First Quarter 2012 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 to Heaven
By Yoichi Takahashi 高橋洋一 IHS Member One day I ventured forth from my Kidugawa City home in Kyoto Prefecture and drove east for 3‐1/2 hours to Toba City in Mie Prefecture, a distance of about 150 km. Toba is a popular tourist des na on at the southern entrance to Ise Bay. Toba’s greatest claim to fame is as the birthplace of cultured pearls. The area is rich in lobsters, fish, and other seafood off the Rias Coast of the Shi‐ ma Peninsula. The beau ful shoreline has a saw‐tooth profile that creates unique scenery with a succession of capes and inlets, deep green remote islands, and pearl culture ra s floa ng Inside this issue on the waves. My purpose was to visit the PT‐50 Hydrofoil Restaurant. Yes, you read correctly. In the township of Je oil — The Good ...... 2 Matsuo, alongside the sightseeing President’s Column ...... 2 road R167 sits one of many restau‐ rants. But this restaurant immediately Have YOU Hugged a Hydro‐ catches the eye because Ousho, a re‐ foiler today? ...... 2 red and re‐purposed PT‐50 hydrofoil ferry, sits proudly on the roof. Welcome New Members . . 3 The PT‐50 was one of the most popu‐ Tacoma Mari me Fest . . . 12 lar hydrofoil ferry designs of the 1960s and 1970s. Ini ally constructed in the Leopoldo Rodriquez Shipyard at Messi‐ Ousho PT‐50 Hydrofoil (Con nued on page 4)
Harbor Wing Autonomous Unmanned Surface Vessels (AUSV)
The 2nd Quarter 2009 IHS Newsle er intro‐ government, commercial, environmental, duced the Harbor Wing Autonomous Un‐ domes c, and interna onal markets. IHS Sustaining Members manned Surface Vessel (AUSV) courtesy of Harbor Wing’s management team includes Ken Childress, Vice President, Business De‐ Stuart Franklin Pla , Rear Admiral (Ret.) velopment at Harbor Wing Technologies USN as Chairman and CEO and Larry A. Col‐ (www.harborwingtech.com). This ar cle angelo as President and Chief Opera ng provides further informa on on the compa‐ Officer. Mark O , an accomplished open‐ ny and its developments, summarized from ocean sailor, serves as Director, Execu ve their website. Vice President and Project Manager. He The Company had ini ated the AUSV concept. Harbor Wing Technologies, Inc. is privately David Hubbard is responsible for Wing Sail owned with offices in Sea le WA and Pearl Design/Engineering. In 1988 he designed Harbor HI. Founded by Mark O and Stuart and built the wing sail for Dennis Connor’s Pla to design and produce an AUSV, Har‐ winning America’s Cup catamaran Stars bor Wing is now focused on developing and and Stripes. IHS member, Dr Sam Bradfield, manufacturing AUSVs for sale to defense, President of Hydro‐Sail, LLC, is responsible (Con nued on page 10)
IHS NL 1st Quarter 2012
Jetfoil—The Good by Bruce Bryant, IHS Member
A er the first five boats, sales of Je oils The most famous boat of all was boat 007, picked up drama cally as poten al cus‐ the Flying Princess, simply because we all tomers were able to ride on a real boat spent so much me on her and she was a during tes ng and builder’s trials. This Boeing boat always looking for her next brought about the sales of two boats to venture. The Flying Princess was Venezuela, two boats to Japan, and two launched in the summer of 1976 and was to England for starters. The first boat in originally built for P&O Jet Ferries along this surge of new boats went to Vene‐ with boat 010, which were both Model From the Author Bruce Bryant zuela. The delivery of boat 006 Jet Caribe 100 or normally called Block I boats. P&O was an adventure I will never forget. The was aware of the new Block II boats that This is the 3nd in a 5–part series boat arrived at Lake Maracaibo by were planned and slid their posi on to of my experiences, observa ons, freighter in October of 1975 where she 013 and 016, leaving the two Block I and comments: my 25 years with was to be prepared for transit to Puerto boats without a customer. The Flying Boeing Marine Systems (BMS) as la Cruz, about 600 miles to the east. Princess name was coined a er it was a test engineer and manager When our crew arrived in Maracaibo we leased by the Canadian company, Geor‐ from 1962‐1987. learned that finances for the boat were gian Gulf Cruises, for the Sea le‐Victoria not complete. The boat was s ll Boeing six weeks charter during the months of All comments are my own and do property under the American flag and September and November 1976. We not reflect the opinions of The had to leave Venezuela to a neutral only made one round trip per day which Boeing Company or their employ‐ country or be seized. The closest neutral was less than two hours each way. The ees or re rees. country was Aruba Island (Netherlands) Princess Marguerite ferry was on the off the north coast of Venezuela. There same run and took over four hours one was no me to prepare the boat for un‐ way. A fly‐by the “Maggie” was a daily derway opera ons so we were tugged rou ne that was the highlight of the trip. 120 miles north to Aruba. We spent Soon a er the boat 007 demonstra on, Have YOU Hugged a Hydrofoiler about six weeks in Aruba preparing for boat 008 was launched, tested, and then Today? delivery as finances finally came through. loaded on a ship to Venezuela. Boeing We then set out from Aruba across the and P&O agreed to lease the Flying Prin‐ Caribbean to La Guaira (Caracas), and cess in June 1977 for the London‐ By Ray Vellinga, IHS Member then the next day to Puerto la Cruz. A er Zeebrugge, Belgium run. several demos and route proving to Isla Who in the world cares about Margarita, I le the boat with another Boeing decided that there was enough me before the P&O lease to accomplish hydrofoils? Saudi Arabians do. In crew and returned to Sea le. fact, 167 Saudis downloaded (Con nued on page 3) rvell7829 hydrofoil videos over a 30‐day period. People in Nigeria, Myanmar, Kazakhstan, Azerbai‐ jan, and Bangladesh, checked out these videos. Yemen and Mali President’s Column each had 1 viewer, thank you. Viewers in 173 countries ac‐ cessed these hydrofoil videos. As I reported in the last Newsle er, I was in a very serious auto accident on June 3, 2011 and have been slowly recovering. Barney Black has filled in as Newsle er editor and has These facts are from youtube’s done a super job. I will be picking up the task star ng with the second quarter 2012 NL. most recent analysis of who is watching what. Hydrofoils draw I am pleased to report that we had a total of 13 new members join the IHS last year. We worldwide interest. always encourage our members to recruit their colleagues and others to swell the ranks. I hope that we can exceed last year’s numbers by a reasonable amount this year. Of 113,190 hits in last 30‐day period, 31,893 were from USA, I regret to report that the Fast Ferry Interna onal magazine will no longer be published. outnumbering 2nd place Germa‐ This has been a primary source of informa on about advanced marine vehicles for about ny 6 to 1. Other high‐view coun‐ 50 years and will be sorely missed. We compliment Juanita Kalerghi, who started the pub‐ tries in descending number of lica on, and more recently, Alan Blunden and his staff for doing such a magnificent job for hits are: France, Canada, Austral‐ many years. ia, United Kingdom, Russia, Italy, As your President and Newsle er Editor, I con nue my plea for volunteers to provide ar ‐ Sweden, and the Netherlands. cles that may be of interest to our members and readers. Please send material to me ([email protected]) ). I will be pleased to hear from you. (Con nued on page 12) Best regards. John Meyer, IHS President
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IHS NL 1st Quarter 2012
Welcome New Members
Julian Muschelknautz has been a mechanical engineering student at Univ. of Amberg in Bavaria / Ger‐ many since October 2011. As a child he was already exposed to hydrofoils because of his father, Sebas an. Julian helped him by building and tes ng small hydro‐ foils test cra . Two of them had surface piercing foils with an out‐ board drive. The last one was de‐ signed as a high‐speed hydrofoil with a length of 7 m and a waterjet drive. The ul mate project target is an 80‐knot hydrofoil with fully submerged foils. On these proto‐ types Julian helped by modifying the foils and struts, and par cipat‐ ed in various tests on lakes and coastal waters. Currently Julian is working on a water test channel Hydrofoil Reflec ons... with low cavita on number capa‐ bility and open surface test sec‐ on. The aim is to op mize the Jetfoil—The Good foils and struts for smooth high speed opera on and the thrust (Con nued from page 2) op miza on of the waterjet drive. Michael Heijmer is par cipa ng in a seven‐week grand tour of northwest on May 2, 1977, and the boat flew to a student project of the TU Del to Europe with the Flying Princess. A team Oostende, Belgium for the P&O charter design a Solar Boat (See site www. was sent over to Europe to visit all the prepara ons. (Con nued on Page 12) proposed ports of call and to make A er the demonstra on I stayed in Bel‐ arrangements for dock space, fueling, gium and England for the training of P&O and crew accommoda ons. The Flying deck officers that supported the Boeing Princess was loaded onto a ship and captains for the charter. I did the route arrived in Copenhagen, Denmark in proving and coordinated rou nes with March 1977. This demonstra on was the river and estuary pilots that were a monumental task in that the Flying (Con nued on page 11) Princess covered nearly 7,000 nau cal Jet Caribe—Boat 006 miles visi ng 26 ports, some more than once. Dick Dougan was the captain, and I was the designated boat driver and first officer. We also had two other crew members who were responsible for naviga on, plo er tracking, and radio opera on. Our home port was Copenhagen where we visited 17 ports in Denmark, Sweden, and Ger‐ many. From there we traveled north to Norway and visited four more ports including Stavanger which was our staging port for our record se ng voy‐ age across the North Sea to Scotland. The crossing was delayed one day due to weather but was made up the next day a er our 6¾ hour trip to Aberdeen, Scotland. From Aberdeen the Flying Princess traveled down the east coast of England visi ng five more ports. The demonstra on grand tour concluded 3
IHS NL 1st Quarter 2012
Hydrofoil to Heaven
(Con nued from page 1) became possibly the most compelling signage ever conceived; it grabs the na, Italy under license to Supramar, the a en on of all who see it and draws PT‐50’s featured a riveted aluminum hull them to the restaurant. The hydrofoil, powered by twin MB 820Db V‐12 super‐ connected to the building inside by a charged diesel engines. The PT‐50 was stairway through the hull, is an integral 27.9m in length with a full‐load displace‐ part of the restaurant itself. This is truly ment of about 60‐tons. Top speed was a unique dining environment to comple‐ about 35 knots. ment the delicious and ar s cally pre‐ The Ousho was launched in April 1963. It sented menu of food. It was obvious to was built in Japan by Hitachi Zosen me during my visit that Mr. Sakou’s re‐ (another Supramar licensee), the first of markable restaurant is flourishing, as it the PT‐50 design to roll off their produc‐ well deserves. on line. Its cost at the me was the Mr. Sakou preserved a 1969 newspaper spectacular sum of 300 million yen. The ar cle (photo, upper right) showing the Ousho operated ac vely in Ise Bay in the PT‐50 hydrofoil at the peak of its popu‐ Ousho in her previous life 1960s, traveling out of Nagoya Bay on a larity, proudly passing the regular ferry Ise Bay, Japan route connec ng Toba, Irako, and at full speed. At that me the PT‐50 was Minamichita (see map). Tourists and state‐of‐the‐art technology. The head‐
“...Ousho, a re red and re‐purposed PT‐50 hydrofoil ferry, sits proudly on the roof .”
business people alike took advantage of line translates as “Ba le of the Ships.” Below: The solid blue line marks the the ferry’s impressive speed of travel. As Imagine the exhilara on one would feel author’s route from his home to the economic growth accelerated in Japan, si ng in the open air on the rear deck so did tourism and business. The Ise Bay watching the regular ferry fall rapidly PT‐50 restaurant. The do ed red line route quickly became a heavily traveled, behind. shows Ousho’s routes as a ferry. high‐earnings ferry route. A hovercra (Photos con nued on next page) was introduced and competed with the PT‐50. Ul mately, hydrofoils could not dominate the high‐speed sector of the ferry market. As the 1980’s dawned, a rapid‐rail service was introduced, and the Bay Shore Expressway was opened. The Ousho was unable to compete profitably. The ferry was re red from service in November 1982 and was origi‐ nally des ned for the scrapyard. Ousho had carried 1.52 million passengers over its service life, traveling a total distance equal to about 60 mes the circumfer‐ ence of the Earth (1.5 million miles). As moderniza on progressed, there re‐ mained nostalgia for the hydrofoil era in Ise Bay. A restaurateur, Mr. Sakou had a bold idea to capitalize on the nostalgia for history in the bay, and he acted on it. He acquired Ousho before it was scrapped, li ed it to the roof of his res‐ taurant alongside highway R167, and merged it into his opera on. From out‐ side, the massive and soaring hydrofoil
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IHS NL 1st Quarter 2012
Hydrofoil to Heaven (Con nued from previous page )
As seen from highway R167, Ousho really stands out The a hydrofoil was removed from Ousho. with her blue hull and gray topsides accented by the brightly painted red hydrofoil.
Ousho is unexpectedly large when seen from up close. To give a sense of A PT‐50 scale model da ng back to 1967 scale: the bow hydrofoil chord length is about 0.8m in the narrow por on shows the a hydrofoil and the propeller at the base of the “V,” increasing to a p chord of about 1.5m. Note the drive sha s (model photo ©Museum character for Ousho on the prow (indicated by an arrow). Victoria, website: museumvictoria.com.au).
(More photos on next page ) 5
IHS NL 1st Quarter 2012
Hydrofoil to Heaven (Con nued from previous page)
Le : An inside stairway connects the restaurant building and the hydrofoil hull. The stairwell loca on is visible from outside, as shown.
Right: The forward foil is shaped with 3‐step dihedral angles. On the port side, the hydrofoil p was cut off to stay within the property line
Le : Ven la on occurs when the hydrofoil boundary layer separates near the leading edge on the upper side, and air fills the separated region, generally ven la ng the en re foil sec on downward for several inches. The result is the sudden loss of li in the region. Several “fences” are arranged along the foil’s length as can be seen in the photo. Fences can be used to stop ven la on at intervals, but add some drag.
