The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer First Quarter 2011 Sailing Editor: Martin Grimm PERSONAL HYDROFOILS SUSTAINING MEMBERS By Ray Vellinga, IHS Member
In America, the first hydrofoil may also have been the first personal hydrofoil. In 1895 the Meacham brothers of Chicago began work that culminated in their 1913 patent of a submerged hydrofoil system. It was flown by one person.
Perhaps the first Personal Hydrofoil ______
Roll is controlled by the “milk stool” system. The foils are located on YOUR 2011 IHS DUES ARE DUE three corners and act as legs of a stool. You may recall, a similar sys- tem was used by Chicago’s O’Leary family. However, the true inno- See Full Announcement on vation of the Meachams’ design is the front foil’s height-finding Page 2 mechanism. A forward reaching surface-follower is linked to the foil’s angle of incidence. INSIDE THIS ISSUE Significantly, similar systems appear in some present-day personal - President’s Column ------p. 2 hydrofoils, such as the High Flying Banana (Hifybe). In contrast, for roll control Hifybe uses outboard flippers, similar to ailerons, extend- - Welcome New Members ----- p. 2 ing from the main foil. Hifybe, in its present form, was first flown in - Crossing the Bar, Part 2 ----- p. 4 2007. It was preceded by personal hydrofoils of varying successes. Other examples are the Hi-Foil, Dynafoil, and the OU-32. See Hifybe - Dave Keiper Williwaw------p. 5 at: http://www.youtube.com/watch?v=TViDOm9HQsw - Carton Ondule Hydrofoil---- p. 6 - Manu Wai ------p. 8 - Sailor’s Page ------p. 10 See Personal Hydrofoils, Page 3 PRESIDENT’S COLUMN WELCOME NEW MEMBERS R. Cameron Ingram To All IHS Members I cannot over-emphasize the develop- Cameron Ingram joined Lockheed ment, along with High Caliber Solu- Martin Corporation in February All in all, IHS has had a good 2010, tions, Inc. of New York, of a 2005 as the Business Development and I am looking forward to another significant addition to the IHS Principal for Maritime Systems & decade of progress and service to the website. It is called: Hydrofoil Sensors (MS2) in the Tidewater re- hydrofoil community. Many thanks to World. The site is designed to be in- gion. He serves as the company’s Frank Horn for taking on the task of structive and informative to a wide primary connection to the Depart- setting up and manning an IHS booth audience, particularly those not fa- ments of Defense and Homeland at several American Society of Naval miliar with hydrofoils and the tech- Security in the Hampton Roads Engineers (ASNE) meetings in the nology, along with others who are Maritime arena. Washington DC area this past year. interested in the history of hydrofoils. This has exposed the Society to a Please log onto the IHS website: A career Naval Officer, Cameron wide audience and resulted in recruit- www.foils.org and click on: New! Ingram served in Surface Combat- ment of new mem- Visit Our Virtual ants in the Atlantic and Pacific bers. Joel Billings- YOUR 2011 DUES ARE DUE Hydrofoil Museum Fleets. His Surface Warfare experi- ley has been instru- IHS Membership options are: Hydrofoilworld.org ence includes the largest nuclear mental in making US$30 for 1 year, $56 for 2 I hope you find it in- powered cruiser, USS LONG the arrangements years, and $82 for 3 years. Stu- teresting. Also, BEACH (CGN 9) and the smallest with the ASNE for dent membership is still only please spread the and fastest patrol hydrofoil missile IHS to participate on US$10. For payment of regular word by sending combatant, USS AQUILA (PHM a no-cost basis. membership dues by credit this message to fam- 4). He commanded the guided mis- card using PAYPAL, please go ily and friends. sile frigate USS DOYLE (FFG 39) Although sign-up of to the IHS Membership page and the AEGIS cruiser USS LEYTE new members at
Page 2 IHS First Quarter 2011 PERSONAL HYDROFOILS Soon thereafter in Southern Califor- (Continued From Page 1) nia, Dynafoil enters into production. It uses a variable angle of incidence front foil to control height. The height sensors, located on the front strut, provide additional lift when dropping below cruise height. Turn- ing under the fall provides roll con- OU51 Hydrofoil trol. The Dynafoil is a commercial success and sells over 500 units in 6 Personal hydrofoils are exciting, and years. See the Dynafoil here: they are fun to fly. They are a delight to spectators. Within limits, they go http://www.youtube.com/watch?v= faster on less fuel than many boats of HgXbfAkBuiU the same size. The ride is smooth through choppy water. These boats Hifybe Hydrofoil provide an authentic experience of Hi-foil is marketed in the late 1960s, flying but are much safer than small before the success of the relatively aircraft. Why aren’t any of these simple personal watercraft like the Jet thrilling boats currently in produc- Ski and the WaveRunner. I happen to tion? That is the question. be traveling through the United King- Prior to 2001, another IHS member, dom when the first production model Graeme Vanner, along with his part- of Hi-foil was completing trials. A ners Steve Gresham, and Gavin brief visit to the test site is rewarded Cawood created the Manta Foil. It is with a test ride. Perhaps the test is not distinguished by the pilot’s prone po- The Dynafoil of the boat, but of me. Could the boat sition and the surface-piercing hydro- be flown by the typical man off the foils fore and aft. The designers’ street? I find it easy to control roll by The most sophisticated and exciting intentions were to fine-tune the pro- tuning the inverted “V” front foil into personal hydrofoil is the OU51 and totype and then join forces with an es- the direction of the roll. Bike riders OU32. It is the most popular video in tablished manufacturer. The craft can call this “turning under the fall”. The the “Hydrofoil” series of 18 on be seen flying at: http;//www. height of the front foil is regulated by Youtube. It has attracted over youtube.com/watch?v=ovHAyKpH variable submersion of the inverted 900,000 viewers. It is designed by ViU V-foil. Kotaro Horiuchi, IHS member, when chief design engineer for the Yamaha Motor Company. The OU-32 uses a variable incidence front foil linked to a trailing wand that is attached to the front strut. This boat also “turns un- der the fall” and is capable of chang- ing course with a 45 degree bank. A distinctive feature is its water-jet. The OU-32’s production is cancelled Manta Foil piloted by Gavin because of economic recession. See Cawood the OU32 at: Ray Vellinga is author of “Hydro- http://www.youtube.com/watch?v= foils: Design, Build, Fly”, available at wObflyTPLvM Amazon.com Hi-Foil
IHS First Quarter 2011 Page 3 CROSSING THE COLUMBIA RIVER BAR of this leg we would make a wide star- our successful approach to the bar. ON HIGH POINT board course change to 130 deg into We were now centered in the channel the Desdemona Sands section of the between Cape Disappointment to the By Joel Roberts, IHS Member ship channel. Our intended track was North, and Catsop Spit to the South – fully committed. I casually stepped [This is the second part of the arti- marked by red (right hand) channel across the pilot house until I was cle appearing in the 4th Quarter buoys numbered 2, 4, 6, 8, 10, 12, and standing behind BMC Woods. “XO 2010 Newsletter.] 14. Given the sea conditions, we had no assurance that these buoys were in isn’t it time for our 35 deg course High Point’s superbly capable execu- their charted locations. In fact, the change?” I whispered in his ear. tive officer, Chief Boatswain’s Mate seas were such that we might stay true Chief Woods and I had developed the (BMC) Benjamin F. Woods, Jr. re- to our intended track across the bar habit of whispering to each other lieved the Officer of the Deck and not see many of them; worse yet, when things were tense in the pilot- (OOD). As the Special Sea and An- none of us dared acknowledge the house, and we did not want to alarm chor detail OOD he would also serve danger of colliding with one. We anyone within earshot. “I’ve got the as helmsman and lee helmsman – were now at the point where we had helm in the stops to starboard and she meaning he would actually steer the considered all the “known risks”; the is not responding” he whispered in ship and control the throttles. Our “unknown unknowns” would not re- reply. This was not good news to say navigator, Chief Quartermaster veal themselves until we made our the least. We could plainly see large (QMC) Ancil S. Hatton, was there to commitment. Throttles were ad- waves breaking on rocks ahead, and make sure we all knew our local land- vanced abeam of red approach buoy not too far away. My first thought marks and courses. Mr. Vern Salis- #2 and we were foilborne. The ship was “What in the world is going on?” bury, our Boeing Technical Trials was steady and we gained confidence I suddenly observed that we were director (a superb sailor, aviator, and as we obtained a steady visual hold on “no longer foilborne”. “We can’t be test pilot of FRESH-1), was also in the Cape Disappointment range aground – there was no impact!” I the pilot house. The remainder of the markers. Everyone in the pilothouse thought. My head was spinning. ship’s crew, (not mentioned by name breathed a “sigh of relief” each time When I looked dead astern, the an- in the interest of brevity – but all key we passed and made visual identifica- swer was staring me in the face. A stalwarts in our small team), were at tion of each numbered red buoy to huge wall of water was astern of us, their stations on high alert. We starboard. Our “countdown” had be- and lifting our stern. I wondered if it would cross the bar foilborne! gun. “Red buoy 4 abeam to star- would submerge our turbine ex- Foilborne operation would give us board” the lookout reported. “Red hausts which were located in our the greatest steering control, power, buoy 6 abeam to starboard”, and so it transom. When I looked forward, a and momentum over the most treach- went. We were all anxiously search- wall of water rose high above our erous area on the bar. Our navigation ing ahead for red buoy number 8. bow! We were in the trough of one of plan was relatively simple, enter the This buoy was our “success buoy”. It the largest waves I had ever seen. channel on a course of 045 deg using would signal completion of our ap- the Cape Disappointment visual proach on the Cape Disappointment range markers, and radar range to range, mark our intended 35 degree Cape Disappointment for a distance course change to starboard, and allow of 2.16 nm (roughly 3 min 40 sec us to visually line up on the “Sand Is- foilborne). The end of this leg would land range”. We had been foilborne 5 position us between the North and minutes (our calculated time on this South Jetties. Our second, and more leg) on the “Cape Disappointment challenging, leg required us to come range”, and were desperately search- right to a course of 080 deg for 1.5 nm ing for buoy #8. As if by magic, buoy (2 min 30 sec foilborne) and maintain #8 appeared less than a hundred yards course using the visual range markers ahead and slightly to starboard – per- High Point Crossing the Bar which identify this leg of the channel fect! This event marked the end of as the Sand Island Range. At the end Continued on Next Page
Page 4 IHS First Quarter 2011 CROSSING THE COLUMBIA RIVER BAR being seated, we relaxed, and looked schematics for the boat but those two ON HIGH POINT around to savor our “dry land” sur- plates are missing from the over two (Continued From Previous Page ) roundings. Satisfied that we were thousand in the set which we have put alive and well, we ordered drinks and High Point was literally held captive on a retrievable disc. reached for our menus. As we picked in the trough of this giant wave with up our menus, our gaze was captured Fortunately, my son is insistent on to- turbines at full power, and no chance and held in morbid fascination by our tal originality in every important as- of going foilborne, or coming right to placemats. The placemats depicted a pect of the boat. We however, will the next leg of her track. Our options chart showing the locations of all certainly update all the ship’s con- had dwindled down to three: (1) cross ships that had been sunk on the Co- trols concerning the turbines, hy- our fingers; (2) hold our breath; (3) lumbia Bar over the past 100 years. draulics and steering etc. I’m sure Pray! Within seconds that seemed All of us stared at these placemats in Terry will cooperate with your pro- like an eternity – the wave flattened our own private moments of silence. ject in any way he can as the High out, the ship’s head altered course to Two things were spinning around in Point is truly a pivotal vessel in the starboard, and we were once again my head: (1) gratitude to “Mother development of the discipline. foilborne. After we gathered our wits Nature” for releasing Highpoint from REMEMBERING DAVE KEIPER AND about us, we steadied up on the Sand that wave”; (2) A quote attributed to Island Range visual markers, and WILLIWAW Sir Winston Churchill - “There is were relieved to discover that we Part 2 by Jim Rudd, 28 January nothing more exhilarating than hav- were still in the ship channel. 2010 ing someone shoot at you and miss”. HIGH POINT PLEA In the last Newsletter we included a message posted by Jim Wrenn re- By Dr. Terry Orme counting of his time with Dave Keiper This issue we include a more Please check with my son Terry recent message by Jim Rudd with a Orme at [email protected] further memoir related to Dave for news and updates on his active Keiper and Williwaw: restoration of the USS High Point PCH 1. He resides in Portland Ore- I sailed the return trip to San Fran- Columbia River Approach Guide gon and has been the full owner since cisco in 1971. People are still in awe 2005, works on the boat full time, when I tell what I remember of the trip. I was two years out of Vietnam, We began a shallow turn to starboard and is totally dedicated to it’s even- I’d been surfing on Kauai getting my for the third, and final, leg of our bar tual flight. He is now engaged in the head straight again. Swam out and crossing – course 131 deg in the hullborne status, the gen-set and in- talked to Dave when I heard he was Desdemona Shoal portion of the ship suring the integrity of the valves looking for a person to crew on the channel. The fury of the Columbia for sea-water cooling. He can tell trip to San Francisco. He took me out River Bar was now astern of us and you more about the progress. We are a few times and taught me to sail. We we landed the ship to taxi the remain- also very interested in pictures that made the trip in 21 days. No motor or ing distance to Astoria. What seemed may have been taken inside the High transmit capable radio. I had to row like an eternity had only been 6 min- Point during her various deploy- against the tide once we were in the utes since we escaped the wave which ments, particularly the engine com- San Francisco Bay to stay off the pulled us off our foils, and ironically, partment and the foundation rocks. carried us safely over the bar. supports for the ship’s ser- vice gen-set located centrally in the I’m thinking I frustrated him a bit. I After tying up at our berth in Astoria, engine compartment and the auxil- sailed like I surfed. No eye for a we secured the Sea and Anchor De- iary John Deere gen-set located on guided course. I rode the Williwaw tail, and set the regular in-port watch. the forward starboard aspect in the for speed the compass was second- Those of us who did not have duty engine room. We have a full set of went out to dinner in Astoria. After Continued on Next Page
IHS First Quarter 2011 Page 5 REMEMBERING DAVE KEIPER AND built to a scale of 1:25. This was de- sary, the inside of the hull is coated WILLIWAW veloped with reference to Jane’s Sur- with fibreglass and polyester resin. In (Continued From Previous Page ) face Skimmers. While the hull and the process, the resin soaks into the superstructure are very much based cardboard leading to a tough water- ary. The Williwaw was most fun in a on the PT 150, the foil arrangement is proof shell. The exterior can then be low pressure system we hit. I would more akin to a Rodriquez RHS 160 or lightly sanded to smooth the surface hold tight against the wind climbing RHS 200. The hull is around 1520 before it is painted. The entire super- swells, at the top I would come off a mm long and 300 mm wide. The structure is likewise constructed of bit and fly weaving down the back- model has a mass of 11520 grams cardboard and can be lifted off the side. On one occasion I buried the when complete with the set of eight hull to give good access to the battery bow half way up to the mast in a cross NiCad batteries alone weighing some packs, motors and radio control gear. swell at the bottom, I think it nearly 2400 grams while ballast water in threw Dave out of his bunk. I thought plastic bottles adds a further 3000 he was going to throw me out of the grams. This mass would correspond cockpit… to 180 tonnes at full load, and brings Then there were the no wind days and the model to the waterline Hans especially the nights. The ocean so Jorgen intended it to operate at. This smooth you were engulfed in stars. full loaded displacement reported for There was a trailing of phosphorus the PT 150 is 165 tons so it is apparent spanning the beam of the boat as the model has no problem operating Carton Ondule hydrofoil model something passed close underneath. beyond the scaled weight of its full showing foil and propulsion The heaven and sea opened up and en- size counterparts. In fact ‘Carton arrangement gulfed my soul taking up parts of me Ondule’ has been ballasted to a total mass as high as 12000 grams, and The bow foil is of a surface piercing that would forever be theirs and keep ‘W’ configuration with an overall those parts safe from the firmament. even with this substantial weight the model still becomes foilborne. To span of 640 mm and chord length When entering San Francisco bay in prevent the model from sinking if it which originally varied from 46 mm the early morning’s dawn light I could becomes flooded, expanded polysty- at the centre to 115 mm at the foil tips. hear the city pulsing and moaning out rene foam is also added inside the When foilborne, the submerged por- across the water - my first instinct was hull. tion of that foil has a span of about 450 to turn and sail back out… mm. This foil provides the main lon- gitudinal and lateral stability for the One regret in my life is that I lost model. The stern foil is also of a sur- touch with Dave in the blind passions face piercing arrangement with a and pursuits of youth. ‘\__/’ geometry so this also contrib- utes to the stability of the model when RADIO CONTROLLED HYDROFOIL foilborne. This has an overall span of MODEL ‘CARTON ONDULE’ 430 mm and originally had a constant 50 mm chord length. Both the bow By Hans Jorgen Hansen Carton Ondule Hydrofoil Model and stern foils are manufactured from The photos show the hydrofoil model 3 mm thick solid aluminium alloy named ‘Carton Ondule’ built by In- The method of fabrication of the hull strips filed back to form streamlined ternational Hydrofoil Society mem- is quite unusual in that cardboard is hydrofoil profiles. In recent years, ber Hans Jorgen Hansen of used as the basic building material. In Hans Jorgen has experimented with Espergaerde near Copenhagen, Den- fact, the name of the model is based reducing the chord length of both the mark. on its use of cardboard (Carton) and bow and stern foils with the aim of re- the French word for waves (Ondule). ducing frictional resistance and hence The model is a semi-scale represen- Once the cardboard shell of the hull is increasing maximum speed. The bow tation of the Supramar PT 150 Mk III assembled and stiffened where neces- Continued on Next Page
Page 6 IHS First Quarter 2011 RADIO CONTROLLED HYDROFOIL Originally, Hans Jorgen had intended stead fitted. Four sets of 7.2 Volt MODEL ‘CARTON ONDULE’ to power the model using a chain saw Sanyo 1500 mAh NiCad batteries (Continued From Previous Page ) engine. This proved to be somewhat supply power to each of the motors, difficult and so he decided instead for providing 6 Amps current. foil chord has therefore been reduced it to be powered by a pair of Tamiya Control of the model is through a to 20 mm over its centre portion in- RX540VZ Technigold electric mo- two-channel Futaba radio control creasing to 80mm further outboard. tors. Reduction gears with a toothed unit, one channel for speed control Likewise, the stern foil chord has belt drive are fitted between the mo- the other for steering. This same unit been reduced to 23 mm at its base in- tors and the propeller shafts. The re- is also used on Hans Jorgen’s smaller creasing to 35 mm near the tips. With duction ratio was originally 1:2.66 ‘El Foil’. The receiver is a Futaba these modifications, the model can however this was later modified with FP-R102JE type, this being powered travel at about 15 knots. new gears to become 1:2.90. The gear wheels were manufactured by Hans by the same battery pack as for pro- The bow foil is attached to the hull via Jorgen using his own lathe. In more pulsion using battery elimination cir- three alloy struts. The outboard struts recent years, the motors have been re- cuitry (BEC). To cope with the large are rigidly connected to the hull while placed by LRP V10 type which are current flow, each motor has its own the centreline strut is simply brack- double wound with 11 turns (article electronic speed controller, these be- eted to the keel of the hull without be- no. 5711). The propeller shafts are 3 ing LRP F1 Pro Reverse Digital types ing fastened to it. This strut therefore mm diameter piano wire which is (article no 8336). These controllers simply helps to support the hull thinner than the scaled dimension of each have their own receivers and are weight while the model is foilborne. the shafts of a PT 150. This helps to fitted with similar crystals. The sin- minimise hydrodynamic drag. The gle servo on board the model controls The bow foil assembly was originally the rudder through a straightforward intended to have an adjustable inci- shafts are supported at the gearwheels adjacent to the motors, as they pass pushrod protruding through the tran- dence angle, which could be con- som. trolled by a motor driven actuator. through the stern tubes, at an A This was subsequently found to be an bracket supporting each shaft and at The model was built between 1981 un-necessary complication and so the bossings attached to the trailing edge and 1999 though it was largely com- bow foil incidence angle is main- of the stern foil. The shafts run in Tef- plete by 1985. It continues to be used tained by a simple fixed link between lon bronze bearings manufactured by from time to time. The model has an a control horn attached to the bow foil Hans Jorgen with the aid of his lathe. endurance of some 45 minutes on the and a bracket inside the hull. This ar- In way of those supports, the shaft is full set of batteries. rangement also serves as a weak link built up to 4 mm diameter using stain- This is one of several hydrofoil mod- that will fail should the model run less steel tubing which has been glued els that Hans Jorgen Hansen has built aground. to the shafts. Elsewhere the steel shafts are painted to prevent rust. or started to work on. For more de- The stern foil assembly is connected Each shaft originally drove a two tails, Hans Jorgen Hansen can be con- to the hull via an aluminium rectan- bladed 45 mm diameter Graupner tacted by writing to him at: gular hollow section cross beam. The propeller with a high pitch ratio. For Sondermarken 76 I t.h; 3060 two outboard struts fabricated of the faster model with its modified Espergaerde, DENMARK polycarbonate are connected to the foils, 42.5 mm diameter Graupner ******** port and starboard ends of this beam. propellers of medium pitch are in- A single centreline polycarbonate rudder also transmits the hull weight Disclaimer into the aft foil. The chord length of Interested in hydrofoil history, the rudder has also been reduced in IHS chooses articles and pioneers, photographs? Visit the recent years in an effort to increase photos for potential interest to IHS history and photo gallery pages the speed of the model. members, but does not endorse of the IHS website. products or necessarily agree with http://www.foils.org the authors’ opinions or claims.
