Fastacraft products. Currently ternational Moth World Champion- designed outrigger to support the they build four Prowler moths at a ships held at Horsens, Denmark, in combined rudder and aft foil. time which enables them to complete July of this year. All but a couple of around 16 boats per year, plus four or the fleet of 32 boats were using hy- Unlike the Fastacraft produced more extra sets of moth foils for drofoils, demonstrating how foils Moths which have a surface sensing re-fits to other moth designs. have revolutionized this class of sail- wand mounted off the starboard side boats in only a few years. of the bow to regulate the trim flap on The foils fitted to the current produc- the main foil, Linton Jenkins of Full tion moths adopt the same NACA The World Champion this year was Force Boats has completed a new 63412 profiles as used on earlier Simon Payne from the UK, followed ‘M3’ hull which features a wand moths built by Fastacraft although the by Rohan Veal from Australia, the mounted in the mid line of the boat foil planform is now tapered. John ad- 2005 Moth World Champion. In third just off the bow. He has also refined vises there have been numerous place was Adam May from the UK. the hull shape with the inclusion of changes to the moth hull details, the Placing 8th overall was Australian hard chines to allow the boat to lift biggest one being a new moulded foiler moth designer and builder, clear of the water more easily. The main deck as all boats built before John Ilett. highest placing of a Full Force boat in 2006 had custom made decks. Now Sailing conditions were gusty with a the World Championships this year the hulls are built with three mould- th shifting breeze on most days. The fi- was Sam Pascoe in 6 place overall. ings plus the internals. nal day lacked any wind causing rac- There are some good videos from the Including the four boats under con- ing to be abandoned. The event Moth Worlds on the “you tube” web struction as of September this year, demonstrated that it is now possible site at: http://www.youtube.com/ Fastacraft have produced almost 30 to become foilborne with the moths watch?v=rr7gyGwsQ21 foiling Prowlers plus extra foils sets in as little as 5-6 knots of wind. Rohan Veal, who has been instru- mental in raising the international Fastacraft profile of foiler moth sailing, reports Developments that to stay at the front of the fleet now requires sailors to have the abil- Meanwhile John ity to foil-gybe consistently without Ilett who runs the the hull touching the water. This re- composite prod- quires the skill to keep the boat up- ucts company right while maintaining a constant Fastacraft which ride height, flipping the battens over specializes in the and gybing through 90 degrees. The construction of ability to remaining foilborne during carbon fibre foils, a gybe translates to about a 50m lead hulls, and other over sailors who come off the foils components for while attempting a gybe. foiler moths re- ports he has set John Ilett’s Fastacraft Prowler boats up in a new work- Foil Assemblies for Moths at the Fastacraft Workshop have now won every race of the 2005 shop in Yange- and 2006 worlds and his boats or foils bup to the south of Perth in Western Continued on Next Page
Page 10 IHS Winter 2006 FOILER MOTHS (Continued From Previous Page) for existing boats so John estimates a total of around 45 sets of moth foils now have been made by the firm. For more details of the new boat fea- tures, go to the interview with John Ilett for the US Moth Class Summer 2006 newsletter which can be found at: http://www.mothboat.com/USM MCA/newsletters.htm
Swiss 18ft Skiff Fitted with Fastacraft Foils
John Ilett with Carbon Fibre Main Foil for 18ft Skiff.
From Moths to 18ft Skiffs John Ilett also reported on the devel- Close-up of Surface Sensor Wand on opment of an 18ft skiff hydrofoil in Close-up of MOTH Foil Showing Flap Fastacraft Prowler Switzerland. John has built the foils for this boat also and as of late Sep- tember it has only been sailing three times but the setup has all worked very well and in very little wind. The all up weight of the boat including crew is approximately 400kg. Further pictures and video of this craft can be found at: http://www.jean pierreziegert.ch/06video.html
Underside of Fastacraft Prowler with Foils Removed
IHS Winter 2006 Page 11 WELCOME NEW MEMBERS preciate any and all discussion con- propulsion systems with underwa- (Continued From Page 2) cerning the High Point pro- ter discharge. ject. Most people would be im- cruising, a Star, a 35’ Sparkman & pressed from what Terence has ac- Stevens Weekender, and a Tripp complished just this last year. Carlos Tomassoni - Carlos has Vitesse 40. He earned a B.A. in Eng- over 40 years of experience in the lish from Williams College, almost J. Otto Scherer – Otto’s career ex- field of ship design. He has worked three years in the Army, then an LLB perience is in experimental and the- for the firms of JJMA, the Ad- from The University of Virginia oretical hydrodynamic research and vanced Marine Division of Litton Law School. Charlie has 37 years of hardware design. He received an industries - currently Ingalls Ship- practice as a trial lawyer in Mary- M.S. degree in Aeronautical Engi- building Division of Northrop land. He has a private pilot’s license neering from the University of Grumman, Hydronautics Incorpo- and owns several small planes. Michigan in 1963 and spent the next rated, and has been with BMT De- Charlie’s interest in hydrofoils was 20 years at Hydronautics Inc. where signers & planners, Inc. since 1980 first sparked by observation of a he was involved in a variety of hy- where he has served in various ship Navy craft which is undoubtedly drodynamic research projects. For engineering management positions. pictured in the IHS archives.. He has the past four decades his work has Carlos has worked in design of been racing on sailboats for 55+ been primarily in ship propulsion ships with conventional and ad- years, currently on a modified J/105, and includes fundamental research vanced hull forms, and with a wide with a keel using a foil shape from a on conventional and supercavi- range of speeds from low to high competition sailplane, with trim tab. tating hydrofoils, propeller design speeds. He has been a member of Charlie’s interest in hydrofoils was theory and methods, the develop- SNAME since 1966, and ASNE rekindled by Rohan Veal’s Foiler ment of propeller design codes, and since 1972. He has presented papers Moth and Dave Carlson’s foiler cats. the design of both subcavitating and to local and national sections of supercavitating propellers as well both societies and is the recipient of Terence Orme - Terence is the cur- as waterjet pumps. He joined the the 2003 SNAME Elmer L. Hann rent owner of the High Point, and Hydromechanics Department of Award. has had the ship for just one year the Naval Surface Warfare Center, now. He looks forward to meeting Carderock Division in August of WEB LINK BENEFIT people and exchanging correspon- 2001. His current duties include dence regarding High Point’s his- IHS provides a free link from surface ship and high performance the IHS website to members’ per- tory and future. World War Two combatant propulsor designs, and sonal and/or corporate site. To re- history is a specific interest of his. development of propulsor technolo- quest your link, contact William From childhood he always had an gies. During the past several years White, IHS Home Page Editor at interest in military history and the he has been heavily involved in the [email protected] collecting of artifacts, mostly WW1 development of advanced waterjet and WW2 related. With no formal technical training, Terence has a good fundamental understanding of IHS BOARD OF DIRECTORS most mechanics and recognizes most basic principals. He would ap- 2004-2007 2005-2008 2006-2009 Sumi Arima Joel Billingsley Mark R. Bebar IHS OFFICERS 2005 - 2006 John Meyer President Jeffrey Benson Jerry Gore Dennis Clark Mark Bebar Vice President John R. Meyer John Monk William Hockberger
George Jenkins Treasurer William White Kenneth Spaulding George Jenkins Ken Spaulding Secretary
Page 12 IHS Winter 2006