6 (More photos on next page )
IHS NL 1st Quarter 2012
Hydrofoil to Heaven (Con nued from previous page)
Right: The foil sec on can be seen in the photo. Leading and trailing edges are sharp. Foils with sharp leading edge (or “nose”) tend to ven late sooner than foils with airfoil noses. Foil Sec on
Le : Indicated is the starboard propeller sha stern tube (the sha s have been removed). As seen in the following model photo, there are two sha s, each turning a propeller a of the foil. Each sha was powered by a 1350 hp German MB 820Db turbocharged a er‐cooled 12V cylinder diesel engine made by Mercedes‐Benz.
Le : This cutaway model shows the loca on of the starboard engine and its inclined moun ng. (model photo ©Museum Victoria).
(More photos on next page ) 7
IHS NL 1st Quarter 2012
Hydrofoil to Heaven (Con nued from previous page)
Le : This is the view looking a at the top of the stairs leading from the Japanese‐style restaurant up into the PT‐50 hydrofoil passenger saloons, which have been converted to a banquet dining area. The V‐bo om hull can be seen in cross sec on where the hole was cut for the stairs, as can the construc on technique used for this area of the hull structure. The inboard pair of engine support girders is seen on either side of the staircase. The hull is made of rust‐free aluminum alloy and is s ll in good condi on.
Below: Another view showing interes ng construc on details of the starboard engine girder as seen from the staircase, looking a .
Above: Looking a , the photo shows the all‐aluminum longitudinal starboard engine inboard side support girder made up of aluminum plate, longitudinal angle bar and ver cal s ffeners all assembled with rivets. The thickness of the aluminum plate (see arrows) – the web of the longitudinal – is about 5mm (measured by eyeball, not calipers). The wooden beams to the upper le support a floor added in way of the engine room a er the PT‐50 was mounted onto the building. The starboard outboard engine girder is visible in the background to the le . 8 (More photos on next page )
IHS NL 1st Quarter 2012
Hydrofoil to Heaven (Con nued from previous page)
Right: This is the stairway leading up to the ship’s former forward passenger saloon, which is now part of the dining area.
Le : At the top of the stairs is the dining area. This view looks forward into a Japanese‐style banquet room set in the forward passenger saloon. Just visible is the top level of the staircase and the handrail on the upper le of the photo. The circular window in this view corresponds to the circular window seen on the external view of the bow area of the hull. A total of 50 diners can be accommodated collec vely, 20 in the banquet area shown in the photo and 30 in the main dining area, which also features a karaoke machine.
Le : Ano the r
Le : But enough of the technical construc on details; it is me to select from Mr. Sakou’s delicious menu. This is a bowl of rice topped with sashimi fish and lobster that I ordered on the ground floor of the restaurant. Heaven is reached! The PT‐50 illustra on on the chops cks bag is a nice touch, a souvenir for the tourist to take home.
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IHS NL 1st Quarter 2012
Harbor Wing ASUVs (Con nued from page 1) engineering and design services for hull manned, wind powered trimaran AUSV, structure, construc on, and produc on. the HWT X‐3. The X‐3 will incorporate for hydrofoil design during the prototype HWT X‐1 Prototype technology demonstrated on the X‐1 pro‐ phase. Duncan MacLane is the Naval Ar‐ totype. Supported by three inverted “T” The prototype X‐1 AUSV is a catamaran chitect. His career includes nine years hydrofoils, this vessel can patrol long‐ designing and consul ng for four Ameri‐ configura on without hydrofoils but in‐ dura on / long‐range in open ocean or ca’s Cup syndicates. He is also president corpora ng the Wing Sail. It can carry a offshore. The fully‐submerged li ing foil and CEO of MacLane Marine Designs. Gi‐ range of mast‐ or hull‐mounted onboard system is based on Hydrosail’s design that no Morrelli and Pete Melvin at Morrelli sensors, or it can be ou i ed with a was built for their SCAT sailing hydrofoil Melvin Design & Engineering, Inc. provide winch to deploy underwater equipment project covered in a previous IHS News‐ such as sonar. Cross‐arms are also suita‐ le er. The X‐3, now at the advanced pro‐ ble for installa on of hard points for totype development stage, will be a con‐ moun ng instrumenta on. cept demonstrator for the US Navy and A er extensive development and at‐sea other poten al customers. tes ng, Harbor Wing conducted its ini al Morrelli Melvin Design & Engineering is proof of concept and proof of technology building the cra . Demos and tes ng are sea trial on the X‐1 prototype in open conducted in Hawaiian waters. The ini al Pacific Ocean waters off Pearl Harbor on goal is to meet opera onal needs of the June 9, 2007. The prototype’s wing‐sail, US Navy Region Hawaii, par cularly the so ware and command‐and‐control sys‐ ability to operate over the horizon in the tems gave exemplary performance, open ocean as well as close to shore in providing precise GPS‐based course hold‐ shallow waters. As a wind‐powered un‐ ing along a pre‐designated figure‐eight manned vehicle, X‐3 can remain on patrol patrol track. The sea trial results establish for extended periods with minimal fuel or that the cra could support typical AUSV crew costs. This vessel will integrate un‐ mission requirements. manned guidance and control systems, HWT X‐3 Produc on Vessel Design long range communica ons and radar and Harbor Wing now has the ini al design for telemetry capabili es within the compo‐ the produc on prototype of their un‐ site construc on trimaran hull.
Le : HWT X‐3 Concept Design for the produc on AUSV
Le : Recrea onal concept vessel deploying Harbor Wing WingSail™ and Sail‐by‐Wire computer technology Below: HWT X‐3 layout showing foil configura on
HWT X‐3
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IHS NL 1st Quarter 2012
Jetfoil—the Good
(Con nued from page 3) P&O first officers were from Belgium er uncommi ed P&O boat, and the last and had pilotage for Zeebrugge and Block I. The boat was leased to Wash‐ necessary for the naviga on on the Oostende. Boeing Supersonic Transport ington State Ferries (WSF) for a six‐ Thames River and Thames Estuary. I (SST) flight crews were shu led back week summer demonstra on in 1978. was the first person to ever pilot a boat and forth from Sea le to cover the char‐ WSF and Boeing each put in $50,000 for up and down the Thames River at over ter which ended in September1978 as the demonstra on to be offset by fares 40 knots. On June 1, 1977 P&O passen‐ P&O was awai ng delivery of their from curious would‐be riders. As soon ger service started from Zeebrugge to Block II boats (013 & 016) due to arrive as the wet charter was agreed to by London which was about 136 miles and in 1979. WSF and Boeing, the MMP (Masters, took about 3½ to 4 hours depending on Mates & Pilots) & IBU (Inland Boatman’s the state of the de in the upper reach‐ Back in Sea le, boat 009, the Okesa was Union) claimed their right to man our es of the Thames. We made one round launched and delivered to Sado Kisen, vessel during the demonstra on. They trip per day, and the crew and pilots Japan in June 1977. In January of 1978 wanted an engineer, deck hands, and stayed overnight in Zeebrugge. This was Sea Flight shut down its inter‐island ser‐ captain on every voyage of the Flying vice in Hawaii, and boats 001, 003, and an unusual but necessary situa on be‐ Princess ll. This of course was outra‐ cause we would have to stop at each 004 were sold to Far East Hydrofoil Co. Ltd. geous because we had trained five crew pilot sta on four mes a day adding at (FEH). The Venezuela opera on also members that ran the boat and serviced least another hour each way. We really shut down in 1978 due to collisions with passengers. These union bureaucrats did not need the pilots a er the first marine animals and a host of injury law wanted to double the size of the crew couple of trips but it was one of those suits. Boats 006 and 008 were also sold and wanted to be paid their normal un‐ marine labor agreements that could not to FEH. The next boat to be launched was the Flying Princess II (010) the oth‐ be ignored. On the Belgium side, our (Con nued on page 12)
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IHS NL 1st Quarter 2012
IHS Membership Dues for 2012 Welcome New Members (Con nued from page 3) It is me to pay your dues for 2012… unless of course you have already paid! deltalloydsolarboa eam.com for info). Individual membership op ons are: US$30 for one year; $56 for two years; or The solar boat will par cipate in the $82 for three years. Student membership is s ll only $10 per year. Sustaining “Dong Energy Solar Challenge” memberships are available to corpora ons, non‐profits, and other organiza‐ www.dongenergysolarchallenge.nl/ ons and groups for $250 per year. and the “Zeeuwse zonnebootrace” You can pay online by credit card via PayPal. Go to www.foils.org/ www.zonnebootrace.nl/, which are membership.htm and follow the instruc ons. This works from inside or out‐ two races for solar powered boats in side the USA. Alterna vely, you can mail a check drawn in US dollars on a USA the Netherlands. The Delta Lloyd Solar bank to IHS; PO Box 51; Cabin John MD 20818; USA. Boat Team has built three boats up ll now, finished in 2006, 2008 and 2010. The IHS Board of Directors, Officers, and Staff are volunteers, and they pay The first two were op mized to have a dues like all IHS members. IHS dues do not go for salaries. They pay the ser‐ very efficient hull. Since the speeds vice providers for two IHS websites (foils.org and hydrofoilworld.org), the became as high as 6 to 7 [m/s] in 2008, BBS, newsle er publica on, and miscellaneous expenses. Dinner mee ngs in hydrofoils became interes ng. A er the Washington DC area are funded by admission fees, not by IHS dues. research by the 2010 team, hydrofoils were used in the 2010 boat, which has a cruise speed of 8 [m/s]. The 2012 boat, which is currently being designed, Have YOU Hugged a Hydrofoiler Today? will also use hydrofoils. Michael is one of the hydrofoil designers on the team. (Con nued from page 2)
To view the youtube videos, 83% of viewers used computers and 13% used cell phones. Only 8.1% of viewers were female. What? You thought your hy‐ drofoil is a chick magnet?! About 75% of viewers are 35 to 64 years old. By far the most watched video is of Kotaro Horiuchi’s OU‐32. That video went viral. Within a few weeks, its view count will exceed 2,000,000 out of a present total of 4,194,740 for all 22 rvell7829 videos. For number of views, 2nd and 3rd place goes to the Flying Banana, AKA Hifybe. Harry Larsen’s Talaria IV is next followed by Human Powered flight, and in 6th place, is my advice on how to save $20 by not buy‐ ing my book. Tacoma Maritime Fest Of the viewers who chose to vote, 70 liked what they saw and 6 didn’t. The 19th Annual Tacoma Mari me Fest So who cares about hydrofoils? A lot of people do. And the interest comes will take place Saturday and Sunday, from all parts of the world. August 25th and 26th from 10:00 am to 6:00 pm at Thea’s Park and Foss Wate‐ way Seaport in Tacoma Washington USA. IHS is coordina ng par cipa on of Jetfoil — The Good hydrofoils as exhibits, historical ar ‐ (Con nued from page 11) facts, sta c and R/C models, and oper‐ a ng hydrofoils. A endance at the ion wages which were twice our crew’s salaries. WSF could not come up with event is also encouraged—obviously. any more funds, so Boeing kicked another $50,000 with a compromised pro‐ See the website for info: posal with the unions for one captain observer and one deck hand. They just www.mari mefest.org/ac vi es/. Sev‐ stood around and got in the way and collected their paychecks. The Flying Prin‐ eral hydrofoil “greybeards” are helping cess ll visited eight ports of call on scheduled runs from Sea le to other ports out and planning to par cipate, and in Puget Sound, Strait of Juan de Fuca, San Juan Islands, and Canada. The op‐ the level of enthusiasm is high. Every era on was a success, but ridership was poor and didn’t even pay for the fuel. ques on and answer seems to lead to other issues and opportuni es. Back in Europe, P&O awaited delivery of their first Model 929‐115‐013 boat If you are interested in par cipa ng the Jet Ferry I which arrived in September 1979. P&O wanted a 2‐boat opera‐ within your own hydrofoil interests and on so it chartered the Flying Princess for the London‐Oostende service. experience, or if you would like to help IHS coordinate and organize, please email [email protected].