IHS First Quarter 2011 Page 7 MANU WAI-ACLASSIC PT20 Editors note: Garry Fry obtained MAPC UPDATE SURVIVES Manu Wai from New Zealand where it had originally operated. After By Mark Rice, President Update via Garry Fry, IHS Mem- many years of operation, it had been ber Maritime Applied Physics Corpora- rebuilt and redesigned in New Zea- tion (MAPC) has renewed its Sus- land in a VIP configuration. Unfortu- I have been run off my feet over the taining Membership in the IHS for nately, the hydrofoil then ran last few months attending to my 2010. The company continued its aground damaging the foils and Rodriquez PT20 Manu Wai. Progress growth during the economic reces- slightly damaging the hull. It was in has been slow although I am now very sion. Our personnel recently trav- this condition that Garry obtained the close to getting the engine fired up for eled to China as part of a Maryland hydrofoil and had it shipped over to the first time in quite some years. business delegation and discussed Australia in the late 90’s for repairs. Next challenge is to return the hydro- hydrofoil ferry service between Bal- The intention was to operate the ves- foil to class, however this would only timore’s sister city (Xiamen) and sel commercially as a tour and char- happen if work and finances are Taiwan. This was our first attempt to ter vessel on Sydney Harbour, which found for the boat. I am including do business in China and we were ex- occurred for a period. However in re- some photos of the re-launch in Octo- tremely impressed with the construc- cent years, Manu Wai had been laid ber last year after “Manu Wai” spent 3 tion and growth in the four cities that up. years on the hardstand at a wrecking John Doran, our Business Develop- ment Manager visited. Our attempts to promote hydrofoil ferry service on the Chesapeake Bay have been slow to develop. Asignifi- cant effort was spent as we briefed eight different state offices and legis- lators. At the end of this process, the State Department of Transportation declined to apply for federal funding for a Chesapeake Bay ferry demon- stration. We have an operator in New York that has expressed interest in hydro- foils for service from the Jersey shore to Manhattan. We hope that this will develop during 2011. We also have a prospect for a hydrofoil crew boat with one of the largest crew boat operators. While our ef- Separately, Garry has posted some yard in Sydney. Due to planned rede- forts to build a hydrofoil larger than hydrofoil footage on YouTube of the two 40-foot boats built to date, velopment of the site, the hydrofoil Manu Wai and the former Sydney we are committed to this path and had to go back in the water before all PT50, RHS150 and RHS160F hydro- will continue to seek the buyer who work was finished and it is now more foils which include Fairlight, Long is willing to “buy before riding.” difficult to complete the work, basi- Reef, Curl Curl and Sydney on Syd- cally single-handed, with the vessel ney Harbour back in the 80’s. Search In 2010 we had export business in on a mooring. on www.youtube.com for videos Scotland with new emerging pros- posted by seapilot64. pects in Ireland. MAPC recognizes Continued on Next Page
Page 8 IHS First Quarter 2011 MAPC UPDATE arms adapted from the Hook system. sion “out-drive”, shown in the accom- The name, HALOBATES, was sug- panying picture, had not only to (Continued From Previous Page) gested by the Marine Laboratory of provide thrust during retraction, but the University of Miami, since remain steerable at all times. that the exports need to be a growing “halobates” is a sea going insect part of our manufacturing business which has forward extending feelers. and we are working to expand our The hydrofoil HALOBATES, a mod- overseas work. We currently have ified small landing craft, was 35.5 six production contracts and 11 R&D feet long with a beam of 11.7 feet and contracts. Our office in Maine con- a full load displacement of 31,000 tinues to grow with work for Bath pounds. A 630 hp gasoline engine Iron Works. Our employee owner- provided power for the craft that dem- ship program continues to expand onstrated speeds up to 34 knots in with MAPC’s founder ownership 5-foot waves. The design was com- projected to drop below 50% in plicated by the use of many ball and 2011. Efforts are underway to grow screw actuators necessary to provide Retractable Propulsion System the company’s next generation of retraction of the foil and propulsion leaders as the graying of the first gen- system for the landing craft require- Because of objections to its feelers, eration continues. The company will ment. However, in spite of its relative HALOBATES was reconfigured with continue to seek opportunities to success, this configuration led to a an electronic automatic foil control transition R&D work into high tech- comment which in essence said: “If system. The feelers were removed nology production work. Revenues this is the way hydrofoils are to be and a step-resistance incorporated for 2010 will be over $14M when built, we have no use for them in the along the leading edge of the two for- compared with $11.7M in 2009. For Navy!” The feeler concept was cer- ward struts. This feature provided a more info, visit: www. mapcorp.com tainly objectionable, and so, feelers height signal, based on wetted length, DO YOU REMEMBER - AMPHIBIOUS went their way. to the autopilot, which in turn con- HYDROFOILS? trolled foil lift. Also, it was decided to replace the reciprocating gasoline en- By John Meyer, from “Ships That gine with an Avco T-53 gas turbine Fly” engine providing about 1,000 hp. A significant phase of hydrofoil de- velopment during the 1950s and early 1960s was the design and construc- tion of a number of Amphibious Hy- drofoils. This development grew out of a desire of the Marine Corps to in- crease the speed of approach to land- Halobates with feelers ing on the beach. They noted that Halobates without feelers these speeds during the Korean War An interesting aspect of the landings had not changed perceptibly HALOBATES design was associated The photo here shows the reconfig- since William the Conqueror headed with the landing craft requirement. ured craft. Note that what appears to for a beach in 1066. As a result, a pro- Not only did the foil and propulsion be a smokestack is not a steam boiler, gram was initiated in 1954 to evaluate systems have to retract, but they were but the exhaust duct for the gas tur- hydrofoil-supported landing craft. to continue to operate during the re- bine. The gas turbine installation in One of these was known as traction process, that is, the craft was HALOBATES marked a notable tech- “HALOBATES”, designed and com- to be capable of flying continuously nological “first” for hydrofoils in par- pleted in 1957 by the Miami Ship- from relatively deep water up to the ticular, and in the marine field in building Corporation. One version of point it became hullborne as the water general. the craft is shown here with “feeler” became very shallow. The aft propul- [More to come in the next NL]
IHS First Quarter 2011 Page 9 SAILOR’S PAGE
Kite Surfers Regain World Speed Each year the Luderitz Speed Chal- Final places posted on the Luderitz Sailing Record lenge attracts the World’s top kite Speed Challenge website (www.lud- and wind surfers for a month-long eritz-speed.com) indicate that the A number of kite surfers have re- event. The French kitesurfer had al- speed was increased several times gained the outright world speed sail- ready previously been the outright over the duration of the challenge: ing record over 500m during the world sailing speed record holder 2010 Luderitz Speed Challenge in when he achieved an average speed Rank Name Nation Speed (Kts) Namibia. of 50.57 knots over 500m on 4 Octo- 1 Rob Douglas USA 55.65 2 Sebastien Cattelan FRA 55.49 Initially, Alexandre Caizergues re- ber 2008 at the same venue. This was increased by him to 50.98 knots on 3Alex Caizergues FRA 54.93 gained the record achieving an aver- 4 Sebastien Salerno FRA 54.28 age speed of 54.1 knots (100.19 14th November 2009, but not km/hr)* over 500 metres on 12 Octo- enough at the time to regain the out- Rob Douglas is the new outright re- ber 2010 with his kite and board. The right record. cord holder achieving 55.65 knots. record was previously taken from After this first run Alexandre These new records are all awaiting him on 6 September 2009 by the Caizergues was quoted to say: “It’s ratification by the World Sailing French hydrofoil trimaran l’Hy- phenomenal! I’ve excelled myself. I Speed Record Council. WSSRC ob- droptère when it attained 51.36 knots feel like I’ve done something crazy! I servers were on site during the run. over this distance. knew I had the ability to get back the HYDROFOIL VOYAGER PLANNED FOR outright RE-PUBLICATION speed record under sail but Via Barney Black, IHS Member to go this quick is IHS members Barney Black, Ray something Vellinga, Tom Speer and Scott Smith else. We had have been assisting the son and very good daughter of the late David Keiper in weather over plans to re-published his book Hydro- this fantastic foil Voyager in softcover form. It will spot in still be some time before this is re- Namibia. leased; however when it does become I’ve still got available, this will be sold through more in me http://www. amazon.com and also the Rob Douglas speed sailing at Luderitz too. We can BarnesandNoble.com website. No electronic versions are planned. The Photo by Adrien Freville (www.byadrienfreville.fr) go even quicker over original book has long been out of The new record was attained during the coming weeks…”. Indeed, this is publication. his first run for the day with 40-45 what subsequently occurred. knots of breeze blowing along the It is hoped that the video that origi- coast. At the end of the 500 metre nally accompanied the book will also straight run, he was clearly delighted On 28 October 2010 the wind again be made available in some form. to discovering that he’d broken the blew up to 45 knots and the organiz- However exactly how that will be ar- 100 km/hr sailing speed barrier (cor- ers decided to build a retaining wall ranged, such as whether it is provided responding to 54 knots) along a at the end of the channel to keep the with the book, is yet to be determined. channel dug out parallel to the beach, water in at low tide. This paid huge The current priority is to advance the which facilitated achievement of dividends and many records were re-issue of the book. such sailing speed records for kite smashed. Continued on Page 11 and wind surfers.
Page 10 IHS First Quarter 2011 HYDROFOIL VOYAGER PLANNED FOR UNVEILING, LAUNCH AND TRIALS OF was also there for this important RE-PUBLICATION L’HYDROPTÈRE.CH event. Alain Thébault remarked: “This christening is a very important (Continued From Previous Page) Edited from news releases on day for the team and for myself. I am www.hydroptere.com proud and moved. l’Hydroptère.ch is Hydrofoil Voyager describes how Da- Following three years of studies, de- the result of years of studies and sail- vid Keiper designed and built the sign and building, on 23 August 2010 ing sessions on l’Hydroptère but also 31’-4" hydrofoil supported trimaran at the Décision SA shipyard in of the work and the commitment of sailing yacht Williwaw, then logged Ecublens, Switzerland, Alain an extraordinary team”. almost 20,000 miles of cruising Thébault unveiled the new flying sail- around the Pacific to test and fine The Hydroptère project is sponsored boat l’Hydroptère.ch. The craft is a tune the design. Keiper tells his own by two major companies: Lombard hydrofoil supported catamaran 10.85 story, and the precision of his telling Odier Darier Hentsch & Cie and the metres long with a span of 10.40 pulls you into the adventure with him. watchmakers Audemars Piguet. metres. It consists of a pair of planing demi-hulls with removable steps, a As a ‘lab boat’designed to conceive a centerline structural peak, T-foil rud- future l’Hydroptère maxi, this cata- der units at the transom of each maran will help test a new craft ge- demi-hull which can be raised and di- ometry and especially the hedral main foils projecting inboard configuration with two T-foil rud- of each of the demi-hulls forward. ders. The objective of this hybrid The design incorporates an accurate sailing boat is to be able to sail nearly adjustment system for the foils. As on as fast as traditional yachts when the 60ft l’Hydroptère, the new test hullborne while achieving higher craft will be equipped with a highly speeds when in flight. Initially on sophisticated on-board measurement Lake Geneva, then in the Mediterra- system. nean and abroad, l’Hydroptère.ch
Sadly, Dave Keiper died of a heart at- tack in 1998 at the age of 67 though he remained passionate about hydrofoil sailing thought his life, before, during and after Williwaw. “Reminiscences l’Hydroptère.ch and the from people who knew David Keiper; photo- Hydroptère team at the graphs or videos of Williwaw and David’s unveiling other hydrofoil projects; and comments l’Hydroptère.ch was presented hung about the book are solicited for possible in- by a crane 6 metres over the public clusion in the republished book and/or any with the foils attached. Patrick associated promotional material. Please con- Aebischer, supporter of l’Hydro- l’Hydroptère.ch foilborne at tact the IHS NL Sailing Editor at ptère.ch, broke a bottle of Cham- [email protected]. Alternatively, you may night soon after launch. pagne at the end of the press confer- Photo credit: Gilles post a message on the IHS BBS, accessible ence. from or hard copy contributions may be Martin-Raget mailed to Barney C Black, 2008 Miracle Ln, All the team based in Switzerland was Continued on Page 12 Falls Church VA 22043-1519, USA” present and a part of the French team
IHS First Quarter 2011 Page 11 WELCOME NEW MEMBERS -Ed Johnston of Alexandria, VA iour. The flying range will be ex- (Continued From Page 2) -Robert Howard of Dana Point CA tended step by step based on analysis -Casey Harwood of Glen Cove, NY of the data collected during each ses- Officer Training Corps. He holds a -Samuel Nye of Horsham, UK sion. Master’s Degree in National Strate- -Russell Auger of Chicago, IL gic & Security Affairs from the Na- -Captain Peter Fanta of Remington, Alain Thébault remarked: “Our first val War College and a Master of VA sailing sessions are satisfactory but Science Degree in Management we know that there will be a long pe- from Salve Regina University. *********** riod of adjustments. We will sail as long as weather conditions are ade- Cameron Ingram serves on the UNVEILING, LAUNCH AND TRIALS OF quate because we wish to discover the Board of Directors of the Surface L’HYDROPTÈRE.CH potential of our prototype as soon as Navy Association, Hampton Roads possible". (Continued From Previous Page) Chapter and the Propeller Club, Port of Norfolk. He is also the current should provide answers to questions President of the Navy League, related to flight dynamics. For more information, read the news Hampton Roads Council and is ac- reports on: www.hydroptere.com On 8th October 2010 l’Hydro- tive in numerous maritime and busi- ptère.ch was airlifted by a Super If you have a high-speed internet con- ness organizations. Puma helicopter as an underslung nection, you can also view an ex- In Hampton Roads, Cameron load from the shipyard to Lake tended documentary video “the Ingram supports MS2 as the premier Geneva before being put on the water breath of a dream” related to Alain global provider of innovative prod- off Saint-Sulpice pier. Thébault and his sailing hydrofoil ucts and solutions, serving vital de- projects at: www.alainthebault.com Alain Thébault and his Breton and fense, maritime, logistics, safety, Swiss crew members started sailing and security needs for our nation on Lake Geneva at the end of the af- ********* and allies. MS2 encompasses more ternoon the following day after a few than 460 programs across fifty na- adjustments and again the following tions including Advanced Plat- afternoon. The initial results were NEW BENEFIT forms, Sensors & Surveillance, promising with l’Hydroptère.ch Integrated Warfare Systems, Global IHS provides a free link from quickly reaching 20 knots in 10 knots Sustainment, Missile Defense, Net- the IHS website to members’ per- of wind. work-Centric Warfare, Systems In- sonal and/or corporate site. To re- tegration and Homeland Security. quest your link, contact William The coming sailing sessions will be White, IHS Home Page Editor at dedicated to the adjustment of the Other recent new members who [email protected] boat and to the study of her behav- have not provided Biographical Notes are: IHS BOARD OF DIRECTORS -Terry Lee New of Virginia Beach, VA 2008-2011 2009-2012 2010-2013 -Andrew Vasquez of Plainfield, NJ Joel Billingsley Mark Bebar Sumi Arima IHS OFFICERS 2010 - 2011 John Meyer President Captain Frank Horn Dennis Clark John R. Meyer Mark Bebar Vice President John Monk William Hockberger Joel Roberts
Frank Horn Treasurer Martin Grimm George Jenkins William White Joel Billingsley Secretary
Page 12 IHS First Quarter 2011 The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer Second Quarter 2011 Sailing Editor: Martin Grimm
PGH TUCUMCARI REVISITED SUSTAINING MEMBERS
Based on Ships that Fly by John R. Meyer and input from IHS Member Martinn Mandles UCUMCARI (PGH-2) was one of two patrol gunboat hydrofoils Tbuilt in 1967 for a U.S. Navy operational evaluation, if not a “fly-off”, between competing hydrofoil technologies. The other contender was the Grumman-built FLAGSTAFF (PGH-1). Named to honor the city of Tucumcari, New Mexico, the Navy’s TUCUMCARI was the brainchild of the Advanced Marine Systems Division of Boeing’s Aerospace Group. The design of TUCUMCARI commenced with a $4 million contract award to Boeing in April of 1966. By July of the following year, the hull of PGH-2 was built by a subcontractor in Portland, Oregon, and then transported to one of Boeing’s factories in Seattle for outfitting and testing. Delivery to the U.S. Navy at PSNS Bremerton took place on March 8, 1968.
The design and appearance of TUCUMCARI were drastically differ- ______ent from those of FLAGSTAFF. Instead of a conventional aircraft wing configuration, there was one forward hydrofoil and two aft foils YOUR 2011 IHS DUES ARE DUE to port and starboard. And, instead of propeller propulsion, a waterjet provided the thrust for See Full Announcement on foilborne Page 2 operations INSIDE THIS ISSUE of TUCUM- CARI. The - President’s Column...... p.2 water inlets were located - Welcome New Members....p.2 at the junc- - Crossing the Bar Follow-On p. 4 ture of each aft strut and - Russian Hydrofoils ...... p.6 foil, and the - Do You Remember?...... p.8 waterjet ex- Boeing-built PGH, TUCUMCARI haust nozzle - Supramar PT-150...... p.9 See TUCUMCARI, Page 3 - Sailor’s Page...... p.10 PRESIDENT’S COLUMN WELCOME NEW MEMBERS John G. Doran - Mr. Doran has more than forty years experience in To All IHS Members sisting of multiple units connected in U.S. Navy-related defense business such a way that they can be added or development. After earning a Phys- t a Board of Directors meeting removed as desired. The analogy in January, the Board approved ics degree from Manhattan College A with a railway train is clear. Its in New York City, Mr. Doran joined several ways of boosting IHS hinged connections use coupler de- Membership. First, members can Westinghouse Electric Corporation signs based on articulated tug-barge in 1961 as a technical sales assis- earn “Dues-Free Years” by sponsor- practice. The presentation reviewed ing non-members. Secondly, IHS is tant. That was followed by a tour of recent design efforts, experiments, duty with the Navy (’63-’66) on the offering new members - at no charge - and possible future developments. . an IHS CD containing all quarterly staff of the Commander of the issues of the IHS NEWSLETTER. I want to remind you that you can Navy’s Pacific Missile Range, Details of these member benefits are view the Membership List by logging Point Mugu, California. given on page 5 of onto the IHS Returning to Westinghouse in 1966, this Newsletter. YOUR 2011 DUES ARE DUE website and put in Mr. Doran joined the marketing de- IHS Membership options are: the proper pass- Many thanks again partment of the Oceanic Division in US$30 for 1 year, $56 for 2 word. All IHS to Frank Horn for Annapolis, MD where he special- years, and $82 for 3 years. Stu- members have been taking on the task of ized in undersea systems for Navy dent membership is still only informed of this setting up and man- use as well as acoustic flow mea- US$10. For payment of regular password. If you ning an IHS booth at surement equipment for commer- membership dues by credit have been missed, ASNE Day (Ameri- cial markets, both foreign and card using PAYPAL, please go please contact the can Society of Naval domestic. He was Marketing Direc- to the IHS Membership page webmaster Engineers) meeting tor from 1985-1999, during which at www. foils.org/member.htm (webmaster @foils. in the Washington time revenues increased seven-fold. and follow the instructions. org). DC on February 10-11, 2011. This It is advisable for all to check the in- After retirement in 2001, Mr. Doran has exposed the Society to a wide au- formation on the List. If it is incor- consulted with Northrop Grumman dience and resulted in recruitment of rect, please send changes to: Steve Corporation and others for several new members. Joel Billingsley was Chorney: [email protected]. years before joining Maritime Ap- instrumental in making the arrange- The development of a significant ad- plied Physics Corporation (MAPC) ments with the ASNE for IHS to par- as Manager, Business Develop- ticipate on a no-cost basis. dition to the IHS website is called: Hydrofoil World. I hope you find it ment. MAPC is a highly innovative IHS Members in the Washington, DC interesting. Also, please spread the small business engaged in the rapid area were fortunate to be able to at- word by sending this message to fam- prototyping of emerging technol- tend a Joint Meeting of the IHS and ily and friends. ogies for defense and commercial the SNAME SD-5 Panel on the sub- markets. He remains there today, ject of “The SES Sea Train” pre- You should have received notice that involved with both Navy opportuni- sented by Dr. Robert M. Sher. He is IHS annual dues was increased to $30 ties and international commercial Senior Principal Naval Architect at effective 1 January 2011. See above. interests, including the pursuit of Alion Science and Technology, and So if you have not paid up your 2011 hydrofoil crew boats and passenger has been at Alion (and formerly dues, please do so ASAP. ferries. Mr. Doran represented JJMA) for over 26 years. MAPC at the 2010 China Business John Meyer, President and Trade Mission. The SES SeaTrain is an articulated cushion-borne marine vehicle con- [email protected] Continued on Page 12
Page 2 IHS Second Quarter 2011 TUCUMCARI Revisited TUCUMCARI chalked up (Continued From Page 1) some very impressive statis- tics during her European was centerline on the underside of the tour. She logged 659 hours hull just forward of the transom. underway, 396 hours of which were foilborne, and Both FLAGSTAFF and TUCUM- covered over 17,000 nm in CARI were equipped with Rolls European waters, visiting Royce gas turbine engines for seven NATO countries (in- foilborne propulsion. In the case of cluding a total of l7 port vis- TUCUMCARI, a Rolls Royce PRO- its). These accomplishments TEUS provided 3,200 hp to give this played a major role in 57-ton hydrofoil a “flying” speed in greatly enhancing confi- excess of 40 knots. She was 72 feet HIGH POINT and TUCUMCARI dence in the potential of hy- long with a beam of 35.3 feet. Her cross paths near Seattle drofoil ships. Upon her draft was 4.5 feet with foils retracted, return from Europe, and 13.9 feet with foils extended. make fully-coordinated turns on a dime – in other words, without spill- TUCUMCARI joined the Amphibi- ing even a drop of coffee! ous Forces of the Atlantic Fleet. In November of 1969, It was a sad ending to a distinguished TUCUMCARI and FLAG- career when, in November of 1972, STAFF were deployed to while conducting night exercises Vietnam to conduct riverine with the 2nd Fleet in the Caribbean, operations out of Danang for TUCUMCARI ran full speed onto a utilization and evaluation in coral reef at Caballo Blanco, Vieques a combat environment. Island, Puerto Rico. Fortunately there TUCUMCARI’s total time were no serious injuries to the crew. underway in Vietnam was The ship was salvaged and trans- about 318 hours, 203 hours ported to her base in Norfolk, Vir- of which were foilborne; she ginia, where it was decided not to TUCUMCARI in flight covered a total of 9,073 nm attempt repair of the extensive dam- before returning stateside in age. In 1973, the hulk of One of our own IHS members, February of 1970 to the Naval Am- TUCUMCARI was transported to the Martinn Mandles, was the first Offi- phibious Base at Coronado, Califor- David Taylor Research Center for cer-in-Charge to command TUCUM- nia. structural and material testing. CARI. He, along with an exemplary Despite this disappointing and inaus- crew of only 12 enlisted personnel, Following her deployment to Viet- nam, TUCUMCARI was deck- picious finale, TUCUMCARI is best put her through several months of ex- remembered as the foremost of all hy- tensive sea “trials” (during which, ac- loaded on USS WOOD COUNTY (LST-1178) for transport to Europe drofoil prototypes when it came to cording to Martinn, there were no providing the technology and confi- “tribulations” whatsoever!). for a North Atlantic Treaty Organiza- tion (NATO) tour. From April until dence that gave rise to the Navy’s In the photograph in the second col- October of 1971, she operated in Eu- Boeing-built Pegasus Class PHM umn, TUCUMCARI is cutting a high ropean waters while performing nu- program. speed tight circle around HIGH merous demonstrations and combat POINT (PCH-1). It might appear that exercises that undoubtedly had a sig- More about Tucumcari can be found they’re on a collision course, but nificant influence on the later deci- on wikipedia: these Boeing hydrofoils (like their sion to procure a NATO fast patrol http://en.wikipedia.org/wiki/USS_T ancestors and descendants) could hydrofoil. ucumcari_PGH-2
IHS Second Quarter 2011 Page 3 CROSSING THE BAR FOLLOW-UP
he last two issues of the TNewsletter contained a fascinating story by Joel Roberts (IHS Member) of the Navy HIGH POINT (PCH-1) crossing of the bar at the en- trance of the Columbia River following its 1971 Southern California deployment. Subsequent to that deploy- ment, HIGH POINT contin- ued to conduct operations and demonstrations of the ship’s capabilities. One of these was conducted with the Honorable John Chaffee, Secretary of the Navy, aboard. Subsequently, Secretary Chafee released a letter presenting a MERITO- RIOUS UNIT COMMEN- DATION to HIGH POINT (PCH-1) for service related to the ship’s Southern California deployment.
The letter is reproduced here along with a photo showing Lt Joel Roberts presenting a PCH plaque to SECNAV Chafee.
Page 4 IHS Second Quarter 2011 MEMBERS: EARN DUES-FREE YEARS! HOBIE MIRAGE DRIVE
t a Board of Directors meeting Contributed by Martin Grimm, IHS Ain January, the Board approved Member several ways of boosting IHS he MIRAGE DRIVE is a flap- Membership. Current members may Tping pedal powered propulsion sponsor for membership as system for a kayak. The simple many non-members as they wish and kayak was born perfect. Light, nim- the IHS will allow a credit of one dues-free year for each one accepted. “Non-member” includes former members who left IHS at least three years ago and members still on the Underwater fins at extreme end books who are in arrears on their dues of stroke for three years or more. Welcome to the world of the Hobie Simply notify IHS of the new mem- MIRAGE DRIVE®. The ungainly ber’s name and email address, at trea- paddle is replaced by the sheer effi- [email protected] or at IHS PO Box 51 ciency of the pedal. With the largest – Cabin John MD 20818 – USA. human muscle group now in play, Your account will be credited when kayaking becomes easier and more the new member’s application is ap- efficient than ever. Kayak with MIRAGE DRIVE proved. Two pedals drive a pair of underwater ble, and easy to use, kayaks paddled fins – much like a penguin’s flippers. GIFTS FOR NEW MEMBERS through the ages virtually unchanged. Whether snapping up to speed with a An old design maxim says that per- quick burst or steadily covering ex- t the same Board meeting, the fection is achieved when there is panses of water, the MIRAGE Adirectors also approved a pol- nothing left to remove. The Hobie de- DRIVE allows effortless freedom icy whereby if one joins IHS sign team response? Get rid of the and function. after 1 January 2011, they will re- paddle. Its principle of operation can be eas- ceive – at no charge - an IHS CD con- ily seen by looking at the animated taining all quarterly issues of the IHS image on the website. There are NEWSLETTER, from its first publi- video clips that further illustrate how cation in 1978 to the present – a $15 it performs. value! To expedite receipt of this valuable gift, please annotate your For further information about the application with the words “New MIRAGE DRIVE, see: Member.” www.hobiecat.com/kayaks/ miragedrive/ Members paying by PayPal may an- notate the last page of the PayPal The video link is at: form at the “Optional Information” www.hobiecat.com/kayaks/fea- prompt (under your home address in- tures/miragedrive/videos/ formation). Fish-eye view of underwater fins
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IHS Second Quarter 2011 Page 5 RUSSIAN HYDROFOILS ABOUND
By Your Editor was impressed by an article appearing in the November 2010 issue of Fast Ferry International on the subject of hy- Idrofoil operations in Russia. It mentioned that this past year approximately 100 hydrofoils were in service – but only a fraction of the number operating when Russia was part of the USSR. In some areas fewer hydrofoils were operating, however, in Saint Petersburg, the size of the fleets continues to grow. The largest operator, Vodohad-Saint Petersburg has a fleet of 12 Meteors. The company continues to build up its fleet by buying Meteors from other operators. The operation continues to be profitable because of the many tourists visiting the area. Below is a montage of the many varieties of hydrofoils that have been operating in this vast country of lakes and rivers. One could say that the center of gravity of the hydrofoil world seems to be somewhere between the Black Sea and Saint Petersburg.
I highly recommend that all members add the Fast Ferry International publication to their library because it continues, after many decades, to publish important and interesting articles on hydrofoils and other high performance vessels.
Sputnik Vikhr
Raketa
Cometa Olympia
Lastocha
Cyclone Meteor
Page 6 IHS Second Quarter 2011 HYDROFOIL DESIGN HELP! the most important figures, because dinal and lateral-directional motions, they establish the span loading, foil so just concentrate on the longitudi- Extracted from IHS Bulletin area and takeoff speed. nal motion. Board (10-30-10) y project (mathematically I doubt the choice of section shape Since the motion is periodic, use Fou- Mmodel the Trampofoil (or (NACA 63-412) is very important, rier series to describe all the motions. Waterbird or aquaskipper) is as all sections have basically the Start with just a sine wave with a sin- facing some difficulties. I calculated same lift curve slope. The big ques- gle frequency. Each motion quantity the motion of the boat and rider in un- tion is, “Does the foil produce too will have the same frequency, but will steady state. By using Runge-Kutta4 much drag for the power available?” have its own amplitude and phase. algorithm, I solved 13 differential The biggest drag contribution will Start with just a sine wave with a sin- equations. However, the results are come from induced drag, and the pro- gle frequency. Add multiples of the not as expected. Both displacements file drag (and thus the choice of sec- fundamental frequency if you want to and velocities don’t oscillate ( verti- tion) will be a comparatively small shape the motion so it is not a pure si- cal direction). All forces don’t tend to proportion of the total drag. It’s also nusoid, say, to make the peak ampli- recover. I don’t think the algorithm quite likely the NACA 63-412 will tude occur earlier or later in the isn’t incorrect. I think there is any er- not have its classic drag bucket when period. ror in the equations or geometric di- operating in water, because all the mensions. However, the checking of people I’ve known that have experi- equation system takes more time. mented with laminar flow in water The bow foil is a Shutt strut, which is Therefore, the first I need compari- say transition occurs earlier in water a feedback mechanism to maintain son of geometrical dimensions. I re- than in air. XFOIL data with Ncrit=1 constant height. Assume that the ally need this because the time and the actual Reynolds number will feedback control is perfect, which allowed only one month away. Please probably come closer to the truth means the rest of the craft will rotate give me some reference size, such as: than the NACA wind tunnel data. about the bow foil as the main foil rear wing, front wing, skimmer, up- The nature of the force imparted by moves up and down. This gives you right, curve beam, handlebar, the rider is a big unknown. I suggest the coupling between the craft’s pitch spring...(my project: rearwing (span solving the problem backwards - attitude and heave. The main foil = 2.2m,chord = 179), front wing prescribe the motion, then differenti- needs to have its own rotation relative (span = 540, chord = 65), up- ate it to determine the rates and accel- to the frame, and the magnitude and right(700mm), handlebar (1m), erations, and solve for the force phase will be determined by the stiff- skimmer (0.005m^2)). Please help required from the rider. Then deter- ness of the spring and the hinge mo- me! Thanks so much! mine if the rider forces seem reason- ments from the foil. I’ve always able, and improve the model from assumed that the foil is articulated, Nguyen Quang Trúc there. Pick an average speed in the but it may be rigidly attached to the range above, say, 15 km/h. The mo- frame. If that is the case, it’s one de- gree of freedom you don’t have to Reply by Tom Speer; (11-09-10) tion will be periodic, but for an initial guess, just assume constant speed. worry about. From: www.trampofoil.info, “The Because the craft has a plane of sym- main wing is 2.90m and the weight is metry, you can decouple the longitu- Continued on Next Page about 12kg. The body mainly is made from aluminum and carbon fibre. Disclaimer Max speed is about 24 km/h. Min Interested in hydrofoil history, speed is about 8 km/h.” (Google is IHS chooses articles and pioneers, photographs? Visit the your friend.) From looking at the photos for potential interest to IHS history and photo gallery pages pictures my eyeball says the chord is members, but does not endorse of the IHS website. on the order of 0.2 m, giving it an as- products or necessarily agree with http://www.foils.org pect ratio of 15. These are probably the authors’ opinions or claims.