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The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer Second Quarter 2012 Sailing Editor: Martin Grimm FLAGSTAFF REVISITED SUSTAINING MEMBERS By Irwin (Irv) Palmer
The following article is from my own experience with the FLAG- STAFF (PGH-1) as her Project Engineer and Program Manager from concept design through delivery to the Navy, and for some of her combat service in Viet Nam. The comments herein are mine alone, and do not reflect approval or concurrence of Grumman or the US Navy. My association with this program began in the Preliminary Design Group (later re-named Advanced Systems) of Grumman’s Engi- neering Department, where the hydrofoil concept was being studied and tested, with several designs and full-scale vehicles under con- struction. The most notable of these was the H.S.Denison for the US Maritime Administration. She was a 90-ton, 60-knot test-bed with a retractable surface-piercing foil system, 15,000HP GE gas turbine power plant, and single supercavitating propeller. (I might add that ______YOUR 2012 IHS DUES ARE DUE
See Full Announcement on Page 2
INSIDE THIS ISSUE - President’s Column ------p. 2 - Welcome New Members ----p. 2 - Jetfoil - The Bad ------p. 4 - FRESH-1 Update ------p. 6 - Rodriquez 38M FSH ------p. 6 FLAGSTAFF on Trials - IHS At ASNE Day ------p. 9 See FLAGSTAFF, Continued on Page 3 - Sailor’s Page ------p. 10 WELCOME NEW MEMBERS
PRESIDENT’S COLUMN Paul B. Appel – Paul is a recre- ational boater with an interest in To All IHS Members Initiatives”. See page 8 for more de- recreational hydrofoil design and tails by Allen Ford. A slide show of fabrication. He is a former Naval As I reported in recent Newsletters, I Mike’s presentation can be found on Aviator and is C.E.O. of RRC Audio was in a very serious auto accident on the IHS website. Visual, an event technology produc- June 3 of last year, and have been tion company founded in 1984, and slowly recovering. Barney Black has I am pleased to report that we have en- based outside of Washington, DC. filled in as Newsletter editor for the rolled quite a few new members this His areas of expertise include both last two Newsletters, and has done a year so far largely due to the efforts of mechanical and electrical engineer- super job. I am now picking up the Frank Horn. He has spearheaded our ing, and he is a Certified Audio Re- task starting with this NL. efforts along with IHS members, Joel cording Engineer and a Certified Billingsley and Joel Roberts, in coop- Technology Specialist. He also The last NL referred to the Tacoma eration with ASNE events such as the heads the Media Experts Group, a Maritime Fest that will take place on one described by Frank on page 9. We web based content creation, capture August 25 and 26 of always encourage and management enterprise, and is a this year. Ray YOUR 2012 DUES ARE DUE our members to re- founding principal with Millennial Vellinga has pre- IHS Membership options are: cruit their col- FX Consulting, which is a consor- pared a follow-up US$30 for 1 year, $56 for 2 leagues and others tium advising Fortune 500 compa- article about some years, and $82 for 3 years. Stu- to swell the ranks. I nies on Gen Y recruitment, of the participation dent membership is still only hope that we can ex- retention and reward strategies. of the IHS and oth- US$10. For payment of regular ceed last year’s ers; see page 9. We membership dues by credit numbers by a rea- - Mark is a Princi- encourage partici- card using PAYPAL, please go Mark D. Wecht sonable amount this pal Engineer with Maritime Ap- pation of IHS mem- to the IHS Membership page year. plied Physics Corp. (MAPC). bers. Please make at
Page 2 IHS Second Quarter 2012 Flagstaff pocket. He wanted a Grumman know if the vessel’s speed or range is (Continued From Page 1 ) check!!!) still Classified after all these years, but you didn’t hear it from me!!) the foils on Denison were designed to FLAGSTAFF’s main engine was a break away cleanly in an accident, Rolls-Royce Tyne gas turbine, and it For the shipment of the FLAGSTAFF and this, indeed, happened in a was happy to run with Rolls-Royce to California after her Navy accep- foilborne grounding on the Cape Fear parts and English hardware. As the tance, we used the SeaTrain OHIO for river. Hence, the concept was incor- San Diego homeport for FLAG- deck cargo, loading it in the port of porated in the FLAGSTAFF design, STAFF was a bit shy for maintenance Palm Beach, which was our base for but never tested or proven!) parts, the local Grumman rep and I sea trials. (It was at this time that our paid a visit to the maintenance hangar Company President and CEO congrat- In response to a Navy Request For of Flying Tiger Airlines up in Los An- ulated me with a pat on the back and Proposal for a hydrofoil gunboat, geles, as they were flying Tyne en- the comment that this was the only Grumman and Boeing submitted gines in their fleet of CL-41 cargo program at Grumman showing a their designs which differed greatly planes. And of course, they gra- profit!!) (A nice fat raise would have in foil and propulsion configuration. ciously offered us access to their done more for my morale!!) As there was no clear-cut winner, stockroom. But while walking both Company’s designs were con- through their hangar, under the wing tracted, with Grumman’s design of one of their planes, I noticed a pud- We lifted FLAGSTAFF to her steel given the Navy’s designation PGH-1, dle of oil directly beneath one of the cradle dockside, and using a tracked and Boeing’s design given PGH-2. engines. With my comment that crane, we then lifted the whole rig onto (We liked to think that this produced “Your Tynes leak also!”, their mainte- the top deck of the OHIO. Getting her lots of resentment in the Boeing nance director assured us that those over the edge of the deck while about camp, but I’m certain there was no engines are “leakers” but the most re- 70’in the air, at the limit of this crane’s hidden meaning to the numbering liable in the air, and they can live with reach, and expecting the crane to top- system.) The vessel’s names, FLAG- a little leakage. ple into the OHIO, I just couldn’t STAFF and TUCUMCARI, were de- watch this last few feet of movement. rived from cities along US Highway That leakage had me worried during When I heard the crane operator shut 66, as were the names for a new class our Florida sea trials on a non-stop down without dropping the load or hit- of high-speed ships (PGM’s, I be- foilborne test to prove the vessel’s de- ting the ship, I couldn’t resist shouting lieve) which, incidentally, had their sign range. As it turned out, the day to the team “Good Show! I’m buy- main power plants of GE LM1500 was almost ruined anyway when we ing!!!!” (Remember, these men were gas turbines, which were prototyped struck something “heavy” near the Union, and we Grummanites were back on the HS DENISON hydrofoil. end of the flight, likely a shark or por- non-union: a perfect scene for an “ac- [Note: An article about Tucumcari poise, and the skipper had instantly cident”.) (Shortly after the loading appeared in the 2nd Quarter 2011 pulled back the power. When we saw was completed, one of the managers Newsletter.] (A little-known fact the bloody mess in our wake we sig- from Florida Power and Light adja- here is that we coerced GE into sell- naled him to keep going. The cent to our slip came over to ask us ing us that turbine for $1, for the pub- NAVSHIPS rep who was aboard for how much weight we were putting on licity and whatever. But years after this trial thought we touched down the ground there, because their main the DENISON program was finished, during the “glide”, and therefore in- cooling water intake was directly be- the local GE representative dropped validated the trial. But later examina- neath the loading operation. The crane by my office for our usual coffee/bull tion of our wake during other guys knew but didn’t bring it up! Can session, and informed me that we had power-off glides showed that it took you imagine: Our parting gift to the never paid the dollar to GE. Where- several seconds for the craft to settle City of Palm Beach could have been a upon I tried to get Grumman to send down, which is much longer than we power-plant shut-down of the whole them a check: Do you know what it had the power off after that impact. city!!!) takes to accomplish that???? And he That shark or porpoise sure took the wouldn’t accept a dollar from my edge off a lo-o-o-ng day! (I don’t Continued on Next Page
IHS Second Quarter 2012 Page 3 Flagstaff Interestingly, this team found the (Continued From Page 3) source of a problem that hounded us since the boat was built. We were ex- Flagstaff"s future for possible de- periencing overheating in the hydrau- ployment to Viet Nam was not yet lic system in Florida, so the quick clearly defined, but her home base solution was to increase the oil cooler was to be in San Diego, for her final capacity and the problem went away. acceptance trials and additional crew We also would occasionally get an training. The INSURV Board on their awful howling noise while foilborne final inspection and sea trials found which would stop when we tried to The Flying Princess her to acceptable for service, hence isolate it. In Viet Nam, these kids the- her shipment to Viet Nam was sched- orized that it had to be hydraulic, and the Tower Bridge, the service date uled and planned for transport in the related to the original overheating was pushed to February 1980. The well-deck of a very old, and slow problem. With their ears and quick re- Flying Princess was moored in LSD, the USS Gunston Hall, for the actions, they located the source of the Oostende, Belgium and had been re- Pacific crossing. howling: a hydraulic pressure relief configured for the P &O charter since valve, which upon disassembly the end of the Europe demonstration I had the pleasure of meeting the showed a piece of metal jammed in which concluded in September 1978. FLAGSTAFF crew in DaNang, Viet the seat of the valve, which kept the With no work scheduled until 1980, Nam, after her unloading from the valve open constantly, and causing Boeing negotiated an offer to support USS Gunston Hall, to help get her op- the hydraulic pumps to work harder to the newly established cross-channel erational. I was accompanied by the make up for this bypassed, and hot operator Jetlink Ferries. Seajet had Grumman shop foreman who super- flow. Needless to say, after the valve started service from Brighton, Eng- vised her construction, the theory be- was cleaned, the hydraulic oil temper- land to Dieppe, France in 1979. Boat ing that the two of us should be able to ature became “normal” and the howl- 012, the Normandy Princess had been iron out any shipping or other techni- ing stopped for good! performing poorly and the Flying cal problems. But the FLAGSTAFF [Part 2 will appear in the next NL.] Princess was used for backup during crew had already made her seaworthy the high season. by the time we arrived. This crew was JETFOIL - THE BAD some team! They had spent months in The Block ll boats, (Model 929-115) Florida during the sea trials and trou- This is the 4th 011 and on, were a bit faster and had bleshooting, and even went through part of a 5-part slightly better rough water perfor- an informal “school” with the series of arti- mance. This was due to reshaping the Grumman engineers on all of the cles by Bruce foils from thick and rectangular, to ship’s systems. I was impressed with Bryant, IHS thin, swept and tapered the way they this crew’s ability and determination, Member, on should have been in the first place. and firmly believed that if I was youn- the subject of What the project group was thinking ger and had to serve my country, I’d Jetfoil. The 3 previous parts were in- when they designed the Block 1 foils want to be on their team. (I served my cluded in the 3 previous IHS News- is a mystery. Even though the Block ll country in the Korean War, but that’s letters. showed signs of improvement by be- another story.) These “kids” were so P&O Ferries was all set to start ser- ing a couple of knots faster, it was still sharp that when our autopilot man- vice from London to Oostende in the a sea state four boat. ager was giving them their “final trou- summer of 1979 with their new bleshooting exam”, he told me While in Europe I was assigned to Block ll boat (013) the Jet Ferry 1 and train crews and route prove the new privately that he “sandbagged” them the leased Flying Princess. by shoving rags into the autopilot Seajet operation and aid in the certifi- acoustic altimeter sensors. It took Due to delays related to the dock lo- cation of the Normandy Princess in them about 5 milliseconds to locate cation in London, from St Kather- 1979. Soon after the start of passen- that “fault”, with the words “Corny!!” ine’s locked in dock to a site next to Continued on Next Page
Page 4 IHS Second Quarter 2012 JETFOIL - THE BAD and the Normandy Princess was sold ver. The service to Dover was (Continued From Previous Page ) to FEH. changed to Ramsgate in 1994-98. I trained the RTM crews and consider ger service, boat 012 experienced a Another Jetfoil worthy of mention this Jetfoil service to be one of the turbine failure requiring dry docking was HMS Speedy, a special version of more successful ventures and prob- and the Flying Princess was put into a Block ll boat ( 929-320-014), which ably would have lasted longer if the passenger service. While the Nor- was delivered to the Royal Navy in Chunnel hadn’t been built. mandy Princess was in dry dock I 1979 for the Fishery Protection went to Dublin, Ireland to support the Squadron. The P296 was a special My on again, off again European as- installation of the new B & I docking military version that was outfitted by signments were concluded in 1981 facility on the River Liffey. Anew op- Vospers in Portsmouth, England. The and I went back to flight testing erator, B & I, was starting service Speedy was no match for the nasty newly launched Jetfoils for deliv- with a single boat (015), the Cu Na weather and sea state in the English ery. Jetfoil construction continued Mara, from Dublin to Liverpool Channel and North Sea and was de- in 1981 with five new boat deliver- across the Irish Sea in 1980. commissioned in 1982. Eventually ies to the Canary Islands, Belgium Speedy was sold to FEH in 1986 and and Indonesia. The PHM program These were the trying times in Eu- converted to a passenger configura- finally got underway with the con- rope’s Jetfoil history. The P & O ser- tion. On the Bad side, all services in struction of boats 02 through 05 af- vice was finally launched in February Europe, Hawaii and Venezuela were ter five years of testing and playing 1980 with Jet Ferry1 and the Boeing shutting down and ten boats including checkers with Pegasus. The pier 91 leased Flying Princess. In June P & the Flying Princess were eventually facility in Seattle was moved to a O’s second boat Jet Ferry ll (016) ar- sold to FEH and one to Sado Kisen. newly refurbished pier 90 and was rived and replaced the Flying Prin- hub of activity in 1981 with PHM’s cess. The two new boat operation Back in Seattle in April 1980, the and Jetfoils lining the dock. In July from London - Oostende ended that third very popular trans Canada