IHS Second Quarter 2011 Page 7 HYDROFOIL DESIGN HELP! Company in the early 1960s and was (Continued From Previous Page ) named HIGH LANDER. It had four surface-piercing V-foils which were I suspect the Trampofoil can be mod- retractable, and it could carry a pay- eled with quasi-steady hydrodynam- load of 8,000 pounds to the beach at ics, as it is basically a low-frequency 40 knots. It was also a modified operation. I would expect that the LCVP and was designed along the speed is high enough relative to the lines of HIGH POCKETS but foil chord that unsteady hydrody- weighed about 10 tons in the light namics do not play a role in the sec- condition. tional characteristics. The wake may Avco-Lycoming Hydrofoil have some influence, however. But Amphibian LVHX-1 the defined motion approach may in- In spite of the mechanical complexity clude a curved wake to get the right of the Flying DUKW, as well as other induced velocities at the foil. Apanel disadvantages the U.S. Marine Corps code like CMARC might be used to continued to have interest in the use of get the wake, including the starting hydrofoils on wheeled amphibians. vortices embedded in the wake due to This led to their award of contracts for changes in the lift. I’d start with a Baker Hydrofoil, HIGH two competing designs of an LVHX. straight wake, however. In one LANDER, LCVP(H) The LVHX- 1, was built by month, it’s better to get a very ap- Avco-Lycoming, and the LVHX-2 by proximate answer that looks reason- During this period the U.S. Army also FMC. Both were designed to meet the able, than to do any elaborate became interested in the potential of same requirements with aluminum modeling. foils to increase the speed of their am- hulls 38 feet long and a capability of phibious DUKW. Miami Shipbuild- carrying a 5-ton payload at a speed of ing, working with Avco-Lycoming, 35 knots. LVHX-I had a submerged Finally, the Trampofoil is really the was awarded a contract in 1957 to foil system and LVHX-2 employed hydrodynamic equivalent to an demonstrate a “flying” DUKW. An surface-piercing foils forward with a ornithopter. I suggest searching the Avco T-53 gas turbine engine was in- single submerged foil aft. literature for information on model- stalled along with an electronic auto- ing flapping wings for propulsion pilot like that in HALOBATES. and flight. Retractable submerged foils were at- [Editor’s Note: The above is one ex- tached to complete the modification. ample of how the IHS is helping col- Trials were run near Miami, Florida leagues in the pursuit of hydrofoil during which a speed of about 30 technology and thereby fulfilling its knots was achieved in calm water mission.] compared to the DUKW’s normal speed of only 5 knots. FMC Hydrofoil Amphibian DO YOU REMEMBER - AMPHIBIOUS LVHX-2 Foilborne HYDROFOILS? During the trials program that fol- lowed it finally became clear that the By John Meyer, from “Ships That complexities and costs of such fea- Fly” tures as foil retraction and high speed [This is the second part of the article gas turbine propulsion presented too with the same title appearing in the great a penalty to pay for the in- First Quarter 2011 Newsletter.] creased water speed. As a result, fur- ther pursuit of hydrofoil landing craft The second LCVP(H) hydrofoil land- Miami Shipbuilding Flying was terminated. ing craft was built by Baker Mfg. DUKW
Page 8 IHS Second Quarter 2011 SUPRAMAR PT-150 RC MODEL lower cabins are neatly cut out of the ing springs. A ratchet mechanism has alloy sheeting. also been fitted to avoid the bow foils swinging forward again after impact. his is a somewhat condensed ver- As with the full-scale PT-150’s, the Tsion of an article which origi- foils are of hollow construction with The aft foil incidence angle is fully nally appeared in the internal stiffening. Unlike the adjustable over a range from –2 to +2 July-August 2002 issue of ‘Classic full-scale hydrofoils, which require degrees. This is servo controlled via Fast Ferries’. While some more re- high tensile steel for these items, the push/pull 3mm aluminium rods lead- cent issues of the on-line journal are model foils are of the same alu- ing down the rudder support struts in still available on http://www. minium alloy sheet used for building a similar manner to that of the bow classicfastferries.com, this issue is the hull. The foils were assembled foils. The full-scale PT-150 hydro- unfortunately no longer accessible with the aid of purpose built jigs to foils had an aft foil with hydraulically online. ensure correct alignment. controlled incidence, but in addition were equipped with an air feed stabi- This very detailed 1:40 scale model The bow foil of the PT-150 is l lization system which controlled the of the Supramar PT-150 hydrofoi equipped with both inboard and out- Queen of the Waves, has been under lift generated by the foil while operat- board flaps on the port and starboard ing in waves. gradual construction since around sides. On the model all four of these 1975 by Copenhagen based naval ar- flaps are radio controlled via an intri- chitect and IHS member, Soren cate system of mechanical linkages. Struntze. It is one of three hydrofoil For gradual turns, the PT 150 hydro- models built by Soren, the other pair foils only employed their bow foil are based on his own design concepts flaps. It was only for more rapid turn- rather than being scale models of ex- ing that the rudders were also de- isting hydrofoil types. The full scale flected in conjunction with the foil Queen of the Waves was the second of flaps. The same control arrangement Close-up of the bridge and crew three PT-150’s built by Westermoen was incorporated in the model such accommodation area Hydrofoil, and was completed in Oc- that a single steering servo would ini- tober 1970. tially only activate the bow foil flaps, The model weight is about 2.6 kg then, as more helm is applied, the pair however since savings in weight are of rudders are also deflected. Sym- possible through changes to newer metric movement of the port and star- motors and batteries, ballast has been board flaps is also possible to adjust added in the lower portions of the the trim of the boat. The flaps have a foils to gain additional stability. Ini- range of movement from 8.5 degrees tially twin electric Monoperm Super up to 15.5 degrees down and are con- Special motors were fitted and these trolled via a set of 0.5mm diameter were both air and water cooled. The stainless steel wires inside 2.0mm di- cooling water would be drawn in A trial run of the model with the ameter (0.9mm inside diameter) ny- from the base of the rudders on the aft temporary superstructure lon tubes. These flap actuation wires foils, just as the engine cooling water emerge from the hull through the inlets are arranged on the full scale PT The 95 cm long hull consists of a light cross tube connecting the foil struts to -150. Although these motors provide wooden frame composed of a keel, the hull. They then run down to the sufficient power, they had lower than regularly spaced transverse frames foil within the hollow inclined struts. optimum speed making it difficult to and chine and deck edge strips cov- The control linkages for the flaps are match them with optimum propellers. ered mainly with 0.3mm thick alu- completely hidden. In the event of a Therefore they have since been re- minium alloy sheeting. The sheeting grounding, the bow foil will rotate placed with Power 400 series motors. was attached to the frame with "blue backwards about the cross tube which is attached to a pair of shock absorb- [The remainder of this article will Araldit." The window recesses for the appearin the 3rd Quarter 2011 NL]
IHS Second Quarter 2011 Page 9 SAILOR’S PAGE
2011 ZHIK MOTH WORLD AND FOILING as were hybrid boats featuring a com- series. He indicated that the wing-sail MOTH DEVELOPMENTS bination of production and custom- was still at a prototype stage devel- ized components. John Ilett from oped just in time for the Champion- t has been some years since we Fastacraft advised there are also home ships and that there had only been Iincluded an update on foiling build moulds available in Australia limited time to become familiar with Moth developments in the IHS and USA for amateur builders to use. using the rig. The failures were re- Newsletter. There have been many Aside from these, foiler moths have ported to all be of a similar nature developments since that time and it also been produced by Aardvark in and, in part, the heat build-up in the isn’t possible to review them all in a the UK and Sabrosa in France. container in which the sails were short update. shipped to Australia may have been a The Mach 2 design has been devel- contributing factor. Charlie remained The 2011 Moth World Champion- oped by Andrew McDougall of KA optimistic that such sails would be a ships were held during January from sails (who had originally been associ- feature of the further development of Belmont on the shore of Lake ated with the design of the Bladerider) the class and took satisfaction in be- Macquarie in Australia. The major and McConaghy boats. The name ing a part of the evolution of the class sponsor for the event this year was Mach 2 undoubtedly is derived from despite the difficulties he encoun- Zhik, a sailing clothing and gear the combination of names of the de- tered with the new sails. manufacturer. It isn’t often that the signer and builder. This design has World Championships are held in been selected by many of the top com- The top five places in the Worlds Australia so your sailor’s page editor petitors in the event and it was clear were: didn’t miss the opportunity to be a from looking over the boats while on spectator for a day of the event. shore that significant effort has gone 1. Nathan Outteridge (Australia) into refining their design to give them 2. Joe Turner (Australia) It would be a safe claim that the Moth an edge over other manufacturers 3. Scott Babbage (Australia) World Championships in recent (who already had well designed and 4. Peter Burling (New Zealand) years have attracted the largest gath- manufactured dinghies). The top 31 5. Bora Gulari (USA) ering of hydrofoils in one location places in the Worlds were held by As a measure of the consistency of the anywhere in the world, even if these Mach 2 sailors. are towards the smaller end of the hy- top four competitors in the World drofoil spectrum. This year, the event One entry that attracted particular in- Championships, they also achieved attracted 109 competitors, of which terest was that of Charlie McKee from the top four places in the Australian almost all were hydrofoil based the USA which featured a wing-sail. Championships which were held at moths. This was the first Moth Champion- the same venue in the lead-up to the ship in which a dinghy with such a sail Worlds: (1) Outteridge, (2) Babbage, The field was dominated by the has competed. The race rules were (3) Turner and (4) Burling. Bora “Mach 2” production design (devel- adapted to allow for such an entry, al- Gulari has won the previous Moth oped in Australia and manufactured though as a one-off for this event World Championships in the USA in in China) however other manufactur- pending a ruling on the longer term 2009. ers represented at the event included use of wing-sails on the class. All Bladerider (also of Australian design Nathan Outteridge had performed three of the wing-sail rigs that had consistently throughout the series originally built by McConaghy boats been brought for the competition were in China but subsequently by Topkey achieving five first places in the six damaged to varying degrees during race Australian Championships and based in Taiwan), Assassin (New the races and so Charlie reverted to a Zealand), Fastacraft (Australian de- with results ranging between first and conventional soft sail for the final fourth place in all but one of the nine sign and production), Velociraptor th races. His top placing was a 4 in the races in the World Championship se- and Full Force (both from UK but no qualifying series however he was longer producing moths). Home built ries finals. Aside from his impressive forced to withdraw from two races re- Continued on Page 11 foiler moths were also in attendance, sulting in an overall 23rd place in his
Page 10 IHS Second Quarter 2011 performance in the Moth class, he also had earlier won the 49er Australian national title also held on Lake Macquarie. The montage below is intended to give the reader some flavor of the 2011 Moth World Championships. An extended commentary and numerous quality photographs by Thierry Martinez as well as video and interviews with competitors is available at: www.mothworlds. org/belmont
Charlie McKee of the USA team re- turns from an afternoon of racing Peter Barton of the UK sailing his with his wing-sail foiler Moth Mach 2 during the series Chris Rast from the USA contingent pol- ishes his main foil with 800 grit sandpaper prior to another day of racing
Underside of Mach 2 showing foil arrangement. Alan Goddard from Australia was experimenting with an interesting twin wand height sensing system*
*. Usually the foiler moths have only a sin- gle wand to one side of the hull controlling the main foil flap.
The ‘gull’ like planform of the Mach 2 rudder foil
IHS Second Quarter 2011 Page 11 WELCOME NEW MEMBERS Awards earned include ESWS/SWO, visitation he was receiving from fam- (Continued From Page 2) (Enlisted Surface Warfare Service/ ily. Brian and his wife Kelly took ex- Surface Warfare Officer), Master cellent care of him and his strength Andy Vasquez - Andy entered the Training Specialist, Combat Action, was improved and his spirits in- Navy in 1977 out of Bayshore NY.He Southwest Asian, Expeditionary creased by their care and the visita- was stationed on ships and shore duty medal, 2 Navy Commendation tions.” in Newport RI, and USS Vogelge- Medals, 5 Navy Marine Achieve- Sumi Arima was told by Terry Orme sang DD-862, USS MANLEY ment Medals, Expert Marksman that he received word that Dale DD-940, with a short tour on USS Medal, and 4 good conduct awards. Beresford (IHS Member) died in Jan- EDISON DD-946. His Shore Duty uary 2011. No details were provided. included instruction on a Propulsion Since retirement, he has maintained Dale was a Chief Quartermaster on Plant trainer, and Boilerwater his contact and specialized in the ship HIGH POINT at one time, and after Feedwater for all four classes (In- repair industry, involved in main pro- retiring from the Navy, was a consul- structor, Main, Aux and Waste Heat pulsion and rudder bearing installa- tant to NELC. Under that contract, boilers). He earned a rating of Master tions. For the past 12 years involved Dale was assigned to keep track of Training Specialist. Then went to in the Thermal Spray industry utiliz- the PHM test and trial program. USS VALDEZ FF-1096 and USS ing HVOF, ARC WIRE, and CAPODANNO FF-1093. PLASMA coatings for a Sub-Safe Level one company by the Name of A Mark Bebar remembered that he met Andy applied for and was commis- & A Co. Inc as Sales Engineer. Dale way back in 1971 as a NAVSEC sioned under the LDO program. Went EIT during the west coast HIGH to LDO INDOC (Limited Duty Offi- DALE BERESFORD REMEMBERED POINT transit from San Diego to Se- cer Indoctrination) and picked up his attle. He was the consummate pro- first ship as the Boilers Officer evin Beresford, son of Dale fessional. onboard USS MISSOURI BB-63, KBeresford has written: “It is with sorrow that I write to in- onboard during Desert Storm/Desert Karl Duff, IHS Member, remarked: form you that our dad passed away 26 Shield. After decommissioning MIS- "The remnants are ‘smallifying.'" SOURI, he went to Newport RI. Due January in the early hours in his to manpower reduction the Navy de- sleep. He was living with Brian, one NEW BENEFIT commissioned the Newport SIMA of his twin sons, in Houston since (Ships Intermediate Maintenance July of last year. In the recent weeks IHS provides a free link from Activity). His next duty station was he became somewhat weaker and we the IHS website to members’ per- sonal and/or corporate site. To re- Chief Engineer onboard USS AUS- felt his time was coming soon but did quest your link, contact William TIN LPD-4 completing several in- not think it would be so soon. White, IHS Home Page Editor at spections successfully. We are grateful that he died peace- [email protected] Andy’s final tour was as Assault fully and are also glad of the regular Craft Two Maintenance Officer, maintaining and repairing 12 LCU’s, IHS BOARD OF DIRECTORS 13 MK8. 2 PL’s and Mechanical sup- port vehicles. 2008-2011 2009-2012 2010-2013 Joel Billingsley Mark Bebar Sumi Arima IHS OFFICERS 2010 - 2011 John Meyer President Captain Frank Horn Dennis Clark John R. Meyer Mark Bebar Vice President John Monk William Hockberger Joel Roberts
Frank Horn Treasurer Martin Grimm George Jenkins William White Joel Billingsley Secretary
Page 12 IHS Second Quarter 2011 The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer Third Quarter 2011 Sailing Editor: Martin Grimm HYSTU PLAYED A MAJOR ROLE SUSTAINING MEMBERS By Sumi Arima, IHS Member
ydrofoil Special Trials Unit (HYSTU) was established on 10 HNovember 1966 as a field activity of David Taylor Model Basin (DTMB) located as a tenant at Puget Sound Naval Shipyard (PSNS), Bremerton Washington. This location was selected due to the close proximity of the two contractors who built the hydrofoil ships HIGH POINT (PCH-1) and PLAINVIEW (AGEH-1) that were assigned to DTMB for conducting research trials. DTMB had its name changed to Naval Ship Research and Develop- ment Center (NSRDC). Subsequently, it was decided that Admiral Taylor should keep his name attached to the model basin and thus the name was changed to David Taylor Naval Ship Research and Devel- opment Center (DTNSRDC). The field activity at Bremerton became DTNSRDC-HYSTU. ______
YOUR 2011 IHS DUES ARE DUE See Full Announcement on Page 2
INSIDE THIS ISSUE - President’s Column...... p. 2 - Welcome New Members . . . p. 2 - Boeing Marine Systems . . . . p. 4 - HTS Revisited ...... p. 6 - IHS at ASNE Day ...... p. 7 High Point and Plainview flying in formation (circa 1977) - PT 150 RC Model ...... p. 9 See HYSTU, Page 3 - Sailor’s Page ...... p. 10 WELCOME NEW MEMBERS
PRESIDENT’S COLUMN CDR Joseph B. Famme USN (ret.) To All IHS Members I want to remind you that you can CDR Famme is the principal author view the Membership List by log- s mentioned before, at a Board and president of ITE Inc., an engi- ging onto the IHS website and put in of Directors meeting in January, neering and technology consulting A the proper password. All IHS mem- the Board approved several firm. He has a BS Degree in Indus- bers have been informed of this pass- ways of boosting IHS Membership. trial Management and Masters De- word. If you have been missed, First, members can earn “Dues-Free gree from the Naval War College. please contact the webmaster Years” by sponsoring newmembers. CDR Famme served as a surface (webmaster @foils.org). It is advis- Secondly, IHS is offering new mem- warfare officer with command of a able for all to check the information bers - at no charge - an IHS CD con- Knox Class Frigate. Ashore he on the List. If it is incorrect, please taining all quarterly issues of the IHS served as training systems acquisi- send changes to: Steve Chorney: NEWSLETTER. tion specialist in the design and pro- [email protected] curement of modeling and As I mentioned in the last NL, IHS simulation systems. In industry participated with a booth at ASNE I cannot over-emphasize the devel- with Singer Link and CAE Elec- Day 2011 meeting at the Hyatt Re- opment, along with High Caliber So- tronics he worked in the develop- gency, Crystal City, lutions, Inc. of YOUR 2011 DUES ARE DUE ment of tactical and embedded ship VA, on 10-11 Febru- New York, of a sig- IHS Membership options are: training systems as well as auto- ary 2011. (See arti- nificant addition to US$30 for 1 year, $56 for 2 mated machinery control systems cle by Capt Frank the IHS website. It years, and $82 for 3 years. Stu- for ships such the first SmartShip, Horn on page 7). is called: Hydro- dent membership is still only foil World. The USS Yorktown (CG 48) and LPD IHS Members in the US$10. For payment of regular site is designed to 17. Washington, DC membership dues by credit be instructive and David Newborn area were fortunate card using PAYPAL, please go informative to a to the IHS Membership page to be able to attend a wide audience, par- David is a engineer at NSWC at
Page 2 IHS Third Quarter 2011 HYSTU age required by the incidence foil sys- PLAINVIEW was put into overhaul (Continued From Page 1 ) tem. PLAINVIEW with the conven- status where a completely new hy- tional configuration and weight dis- draulic system and tail strut were in- The charter of HYSTU, as summa- tribution of 90 percent on the forward stalled. Other deficiencies were also rized here, was to conduct full scale foils created an overhang of the bow. corrected during this period. New re- trials gathering data to establish cor- It was determined in some model placement intermediate gearboxes relation with model tests and com- tests that the wave forces on the bow were designed and installed in the puter simulations, to conduct mission of the ship could overcome the force foilborne drive system to power the trials to determine feasibility of the available of the submerged section of aircraft hydraulic pumps. Stainless hydrofoil craft performing tasks in the tail strut acting as the rudder, thus tubing with automatic butt welding combat situations, and to provide a the ship could lose directional con- was used for the piping of the hydrau- test bed for new or modified systems trol. lic fluid. This welding procedure was and equipment. the first for a Navy ship. The success To overcome the drawbacks on in using the automatic butt welding The ships were well instrumented HIGH POINT, Mod 1 was put on the with strain gages, accelerometers, machine on the PLAINVIEW has drawing boards. The redesign uti- convinced shipyards to expand the gyros, etc. as well as tapping into the lized much of the existing compo- ship’s command and control equip- machine usage to boiler tubes and nents to keep the cost within other time consuming pipe welding ment to obtain data when undergoing affordable range. The major changes the sea trials. HYSTU established the applications. A longer tail strut made were replacing the fixed forward strut out of HY130 steel was installed to criteria that the instrumentation sys- which had a trailing edge rudder to a tem will be recording data on tape assist in improving directional con- steerable strut, lowering the gear- trol. while underway at all times, primar- boxes to get the ily to assure data is available to be foilborne propellers able to explain the cause of any unde- away from the sirable events. Most of the initial tri- strut/foil juncture to als conducted were to understand the reduce cavitation and hydrofoil aspects of the ship such as ventilation. The gear- strut and foil loadings. As these trials boxes were modified took place in Puget Sound and the Pa- with a different shaft cific Ocean, it became apparent that seal system. The improvement of the operability and mess deck originally reliability of the hydrofoil ships was a based on a system major factor. similar to aircraft High Point firing a Harpoon Missile (circa 1973) Some of the items that required atten- food service was con- tion to the original design and manu- verted to a more suitable cooking fa- After the Mod 1 on HIGH POINT and facture of HIGH POINT were the cility with the installation of a grill, the overhaul on PLAINVIEW, reli- cavitation and ventilation damage to dishwasher, and more adequate food ability of the ships improved signifi- the foil/strut coatings and structure, storage. The autopilot was changed cantly to allow the emphasis of the directional stability especially under to accommodate the steerable strut trials to shift toward mission-oriented a broach condition, sea water leakage and modified aft foil system provid- trials. Trials included launching of into the gearboxes, and lack of ade- ing fully coordinated turns. More de- torpedoes at foilborne speeds, firing quate living conditions for the crew. tails of the HIGH POINT and Mod 1 of guns and missiles including the PLAINVIEW had limited opera- changes can be obtained from the first Harpoon missile, towing VDS tional time due to the hydraulic sys- book, “Twenty Foilborne Years” by (Variable Depth Sonar) and mine- tem, mainly because of the use of William M. Ellsworth. (This book is sweeping equipment, and participat- industrial hydraulic pumps that had on the IHS AMV CD#1). ing in Navy fleet exercises. The hy- their rating based on 10 percent duty cycle rather than the 100 percent us- Continued on Next Page
IHS Third Quarter 2011 Page 3 HYSTU gram. William Ellsworth once said: ence I ended up at Boeing Marine (Continued From Previous Page ) “we ought to be proud that we were Systems. Our home at that time was able to put a new concept into the the 4th floor of the Puget Power Build- drofoil ships were used to evaluate Navy fleet”. ing in Bellevue, WA. We shared the the use of new concepts and equip- floor with the SST proposal team and With the PHM Squadron operating in ment. For example, test sections were our big project at that time was the Key West, Florida, and the continued put into the sea water system utilizing AGEH proposal. The Boeing version fiberglass and plastic piping for long funding constraints, a decision to looked very much like the PHM but term evaluation after laboratory tests close HYSTU was made. A lot was Grumman won the design contract showed promise in the use of these learned and accomplished during the and Lockheed was the builder. That 22 years of test and trials on hydro- materials. summer I supported hydrofoil testing foils. HYSTU was closed on 9 De- at DTMB (David Taylor Model Ba- cember 1988. sin) and high speed model [Ed Note:When I was in the Hydro- (FRESH-1) testing at Langley LLT foil Office at DTNSRDC, I had occa- (Landing Loads Track). My main job sion to visit HYSTU several times. I can echo Bill Ellsworth’s remarks and add that it was hydrofoilers like Sumi Arima, Don Rieg, Vern White- Plainview firing a torpedo head and several OICs like Karl Duff (circa 1972) (IHS Member) who made it possible In the research atmosphere, the Navy for HYSTU to play a major role in the crew assigned to the hydrofoil ships US Navy Hydrofoil Program.] showed ingenuity in being able to de- BOEING MARINE SYSTEMS vise changes to improve their perfor- Hydrodynamic Test System mance. The sailors on HIGH POINT By Bruce Bryant, IHS Member devised a system by placing a TV however was focused on a boat that Boeing had built to test hydrofoil camera to record the navigation chart his is a multi- part series of my models. The Hydrodynamic Test and a TV camera above the radar experiences, observations and T System (HTS) was an 8-ton pickle screen, merging the two images on a com- fork hydroplane 38 feet long and 17 TV set so that the true motion radar ments on feet wide powered by a J-33 jet en- blip showed the ship’s track on the my 25 gine with 4600 pounds of thrust. The chart. The resulting data was re- years boat was built in 1960 and was under- corded on video tape. Conditional ap- with going model testing on Lake Wash- proval, since it was not tested in a Boeing ington from the Boeing Renton Plant court of law, to use the tapes rather Marine when I arrived. The HTS had certain than a navigation log was obtained. Systems limitations. My job was to extend the This led to the development of (BMS) as boat’s operating envelope and im- HYCATS (Hydrofoil Collision a test engineer and manager from prove stability at high speeds. It was Avoidance and Tracking System) that 1962- 1987. All personal comments hard to know where to start. I made was used on the PHM ships. are my own and do not reflect the up a list of changes I thought were opinions of other employees or the Unfortunately, with funding con- necessary, how long it would take and Boeing Co. straints and high cost of operating the how much it would cost in a proposal. PLAINVIEW, the ship was turned The Early Years Since the HTS was needed for over to Inactive Ships in September super-cavitation model testing, I got 1978. HIGH POINT became the I was hired at Boeing in the spring of the go ahead with as much help and work-horse for HYSTU in conduct- 1962 and since I had a BS in engi- ing trials that supported the PHM pro- neering with boat building experi- Continued on Next Page
Page 4 IHS Third Quarter 2011 BOEING MARINE SYSTEMS I was then sent to the MPC (Missile (Continued From Previous Page) Production Center) where BMS had a portion of the main building and a money as I needed to complete the work shop area where FRESH-1 was job. It took about six months to make stored after the Navy trials were over. all the modifications which included The main activity in 1966-68 was the the removal of the two aft planing patrol gunboat hydrofoil (PGH) surfaces and replacing it with a center Tucumcari program. My job as test ski, changing the angle of attack of manager was the writing and con- the forward planing surfaces and the ducting all of the hydrostatic, func- replacement of the J-33 with a J-48 tional, dockside and underway test with 6400 pounds of thrust. Since the procedures on Tucumcari. The hull Little Squirt hydrofoil models were hung on a cen- was built in Portland, Oregon and ter line balance, the flow disturbed NSRDC (Naval Ship Research & De- trucked to MPC for outfitting in1966. the center aft ski so we had to offset velopment Center) on Lake Washing- After extensive static and functional the balance two feet which was a plus ton. For the next couple of years I was testing the Tucumcari was finally for the model test operator because he the driver of the HTS and engineering launched in 1967 for dockside and could see the model better and it also manager of the Renton Test Facility underway testing in the MPC slip on reduced the pitch trim changes of the on Lake Washington. Along with the the Duwamish Waterway. Underway boat during test conditions. HTS there was Little Squirt, built in testing was a routine of down the 1962, which was a systems test Duwamish to Elliot Bay and into hydrofoil. Little Squirt was 20 Puget Sound and back again. Rough feet long and powered with a water testing was in the Strait of Juan Boeing 520 turbine driving a de Fuca and the Pacific Ocean, and waterjet pump and capable of needless to say very long days, some- 50 knots. Little Squirt had a times arriving back at the MPC after conventional foil configura- dark. Vern Salisbury was the Captain tion with both incidence and and I drove the boat during the initial flap control that was hydrauli- trial phase, then I was Captain for cally activated by a Automatic Navy crew training. The PGH Control System and acoustic Tucumcari was handed over to the height sensor. The facility also Navy in March of 1968. In my opin- had three support boats, ion the Tucumcari was the best hydro- Maribo l a 25 foot cabin cruiser foil Boeing ever designed and built with a Boeing 502 turbine, although the PHM’s were a close sec- Maribo ll a 31 foot Bertram, ond. and a 17 foot Mansfield out- In 1969-70 I was assigned to HYSTU board with Up-Right foils. (Hydrofoil Special Trials Unit) in Launching and retrieving our various activities on High Point. Tests test and support boats was included NUC (Naval Undersea Cen- HTS 500th run anniversary. Left to made easy in Renton due to old ter) towed cable testing, hull- borne right: Walt Kelly, Bruce Bryant and Vern sea plane ramps installed in the parafoil testing and foilborne VER- Salisbury 40’s and later would be used for TREP (Vertical Replenishment) with JETFOIL and PHM programs. The HTS was now capable of testing a helicopter. High Point transited to The Renton Test Facility was shut sub and super-cavitation hydrofoil San Diego for the SOCAL (Southern down in1965 and the HTS and Little models up to 90 knots and had California) deployment in the first Squirt were moth-balled. The 31 foot enough power to test a towed cable part of 1971. I did not support the de- and depressor up to 45 knots for Bertram support boat was maintained and other boats were sold. Continued on Next Page
IHS Third Quarter 2011 Page 5 BOEING MARINE SYSTEMS HTS REVISITED curtailing, or even shutting down, our (Continued From Previous Page) operation. By Martinn Mandles, IHS Member ployment except I remember taking You’d better believe that the Allison 35 mm photos of High Point from our would like to take the opportunity J-33 was VERY noisy, even with a high winged heilo-courier on the out- Ito expand upon Bruce Bryant’s sound suppressor in place. But our bound leg crossing the Columbia coverage of the HTS to make sure opponents seemed to appreciate Boe- river bar. I took the famous photo that that the HTS receives full credit as ing’s concern and my explanation, showed High Point broaching a large the “starting point” from which all of were fascinated that I was their kids wave. I often wonder what happened the Boeing hydrofoils followed. favorite evening disc jockey in Seat- to all the photos and movies that Boe- tle, loved the American Power Boat ing took. Prior to MOD 1, I supported This is particularly appropriate espe- Association (APBA) Unlimited Class the base line rough water test with air cially with what would have been her Hydroplanes that resembled HTS, photo operations. 50th Birthday in June of this year, and were thrilled when we brought 2011. That’s why I commissioned an My next assignment was Mod 1 test HTS to their clubhouse dock for them 8-1/2 x 11 illustrated print of HTS to have their photos taken in the cock- manager and our team wrote all the shown here. hydrostatic, functional, dockside and pits. underway test procedures. High Point Another key to arrived at the Boeing Renton 4-81 just-plain-folks building in the fall of 1971 where it understanding was cribbed up for refurbishment. I what HTS was all remember she was almost stripped about was to refer bare and old parts were all over the to her as a “Hy- floor of the Building. After several drofoil Research months, the old parts were chopped Hydroplane” up and new ones were taking shape. I (which is what can’t remember all the changes, but she was) instead the main ones were reconfigured aft of the “Hydrody- foil and pod, steerable forward strut, namic Test Sys- new hullborne diesel, lots of new pip- tem” (which does ing, and new props. Except for red rag NOT sound like in the gear box incidence PCH Mod 1 ANY type of a was a total success by meeting and ex- Length: 38 ft.; Beam: 17 ft.;Displacement: 6 tons boat). Most folks ceeding the contract requirements. Engine: Allison J-33 Turbojet; Thrust: 4,600 lbs. were familiar High Point Mod 1 was faster, capable First operated on Lake Washington in Seattle in 1961 with “wind tun- of Sea State 5, and actually went Pilot: George Adams; Co-Pilot: Martinn Mandles nels,” so it wasn’t where it was pointed. I spent about much of a stretch two years on Mod 1 and now it was You might find this hard to believe, to describe her function as that of a time for my next assignment with but I’ve been trying to “explain” the “water tunnel”. This is particularly Boeing Marine Systems, and that was importance and operation of HTS in for the engineers among them: not un- JETFOIL. simple terms for 50 years, starting in like the water tunnels at David Taylor the summer of 1961 when Boeing’s and Trondheim that were too [The remainder of this article will Public Relations Department asked be continued in future Newsletters] time-consuming to do what Boeing me to speak to a homeowners associ- needed to be successful in the ation on Mercer Island (in the middle fully-submerged, sub-cavitating and of Lake Washington) who were often super-cavitating hydrofoil business; awakened at 7:00 am on weekday (or so Boeing thought at the time). mornings by HTS as we sped by their waterfront estates. There was talk of Continued on Next Page
Page 6 IHS Third Quarter 2011 HTS REVISITED union might consist of so it can be was well attended, as usual, during (Continued From Previous Page) sent out to the IHS membership for program breaks, at which time we comment. Of course, I was long gone to provided to those who were inter- ested IHS fliers, tutorial overview FRESH-1 and/or back to Stanford by Bill White provided a detailed analy- pamphlets and membership applica- the time Bruce Bryant spearheaded sis of the IHS website activities. He tions. the major hull modifications and re- made special note of the interest in placement of the J-33 with a J-48 that “Hydrofoil World” and that there The booth was manned by Joel changed the maximum speed, dis- were 3,394 visits to that part of the Billingsley and Frank Horn. The in- placement and even the paint-job of website in 2010, 69% of which were terest shown in our presentation re- HTS. That’s why there are TWO dif- from Europe (45% of total from sulted in signing up new members to ferent sets of configurations and spec- France alone). The site is designed to the Society. For example, we were ifications for the boat, and they’re be instructive and informative to a located in close proximity to the Stu- most often mixed up in articles and wide audience, particularly those not dent Poster Competition which pro- photographs. See extraordinary illus- familiar with hydrofoils and the tech- vided the students participating the trations of the HTS:
IHS Third Quarter 2011 Page 7 BOEING AD Contributed by Martinn Mandles, IHS Member recently acquired this ad from an October 1961 issue of Time magazine, and want to share a copy with all of you. IYou’ll notice that Boeing gave the first C-135 cargo jet, as well as their proposed Supersonic Transport (SST) and Dyna-Soar manned space glider, “second billing” in this Aqua-Jet ad, which says a lot about Boeing’s early ex- pectations for fame and fortune in the hydrofoil business!