dem- the second Trasmed boat Princesa year with only one season of opera- onstration got underway from Seattle Guacimara (021) was launched and tion and the boats were sold to Far to Victoria with the Flying Princess ll. scheduled for delivery in the Canary East Hydrofoil (FEH). The unem- The leased Jetfoil made two round Islands by the end of the year. Prior ployed Flying Princess was leased to trips per day and the Princess Mar- to her shipping I was captain for a Trasmediterranea, the Canary Island guerite ferry made one and shared the short demonstration for BC Steam- service between Las Palmas, Gran same berthing on both ends. The BC ship Company on the Vancouver- Canaria and Santa Cruz, Tenerife Steamship Co and Boeing shared the Squamish (Whistler Ski area) route pending delivery, in 1981 of the com- costs and supplied the crews. These on Howe Sound. The last boat built pany’s first owned boat (018), seasonal ventures were successful in 1981 was the first of five Indone- Princesa Guayarmina. The B & I one and popular but again not very profit- sian Jetfoils. The Bima Samudera 1 boat operation started service from able. That winter the Montevideo Jet was launched in October 1981 de- Dublin to Liverpool in May 1980 (017) was delivered to Alimar in Ar- livered to PT Pelni in December for with a scheduled two trips per day. gentina for the Buenos Aries- Colonia passenger service around Jakarta, Within a couple of months it was ob- and Montevideo fast ferry service. Indonesia. After about a year of ser- vious that it was not intended to oper- Another glitter of hope came when vice in Argentina the Boeing Co ate in the Irish Sea. They were lucky bought back boat 017 and it was to make two trips a week and only RMT (Regie voor Maritime Trans- port) started a two boat (019 & 020) shipped back to Seattle in May ventured out when the weather was 1982. calm. After a hopeless first season the service between Oostende and Dover Cu Na Mara was dry docked for the in 1981 across the Strait of Dover The lack of ridership was sighted as winter and stayed there until it was which are the narrows between Eng- the reason for the shut down. This sold to Sado Kisen, Japan in 1986. land and France. This route had lim- was the first Jetfoil to be repur- The Seajet operation from Brighton ited exposure to rough water by chased by Boeing since most of the hugging the North coast of France to Dieppe across the English Channel Continued on Next Page also shut down after the 1980 season then due West across the Strait to Do-
IHS Second Quarter 2012 Page 5 JETFOIL - THE BAD in operating condition. Once the the property where it was presently (Continued From Previous Page ) Navy decided that high speed hydro- located. He had a Marina owner foils were no longer of interest, (name unknown) in Tacoma take care used boats went to FEH. She was re- FRESH-1 was delivered to the Hy- of the situation. Dave Symington, a named the Aries and repainted red drofoil Special Trials Unit (HYSTU) land developer in the Bremerton area and white. I don’t recall why they and stored at Inactive Ships in negotiated with this Marina owner named her Aries since one of the Bremerton Washington. Naval Sea and was told he could have the PHM’s had the same name but I rec- Systems issued a letter on 8 August FRESH-1 if he could move it from ognized the FEH paint scheme. 1979 that authorized HYSTU to dis- the present location. Symington relo- That’s ironic because boat 017 was pose of FRESH-1. She was put on the cated the FRESH-1 to his property eventually sold to Tokai Kisen of Ja- auction block in 1982 and the win- north of Bremerton where it sat for a pan. Since Boeing was still trying to ning bidder was Sam Kleinman, a Los number of years. Symington con- sell Jetfoils, Boeing negotiated with Angeles surplus dealer with a bid of tacted HYSTU identifying himself as Alaska State Ferries to use the Aries $12,900. the owner of FRESH-1 and was for a summer and winter evaluation in treated as such. Eliot James negoti- Southeast Alaska. The summer dem- Sam Kleinman who originally ated with Dave Symington and as of onstration in August-September wanted the instrumentation deter- May 2010, Aries Hydrofoil Museum 1982 would last for 4 weeks with ser- mined it was not worth the cost and became the new owner. FRESH-1 vice to 10 ports of call. The first order effort and thus wanted to sell the ship. was dismantled and shipped to Mis- of this venture was to create a naviga- With no buyers, he made a deal with souri where it is undergoing restora- tion plan that would take us up and the Mayor of Bremerton to display tion. back the inland passage to Southeast the FRESH-1 near the Inactive Ships Alaska and all the passenger demon- pier. During this time, two different RODRIQUEZ 38M FSH UPDATE activities occurred. William Knuth, stration routes. It took over a month to This article is based on a technical pa- update the charts, write the naviga- per entitled “Development of the tion plans and to schedule each day of New Rodriquez 38m FSH Fully- the demonstration. This included Submerged Hydrofoil”, by R. Rossi about one week of transit time up and and G. Biancuzzo of Rodriquez back from Southeast Alaska and Cantieri Navali, presented at the 9th about three weeks visiting 10 differ- High Speed Marine Vessels Sympo- ent ports. sium held in Naples at the end of May The next venture with Aries was the 2011.. FRESH-1 in Her Better Days actual trip to Southeast Alaska which The Rodriquez Shipyard has recently will be continued in the next Newslet- completed development and con- ter. working in Anaheim California and struction of two fully-submerged hy- FRESH-1 UPDATE having some hydrofoil experience drofoil (FSH) prototypes followed by was contacted by two Arabs (Names sea trials. By Sumi Arima, IHS Member unknown) to remove the instrumenta- tion. Upon doing so, the Arabs did The first prototype FSH is equipped Disclaimer: The following is based not have any money to pay for the ser- with a foil system having a “totally mostly by verbal and email commu- vices, and thus gave Knuth owner- new concept”, while the second one is nications, with no documents to sub- ship of FRESH-1. Knuth did not equipped with two contra-rotating stantiate the information provided really want the ship so he donated it to propeller propulsion units. herein. California Maritime Academy. It ap- The final goal of the research activity pears California Maritime Academy FRESH-1 was built by Boeing under is to acquire the necessary data, never physically claimed the ship. contract with the Navy. After accep- knowledge and technology to com- tance trials, the Navy contracted with Meanwhile, Sam Kleinman was Continued on Next Page Boeing to store and maintain the ship asked to remove the FRESH-1 from
Page 6 IHS Second Quarter 2012 RODRIQUEZ 38M FSH UPDATE strumentation, and mathematical different kinds of foils. Fully sub- (Continued From Previous Page ) models. merged foils operate at greater depth than surface-piercing foils and for mercially produce hydrofoils having this reason they are less affected by improved safety and greater speed the perturbation of wave orbital mo- and comfort characteristics than cur- tion. This condition results in less rent fully-submerged hydrofoils. variation of the ship motion ampli- tude and therefore a higher level of Fully submerged hydrofoil passenger comfort. equipped with traditional shaft propeller external view. In addition the greater depth results in a foil system with improved effi- ciency. This results in a lower drag First 38m FSH on Trials with equal lift, and consequently a lower overall resistance and a higher The two prototypes have been devel- cruise speed. oped based on innovation and Rodriquez scientific and technology Fully submerged hydrofoil However the fully submerged hydro- advancements, such as: equipped with contra-rotating foil is intrinsically unstable, and propeller POD external view needs a redundant and robust control - New foil profile based on scientific system to maintain flying height, data. trim and roll. - Contra-rotating propellers opti- The development of the new hydro- foil was carried out with two vari- mized based on new research. Towing Tank Tests ants. The first hydrofoil is - Ship motion and passenger comfort characterized by a new foil system in control system already applied to Towing tank tests were performed by combination with a traditional pro- other commercial boats. the hydrodynamic department of the peller shaft line, while the second one - Possibility of using a diesel engine Krylov Shipbuilding Institute and as propulsion prime mover having a is equipped with the counter-rotating were divided into different stages. weight/power ratio equivalent to the propeller POD. During the initial and preliminary gas turbine units used on the previous stages of the work several investiga- To make a comparison, Rodriquez tions were carried out by Rodriquez generations of hydrofoils to obtain Cantieri Navali used, as a bench- high speeds. Cantieri Navali and KSRI to choose mark, the performance of an actual the main parameters of the craft. In - Possibility of using a double speed surface-piercing hydrofoil. Gen- gear unit to optimize the propeller particular the following activities erally speaking the fully submerged were performed: both during take off and cruise hydrofoil operates in the same way as phases. a surface-piercing foil. The principle - Investigation of characteristics of - Possibility of using manufacturing in fact is the same and is based on us- profiles NACA-16 with different rel- materials for the foil having innova- ing the lifting surfaces to carry the ative thickness in a flow of viscous tive characteristics in term of weld- weight of the ship and allow it to take liquid. ing, strength and corrosion resistance off and fly above the sea surface. The and consequently lower maintenance main difference is the draft of the two Continued on Next Page costs. Disclaimer The new system has been studied, de- Interested in hydrofoil history, signed and manufactured applying IHS chooses articles and pioneers, photographs? Visit the new techniques of simulation and in- photos for potential interest to IHS history and photo gallery pages novative technology, in particular re- members, but does not endorse of the IHS website. garding the use of special materials, products or necessarily agree with http://www.foils.org applying advanced measurement in- the authors’ opinions or claims.
IHS Second Quarter 2012 Page 7 RODRIQUEZ 38M FSH UPDATE The full-scale tests have confirmed subject of “Amphibians, Unmanned (Continued From Previous Page ) the steady motion and the relative re- Vehicles And Arctic Initiatives”. sistance at the maximum cruise speed - Determination of hydrodynamic (about 42 knots) and during take off He said that the NAVSEA technol- characteristics of bow and aft foils (25-27 knots). The maximum speed ogy office, SEA 05T, was formed in with regard to interaction between was 42.5 knots, lower than the pro- 2009 and has three divisions focus- foils. ject speed of 45 knots. The speed at ing on technology development and - Tests in a cavitation tunnel of differ- take off is about 27 knots. The flap transition. Some initiatives are ent versions of T-shaped foils. angle amplitudes during take off and funded in-house (six programs in - Analysis of previous experience in at the maximum cruise speed are SEA 05T), some by partners (ONR, designing and building craft with slightly higher than calculated. The DARPA, industry, foreign, etc.), and fully-submerged controlled hydro- maximum power and fuel consump- others are areas of interest seeking foils. tion was within the projected range. resources. The present funding level is about $40 million per year; but this On the basis of these investigations In the next months the Roriquez contrasts with much higher overall as well as an estimation of strength Cantieri Navali engineers will be en- US Navy investments in this area in and construction of the foils, the gaged in an effort to increase the ca- previous decades. main characteristics of the craft and pability of the Prototype 1 vessel. In the foil system were chosen. During particular, a set of dedicated sea trials this stage the investigation of foil ge- will be focused on improvement of ometry, taking into account cavita- the control system to guarantee the tion characteristics of the foils, was same steady motion in any sea condi- performed to select the foil main pa- tion. Improving the control system rameters (foil profile, foil span, mean will decrease flap motion and conse- chord, tip chord, and area), quently reduce the total resistance and in the end increase the speed and Sea Trials improve take off performance. Sea trials of the first prototype veri- Within the year a second prototype fied the following major advantages Speaker M. Bosworth and Master equipped with a counter rotating pro- in comparison to current commercial of Ceremonies W. Hockberger pulsion POD will be ready for full vessels. scale tests. Rodriquez engineers ex- Mr. Bosworth reported that there - Improved passenger comfort. pect that this propulsion arrangement were three divisions making up the - Better sea keeping, and the possibil- will have better performance from NAVSEA Technology Office (Sea ity to provide service in unfavorable the point of view of the maximum 05T); these are: 05T1- Technology sea conditions. speed due to the higher efficiency of Transition Division; 05T2 - Naval - Lower resistance and therefore the counter-rotating propellers. Energy Technology Division; 05T3 - lower fuel consumption. JOINT MEETING Mission Systems Technology Divi- - Higher cruise speed. sion By Allen Ford, IHS Member The Rodriquez fully-submerged hy- He then zeroed in on three areas that drofoil characteristics are: Mr. Michael Bosworth, acting chief hold potential for advanced marine - Full load displacement: 145 tons of the NAVSEA Technology Office, vehicles to be part of the solution(s): - Passengers: 240 SEA 05T, spoke to a joint dinner Amphibious vehicles (tracked or - Maximum speed: 45 knots meeting of the SNAME SD-5 (Ad- wheeled), especially fast amphibi- - Manoeuvrability: (Foilborne turn- vanced Ships and Craft) Panel and ans; Unmanned marine vehicles, es- ing radius): 200 m the International Hydrofoil Society pecially unmanned surface vehicles - Diesel Engine: 2X2300 kW on Wednesday, 8 February 2012, at with operational autonomy; Naval the Army Navy Country Club in Conclusions Arlington, Virginia. He spoke on the Continued on Next Page