Page 8 IHS Third Quarter 2011 SUPRAMAR PT-150 RC MODEL To ensure it was watertight, and to vessel. The mast structure was also simulate the additional top weight carefully fabricated from alloy. Else- his is the second and last part of and windage of the final superstruc- where miniature stainless steel hand- Tthe article with the same title that ture, a temporary ‘box’ superstruc- rails are fitted. appeared in the Second Quarter ture was constructed and fitted to the Søren has gone to extraordinary 2011 NL. model in preparation for the trials. After experimenting with different lengths to model features of the inte- The battery bank of the model con- propellers to overcoming an initial rior of the hydrofoil. Ready for incor- sists of eight SAFT KR 35/44 Ni-Cd teething problem of achieving a sta- poration in the model are rows and cells, each of 2.5 Ah capacity. With ble ride, the trials revealed the model rows of seats painted up in the various the considerable weight of batteries would run in a manner just like its bright colours of their time, complete and the otherwise light construction bigger sisters. Smaller faster running with miniature headrest covers made of the model, these cells have been two blade propellers of 40mm diame- of tissue. Steps and bulkheads in the placed within a spring mounted ter and 34mm pitch gave the best re- cabins are also modelled. On the up- shock-absorbing frame. The battery sults with a considerable reduction in per deck, the bridge contains a com- pack will eventually be replaced with the current drawn from the batteries prehensive layout of scaled a much lighter 7.2V 1.8Ah Ni-Cd set. over the original propellers that had instrumentation with throttle levers a The changes to the motors and bat- been fitted. With reassurance that the clearly distinguishable feature. On tery pack are hoped to give an endur- model would run properly, effort has the aft bulkhead of the wheelhouse, ance greater than the already since concentrated on adding details further circuit boards and a radio- significant 20 minutes currently phone can be achieved. spotted. A crew rest area is pro- The propeller shafting is of 2mm di- vided aft of the ameter stainless steel rod. Since this wheelhouse. is less than the scale diameter of the Three hand made actual shafts, for static display the figurines repre- shafting will be sheathed with 3.5mm senting the skip- diameter aluminium tubing between per, engineer and shaft bearings to give the correct radio operator are scale appearance. Since the foil at the controls. mounted shaft bearings rotate when The radio opera- the aft foil angle is adjusted, an intri- tor is in a relaxed cate cardan shaft arrangement is in- pose reclined The model as it stood in about 1995 corporated to accommodate this back in his seat movement. On the full scale PT 150 and building the superstructure. with feet up on the spherical bearings and sliding shaft console reading the paper. Søren re- couplings had been fitted to accom- The superstructure was fabricated ports that the radio operator had the modate shaft deflections. The multi- largely of balsa wood and 0.5mm most time to spare on a typical voy- tudes of hinged shaft support struts aeroplane plywood, but suitably age and so this was an appropriate are all faithfully recreated on the toughened with resin applied to its snapshot of his life on board! model. surface. Some portions of the upper superstructure, where scale details The larger windows around the Construction of the hull and foils and would be revealed, were again fabri- wheelhouse and upper front saloon the installation of running gear and cated from aluminium sheeting. The make it relatively easy to see inside radio equipment was complete by upper aft cabin and bulwarks at the those sections. Realising that it 1986, though the superstructure still bow and upper aft deck incorporate would not be as easy to see the details needed to be built. None the less, it the intricate stiffening that would Continued on Page 12 was now possible to test the model. have been apparent on the full-scale
IHS Third Quarter 2011 Page 9 SAILOR’S PAGE v-44 Albatross World Speed Sailing stability and control aspects of the de- only a single keel (or dagger-board) Record Project sign. and T-foil rudder submerged. canning through the Janu- Due to its unique pair of wing-sails Yaw control will be via foot pedals Sary/February 2011 issue of the and pair of keels, each angled at 90 controlling the rudder. Roll control Dassault Systèmes Simulia degrees to one another (Figure 1 and will be achieved by lateral movement newsletter, the Sailors Page editor 2) and which are able to be rotated of a joystick, similar to the control of stumbled across yet another proposal through 90 degrees as the v-44 turns ailerons on aircraft. This actuates all for a world speed sailing record craft. through the wind, the boat is intended four wing-sail trailing edge flaps, As it involved a partial hydrofoil ap- to be able to sail on both a port and each in the opposite sense to its plication with a twist, we are cover- starboard tack. As can be seen in the neighbouring flap, to effectively shift ing it in this Newsletter. The arrangement drawings, when tack- the spanwise lift distribution of each following is a summary of informa- ing, the vertical sail becomes the hor- wing-sail, without transferring over- tion contained on the team website at: izontal wing and the horizontal wing all lift from one wing-sail to the other. www.verneyyachts.com becomes the vertical sail. As the boat This will minimise any lift/roll cross tacks, transposing of keels also takes coupling effects. Finally, height Inspired by a March 2008 article in place, enabling the use of a cambered above the surface will be controlled ‘The Engineer’ about the l’Hydro- rather than the usual symmetrical by fore and aft joystick movement ptère speed sailing team, and their section on both keels. The use of which adjusts the overall lift on the preparations for setting a new world camber increases the performance wing-sails. Since the skipper is able sailing speed record, Tim Clarke be- and cavitation inception speed of the to actively control the height of the gan working on a novel layout for a submerged keel. boat above the water surface, he is sailing boat which has led to the v-44 also controlling the submergence of Albatross speed sailing project made the keel and rudder foils. These foils up of a passionate design team and are reported to be the largest contri- supported by a range of sponsors. The butors to the overall drag of the boat, team consists of Tim Clarke as the founder and team leader; Steve Howell as Chief Engineer; Scott Tuddenham managing project plan- ning, the team website, promotion and media, as well as cockpit and control system design and Yanli Shi managing weight and performance,
Figure 2 – Overall perspective of v-44 The overall concept has a degree of active control comparable to that of a glider. At speed, the hull rises from the water through aerodynamic lift generated by one wing acting in ground effect. Once ‘flying’, the skipper is able to actively control the Figure 3 – Side profile of v-44 Figure 1 – Computer rendered boat in roll, height and yaw to enable showing forces acting frontal view of v-44 when ‘flying’ for prolonged periods with under sail Continued on Page 11
Page 10 IHS Third Quarter 2011 v-44 Albatross World Speed Sailing indirectly by the degree of trailing Stability and Control Record Project edge flap deflection set by the skip- Pitch: As with all conventional sail- (Continued From Previous Page per. ing craft, there is a nose down pitch- The wing-sail structure is being de- ing moment from the high thrust line and as such controlling the height of signed such that there is no tendency and low drag line (Figure 3). While the boat also controls speed. The for it to twist when subject to aerody- hullborne, this is balanced by the lon- team believes there is no other sailing namic loads. This was considered es- gitudinal stability gained from trim- boat which has this overall degree of sential to preserve the aerodynamic ming of the slender main hull. active control. balance of the wing-sails. However, as the hulls rise free from the surface of the water, this hydro- Each rigid wing-sail of the v-44 is The target ratio of boat speed to wind split into an inner and outer portion static pitch stability is progressively speed is 2.3:1. The maximum speed lost. Instead, when ‘flying’, the v-44 (four planks in total) and each portion of the boat is expected by the design- is free to rotate or ‘weathervane’ in- achieves longitudinal trim from the ers to be restricted only by the onset nose up pitch moment due to the lift dependently about its longitudinal of cavitation on the keel and rudder axis, aligning itself into the air from the horizontal wing-sail forward foils. This is maximized by using a combined with the boat weight stream. Similarly, each of the outrig- cambered keel section and transpos- gers attached to the wing-sail is free through the aft centre of gravity. ing between two keels as the boat Finally, down-thrust on a small hy- to rotate about the same axis de- tacks. For speed sailing record at- scribed above. When an outrigger is drofoil at the base of the rudder fur- tempts, the v-44 is designed to sail in ther contributes to longitudinal a wind blowing stability. from the sea over a low lying break- water to minimise sea swell. The v-44 Alba- tross project will initially be devel- oped purely in a computer envi- ronment utilising both Computa- tional Fluid Dy- namics (CFD) for the aerodynamic and hydrody- namic design and Finite Element Analysis (FEA) for the structural design. Both of Figure 4 – Front view of v-44 showing forces acting these techniques Figure 5 – Top view of v-44 not in contact with the water, it sim- are to be combined showing wing-sails and keels each ply ‘weathervanes’ or aligns into the to carry out a full Fluid /Structure In- canted at 45 degrees air stream. The skipper has no direct teraction (FSI) simulation of the per- control over the sail portion or outrig- formance of the craft. ger attitude, rather this is controlled Continued on Page 12
IHS Third Quarter 2011 Page 11 WELCOME NEW MEMBERS v-44 Albatross World Speed Sailing boat back to the start point for each (Continued From Page 2) Record Project run was also seen as increasing the (Continued From Page 11) risk of accidents that could damage Acquisition Internship Program, the craft. The team also considers that experimental model tests in the Da- Roll: As with all conventional sailing a tacking boat adds little complexity vid Taylor Model Basin facilities, craft, there is a heeling moment in- and that the design offers good effi- and at-sea trials of small craft and duced from the vertical wing-sail side ciency and balance across the speed towed underwater vehicles. Da- force. With the v-44, this is largely range, not just tacking ability.. Last vid’s current research involves Sur- balanced by the lift force from the but not least, breaking the outright face Effect Ship dynamics in waves. horizontal wing-sail. An aerody- speed record will be a very effective namic moment to further oppose the way of introducing a new class of heeling moment is induced through sailing boat. A degree of automation SUPRAMAR PT-150 RC MODEL twisting each wing-sail (Figure 4). will make it possible to use this con- (Continued From Page 9) This twist lowers the centre of lift figuration to sail longer missions and from the vertical wing-sail, and ex- to break other records which is not inside the remaining sections of the tends outboard the centre of lift from possible with a single tack boat. model, Søren decided to make all but the horizontal wing-sail. A further two of the exterior doors functional so opposing moment is induced through Specifications that they can be opened to peer inside deflecting trailing edge flaps located Velocity not to exceed: 70 knots the model. All doors come complete on the horizontal wing which sup- (80.5 mph, 129.6 km/h) with working door handles! ports the aft outriggers. Furthermore, Length overall: 44.2 feet (13.5 the second crew member positions The model is designed to be able to be metres) himself on the windward aft outrig- separated into many sub-parts for Sail area: 26 m2 (for each of two ger to provide a more favorable boat ease of maintenance and repair. Sev- wing-sails) centre of gravity position. eral hidden latches on both the port Weight empty: 520 kg and starboard sides secure the super- Why the ability to tack? Weight operating: 670 kg structure to the hull and these are si- multaneously locked or released via a Many earlier speed sailing vessels single actuator. have been designed to sail on only a NEW BENEFIT single tack. However the v-44 has IHS provides a free link from One of the neat features of the model been designed to tack for practical the IHS website to members’ per- is that there are few external indica- reasons. A tacking boat was seen as sonal and/or corporate site. To re- tions that the model is radio con- offering more than twice as many re- quest your link, contact William trolled. The first impression is that the cord attempt runs for a given window White, IHS Home Page Editor at hydrofoil is purely built as a detailed of conditions. Towing a single tack [email protected] static display model. The switch for the radio control gear, the bow foil ad- justment jack and the central locking IHS BOARD OF DIRECTORS actuator for securing the superstruc- ture are all neatly hidden under a 2009-2012 2010-2013 2011-2014 hatch on the foredeck. Mark Bebar Sumi Arima Joel Billingsley IHS OFFICERS 2010 - 2011 John Meyer President Dennis Clark John R. Meyer Martin Grimm Mark Bebar Vice President William Hockberger Joel Roberts Captain Frank Horn
Frank Horn Treasurer George Jenkins William White John Monk Joel Billingsley Secretary
Page 12 IHS Third Quarter 2011
Fourth Quarter 2011 The NEWS LETTER John Meyer, Editor‐in‐Chief International Hydrofoil Society Martin Grimm, Sailing Editor PO Box 51— Cabin John MD 20818—USA Barney C. Black, Publisher
Hydrofoil Shangri‐La By Barney C. Black, IHS Life Member The golden era of hydrofoils ended nearly half a century ago; many of the hydrofoil pio‐ neers who created that era have passed away; and mul hull designs –not hydrofoils – characterize the fast ferries being built today. Yet there is a place – high in the Andean mountains at the remote border of Bolivia and Perú – where me has stood s ll, and hydrofoil ferries endure and thrive. They operate in crisp, refreshing, and thin air at 12,507 feet (3,811 m) above sea level on Lake Ti caca, the world’s highest commercially navigable lake. At a length of 118 miles (190 km) and a maximum width of 50 miles (80km), Ti caca is also the largest land‐locked lake in South America. Inside this issue My son and I recently spent four days exploring this area, moving around the Je oil Evolu on ...... 2 lake by hydrofoil. Normally Lake Ti ca‐ ca tourists who want to ride the hy‐ President’s Column . . . . 2 drofoils arrive and depart in La Paz Amphibious Hydrofoils . 8 Bolivia; however we flew from Lima Perú to Juliaca, then took a shu le to PHM Name Change . . . . 9 our hotel in Puno. There we spent a day acclima ng to the al tude… and From the Boardroom . . 11 buying sweaters (did I men on that Very Li le Squirt ...... 11 the air is crisp, especially at night?). Find Old Friends ...... 11 Huatajata Harbor, Bolivia (Con nued on page 4) Evolu on of the Hoop . 12
open‐ocean opera ons. The design is strik‐ Online edition extras Joint IHS / SNAME SD‐5 ing, a radical change from prior warship Dinner Meeting configura ons. LCS’s trimaran hullform Hidroalas Shangri‐La . . . . .13 provides advantages in hydrodynamics and By Allen Ford in payload capacity and arrangement. De‐ livery of LCS 2 USS Independence to the US IHS Sustaining Members Each quarter, IHS and the Advanced Sur‐ Navy in December 2009 marked the culmi‐ face Ships & Cra Panel (SD‐5) of the Socie‐ na on of nearly ten years of development ty of Naval Architects & Marine Engineers by Austal. Eleven more LCS trimarans are (SNAME) host a dinner mee ng and under contract, with the second ship presenta on in the Washington DC Metro planned for delivery in 2012. area. On September 22, 2011, Mike Web‐ ster—Chief Naval Architect, Austal USA— LCS is an aluminum trimaran 127 m (417 ) gave an informa ve update on one of the long, a displacement of 2,800 mt, and a most unique combatant ships being ac‐ dra of 4 m (13 ). Its deck beam a is quired, Austal USA’s aluminum trimaran extensive, providing capability to handle Li oral Combat Ship (LCS). CH‐53 helicopters, whose blade diameter is 68 , while simultaneously handling UAVs The LCS is designed to combat asymmetric (unmanned air vehicles). The deck area is threats such as mines, quiet diesel subma‐ rines, and fast surface cra … primarily in (Con nued on page 10) the li orals; however it is fully capable of
IHS NL 4th Quarter 2011
Jetfoil Evolution by Bruce Bryant, IHS Member