Page 8 IHS Second Quarter 2012 JOINT MEETING Billingsley, Joel Roberts and Frank That includes ferries for the Potomac, (Continued From Previous Page) Horn. since, despite apparent interest in a service, there is no money for them. responses to the warming and future Shown here is Bolaji Bedu from The opening of the arctic seaways American Shipbuilding Suppliers PROPOSED PHM/IHS “GATHER- Association drawing the winning ING” IN KEY WEST – Frank Horn He showed slides of previous opera- ticket for an IHS coffee mug. reported on key conclusions of the tional and proposed vehicles, and planning committee. Event will be ones that are in the pipeline for oper- held in Summer of 2013, will be open ational use for each of the categories. to anyone in Navy hydrofoil pro- gram, will be self-funded, and the A slide show of Mike’s presentation agenda is envisioned as primarily so- can be found on the IHS website. cial but will include a program with IHS AT ASNE DAY 2012 an emphasis on operational high- lights. Many feelers are underway to By Frank Horn collect information. The IHS participated as an exhibitor at ASNE DAY 2012 at the Hyatt Re- FOSS WATERWAY SEAPORT MU- gency Crystal City, VAon 9-10 Feb- SEUM MARITIME FEST PLAN- ruary. There were over 60 Exhibitors NING, TACOMA, WA 25-26 AUG and over 600 attendees participating 2012 – Bill Hockberger reported that in the 2 day program. Keynote speak- the organizer is showing high interest ers for the main sessions included in a program featuring hydrofoils and VADM Kevin M McCoy USN , discussions are well along. Consider- Commander NAVSEA, The Honor- Bolaji Bedu and Frank Horn ations include an IHS booth, demon- strations of personal hydrofoils, static able Robert J. Whitmann (1ST Con- We are again grateful to the ASNE displays, radio-control models, and gressional District of Virginia), The Officers who make it possible for racing events of sailing or hu- Honorable James P. Moran (8TH IHS to participate as an exhibitor in man-powered hydrofoils. Congressional District of Virginia) , their professional forums. We partic- and The Honorable Sean Stackley, ularly thank Mike Huling the Senior TACOMA MARITIME FEST WELCOMES Assistant Secretary of the Navy Manager, Corporate Relations & De- THE IHS (RD&A). velopment for his efforts. By Ray Vellinga, IHS Member FROM THE BOARD ROOM The large number of attendees gave The International Hydrofoil Society the IHS booth wide exposure. Our Bill Hockberger reported that the has been invited by the Foss Water- exhibit was a laptop presentation of a way Seaport to have a booth at this variety of military, sailing, recre- publication Fast Ferry International has gone out of business. In its final year’s Tacoma Maritime Fest. This ational, human powered, and com- is the 20th anniversary of the Fest. mercial hydrofoils. The presentation issue he noted that the number of fast ferries delivered in 2011 is the worst More on the Seaport at: http//www. was well attended during program fosswaterwayseaport.org/ breaks at which time we provided to in the 26 years covered since figures those who were interested with IHS were first published. The 33 vessels The Fest will be on the 25th and 26th fliers, tutorial overview pamphlets total delivered was lower than the of August 10:00am to 6:00pm at and membership applications. The previous worst totals of 37 in 2009 Thea’s Park, 535 East Dock St. Ta- interest shown in the presentation re- and 39 in 2005. The 30 vessels cur- coma and the Foss Waterway Seaport sulted in the signing up of several rently on order is not quite the lowest; nearby. new members to the Society. The in 2000 the total was 29. There have booth was manned by Joel been no new developments in the US. Continued on Page 12
IHS Second Quarter 2012 Page 9 SAILOR’S PAGE L’HYDROPTÈRE DCNS FOR LOS AN- sailing speed records but this time Vestas Sailrocket 2 GELES TO HONOLULU VOYAGE IN 2012 over extended open ocean passages. This goal is consistent with the origi- Extracted from: Adapted from www.hydroptere. nal dream of Eric Tabarly and Alain http://www.sailrocket.com com Thebault, both of whom were instru- The Newsletter previously reported mental in the development of The sailing hydrofoil trimaran, on Vestas Sailrocket (VSR1), which l’Hydroptère. The first stop for l’Hydroptère, which remains the was briefly the world’s fastest sailing l’Hydroptère DCNS will be in the Pa- world speed sailing record holder in boat over 500m (excluding cific where the team will be compet- its class, will from 2012 be sailing in windsurfers and kite-boats) achiev- ing for the sailing record between the colors and logos of the French ing an average speed of 47.36 knots Los Angeles and Honolulu. group DCNS and will fly under the at Walvis Bay, Namibia, on 3rd De- new name of l’Hydroptère DCNS. As of February this year, cember 2008. In a subsequent at- l’Hydroptère DCNS tempt on the same day to raise the was disassembled record, the craft flipped. and loaded on a barge in the harbor of Seyne-Sur-Mer, for transportation to La Ciotat where it was brought to shore at the docks of the H2X shipyard. There the craft will undergo its VESTAS Sailrocket 2 during winter refit under World Record Attempt. cover in a hangar. The Sailrocket team, lead by Austra- For the technical lian, Paul Larsen, has since returned team of l’Hydroptère with a new craft, Vestas Sailrocket2 DCNS composed of (VSR2). This is a summary of the Pierre Tocny, Warren craft condensed from their compre- Fitzgerald, Jeff hensive website. On 30 November Mearing and advised last year, again at Walvis Bay, this Artists impression of l’Hydroptère DCNS in her by François Cazala craft surpassed the record of VSR1 planned new color scheme. this marks the start of by achieving a new record for B After the campaign to achieve an out- a period of intense Class sailboats of 49.19 knots over a right speed record concluded in late work to configure the craft for the 500m course. The team reported 2009 with an absolute record of 50.17 Los Angeles to Honolulu voyage achieving a peak speed of 52.78 knots average speed over a one nauti- which includes fitting of a new bow- knots though there are no official re- cal mile, l’Hydroptère was re- config- sprit to increase speed potential cords for such peak speeds. ured for offshore sailing for two downwind. It is anticipated that seasons. The opportunity was also l’Hydroptère DCNS should The Objective for VSR2 taken during that period to showcase re-emerge from refit in her new liv- Since the Sailrocket team started the technology in the craft to new au- ery in just under three months. Fol- with the first boat in 2002, the speed diences around Europe. lowing this, four weeks of testing and sailing record has gone up by almost training are planned prior to depart- 9 knots or around 20%. The current In 2012, with the support of DCNS, ing for Los Angeles. the team will again start to seek out Continued on Page 11
Page 10 IHS Second Quarter 2012 the ‘apparent’ wind at high speed to Vestas Sailrocket 2 overturning moment and no net verti- (Continued From Previous Page) cal lift. When correctly implemented, both reduce drag and increase stabil- this results in a boat which has no ob- ity. In fact, the entire boat including outright world speed sailing record is vious stability limits and for which rigging has the equivalent aerody- held by American kite surfer, Rob the only significant response to gusts namic drag of a 74 cm diameter Douglas, at 55.65 knots set in is an increase in speed. This allows sphere. Luderitz, Namibia in October 2010. the boats to handle large sail powers To achieve an average speed of over without tipping over. When the boat The fuselage has been designed to ac- 56 knots, peak speeds of around 60 is traveling at 50 knots, a 20 knot commodate a passenger. For a given knots would be likely over a 500m breeze translates to a 50 knot gale wind force, the addition of an 80 kg course. The Sailrocket team consid- passenger is esti- ered it would not be worth trying to mated to reduce build a very expensive and complex peak speed by boat just to go a little quicker than a around 2.5 knots, kite surfer for a year or two. The new which corre- boat had to do more than that to jus- sponds to sailing tify the effort. As VSR2 was being with only the pi- built, Paul Larsen remarked, “The lot in 1 knot less first boat did what it was supposed to wind. Profile and plan views of Vestas Sailrocket 2 do… although she briefly emerged as At low speed, the the fastest boat in the world, she over the wing sail at a point where all boat will be predominantly steered by never achieved the outright speed re- the drag is balanced by the sail thrust. moving the beam and wing forward cord. The record was like a mirage: Calculations suggest the boat should by up to 3 meters to help the boat turn as we got faster, so did the record”. be capable of a boat speed to wind away from the wind. As the boat ac- He went on, “I still believe our first speed ratio of 3:1. celerates the beam is moved aft until it boat could break that record but I also is at 90 degrees to the fuselage. know she is near her limits. As a team The boat is supported by three floats we are now well positioned to design with sufficient volume to provide ad- Design Criteria for VSR2 include: and build a much better, safer and equate slow speed stability. These are -Dynamically stable in a number of above all faster boat which is more all V-shaped stepped planing hulls conditions including a total main foil suitable for the challenges to come.” optimized for low hydrodynamic failure at 60 knots. drag at high speed but also as low an - Able to handle sailing loads over Design Concept aerodynamic drag as possible even 60 knots including a 1G turn with a when flying at 20 degrees to the di- realistic safety margin. In conventional monohulls and rection of the wind. The front float multi-hulls the sail heeling moment -Operate over 50 knots in winds has a very strong floor to deal with the from 20-30 knots and in much is typically countered by weight and pounding it will get at high speed. buoyancy righting moments. This re- rougher water than the first boat. sults in limits to stability in both the The boat will lift onto the curved por- -Wing must be very easily managed roll and pitch directions and so has tion of the foil keel element at around and fully de-powered when the main the consequence of limiting the driv- 25 knots. At higher speeds, the lee- sheet is eased. ing force that can be applied. Such ward float and aft float are intended to -Must be able to carry two people at craft are also sensitive to wind gusts fly clear of the water and only the world record speeds with no reduc- main foil, the rudder and the ‘step’ of tion of safety margins. VSR2 employs a concept first pro- the forward float should remain in -Highly configurable, modular and posed by Bernard Smith in the 1960s contact with the water. easily folded to fit in a 40 ft. length in which the sail and keel elements container. are positioned so that aerodynamic The “fuselage” is angled at 20 de- -Enough structural reserve to up- and hydrodynamic forces are in grees to the direction of travel so it grade for faster future attempts if alignment so there is virtually no points directly into the direction of necessary. [Note: Part 2 of this article will appear in the next NL.] IHS Second Quarter 2012 Page 11 WELCOME NEW MEMBERS Tacoma Maritime Fest welcomes - Bob Kertell, Seattle Naval Archi- (Continued From Page 2) the IHS tect, is working to put together a (Continued From Page 9) booth or joining with the IHS booth to provided embedded engineering display his proposed world record services to the intelligence commu- breaking hydrofoil sailboat. The Here is an incomplete, but growing, nity. Mark received his BSEE de- present record is held by list of hydrofoil events in various gree in 1991 from Johns Hopkins L’Hydroptere of France. See Bob at: stages of commitment and planning University. http://www.linkdin.com/pub/rob- for the Tacoma Maritime Fest of Au- ert-kertell/43/39a/b60 Tony Wilcoxson- Tony is the Ma- gust 25 & 26: rine Business Development Man- - Sam Bradfield, Tom Haman, and -Harry Larsen will do hourly demon- ager for Vericor Power Systems Mike McGarry have volunteered to stration Flights of Talaria IV. located in Atlanta GA. Vericor is provide demonstrations of their latest the OEM for the well-known TF se- - Jim Chismar, president of United Osprey hydrofoil sailing boat. The ries of marine gas turbines as used States Hydrofoil Association, may boat was designed by Hydrosail. by the US Navy on the LCAC. provide demonstration flights of the Hydrosail also designed the Rave Vericor is currently delivering en- Air Chair and Sky Ski. Possibly, he sailing hydrofoil. gines for the LCAC SLEP program will allow some spectators to take a - Ray Vellinga has offered to allow as well as other naval and commer- test ride on the Air Chair. See showing of all 22 videos now posted cial programs worldwide. Tony has http://www.hydrofoil.org/Contactus to Youtube.com (listed under the had the pleasure of working on a .html number of interesting craft develop- Youtube channel: rvell7829): - Little Squirt static exhibit is hoped ment programs and keeps abreast of Volunteers, so far, to man the IHS for, but someone needs to work with hovercraft, SES and hydrofoil and booth and/or other booths: Ray Boeing. similar programs and opportunities Vellinga, Bill Hockberger, Frank worldwide. Tony has a BS in Me- - All American Marine, Bellingham Horn, Sumi Arima, and Bob Kertell. chanical Engineering from the Uni- WA, may provide a hydrofoil assisted versity of California and has worked catamaran ferry for exhibition: in the gas turbine and aerospace in- NEW BENEFIT http://www.allamericanmarine.com dustry for over 25 years. He re- IHS provides a free link from cently served as chairman of the the IHS website to members’ per- International Gas Turbine Institute - Greg Jacobs has volunteered to pro- sonal and/or corporate site. To re- Marine Committee and when not vide a Rave and perhaps a Slatts 22. quest your link, contact William talking to yacht builders, shipyards Greg may request local assistance. White, IHS Home Page Editor at or foreign navies about the advan- Contact Greg at: gregjacobs [email protected] tages of gas turbine propulsion Tony @wavecable.com is usually on Lake Lanier in his 20 ft SeaRay (not turbine powered IHS BOARD OF DIRECTORS though). ************ 2009-2012 2010-2013 2011-2014 Mark Bebar Sumi Arima Joel Billingsley IHS OFFICERS 2011 - 2012 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 Second Quarter 2012 The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer Third Quarter 2012 Sailing Editor: Martin Grimm FLAGSTAFF REVISITED SUSTAINING MEMBERS Part 2
By Irwin (Irv) Palmer
During the vessel’s deployment to Viet Nam, we Grummanites were- n’t invited along on their combat patrols, where their function was the interdiction of local sea traffic sneaking down in sampans from North Viet Nam, carrying all sorts of contraband, mostly explosives, and rocket parts, to supplement those coming down the Ho Chi Minh Trail inland. The Operational Code Name was Markettime. (We were only about 20 - 30 miles from the DMZ, so there was a lot of traffic.) So we hung around and toured DaNang when we could hitch a ride. We also stopped in at the airbase to see how our other Grumman prod- ucts were holding up. (Oh yes. Grumman built many of the aircraft in use there.) But there in downtown DaNang, tied up at the waterfront was the German hospital ship HELGOLAND, which offered free ______medical help to the civilian people, ill or wounded, VC, it didn’t mat- YOUR 2012 IHS DUES ARE DUE ter. In return for this, many of the injured often passed along info to the ship’s crew about impending rocket attacks, so from our base on the other See Full Announcement on side of the Page 2 harbor, we kept a INSIDE THIS ISSUE careful - President’s Column ------p. 2 eye on the HELGO- - Welcome New Members ---- p. 2 LAND: If - Jetfoil - The Ugly ------p. 4 she leaves, hold your - The First Issue ------p. 6 ears! Well she left - HYPER Craft Conference---p. 7 Flagstaff Dockside at Da Nang one after- - Amphibious Hydrofoils ----- p. 8 noon, and - Sailor’s Page ------p.10 See FLAGSTAFF, Continued on Page 3
Page 1 WELCOME NEW MEMBERS
PRESIDENT’S COLUMN W. Scott Weidle – Scott is a Naval Architect at the Center for Innova- tion in Ship Design (CISD), Naval To All IHS Members Also, we are looking forward to the Surface Warfare Center, Carderock PHM/IHS “gathering” in Key West, I want to let you all know that I have Division in Carderock, Maryland. Florida. Frank Horn reported on key given this a lot of though during the At CISD, Scott undertakes projects conclusions of the planning commit- last several months and concluded relating to conceptual future ship tee. See page 9 of the second quarter that I should step down as President designs and new systems integra- NL for his brief report. of the International Hydrofoil Soci- tion on current vessels. Scott stud- ety at this time. I have been serving as I call your attention to 2 events in ied ocean engineering at Virginia President since April 1991. That is a which IHS participated. A joint meet- Tech (VT) and graduated in May, long 21 years, and I have reached the ing was held with SNAME SD-5 2011. He is currently undertaking age of 89 (this October). So now is Panel on June 12 at the Army- Navy graduate studies at VT and pursuing the time for younger blood to take Country Club in Arlington, VA. Rob- an MS degree part-time. As a mem- over. ert Wilson and Dr. Alfred Skolnick ber of SNAME’s T&R Panel SD-5 spoke on the sub- and IHS, he has a genuine interest in As a result, at the YOUR 2012 DUES ARE DUE ject: “T-Craft — advanced marine vehicles and cur- July 18 Board of Di- IHS Membership options are: What, Why & rently manages the SD-5 microsite. rectors meeting, the US$30 for 1 year, $56 for 2 How?” See page 7. following officers years, and $82 for 3 years. Stu- Kevin W. Silbert - Kevin is a 1992 Also, IHS had a were elected to dent membership is still only graduate of University of Maryland booth at the Ameri- serve during the US$10. For payment of regular College Park, MD where he ma- can Society of Na- 2012-2013 time membership dues by credit jored in Mechanical Engineering. val Engineers host- frame: President, card using PAYPAL, please go His first job was with Fusion UV ed High Perfor- Mark Bebar; Vice to the IHS Membership page Systems where he worked on UV mance Craft Expo President, Joel Rob- at
Page 2 IHS Third Quarter 2012 FLAGSTAFF have been caused by a couple of cows Ships for the design to be acceptable.) (Continued From Page 1) who wandered into the noisemakers. The leading edge repair involved They were rendered quite dead. But some eyeball grinding and filing, and that night, about 2 AM, all hell broke we heard later that the farmer who coatings. The resulting shape oper- loose. The next day, I found 2 bullet owned them was suing the United ated well enough that we couldn’t de- holes in my locker, and a hole States for a small fortune: Those tect any performance change. through one of my shirts. Sighting cows had to be the finest and most through the 2 holes in the sides of the valuable in the world! Part of FLAGSTAFF’s life on the Cal- locker, I could see a house across the ifornia Coast after returning from Viet highway alongside our fence, obvi- During one of FLAGSTAFF’s night Nam involved other tests and chal- ously having some unfriendly folks, missions, she hit something while lenges, some of which to this day I be- so from then on we minimized the use foilborne. Daylight showed that the lieve that Boeing helped formulate. of lights in the barracks. (These were leading edge of one of her aluminum One test involved the FLAGSTAFF the original French barracks, and foils was damaged in the form of a se- flying near an underwater explosion were open all around for ventilation.) ries of large gouges, each gouge be- of 10,000 lbs of RDX. (If I were a ing about ½-inch deep, and shaped crewmember, I’d be thinking about a like a wire rope. We never did figure transfer to a desk job after that one.) FLAGSTAFF (and TUCUMCARI) that one out, but theorized that Char- crews lived aboard and complained lie had hung some steel cables under Another project involved installing about the heat. (Ventilation was, but some buoys (not visible on radar) to and firing a 155mm howitzer turret on air conditioning was not part of the trip us up. Another theory was that the foredeck, and being able to hit a Navy’s Spec.) But it didn’t take long we ran through fishing nets, similar target ashore while foilborne. She not before the enterprising FLAGSTAFF to those strung out off the coast of only hit the target (a tribute to the crew “found” (“rescued”, “appropri- Rhode Island, but the intelligence FLAGSTAFF’s Gunner’s Mate) but ated”, “acquired”) a big commercial guys said that their fishing equipment she easily withstood the recoil impact air conditioning package, with wa- isn’t that modern or heavy duty. (a tribute to Grumman Iron Works!). ter-cooled condenser, which they got As a final comment on this program, I working on the dock alongside. The Which brings up another interesting have to admit that it was very interest- unit got “lost” on its way to the Air difference between the FLAGSTAFF ing and challenging, and I’m glad that Force side of the DaNang airstrip, and TUCUMCARI: Our foils were both hydrofoil crews did their thing where all quarters were machined from aluminum forgings and got out with no losses. I’m also air-conditioned. However, the Ma- (of 7075 alloy, as I remember), while certain that the Navy learned some rine Corps pilots lived in tents on the theirs were of machined stainless very valuable lessons about these ves- opposite side of the airstrip. They steel. The fatigue life of aluminum in sels, and the viability of the concept. called it “Dogpatch”! TWA had a seawater is quite low, but with the small shed alongside the airstrip to proper coatings, it could handle a weekly supply flight. Its equal or exceed that of sign said “Teeny Weeny Airlines”, uncoated stainless steel. but they weren’t selling any tickets! As the foils were to be retracted while Another irony of this war: The hullborne, we believed Marines had devised a sneaky way of that we could achieve getting infiltrators, by hanging empty lower CG height and cans as noisemakers on the barbed better stability with alu- wire fencing. It was effective. We minum foils. (We still were awakened one night by a lot of had to meet the Stability small-arms fire just behind our bar- and Buoyancy Criteria racks, which daylight disclosed to for US Naval Surface FLAGSTAFF flying near an underwater ex- plosion
IHS Third Quarter 2012 Page 3 JETFOIL- THE UGLY weeks we ran scheduled passenger Lockheed did the opulent outfitting. service out of Juneau, the Capital of The Aziz ll was delivered to Saudi Alaska. This is the last of Arabia in 1984 to support the royal a multi-part se- yacht Prince Abdul Aziz. ries by Bruce There was a break in Jetfoil produc- Bryant, IHS tion between 1981 and 1984 due to a Member of ex- lack of new orders and a saturated periences, obser- used boat market in Asia. The next vations and comments of his 25 years two Indonesian boats were 929- with BMS as a test engineer and 119-024 and 025 which were special manager from 1962 to 1987. All per- military versions a lot like Speedy sonal comments are my own and do The ARIES at Hoonah Alaska, with a single deck. These boats were not reflect the opinions of other em- Winter 1983 launched in 1984 and delivered to the ployees or the Boeing Co. The westward routes included stops Indonesian Navy in 1985. at Hoonah, Angoon, Tenakee Springs In 1982 over half the Jetfoil services and Sitka. The northward stops were had shut down. The survivors were at Haines and Skagway on the Lynn Hong Kong, Japan, Belgium and the Channel. The Aries returned to Seat- Canary Islands. Our Alaska State tle after the summer demonstration, Ferry demonstration with the Aries then returned again in January 1983 was designed to expose Jetfoil to for a three week winter evaluation. Southeast Alaska. This would be The mission was to access the harsh BMS last major attempt to sell more winter weather and rough water con- Jetfoils since the number of custom- ditions around the Juneau area. Un- Launch of Indonesian Boats, ers was dropping faster than we were fortunately the winter of 1983 in Renton in 1984 adding new ones. In other words, Southeast Alaska wasn’t all that se- The last Canadian demonstration was things were getting ugly at BMS. vere but we did experience some high for Island Jetfoil from April through After a month of preparations it was winds, sea state 4, and lots of icing September 1985. The leased boat was finally time for the Aries (017) to em- from spray. We went as far West as we the Aries and was renamed the “Spirit bark on her four week Southeast could, up Icy Strait, past Glacier Bay, of Friendship” and as many times be- Alaska summer demonstration. It into Cross Sound to the Pacific Ocean fore ran out of Seattle with Boeing took us three days to get to Ketchi- and North up the Lynn Canal. The crews. The morning run was a round kan with overnight stops and refuel- Aries again returned to Seattle com- trip to Victoria and a afternoon round ing at Port Hardy and Prince Rupert, pleting two successful demonstra- trip to Vancouver with a stop in Victo- Canada. The demonstration offi- tions in Southeast Alaska. It seemed ria. Again this was a very successful cially started in Ketchikan Alaska at the outset that Alaska State Ferries and popular demonstration with only with a visit to Metlakatla and various System wanted a high speed ferry that a few schedule delays. We all enjoyed other trips to bays, sounds and gla- would carry passengers and cars. This these times because we knew it was ciers. was another misunderstanding be- our last. Boeing sold boat 017 to tween the BMS Sales department and Tokai Kisen in Japan. The last boat We spent three days in the Ketchi- the customer. Boeing built was a 929-117-026 kan area before preceding North launched and delivered in 1985 for through the Wrangell Narrows to Pe- Another Jetfoil worthy of mention Kyushu Yusen in Japan. There were tersburg. The next day we visited was a special rendition built for Saudi two partially constructed Jetfoils on Wrangell where we gave all the city Arabia. This was boat 023 the “Aziz the production line at Renton and I officials a ride. On the way North to ll” that was jazzed up with gold fix- think they were the last incompleted Juneau we stopped at Kate and did tures and elevator to the upper deck. Boeing built the bare boat and the same routine. The next couple of Continued on Next Page
Page 4 IHS Third Quarter 2012 JETFOL - THE UGLY ing to pay for characteristics that are REMEMBERING JEAN EMIL BUHLER (Continued From Previous Page ) not really necessary? In Asia, where boats for Indonesia (929-120- 27 and there are many Jetfoils, they are com- Jean Buhler, 94, passed away Feb- 28) but I am not sure. peting with Flying Cats, Foil Cats and ruary 29, 2012. A resident of Miami Tri Cats which are cheaper to build for many years since 1931, he and his Boeing stopped production of Jetfoils and cost less to operate and maintain brothers founded Miami Shipbuild- in 1986 and the patents, naming and offer the same type service. The ing Corporation, the largest em- rights and over a million dollars in reason there are so many Jetfoils still ployer in Dade County during the materials were sold to Japan’s operating in Asia is because they Second World War. He went on to a Kawasaki Heavy Industries in 1987. failed to operate in other parts of the distinguished sixty-year career in Boeing also sold the remaining world due to nasty weather and heavy varied fields of the marine design 350,000 out of the one million gal- seas. Besides most are used boats and construction industry. lons of fuel it had bought and stored at bought for a substantial discount the pier 91 fuel farm in 1973. from Boeing customers that went out Jean was of business. born October In 1987 the BMS SST (Ship System 7, 1917 in Test) group was disbanded since The real winner here is FEH (TUR- Hazleton, there was no more testing or Demon- BOJET) who picked up 14 used Jet- Pennsylva- strations. Product Support took over foils in the 70’s & 80’s with some sold nia. Jean what was left of BMS supplying field to South Korea for a profit. The 15 spent his expertise and updating manuals to Kawasaki 929-117 boats built from youth in this existing customers. After shoveling 1989-93 were all sold to Japan. The small anthra- paper work for about six months I two PS-30’s that were built in China cite coal was asked to find another job or be in 1994 went to FEH and later one town and laid off. In retrospect the Jetfoil pro- was sold to South Korea. beautiful gram did result in a legacy in that hills and valleys surrounding it. In most of all the boats Boeing built are 1931 he went off to attend The Hill still running with a predicted service Of the 30 years I spent at Boeing the School, a prep school in Pottstown, life of 25 years. Most of the boats first 10 years (1962-72) were the PA where he graduated in 1936. In ended up in Hong Kong, Japan, South most rewarding with all the hydrofoil the meantime Jean’s father retired Korea and Indonesia. Added to the related R & D projects. The next 15 due to health reasons and the family Boeing fleet of Jetfoils there were 15 years were very stressful with lots of moved to Miami. Kawasaki and a couple of PS-30 travel to customer locations running boats built in China from 1989- 1994. charters, training crews, launching Jean attended the Stevens Institute of It’s ironic that all the military hydro- and testing new boats and of course Technology in Hoboken and then the foils except for a couple museum the countless demonstrations. The University of Michigan, where he pieces that Boeing built or supported last 5 years were spent on meaning- graduated with a degree in naval ar- are just piles of scrap and that was less jobs with Boeing Aerospace Di- chitecture in 1941. He then returned their legacy. The fact is that sub- vision until I retired in 1992. As I to Miami where the family had pur- merged hydrofoils was a technology look back at my 25 years at BMS I chased the old Fogal Boat Yard on looking for a mission and there was was proud of our accomplishments the Miami River in 1935 and no defined military mission. The and to be part of a technology that founded Miami Shipbuilding Corpo- commercial submerged hydrofoil only Boeing could have achieved. ration (MSC), which became one of was rated superior in comfort and Yes, there were mistakes, misunder- the largest employers in Dade rough water capabilities which standings and personality problems County. During World War II Jean seemed at the time to be fundamental but the Boeing Marine Systems Divi- worked as a designer of various ves- characteristics for any high speed sion reflected Boeing’s diverse aero- sels constructed for the US and passenger carrying boat. The ques- space expertise that could be applied tion is, how much are customers will- anywhere at anytime even though it Continued on Next Page cost them millions of dollars.