In the la er part of 1973, I was assigned to My first impression a er previewing the the Je oil program as test manager. The Je oil drawings was a bit of a shock to see test group was responsible for wri ng all of that this design was contrary to what Boe‐ the test documenta on. This included hy‐ ing spent the last 10 years in development drosta c, func onal, dockside and under‐ of state‐of‐art hydrofoil technology. The way test procedures for all Je oils. The foils and propulsion system configura on Je oil was intended to reflect Boeing’s were not like Tucumcari. The foils were hydrofoil exper se based on the Tucum‐ thick and in rectangular shape which was From the Author cari’s successful design and performance, unlike anything I had ever seen while but it fell short in several areas. The Je oil tes ng hydrofoil models at Boeing. The This is the 2nd in a 4–part series was designed by Project Group and not propulsion system configura on, which of my experiences, observa ons, the Engineering Staff which was responsi‐ was the heart of the overall performance and comments: my 25 years with ble for the PGH‐2 design. of the boat, was again nothing like Tucum‐ cari; in fact it was just the opposite. The Boeing Marine Systems (BMS) as The Je oil concept was the brainchild of Bill PGH‐2 propulsion configura on had two a test engineer and manager Shultz, Chuck Coffey, and Bob Gorenstein inlets (one on each a strut) and one tur‐ from 1962‐1987. who along with the Sales Group sold five bine and pump. Either inlet could supply boats for $3.5 million each on paper based enough water to the pump, so if one inlet All comments are my own and do on their design. Three Je oils were sold to not reflect the opinions of The un‐we ed or got plugged the other inlet PST (Pacific Sea Transport) Seaflight in Ha‐ kept supplying water to the pump. Any de‐ Boeing Company or their employ‐ waii, and two short‐stru ed boats to FEH bris that went through either inlet went (Far East Hydrofoil) in Hong Kong. ees or re rees. (Con nued on page 3)
“My first impression... was a bit of a shock to see that this design was contrary to what Boe‐ ing spent the last 10 years in development of state‐of‐art hydrofoil technology. “
Welcome New Members President’s Column Jane Louie is the Asst. Dept. Manager for the Naval Ar‐ To all IHS members: I wanted all of you to know that I was in a very serious auto accident chitecture Dept at Gibbs & on June 3, 2011 and have been slowly recovering. I am now able to walk short distances Cox, Inc. She has played an unaided by a walker or cane. Most of the pain from the accident is gone, but I re easily. ac ve role on the LCS Free‐ dom program, with a focus In the best interest of the IHS, I have asked Barney Black to fill in as Newsle er editor on weight & stability, as star ng with this issue. I’m sure he will do a super job. well as leading various con‐ Best regards to all and hear elt thanks for the get‐well cards and messages that I received cept and feasibility studies. from many of you. Prior to her posi on at John Meyer, IHS President G&C, Ms. Louie worked as a [email protected] Combat Systems Engineer for Alion Science & Technol‐ ogy. She designed and pro‐ Notes from the Publisher duced so ware for post‐ processing analyses of IR I am doing the paste‐up and some tweaking, but John Meyer is already back at work on and RCS signatures data, the newsle er solici ng and pulling together ar cles, news, and photos. Contribu ons are evalua on of ship surviva‐ encouraged and needed… send ques ons or contribu ons to [email protected] (for sailing‐ bility and suscep bility, and related correspondence, send to [email protected]). graphical analysis of EMI‐ EMC data output. This Newsle er edi on is an experiment in conver ng from Corel Ventura to Microso Publisher. Format is modernized to support more and larger photographs and to accom‐ modate short news and factoid blurbs to fill in around the ar cles. Please send observa‐ ons and comments to [email protected] 2
IHS NL 4th Quarter 2011
Welcome New Members
Philip J Schneider re red in 2009 as a US Navy civilian ship acquisi on and life cycle manager from his po‐ si on as Deputy Division Director for Fleet Introduc‐ on in PEO SHIPS. He is now a consultant to the ship‐ building and support indus‐ tries, focusing on high per‐ formance USN ships and cra , including the new Ship‐to‐Shore Connector. Phil is a licensed Profession‐ al Engineer (PE) with mas‐ ter’s degrees in Engineering Administra on; Public Affairs; and Na onal Securi‐ ty & Strategic Studies. While in PEO SHIPS, he de‐ veloped educa on process‐ es across all ship classes under the PEO’s responsibil‐ Je oils are s ll in regular use today. ity. He coordinated intro‐ Top: Turbojet’s Urzela (photo by SoHome Jacaranda Lilau) duc on of Lean Six Sigma Bo om: Kyushu Yusen’s Venus (photo by Ryou MigiIki ) and fostered process im‐ provement ini a ves. Prior to this, Phil worked with fleet, shipyard, and industry Jetfoil Evolution to plan and execute mainte‐ nance and moderniza on (Con nued from page 2) the test procedures we inquired and asked for East CoastD LHA and LH ques ons about our concerns but we were class amphibious ships un‐ completely through the pump and nozzle. told that the boat had already passed the der PMS470 cog. He intro‐ On the other hand, a er review of Je oils design approval stage and the configura on duced the "A" Team con‐ inlet, pump and nozzle clearances, the pro‐ could not be changed. This answer did not cept (now evolved and ex‐ pulsion system could have poten al prob‐ alleviate our concerns about design limita‐ panded to TEAM SHIPS) to lems. Je oil had one inlet (center strut and ons that might affect boat performance the Large Deck Amphibious extra drag) and two pump/ turbine combina‐ during future underway opera ons. This put Ship community. ons. When the inlet un‐we ed, both tur‐ all BMS test personal at odds with project Earlier, Phil was the bines had the poten al for shutdown. Any group and sales department throughout the PMS377 Acquisi on/SLEP debris that went through the inlet could get whole Je oil program. Manager for the Landing stuck on the hull‐strut interface grate or pass Cra , Air Cushion (LCAC) through the grate to get stuck in the pumps or The first Je oil keel was laid in the winter of 1973, and the first launch was in April of Program, covering both nozzles. This basic design fault later caused technical and programma c 1974 at the Renton BMS Facility at South many schedule delays, degraded rough water aspects. Over his 22 years performance and created high maintenance end of Lake Washington. A er several on the LCAC program his months of dockside and hullborne tes ng costs. involvement spanned the Je oil 001 was ready for it’s first takeoff. Sev‐ transi on from the full scale One other thing that was a safety problem eral a empts were made during trials in R&D Jeff(A) and Jeff(B) was the stairwell to the upper deck that June but were unsuccessful. Changes were cra , through produc on faced the wrong way as many passengers made to the takeoff controller, new nozzle and fleet introduc on of 91 and crew were thrown down the stairs into and hull trim tabs were added before the cra . Phil was closely in‐ the bulkhead on the lower deck during rough first takeoff was finally accomplished in July. volved with LCAC SLEP sys‐ water causing many injuries, some serious. Je oil 929‐100‐001 was to be used for ini al tems development, tes ng Why these basic design deficiencies weren’t tes ng and had no interiors except for some and service introduc on. pondered in the design phase is a mystery to used seats for the test crew. A few ini al this day since I and many other BMS employ‐ foilborne tests and demonstra on runs were ees stated their concerns as early as 1973. made on Lake Washington before we transit‐ When my team of test engineers was wri ng (Con nued on page 9) 3
IHS NL 4th Quarter 2011
Hydrofoil Shangri‐La
(Con nued from page 1) relentlessly fast guide Dante. While walking, we enjoyed the magnificent This trip in early March was during the Mr. Morgan bought a second ALBA‐ views and dodged dozens of sheep and rainy season. Nevertheless we were for‐ TROSS the following year, and later, two the occasional llama. (As I subsequently more. Yet Crillon Tours’ success in build‐ tunate to have sun all day the en re trip, reported to US Customs, I did not stum‐ with rain at night, and freedom from ing the level of tourism on the lake de‐ ble into a single incidence of animal manded even more capacity. Mr. Kock masses of tourists. droppings. That is my story, and I am designed and built a 50‐foot hydrofoil to s cking to it. The customs officials let me The next day we took a van to the bor‐ carry 40 passengers. He completed the keep my shoes). der, walked into Bolivia, and met our detail design drawings in the USA, gener‐ guide Dante from Crillon Tours. A er a a ng a material list of over 1,400 line Lunch me arrived. We stopped at stone lazy morning wandering around the pic‐ items. In Pennsylvania, he gathered all fountain built by the Incas with three turesque town of Copacabana, we the necessary raw material, equipment, spouts, where we drank from the clear walked down to the waterfront and engines, and tools, and shipped the lot spring water, then walked down the long boarded the COPACABANA ARROW. to Bolivia. Construc on began in Decem‐ Inca stairway, and made our way to the A er a pleasant ride, we disembarked at ber 1975. The boat was launched in Sep‐ Uma Kollo restaurant overlooking the Sun Island (sacred birthplace of the Incan tember 1976 with the name BOLIVIA lake. At this restaurant, also owned by sun god) and climbed up to our hotel, ARROW. It was tested and ou i ed, Crillon Tours, we dined on delicious lake the Posada del Inca, restored by Crillon star ng service in February 1977. trout retrieved right before cooking from Tours from an old and rambling hacien‐
“I boarded the hotel’s ‘shu le’ (a mule) and rode the rest of the way swaying in comfort.”
da. Porters carried our luggage and lap‐ one of the many trout farms in Lake Ti ‐ A second vessel of this design was tops, but s ll I got a bit out of breath caca… an exquisite meal. hiking up the hill at that al tude in the planned, but Helmut Kock was experi‐ wake of our indefa gable guide Dante. encing problems with his eyesight. He The TITICACA ARROW, captained by Ri‐ underwent three opera ons on his re ‐ cardo Mata, waited below to carry us So I boarded the hotel’s “shu le” (a nas in Bolivia, followed by three more and a German tour group back to Copa‐ mule; there are no cars on the island) surgeries in the USA. This ordeal kept cabana. We stopped off on the way at and rode the rest of the way swaying in him from working for three years. Moon Island (Isla de la Luna). From this comfort. The Posada del Inca is a charm‐ Crillon’s need for more passenger capac‐ island, the creator‐god of Inca mythology ing, beflowered hotel… no phones or TVs ity remained. Mr. Morgan traveled to Viracocha, commanded the rising moon. in the rooms, but incomparable views of Italy and purchased a 60‐passenger SEA‐ Here we toured the ruins of the Temple the lake, plenty of hot water, and – get FLIGHT, which he named SUN ARROW. of the Virgins, a sort of Incan nunnery. this – electric blankets on the beds. Later on, he acquired a 28‐foot (8.5 me‐ Sweet! ters), 6‐passenger VOLGA hydrofoil from Darius Morgan, the dynamic owner and Russia, now called GLASNOST ARROW. president of Crillon Tours in La Paz, Bo‐ In 1983‐84, Helmut Kock returned to livia, assembled the 7‐boat hydrofoil Bolivia to stretch one of the original four fleet and has kept it opera ng for so boats, the TITICACA ARROW, by 6‐1/2 many years. He began in 1966 by pur‐ feet (2 meters) to increase the passenger chasing one of the fourteen 20‐ capacity to 30 persons. passenger ALBATROSS‐type hydrofoil Let’s now advance from historical mes ferries designed and built by Helmut to the recent past. A er a delicious lunch Kock to serve as water taxis for the 1964 at the Posada del Inca, my son and I New York World’s Fair. That boat rode a spent the a ernoon reading and loung‐ freighter to Matarani, Perú; it then con‐ ing in the warm sun, listening to the nued by rail to its unlikely new home sounds of firecrackers exploding in cele‐ on the lake. Mr. Kock trained a local bra on of Carnival week, and wai ng Copacabana, Bolivia crew in hydrofoil opera on and mainte‐ for dinner, which we wolfed down in Walking down to the harbor nance. They built docking facili es in the complete enjoyment. The next morning Bolivian towns of Huatajata and Copaca‐ we hiked all over Sun Island, trailing our bana, and on Isla del Sol (Sun Island). (Con nued on page 5)
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IHS NL 4th Quarter 2011
The Hydrofoil Fleet
Below is a list of the hydrofoils that Crillon Tours owns and operates on Lake Ti caca: Original 4 Albatross models: Andes Arrow Copacabana Arrow Inca Arrow Ti caca Arrow (later stretched)
Subsequent Acquisi ons: Sun Arrow – Seaflight type from Italy Bolivia Arrow – larger capacity vessel designed and built by Helmut Kock Glasnost Arrow – Russian Volga
Copacabana, Bolivia on Lake Ti caca
Hydrofoil Shangri‐La
(Con nued from page 4)
From Moon Island we hydrofoiled on to Co‐ pacabana. At the border we parted from our indefa gable guide Dante and motored back to Puno. Crillon Tours operates seven hydrofoils with a capable crew of mechanics, pilots, and sailors. Their website is www. caca.com. Although Darius Morgan, Sr. is s ll Presi‐ dent, his son Ing. Darius Morgan, Jr. and daughter‐in‐law Elsa A. de Morgan serve as the execu ve management. All boats are maintained in excellent mechanical condi‐ on and deliver fine performance. Tourists arrive from all over the world to visit Lake Ti caca and travel on these ferries. Will you join them? [Editors Note:The on‐line edi on of the IHS Newsle er adds this complete ar cle in Spanish and addi onal photographs of the Lake Ti caca envi‐ rons] (More photos on next page ) Ti caca Arrow Copacabana Harbor 5
IHS NL 4th Quarter 2011
Hydrofoil Shangri‐La (Con nued from previous page)
Copacabana Arrow (6 photos)
6 (More photos on next page )
IHS NL 4th Quarter 2011
Hydrofoil Shangri‐La (Con nued from previous page)
Captain Ricardo Mata
Ti caca Arrow (5 photos)
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IHS NL 4th Quarter 2011
Remember Amphibious Hydrofoils? Yes, I Do! By V. H. Van Bibber, IHS Member In the IHS Newsle ers for the 1st and 2nd quarters of 2011 there were ar cles “Do You Remember Amphibious Hydrofoils?" I am respond‐ ing from personal experience. John Bader and I were instrumental in ge ng Food Machinery Corpo‐ ra on (FMC) to make a presenta on to US Navy Bureau of Ships pro‐ posing an amphibious hydrofoil. FMC then received a contract to design one, which became the LVHX‐2. John and I designed the hy‐ drofoil system, and I made the model and had the hydrofoils made for tow tank tests at David Taylor Model Basin (DTMB) at Carderock, MD. The photographs are of the model and the hydrofoil system used in the tow tank test. Another item of interest is the LCVP Halobates built by Miami Ship‐ building Corp. (MSC). BUSHIPS wanted MSC to demonstrate the oper‐ a on of the cra in a moderate seaway to General James of the US Marines. I was selected to go to the demonstra on with the General. During the seaway tests the pilot made a 180‐degree turn on a wave; Foil Model for LVH Tow Tank Tests the cra rolled out of the turn, and water came over the bow. The Built by V.H. Van Bibber General said that’s enough let’s go back to port. We returned to Washington DC, and the General prepared a le er to BUSHIPS ordering all funds rescinded in the development of hydrofoil landing cra . I asked Robert Fyfe (Head of Code 421) and Owen Oak‐ ley to request withholding the le er un l another demonstra on could be arranged. General James agreed to return to Miami for an addi onal test series. I then asked to be assigned as the Bureau of Ships hydrofoil test pilot. CDR W. M. Nicholson and LCDR Randal King prepared a le er sta ng my authoriza on to be a hydrofoil test pilot. We returned to MSC. Sea condi ons were more severe than the pre‐ vious tests. The Halobates pilot and I were onboard when we arrived at the area of tests. I took the controls and flew maneuvers including 180‐degree and 360‐degree turns without any foilborne problems. The General called for us to come to the escort vessel to pick him up. We again flew into the seaways without any disagreeable opera onal tests. The General stayed aboard Halobates for the ride back to port. The problem with the first demonstra on was that the MSC pilot Hydrofoil on Carriage would reduce the cra speed in the turns. This caused a rapid loss of Later Mounted on Hull Model for Final Test li on the outboard side of the turn – where we wanted an increase of hydrofoil li . As a result, the cra would plunge on the outboard side, causing water to come over the bow. LVHX2 in Ac on General James returned to his office at the Bureau of Ships; he imme‐ From: cover of FMC Progress Magazine, Vol. 14, No. 1 diately withdrew his le er to rescind the funds and allowed us to con nue with the opera onal test program.