IHS Third Quarter 2012 Page 5 REMEMBERING JEAN BUHLER THE FIRST ISSUE and for the next 28 years the renamed (Continued From Previous Page ) Freccia Atlantica was part of the fleet From Fast Ferry International, of Aliscafi SNAV, the ferry division Allied Navies. MSC constructed PT October 2011 of Rodriquez. The vessel was Boats 1 and 2 and hundreds of 63’ scrapped as recently as 2004. Aircraft Rescue or ‘Crash” Boats. It was 50 years ago, in October 1961, Jean continued at MSC and became that Kalerghi-McLeavy Publications Hydrofoils launched Hovering Craft & Hydro- involved in the 1950s with develop- In Washington State, Boeing’s inter- foil. The magazine carried the strap ment of a pioneering hydrofoil vessel est was in hydrofoils. This had “not line “The International Review of for the Navy as well as other designs become generally recognised until Ground Effect Machines and Hydro- for the Navy and CIA. 1960, when the U.S. Navy announced foils”. After the family relinquished control that the company had been awarded a of MSC in the 1960s Jean formed a The editorial in the first issue stated, $2 million contract for construction team to develop passenger hydro- “Eight years have passed since the of a hydrofoil subchaser, the 110-ton foils, designing several vessels that introduction of the world’s first PC(H) [which] will fly on fully sub- saw testing and use in the Bahamas, scheduled hydrofoil service on Lake merged, subcavitating foils.” Maggiore. Since then the technical New York and the Great Lakes, years The US Maritime Administration had development of the hydrofoil has ahead of their time. In 1973 he joined become interested in hydrofoils in continued apace, but when com- inventor and oceanographer Edwin 1955 and studies had already led to pared with the jet airliner — a com- Link, who was developing the Harbor the construction of HS Denison, an parable transport innovation — none Branch Foundation oceanographic 80 ton craft capable of a speed of 60 will deny that the rate of application institute in Ft. Pierce. knots intended to serve as a test vehi- of the commercial hydrofoil has cle for considerably larger craft. After returning to Miami, Jean con- been disappointingly slow.” How- tinued to work as a consultant and de- ever, the editorial continued, “A The hydrofoil was not a recent con- signer well into his 80s. Among his growing interest in hydrofoils is now cept though. In an article entitled projects were a hydrofoil feasibility apparent, and we believe that their ‘Design and Operating Problems of study for Congress, stability tests for present number will have been mul- Commercial Hydrofoil Boats’, Baron major cruise ships world-wide, con- tiplied one hundredfold within a few H. von Schertel of Supramar wrote, version of vessels for use as casino years.” “It has taken a comparatively long boats and service as an expert witness period of time (some 50 years) to de- on vessel stability in courts in the US velop the hydrofoil into a type of craft and Europe. now commercially applied as a ‘new’ Jean was a Life Member of the Soci- means of transportation.” ety of Naval Architects and Marine Supramar’s licensee in Italy was the Engineers, where he helped to found shipyard of Leopoldo Rodriquez in and chair the Southeast Section. He Messina and the magazine included was also active with the International two pages of photographs of hydro- Hydrofoil Society, the Stevens Insti- foils under construction there. “Since tute of Technology Alumni and Chi 1955 Rodriquez have built more hy- Phi Fraternity Alumni, and organiza- The hydrofoil pictured on the cover drofoil craft for commercial opera- tions devoted to research and preser- tion than any other concern — fifteen vation of the 63’ Air-Sea Rescue of the first issue of Hovering Craft & Hydrofoil was Sirena, a PT50 de- PT 20s and nine PT 50s, delivered to Boat. He authored a number of arti- thirteen operators.” cles and papers published in profes- signed by Supramar and launched in sional journals and gave presen- 1960 by Cantiere Navale Rodriquez tations on aspects of vessel design to a for the Finland Steamship Company. variety of organizations. The PT50 returned to Italy in 1967 Continued on Next Page
Page 6 IHS Third Quarter 2012 THE FIRST ISSUE ing for at-sea cargo transfer, and fully IHS AT HIPER CRAFT EXPO (Continued From Previous Page ) amphibious delivery “feet dry” on the beach. The presentation covered the By Frank Horn Enthusiasm was not in doubt, as the importance of the T-Craft concept, its The American Society of Naval En- first issue of Hovering Craft & Hy- key technologies, development of its gineers (ASNE) hosted the High Per- drofoil shows. The magazine pro- configuration by three design agents, formance Craft Expo (HiPer Craft vides a snapshot of all that was going and technologies warranting further 2012) on June 26-27, 2012 at the Half on in the hovercraft and hydrofoil in- attention in the near term. Moon Cruise and Celebration Center dustries in 1961, the keen activity on After the presentation and during the in Norfolk, VA. This special event fo- both sides of the Atlantic and the in- question and answer period, Al Ford cused on suppliers, operators, terest reflected around the world. noted the following: A Commander maintainers, and equipment vendors Only developments in the USSR from the Australian Embassy (Naval in the high performance boat and were still hidden behind the Iron Cur- Attache) commented that the T-craft craft community. tain. might meet their emergent Humani- tarian Assistance/Disaster Relief JOINT DINNER MEETING (HA/DR) needs. Mark Bebar recom- mended that this presentation be given at a meeting of NATO Maritime In what has become a tradition, IHS Capabilities Group 6 [MCG 6], em- combined forces with SNAME SD-5 phasizing the HA/DR mission and the Panel for a joint dinner meeting on sea state 4 and 5 operational capabil- June 12 at the Army Navy Country ity. Club in Arlington, VA. The af- The IHS participated as an exhibitor ter-dinner presentation was on the Michael Wilson asked about the at this Conference. There were 45 subject: T-Craft —What, Why & choice of water jets for ocean-going Exhibitors and over 550 attendees How? by Robert Wilson and Dr. Al- performance, considering that water participating in the 2 day program. fred Skolnick. jet efficiency drops off significantly Many attendees visited the IHS at 20 knots and below. The answer booth that was manned by Mark was that a flat inlet was needed to Bebar, Joel Roberts, and Frank Horn have the SES catamaran hulls sit on a (shown here in the picture). Atten- beach; propellers would not do the dees were provided with a Hydrofoil job. Overview, and a Brief Tutorial writ- David Kaysen stated that LCAC had a ten by John Meyer. In addition, two requirement to clear 4-foot obstacles, of our IHS engraved stainless steel and asked whether T-craft had a simi- thermal mugs were given away on a lar requirement. The answer was that promotional basis to aid in attracting some model tests were done which in- attendees Al Skolnick and Bob Wilson cluded obstacles, but there was no to our The T-Craft is an amphibious concept specific requirement for this capabil- booth. Pic- combining the best capabilities of the ity. Al Skolnick asked Robert Moore tured here catamaran, surface effect ship and air from Textron Marine what the record is Elmo cushion vehicle. It answers ONR’s speed was of the SES-100B. He said making the requirements for a seabase- to-shore 93 knots (a world record speed for a draw for “connector” capable of self-deploy- naval ship). one of the winners. ment across open ocean, high speed A copy of the presentation is avail- while fully- loaded, operation in rela- able on the IHS website: tively shallow water, good sea-keep- http://www.foils.org/mtgpapers.htm
IHS Third Quarter 2012 Page 7 DO YOU REMEMBER AMPHIBIOUS HY- system for the landing craft require- decided to replace the reciprocating DROFOILS? ment. However, in spite of its relative gasoline engine with an Avco T-53 success, this configuration led to a From Ships That Fly gas turbine engine providing about comment which in essence said: “If 1,000 hp. “HALOBATES”, designed and com- this is the way hydrofoils are to be pleted in 1957 by the Miami Ship- built, we have no use for them in the building Corporation, was a develop- Navy!”. The feeler concept was cer- ment that grew out of a desire of the tainly objectionable, and so, feelers Marine Corps to increase the speed of went their way. approach to landing on the beach. An interesting aspect of the They noted that these speeds during HALOBATES design was associated the Korean War landings had not with the landing craft requirement. Reconfigured Halobates changed perceptibly since William Not only did the foil and propulsion the Conqueror headed for a beach in systems have to retract, but they were The photo here shows the reconfig- 1066. As a result, a program was initi- to continue to operate during the re- ured craft. The gas turbine installa- ated in 1954 to evaluate a hydro- traction process, that is, the craft was tion in HALOBATES marked a foil-supported landing craft, desig- to be capable of flying continuously notable technological “first” for hy- nated LCVP. from relatively deep water up to the drofoils in particular, and in the ma- rine field in general. The second LCVP(H) was built by Baker Mfgr. Co. in the early 1960s and was named HIGH LANDER. It had four surface-piercing V-foils which were retractable and it could carry a pay- load of 8,000 pounds to the beach at 40 knots. It was also a modified
Halobates with feeler arms Retractable, steerable propulsion system One version of the craft is shown here with “feeler” arms adapted from the point it became hullborne as the wa- Hook system. The name, HALO- ter became very shallow. The aft pro- BATES, was suggested by the Marine pulsion “out-drive”, shown in the Laboratory of the University of Mi- accompanying picture, had not only ami since halobates is a sea going in- to provide thrust during retraction, sect which has forward extending but remain steerable at all times. feelers. The hydrofoil HALOBATES, High Pockets Because of objections to its feelers, a modified small landing craft, was HALOBATES was reconfigured 35.5 feet long with a beam of 11.7 feet LCVP and was designed along the with an electronic automatic foil con- and a full load displacement of 31,000 lines of HIGH POCKETS but trol system. The feelers were re- pounds. A630 hp gasoline engine pro- weighed about 10 tons in the light moved and a step-resistance incor- vided power for the craft which dem- condition. porated along the leading edge of the onstrated speeds up to 34 knots in two forward struts. This feature pro- During this period the U.S. Army 5-foot waves. The design was compli- vided a height signal, based on wet- also became interested in the poten- cated by the use of many ball and ted length, to the autopilot, which in tial of foils to increase the speed of screw actuators necessary to provide turn controlled foil lift. Also, it was retraction of the foil and propulsion Continued on Next Page
Page 8 IHS Third Quarter 2012 AMPHIBIOUS HYDROFOILS reported to have an electrical fire on (Continued From Previous Page) board. Minutes later, cutter FLAG- STAFF was dispatched from her their amphibious DUKW. Miami dock at Port Hueneme, and pro- Shipbuilding, working with Avco- ceeded at about 55 mph to the search Lycoming, was awarded a contract in area. A private sailboat reported no 1957 to demonstrate a “flying” signs of survivors on the cruiser, DUKW. An Avco T-53 gas turbine en- which had quickly burned to the wa- terline. An accompanying Coast gine was installed along with an elec- AVCO-Lycoming LVHX-1 tronic autopilot like that in Guard chopper flew a search pattern HALOBATES. Retractable sub- of the area, dropping flares; but there merged foils were attached to com- wasn’t a sign of survivors. When the plete the modification. Trials were run chopper had to return, FLAG- near Miami, Florida during which a STAFF’s skipper took over command speed of about 30 knots was achieved of the search operation, and shortly in calm water compared to the the crew spotted a hatch cover and DUKW’s normal water speed of only other debris in the water. Time was of FMC LVHX-2 5 knots. essence! The 55 degree water temper- ature was no time for a slow boat! complexities and costs of such fea- Coast Guardsmen entered the water tures as foil retraction and high speed shortly after a shout from one of the gas turbine propulsion presented too survivors. great a penalty to pay for the increased water speed. As a result, further pur- suit of hydrofoil landing craft was ter- minated. [Editor's Note: This is another ex- Flying DUKW ample of the age-old question: “What Price Speed?”] The U.S. Marine Corps continued to have interest in the use of hydrofoils FLAGSTAFF JOINS THE COAST GUARD on wheeled amphibians. This led to their award of contracts for two com- In late 1974 the Navy loaned FLAG- FLAGSTAFF in U.S. Coast peting designs of an LVHX. STAFF to the U.S. Coast Guard for Guard Colors The LVHX-1, was built by Avco- several months for evaluation in per- Lycoming, and the LVHX-2 by FMC. forming their expanded 200-mile off- Later, the official Coast Guard report Both were designed to meet the same shore coastal patrol role. The Coast stated: “Reaction time of FLAG- requirement with aluminum hulls 38 Guard commissioned the ship, STAFF-type craft allowed timely ar- feet long and a capability of carrying a manned it with their personnel, main- rival of surface craft to participate in an offshore maritime distress”. 5-ton payload at a speed of 35 knots. tained it, and evaluated her in actual and simulated missions while operat- It was the very next day that a similar LVHX-I had a submerged foil system ing out of San Diego and other South- distress message was received and and LVHX-2 employed surface- ern California ports. piercing foils forward with a single FLAGSTAFF again took off in submerged foil aft. During its sojourn there, it was 40-knot winds and 3 to 5-foot seas to FLAGSTAFF to the rescue! A rescue two men whose boat had cap- During the trials program that fol- 40-foot cabin cruiser, several miles sized. lowed it finally became clear that the off shore late in a winter evening, was Continued on Page 12
IHS Third Quarter 2012 Page 9 SAILOR’S PAGE R&D facilities in East Cowes on the and Wag Feng at Aerotrope. Whilst Vestas Sailrocket2 2 Isle of Wight and took 16 months to driving area is only 2 m larger than [This is a continuation of the arti- construct. the wing of VSR1, it has a number of cle from the Second Quarter 2012 features which make it much more ef- The main structure is made from SP NL.] ficient and stable. It is thinner with a Gurit pre-impregnated carbon fibre “reflexed” trailing edge which stops Originally a feathering wing was with a Nomex Honeycomb core. Tita- the wing from going into a negative considered a necessity to allow tow- nium is used throughout. The main lift when sheeted out. While the thin- ing the boat back to the start of the foil was constructed by Composite ner is more efficient at speed, it is also course after each run. However this Craft in Cowes. The foils were cured more prone to stalling at low speed feature was not seen as a priority on in autoclaves at Green Marine. than the wing on VSR1. early trials which permits a reduction The wing is based around a tapered, and simplification of the amount of The wing is inclined at 30 degrees to filament wound carbon main spar lines necessary to control VSR2. match the inclination of the foil it op- supplied by Compotech. The ribs are poses on the other side of the boat. Cavitation carbon on 38kg Styrofoam (standard for under floor insulation). The lead- As VSR2 is designed to sail in one di- Sailboats rely on foils of some form ing edges are 80gm glass on 5mm rection, the wing is asymmetrical. It to counteract the side-force of the foam core or 200gm SP GURIT car- is set up for a starboard tack to suit the wind and to stop the boat drifting bon at ±45 degrees on a 5mm foam preferred speed sailing site at Walvis sideways excessively. At speeds core depending on location. The all Bay, Namibia. around 60 knots, virtually all foils up weight of the sail is around The wing is comprised of seven sep- will experience cavitation. The foils 65-70kg. The wing skins are a poly- arate parts, each with a specific role: on VSR1 had relied on fully wetted ester heat shrink film supplied by foils. However once these foils HIFI Films. The WING FILLET forms the “el- cavitate, drag increases substantially bow” in the wing where the wing con- while also causing a loss of control. VSR2 has a Cosworth data logging system measuring everything from nects to the beam joining it to the hull. VSR2 is designed to be dynamically wind speed to structural loads. Re- This connection is via a large, high-tensile ball joint. A600 mm stub stable. At high speed the pilot should cord runs will be timed using Trimble projects out the top of the fillet sec- be able to take his hands off the con- GPS systems. trols. VSR2 is also designed to have tion with a steel ball on it. The main enough power and efficiency to be Following a 15 month construction mast sleeves over this and has a cup in able to drag a cavitating foil through period at the Vestas Technology it allowing the main wing to rotate. the water at over 60 knots. One of the R&D’s facilities on the Isle of Wight, The fillet section also has a female goals of VSR2 is to confront cavita- the Sailrocket team launched VSR2 sleeve into which the horizontal tion head on: “just like the sound bar- on 8 March 2011. Wing Extension fits in. The wing fil- rier, once you are through… you are let is fixed off to the beam at a pre-set Dimensions through”. If the Sailrocket team angle of 10 degrees to the wind. It is achieves that aim and secure a record, Empty weight: 275 kg not sheeted whilst sailing but rather they will have proven a point. How- Length: 12.2 m used as a sheeting point to control the ever the team does not expect this Width: 12.2 m angle of the Lower Wing which is im- challenge to be easy or the results to Total wing area: 22 m2 mediately above it. 2 come automatically. Projected wing area: 18 m The LOWER WING with 7m2 area Construction The wing was designed by the is immediately above the Wing Fillet. Sailrocket team but was largely the It can rotate around ±45 degrees but is The boat was designed and built by responsibility of Chris Hornzee Jones the Sailrocket team in the VESTAS Continued on Page 11