Hull Model for LVH Tow Tank Tests Built by V.H. Van Bibber
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IHS NL 4th Quarter 2011
Jetfoil Evolution
(Con nued from page 3) test program while everyone regrouped gian Gulf Cruises from Victoria to Van‐ to solve the problem. Two fixes were couver Canada. Je oil 001 the ed to Elliot Bay and the BMS facility at installed, a TUPS (Turbine Unloading “Kalakaua” the refurbished test boat was Pier 91 in Sea le. Except for the ACS Protec on System) and a “contouring” delivered in August and 004 the “Kuhio” (Automa c Control System), all basic mode which increased the response to in September 1975. BMS test personal systems were in the produc on configu‐ wave encounters and ver cal accelera‐ in Renton and Sea le were working 10‐ ra on. Water barrels were used for bal‐ ons that degraded ride quality. The 12 hours a day and o en 7 days a week. last to simulate weight and balance for fixes helped foil broaching and inlet un‐ The BMS SST (Ship System Test) organi‐ various fuel and passenger loadings. Ini‐ we ng enough to define the rough wa‐ za on that was created in 1974 and was al calm water tes ng of a new hydrofoil ter capabili es. Je oil was basically a 40 comprised of two test teams with Dick design is intended to determine vehicle knot sea state 4 boat and not the adver‐ Dougan on PHM and me on Je oil both behavior rela ve to the design criteria. sed 45 knots in 12 foot waves. Je oil repor ng to Vern Salisbury. When I was‐ On a new boat such as Je oil, tes ng is tes ng on boat 001 ended in February n’t launching, transi ng or tes ng boats I equivalent to that performed on a new 1975 and returned to Renton for refur‐ was training customer crews in Hong aircra . The scope of calm water tes ng bishment and interior installa on. Kong and Hawaii. was to verify both hullborne and foil‐ Meanwhile boat 002 which was the first borne performance envelopes and at of two short stru ed boats for FEH was My next Je oil adventure which I mes was rather boring. Several months undergoing builders acceptance and will never forget was the delivery of calm water tes ng included 144 trials Coast Guard cer fica on trials. Boat 002 of boat 006 to Venezuela. for propulsion, hydrodynamic drag and the “Maderia” was accepted by FEH in foil incidence angles changes for op ‐ February 1975 and commenced service mum performance. Test were also con‐ between Hong Kong and Macao in April ducted on the pre‐produc on ACS and of 1975. In March 1975 boat 003 began on produc on ACS a er it was installed. tes ng, cer fica on and builders trials By December 1974 we were ready to for PST. move on to rough water tes ng. During the transit to rough water in the Strait The “Kamehameha” commenced inter‐ of Juan de Fuca we encountered large island service in Hawaii in June 1975. swells and the turbines shut down sever‐ Boat 005, the “Santa Maria”, the second al mes before we returned to Pier 91. and last short stru ed boat was deliv‐ No surprise, but it was worse than I ex‐ ered to FEH in June. Before delivery we pected, and it was a serious delay to the ran a short demonstra on run for Geor‐
The PHM Name Change
By Karl Duff, IHS Member program sponsor in the Office of the Chief So I wrote a memo to the Commander of of Naval Opera ons. Despite many con‐ the Naval Sea Systems Command, Vice Early in 1974, I was serving as the PHM tacts, phone calls, and vigorous argu‐ Admiral Robert Gooding, asking him to Deputy Program Manager under the late ments, the official SECNAV No ce had take the ma er to ADM Kidd. I included in CAPT Jim Wilkins. We were making rapid been promulgated. No one wanted to go the memo all the background and the progress with Boeing to build the lead back to the Secretary of the Navy to per‐ thought that if we could not obtain a ship. However, the release of SECNAV suade him he’d made a mistake. name change, the crew would have to be No ce 5030 (15 Feb 1974) caused deep “figh ng men indeed.” A er two further consterna on in the program by naming I finally decided there was only one man weeks had passed with no response, I the lead ship Delphinius (Greek for in the Navy who could and would make went upstairs to inquire of VADM Good‐ “Dolphin”). Upon realizing the effeminate the effort, if we could get word to him. ing’s Execu ve Assistant, CAPT (later sound of the adulterated name Delphinius That was Admiral “Ike” Kidd, a colorful RADM) Ed Peebles. He was very harsh on and especially the further adulterated and vigorous four‐star who commanded me, saying, “You might as well forget it. I name of Dull Penis, we immediately set the Naval Material Command and had a tried to change the name of a submarine about to obtain a name change. Everyone strong fleet background. His frequent ex‐ once and got absolutely nowhere! As far told me it was impossible, but we decided pressions of fleet problems indicated he as I know, no one has ever succeeded in to try anyway. would certainly understand and agree changing the name of a ship, especially with the need for a name change – and the lead ship of a new class a er the Sec‐ I tried every avenue I could find, all the would not shrink from saying so to the offices involved in the original name selec‐ retary of Navy has officially announced it!” Secretary. on – The Office of Naval History and our (Con nued on page 10)
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IHS NL 4th Quarter 2011
Joint IHS / SNAME SD‐5 Dinner Meeting
(Con nued from page 1)
1030 sq m (10,760 sq ). Top speed exceeds 40 knots, and its range unrefueled is 3500 nm. It has 4 ac ve ride‐ control fins on the main hull, two forward and two a . Mike Webster described the LCS 2 as a thin monohull sta‐ bilized by outriggers, imply‐ ing that they normally car‐ About the Presenter ried a very small load. A thin monohull ship is known to be Mike Webster has been a low‐drag hullform, and Austal USA's Chief Naval Mike also noted placing the Architect for the past eight outlying hulls longitudinally so that they achieved a favorable wave reflec on reso‐ years. His responsibili es nance at design speed. have included developing the detail designs and pro‐ LCS 2 has 4 movable waterjets for maneuvering. It has known missions such as mine‐ duc on informa on for the hun ng; but many mission suites are specified only by various weight, space, electrical LCS trimaran and Joint High hook‐up, etc. interface requirements. Mike said that the aluminum, having a high Speed Vehicle (JHSV) cata‐ strength‐to‐weight, is 5083 H116 (ASTM B928), with 6084 T5/T6 tailored (not next size maran. up) extruded decks. He also described solu ons to aluminum specific problems, such as fire protec on, fa gue cracking, and welding. The LCS 2 is not painted above the For four years prior to that water line; but it is below. Mike worked at Kvaerner Philadelphia, developing Mike described the produc on line process as a main line from top (in) to bo om build strategies for the Mat‐ (out) with auxiliary major parts moving from produc on sta ons on the le . The die‐ son 2600 and 2500 teu* sels, used up to 18 to 19 knots, exhaust out of the outriggers. The design rules used container ships and early are a combina on of ABS, IMO and USN rules. From the overall appearance of the planning for their 46,000 LCS it appears to have achieved a low radar cross sec on. The LCS 2 has passed suc‐ dwt product tankers. cessfully underwater explosive tests. It is also required that it survive in sea state 8, and have a 30‐year service life. Mike was previously the Disney Cruise Line's lead steel inspector at Fincan eri in Italy during construc on The PHM Name Change of Disney Magic and Disney Wonder. Before that, Mike spent (Con nued from page 9) name change to the USS Delphinius?” five years at Ingalls Ship‐ “Yes,” I replied, wondering what was next. building as lead naval archi‐ He said it was a dead issue, and he would tect for launchings, sea tri‐ not take it up again with ADM Gooding. “ADM Kidd said to tell you that Secretary Middendorf has agreed to a name change. als and drydockings of While we were talking, VADM Gooding CG 47, DDG 51, and LHD 1 passed us on his way out of the office. I He wants to know if the proposed alterna‐ ship classes. soon le also, now convinced there was ve name, USS Pegasus is okay with you.” Mike studied naval architec‐ no hope. There at the elevator was VADM I thought Pegasus was a great name, es‐ ture and marine engineer‐ Gooding. He was on his way to the base‐ pecially for the type of vessel it was to ing at Webb Ins tute of ment to catch his car to ADM Kidd’s represent – flying hydrofoil ships. In less Naval Architecture and the office! I quickly filled him in on the memo than two weeks, a new SECNAV No ce University of Michigan. and asked if he had realized that one of 5030 had been promulgated, making the the adultera ons of the name Delphinius name change official. was Dull Penis. He had not, but promised to take it up immediately with ADM Kidd. I never understood how all of the vain * one teu is equivalent to a effort of weeks could be so fu le then standard 20‐foot container Two days later I was called by ADM Kidd’s suddenly all fall into place. I s ll have diffi‐ Execu ve Assistant. “Is this the young culty thinking it was all merely a coinci‐ buck Commander who has asked for a dence. 10
IHS NL 4th Quarter 2011
IHS Membership Dues for 2012 From the Boardroom Elec on of IHS Officers for the year As 2011 draws to a close, it is me to pay your dues for 2012… unless of 2012 was cer fied at the mee ng of course you have already paid! Individual membership op ons are: US$30 for the IHS Board of Directors on 23 June one year; $56 for two years; or $82 for three years. Student membership is 2011. Congratula ons to the following s ll only $10 per year. Sustaining memberships are available to corpora ons, outstanding contributors to IHS (their non‐profits, and other organiza ons and groups for $250 per year. names may sound familiar): You can pay online by credit card via PayPal. Go to www.foils.org/ John Meyer, President membership.htm and follow the instruc ons. This works from inside or out‐ side the USA. Alterna vely, you can mail a check drawn in US dollars on a USA Mark Bebar, Vice President bank to IHS; PO Box 51; Cabin John MD 20818; USA. Joel Billingsley, Secretary The IHS Board of Directors, Officers, and Staff are volunteers, and they pay Frank Horn Treasurer dues like all IHS members. IHS dues do not go for salaries. They pay the ser‐ vice providers for two IHS websites (foils.org and hydrofoilworld.org), the Frank Horn presented a proposal from BBS, newsle er publica on, and miscellaneous expenses. Dinner mee ngs in Dave Patch to ini ate a PHM reunion. the Washington DC area funded by admission fees, not by IHS dues. The Board saw merit in pursuing this, no ng that it is a major effort to organ‐ ize. A sugges on was made to make Little Squirt… Very Little Squirt this a Navy Hydrofoil Program reunion to increase the par cipa on. For his next project, master modeler Yoichi Takahashi is undertaking to de‐ IHS Webmaster Bill White presented sign and build a radio controlled Li le Squirt model. He is now working on a sta s cs for the site showing that visits water jet power pump and needs informa on… he believes Li le Squirt has a have decreased significantly over last general purpose centrifugal type pump, but he could use details. You can con‐ year. Causes are not clear, but the drop tact him via the IHS BBS bulle n board, accessible from www.foils.org. may indicate a need to refresh the site. Accordingly, foils.org has been reor‐ ganized, including use of bu ons at the top of the screen for ready access to content. An improved Search feature has been added.
Find Old Friends; Make New Ones
Nestor Rojas, former Je oil Captain in Puerto La Cuz, Venezuela in 1977, contacted IHS for help in loca ng Lawton Evans, the Je oil engi‐ neer who trained him in Hawaii with Boeing Marine Systems. Bruce Bryant, who is wri ng a series of ar cles for the IHS newsle er about his Je oil experiences gave the disap‐ poin ng news that Lawton Evans had passed away several years ago. The moral of the story: Don’t wait to contact and catch up with your co‐hydrofoilers from the past, and don’t let your current contacts fade away. IHS will help look for long‐lost hydrofoil friends. The IHS bulle n board (BBS) is a good medium to catch up and to share with those whom you know and other interested hydrofoilers whom you don’t know… yet!
[22 Oct 1976 Honolulu Hawaii] Nestor Rojas completes his training aboard the Kalakaua. L to R: Lawton Evans, Pascual Rivas, Oscar Contreras, Bruce Bryan, Arturo Corzo, Charles Herzer, Nestor Rojas 11
IHS NL 4th Quarter 2011
Evolution of the Hoop
Professor Oscar Tietjens’ patented the surface‐piercing hoop foil was first tested in 1932 on a small speed boat at Philadelphia. That 500 lb. cra reached about 25 mph with only a 5 hp motor. Tietjens later re‐ turned to Germany where he con nued his hydrofoil development work. The VS‐7 hydrofoil, a 17‐ton cra with a hoop foil system, was built in Schleswig, Germany, at the Vertens Shipyard. The VS‐7 was built to the same displacement and had the same power as Baon Hanns von Scher‐ tel’s VS‐6. The two boats were competed under the auspices of the Ger‐ man Armed Forces. Although the VS‐7 a ained a speed of about 50 knots compared to the 47 knots of von Schertel’s VS‐6, the stability and VS‐7 designed by O. Tietjens maneuverability of Tietjen’s hydrofoil was much poorer than that of the VS‐6, and the VS‐7 had difficulty with take‐off. The hoop foil concept con nues to s mulate the imagina ons of indus‐ trial designers, and the concept is being down‐sized from the VS‐7. The Hydrofoil Romania Extreme is one concept that can be found with a bit of internet searching. Models of this vessel are for sale on ebay.com. The Dolphin Hydrofoil Personal Watercra – brainchild of Nikko van Stolk (www.nvanstolkdesign.com) – is a new concept featured in several technical blogs, including Gizmodo, Trendhunter, Born Rich, and Neo Teo. Front and rear hydrofoils act as underwater wings, li ing the main hull of the cra above the water, increasing efficiency and the maximum achievable speed beyond the capabili es of a tradi onal jet ski. The el‐ lip cal front hydrofoil provides con nuous li , while enabling the rider to execute high speed banked turns. At speed, the cra seemingly flies above the water rather than skipping across its surface. The impeller, embedded in the central dagger board of the cra , provides con nuous Hydrofoil Romania Extreme thrust while the li generated by the foils absorbs the majority of speed‐ robbing turbulence from surface waves. As the cra decelerates, the hydrofoils sink and the cra comes to rest on its hull. Nikko can be contacted at [email protected]. Comments on the prac cality of the Dolphin concept, advantages and disadvantages of the hoop system applied to a personal watercra , or ideas/ recommenda ons for mechanical details, propulsion, materials, mar‐ ke ng, and any related subjects are welcome and solicited. Please copy your comments to [email protected] for pos‐ Dolphin Hydrofoil Personal Watercra sible publica on in a future Newsle er.
Nikko van Stolk, Industrial Designer
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IHS NL 4th Quarter 2011
(Con nued from page 7) Hidroalas Shangri‐La
De Barney C. Black, Miembro Vitalicio de la Sociedad Internacional de Hi‐ droalas La edad de oro de los hidroalas termi‐ nó hace casi medio siglo; muchos de los pioneros que crearon hidroalas en esa época ya murieron; y los diseños mul casco – no hidroalas – caracteri‐ zan a los transbordadores rápidos que se construyen hoy en día. Sin embar‐ go, hay un lugar – en lo alto de la Cor‐ dillera de los Andes, en la remota frontera entre Bolivia y Perú – donde el empo se ha detenido, y los barcos hidroalas perduran y prosperan. Ope‐ ran en el frío vigorizante y aire enra‐ recido a 12.507 pies (3.811 m) sobre el nivel del mar en el Lago Ti caca, el lago comercialmente navegable más alto del mundo. Con una longitud de 118 millas (190 km) y un ancho máxi‐ mo de 50 millas (80km), el Ti caca es Hidroalas en Huatajata tarani, Perú; después con nuó por también el lago más grande sin salida ferrocarril a su nueva e insólita casa al mar en América del Sur. namos a nuestro hotel, la Posada del en el lago. El Sr. Kock capacitó a un Mi hijo y yo pasamos recientemente Inca, una hacienda an gua llena de equipo local en la operación y mante‐ cuatro días explorando esta zona, recovecos restaurada por Crillon nimiento de hidroalas. La tripulación paseándonos por el lago en un hi‐ Tours. Los porteros cargaron nuestro construyó muelles e instalaciones en droalas. Normalmente los turistas del equipaje y laptops, pero aún así sen las ciudades bolivianas de Huatajata y lago Ti caca que desean viajar en que me quedaba sin aliento al subir Copacabana, y en la Isla del Sol. esa colina a esa altura, debido a la hidroalas, llegan y salen de La Paz en El Sr. Morgan compró un segundo Bolivia; pero nosotros volamos desde celeridad de nuestro infa gable guía Dante. Así que me embarqué en el Albatros al año siguiente y, después, Lima (Perú) a Juliaca, después toma‐ dos más. Sin embargo, el éxito de mos un ómnibus a nuestro hotel en bus del hotel (una mula, no hay co‐ Crillon Tours de elevar el nivel del Puno. Allí pasamos un día aclimatán‐ ches en la isla) y monté el resto del camino con comodidad. La Posada del turismo en el lago exigía una mayor donos a la altura... y comprando sué‐ capacidad. El Sr. Kock entonces se teres (¿mencioné que el aire es pun‐ Inca es un encantador y floreado ho‐ tel... no hay teléfonos ni televisores comprome ó a diseñar y construir zante y frío?). Este viaje a principios uno más grande: un hidroalas de 50 de marzo fue durante la temporada en las habitaciones, pero sí hay una incomparable vista del lago, bastante pies que pudiera llevar a 40 pasajeros. de lluvias. Sin embargo tuvimos la Realizó los planos de diseño y detalle suerte de tener sol durante el día to‐ agua caliente para las duchas, y – anoten esto – mantas eléctricas en las en los EE.UU., generando una lista de do el viaje, con lluvia por la noche, y materiales de más de 1,400 ar culos con mucho espacio pues no había una camas. ¡Genial! en el proceso. En Pennsylvania, gran masa de turistas. Darío Morgan, el dinámico propieta‐ reunió todo el material necesario, Al día siguiente nos llevaron en ca‐ rio y aún Presidente de Crillon Tours equipos, motores y herramientas para mioneta a la frontera, cruzamos cami‐ en La Paz, Bolivia, ha armado una construir el barco, y luego envió el nando hacia Bolivia, y nos reunimos flota con 7 botes hidroalas y la ha lote a Bolivia. La construcción comen‐ con nuestra guía Dante, de Crillon mantenido opera va durante muchos zó en diciembre de 1975. El barco fue Tours. Después de una mañana pla‐ años. Comenzó en 1966 con la com‐ lanzado al agua en sep embre de centera paseando por la pintoresca pra de uno de los catorce transborda‐ 1976 con el nombre de Bolivia Arrow, ciudad de Copacabana, caminamos dores ALBATROSS po hidroalas de 20 tras lo cual fue puesto a prueba y hasta los muelles y abordamos el Co‐ pasajeros diseñado y construido por equipado totalmente, empezando a pacabana Arrow. Después de un pa‐ Helmut Kock, para servir como taxis trabajar en febrero de 1977. seo agradable, desembarcamos en la acuá cos para la Feria Mundial de Nueva York del año1964. Ese barco Isla del Sol (lugar sagrado del naci‐ (Con nued on page 16) miento del dios incaico el Sol) y cami‐ fue llevado en un carguero hasta Ma‐
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IHS NL 4th Quarter 2011
Hidroalas Shangri‐La
Inca Arrow Inca Arrow 1968
Bolivia Arrow Lago Ti caca
Sun Arrow
Hotel Posada del Inca
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IHS NL 4th Quarter 2011
Hidroalas Shangri‐La
Isla de la Luna Hotel Posada del Inca
Lago Ti caca
Isla del Sol—Residente
Lago Ti caca 15
IHS NL 4th Quarter 2011
Hidroalas Shangri‐La
(Con nued from page 13) mos, disfrutamos de los magníficos paisa‐ con vista al lago. En este restaurante, tam‐ jes y esquivamos docenas de ovejas y de bién propiedad de Crillon Tours, cenamos Un segundo barco de este diseño fue pla‐ vez en cuando algunas llamas. (Como in‐ una deliciosa trucha de lago capturada – neado, pero Helmut Kock estaba teniendo formé posteriormente a la Aduanas de justo antes de ser cocinada – de uno de problemas con su vista. Fue some do a EE.UU., no tropecé en ninguna ocasión los criaderos de truchas en el lago Ti ca‐ tres operaciones de la re na en Bolivia, con boñigas. Esa es mi historia, y me afe‐ ca... una comida exquisita. seguido de tres operaciones más en los rro a ella. Los funcionarios de aduanas me El Ti caca Arrow, capitaneado por Ricardo EE.UU. Esta terrible experiencia mantuvo dejaron quedarme con mis zapatos). al Sr. Kock alejado del trabajo durante tres Mata, esperó abajo para llevar a un grupo años. La necesidad de Crillon de un hi‐ Llegó la hora del almuerzo. Nos detuvimos de turistas alemanes y a nosotros de re‐ droalas con mayor capacidad de pasajeros en una fuente de piedra con tres caños greso a Copacabana. En el camino nos persis a. El Sr. Morgan viajó a Italia y construida por los Incas, de la cual bebi‐ detuvimos en la Isla de la Luna. Desde esta compró un Seaflight de 60 pasajeros, que mos agua clara de manan al, bajando isla, el dios creador de la mitología inca llamó Sun Arrow. Posteriormente, adqui‐ luego por la larga escalera del Inca, en Viracocha, dirigía a la luna creciente. Aquí camino hacia el restaurante Uma Kollo, visitamos las ruinas del Templo de las Vír‐ rió un hidroalas ruso Volga de 28 pies (8,5 genes, una especie de convento inca. Des‐ de la Isla de la Luna con nuamos a Copa‐ Copacabana—La Playa cabana. En la frontera nos despedimos de nuestro infa gable guía Dante y par mos de regreso a Puno. Hasta el día de hoy, Crillon Tours opera siete hidroalas con un equipo muy capaz de mecánicos, pilotos y marineros. Su si o web es www. caca.com. Aunque Darío Morgan (padre) sigue siendo el presiden‐ te, su hijo el Ing. Darío Morgan (hijo) y su nuera Elsa A. de Morgan trabajan como gerentes ejecu vos. Todos los barcos se man enen en excelentes condiciones me‐ cánicas y ofrecen un muy buen rendimien‐ to. Los turistas llegan de todas partes del mundo para visitar el Lago Ti caca y viajar en estos transbordadores. ¿Quieres unirte a ellos?
metros) con capacidad para 6 pasajeros, que ahora se llama Glasnost Arrow. En 1983‐84, Helmut Kock regresó a Bolivia para expandir uno de los primeros cuatro barcos, el Ti caca Arrow en 6‐1/2 pies (2 metros) para aumentar la capacidad de pasajeros a 30 personas. Ahora volvamos de los empos remotos hasta el pasado reciente. Después de un delicioso almuerzo en la Posada del Inca, mi hijo y yo pasamos una tarde de aban‐ dono leyendo y descansando bajo el sol caliente, escuchando los sonidos de la explosión de petardos en la celebración de la semana del Carnaval, y esperando la cena, la cual devoramos con mucha sa s‐ facción. A la mañana siguiente caminamos por toda la Isla del Sol, detrás de nuestro Lago Ti caca acelerado guía Dante. Mientras caminába‐ 16