Page 10 IHS Third Quarter 2012 Vestas Sailrocket2 imity to the shrouds which attach to wand as seen in hydrofoiling Moth (Continued From Previous Page) the top of the main spar. For this rea- class sailboats to a simple means of son it is separate. It is sheeted via a mass balancing it so that it only gener- limited in its ability to rotate by the bungee that will stretch if the Wingtip ates just enough lift to fly the pod in strut which holds the wing up in com- does interfere with the shrouds but ground effect as per VSR1. The team pression. It can be sheeted independ- has enough strength to sheet in this will start with this latter option. ently from the cockpit via a small small section otherwise. mainsheet which runs to the Wing The wing extension combined with Fillet. The Lower Wing isn’t con- The WING EXTENSION adds lift flap deployment is only intended nected to the main spar. Instead, the greatly to the overall efficiency of the to lift the wing and beam at around 50 spar passes through all the ribs so that wing. Previously, on VSR1, the out- knots. If the leeward float is flying be- they are free to float around it. This board end of the boat was flown by fore this, as found at around 38 knots way it can spin independent of the up- generating lift from the beam. This in initial trials, the whole wing is over per wing elements and can be re- proved to be inefficient as a bi-plane inclined and will needs to be stood moved to fit in a container for effect between the beam and the main more upright. transportation. wing reduced the lift efficiency of the beam. Chris and Wang who under- Sailing As the Wing Fillet is fixed in relation took the performance analysis for the Leeward pod flying at only 38 knots to the boat, the wing angle sensor wing came up with this new solution. boat speed indicates that the whole uses a laser to measure the difference It serves the following purposes: wing is over-inclined, especially as it in angle between the bottom rib of the - Creates an effective lifting lever for is doing it without wing lift flap de- lower wing and the top rib of the wing flection. fillet. the outboard end of the boat, making the outboard end of the boat fly. The MIDDLE WING is the largest Working in ‘ground effect’ due to its component of the wing. All of its ribs proximity to the water reduces its in- are bonded onto the main spar so duced drag. when the spar rotates, this whole sec- tion of wing rotates. It can rotate - Has the effect of making the wing a through 360 degrees as it is not inter- much higher aspect ratio, and hence fered by any shrouds or supporting higher efficiency, whilst maintaining struts. It can be de-powered when the a low centre of effort. Paul Larsen has found that it is more craft is towed back up the course. It is The WING LIFT FLAP is actively efficient to turn the whole boat to the sheeted via a bridle which also pulls controlled to increase or reduce the wind during the start-up and accelera- in the Lower Wing at the same rate lift of the Wing Extension and thus tion phase rather than to simply sheet when the mainsheet is pulled. For control the flying height of the out- the wing. This allows the wing to be towing, the whole wing can be locked board (or leeward) end of the boat. It oriented at 10 degrees such that all the together using sliding pins between will most likely become fully effec- sections line up provide greatest effi- the sections. tive at around 50 knots and be con- ciency. As the boat accelerates and the trolled by as simple a system as The TRIM FLAP on the trailing apparent wind increases and shifts possible. It can’t be fixed as the faster edge of the Middle Wing is adjustable forward Paul bears away down the the boat travels, the higher the beam to alter the “feathering” or de- power- course and continues accelerating. To will fly and the craft will then loose ing properties of this key section of slow down the approach is to sheet out performance. It must be regulated to wing. The flap can be removed to re- to about 20 degrees. At the end of a “just” fly the leeward float. The aim duce the chord of the wing to fits in a run the wing is eased out to around 30 is that this will not be controlled by 40 ft. container. The UPPER degrees, followed by bearing away to WING/WINGTIP cannot rotate the pilot during a run so the team has a through 360 degrees due to its prox- number of viable options for control- ling it, ranging from a surface sensing Continued on Page 12
IHS Third Quarter 2012 Page 11 Vestas Sailrocket2 FLAGSTAFF JOINS THE COAST GUARD FLAGSTAFF was returned to the (Continued From Previous Page) (Continued From Page 9) Navy in September 1978 due to prob- provide room to turn into the wind lems with its propulsion machinery, sized. In both of these rescues it was - without hitting the shore. lack of spare parts, and problems re the hydrofoils high speed capability lated to being one-of-a-kind ship. Conclusion as of late 2011 in adverse weather that was the decid- ing factor in saving lives. In an article in High-Speed Surface While sensitive to sheeting angle, the Craft of December 1983 it was re- wing is well mannered and appears to Subsequent to its evaluation of both ported that FLAGSTAFF sat afloat at be delivering all the power required. the HIGH POINT and FLAGSTAFF, a small boat pier in a salvor’s posses- The feathering feature is not being the U.S. Coast Guard concluded that sion at Warwick, Rhode Island in used, mainly because the team cur- the hydrofoil’s ability to achieve and what was described as “a rather dis- rently feels it isn’t necessary. Aside maintain high speed in a given sea reputable condition”. It was an unfit- from the design and construction ef- state’are an asset. The conclusions in ting end for a true “Trail Blazer”. But fort incurred, the penalty of this fea- a report said that hydrofoils are not was it really the end? No, thanks to a ture is about 7 kg of extra weight. mysterious craft. The training and real hydrofoiler, who in 1988 was experience requirements of hydro- successful in acquiring FLAG- foils are no more demanding than that STAFF. John Altoonian was amazed Sponsors of the modern conventional cutter. to find that in spite of pigeon drop- However, the speed factor introduces pings and mud, the “ole girl” was still The long term and major sponsor of new concepts of crew response and Sailrocket2 is Vestas, one of the pretty much intact. He had FLAG- interrelation. Further, improved navi- STAFF raised and towed her to Point worlds leading developers and manu- gational and collision avoidance sys- facturers of wind turbines for whom Judith, Rhode Island. With all the tems are mandatory for high speed foils raised, and two small leaks re- Malcolm Barnsley is a senior test en- craft of all types." gineer. Gurit (formerly SP Systems) paired, he towed the craft to his resi- have also provided support from the As a result of this favorable experi- dence on the Inter-Coastal Waterway start with their range of composite ence, agreement was reached in 1976 at Grassy Sound, New Jersey. One materials from pre-preg carbon to ep- to turn over the ship to the Coast can understand that as people on or- oxy resins and bonding agents. Guard for operation off the New Eng- dinary boats pass by, FLAGSTAFF Aerotrope, founded by Christopher land Coast. It was accepted as a Coast always gets a second look. John has Hornzee-Jones, the designer of the Guard Cutter with the designation renamed his hydrofoil “THE solid wing sails on both VSR1 and WPGH-I on March 2, 1977 at the U.S. GOLDEN EAGLE” since it is a VSR2, has carried out the structural Coast Guard Support Center, Boston, golden oldie; the Eagle represents design of the complete platform and Massachusetts. The ship was em- flight and the USAwhere it was built. created the simulations of the boat’s ployed to evaluate the use of hydro- performance, dynamic stability and foils for Coast Guard duties. control. Other sponsors are listed on the team website. IHS BOARD OF DIRECTORS ******* 2010 - 2013 2011 - 2014 2012 - 2015 Sumi Arima Joel Billingsley Mark Bebar IHS OFFICERS 2012 - 2013 Mark Bebar President John R. Meyer Martin Grimm George Jenkins Joel Roberts Vice President Joel Roberts Frank Horn Leigh McCue-Weil
Frank Horn Treasurer William White John Monk Ray Vellinga Joel Billingsley Secretary
Page 12 IHS Third Quarter 2012 The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA
Editor: John Meyer Fourth Quarter 2012 Sailing Editor: Martin Grimm IHS AT THE TACOMA SUSTAINING MEMBERS MARITIME FEST By Ray Vellinga and William Hockberger IHS Members
The International Hydrofoil Society participated in the Maritime Fest sponsored by the Foss Waterway Seaport in Tacoma, Washington, on 25-26 August 2012. IHS staffed a booth, with a second booth along- side staffed by Terry Orme and his team dedicated to the restoration effort on PCH-1 HIGH POINT.
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YOUR 2012 IHS DUES ARE DUE
See Full Announcement on Page 2 INSIDE THIS ISSUE - President’s Column p. 2 - Welcome New Members p. 2 - MANU WAI p. 7 The Maritime Fest, free to the public, is a 20-year-old annual event - L’HYDROPTÈRE p. 8 that features an array of activities celebrating regional maritime heri- - Hydrofoil Voyager p. 9 tage. The commercial port of Tacoma is one of the West Coast’s most active and important. The Foss Waterway is the gateway to Tacoma’s - Sailor’s Page p. 10
See Maritime Fest, Page 3 WELCOME NEW MEMBERS PRESIDENT’S COLUMN Howard Apollonio – Howard is a To All IHS Members naval architect from Lynwood, Concept Evaluation (ANVCE) and Washington, not far from Seattle. Surface Ship Concept Formulation As you know from reading the Third Howard made himself known in the (CONFORM) hydrofoil concept Quarter 2012 Newsletter, John heydays of hydrofoils when as a uni- studies. It was during this period that Meyer has stepped down as Presi- versity student he designed and flew I met John and benefitted from his dent of the International Hydrofoil a surface piercing hydrofoil sailing expertise in hydrofoil and hybrid hy- Society after 21 years of outstanding catamaran. Howard had driven drofoil technology development. service and leadership of the organi- down to Tacoma to the Maritime Fest zation. After consultation with John The last several Newsletters have re- and was so impressed with the IHS and as a result of the July 16 Board of ferred to the Tacoma Maritime Fest, booth he immediately signed up as a Directors meeting, I was elected to which took place on August 25th – new IHS member. Presently, serve as IHS President. In recogni- 26th. This issue includes an article Howard is engaged in designing tion of his contributions to the suc- on the Fest, starting on page 1. I foil-assisted catamarans as well as cess of the Society and to hydrofoil would like to thank a number of IHS conventional yachts and commercial technology development over a pe- members for their superb efforts in boats. st riod of many years, the 1 Quarter preparing for and manning our booth 2013 Newsletter at the Fest, includ- will include a retro- YOUR 2012 DUES ARE DUE Hubert Walichnowski - Hubert ing Ray Vellinga, was born in Warsaw Poland, May spective on his ca- IHS Membership options are: Bill Hockberger, US$30 for 1 year, $56 for 2 1979. He did his primary reer. I want to say Martinn Mandles, years, and $82 for 3 years. Stu- (1986-1994) and high school that while it will be Mike Terry, Sumi dent membership is still only (1994-1998) there as well as started impossible to fill Arima, Frank Horn US$10. For payment of regular at a University (1999) in Mechanical John’s shoes as and Terry Orme. President, I will do membership dues by credit Eng and IT – (Programming). He my best to further card using PAYPAL, please go On the subject of then came to Australia and stayed the objectives of to the IHS Membership page new IHS members, there. His post University experience IHS. John has gen- at
Page 2 IHS Fourth Quarter 2012 Maritime Fest telling people about hydrofoils and company and son of the man who (Continued From Page 1 raising their awareness of what hy- headed it when these ships were be- drofoils can do to make ships and ing built, attended the Fest and city center and the recreational har- boats more effective and efficient. stopped by to see our booths and talk. bor. The Fest features boats in the The location on Puget Sound is espe- He recalled hearing about them from water to see and go aboard, boat tours cially good because so much early his father and eventually seeing and of the Port of Tacoma, and exhibits in hydrofoil development and construc- riding them.) the Foss Waterway Seaport Museum. tion occurred there, and there are still Tom Cashman, Executive Director of people in the area who were involved As the project progressed, however, it the Foss Waterway Seaport Museum, or were at least aware of it. During was disappointing to discover that described the festival as follows: that period, the US Navy and Boeing FRESH-1 is too large for the indoor hydrofoils LITTLE SQUIRT, Seaport Museum. (Shortly thereaf- “In its early years older working fish- ter, FRESH-1 was acquired by IHS FRESH-1, TUCUMCARI, HIGH ing vessels would be on display and member Eliot James and moved to his POINT, PHMs, Jetfoils, and other the public could board them for tours. USS ARIES Hydrofoil Museum in The Seaport, then known as the Com- hydrofoils were common sights on the waters of Puget Sound. Brunswick, Missouri.) However, this mencement Bay Maritime Center, project evolved into a related idea. would have a number of youth activi- ties on hand, and the public could see Ray Vellinga and Harry Larsen drove boat builders at work. The festival Tom Cashman to Paine Field, in also had a mass of vendors selling the Everett, Washington, to see LITTLE typical stuff one finds at public week- SQUIRT, the earlier and smaller wa- end festivals, and lots of typical fair ter-jet-powered Boeing hydrofoil food. At our urging in the last decade prototype. Tom expressed interest in the organizers have tried to create displaying the more-manageable more interesting events, with some LITTLE SQUIRT, and this still re- success. One is a “Quick and Dirty FRESH-1 on a high speed run mains a possibility. However, in Boat Building” competition in which Newsletter readers may recall that view of the present state of LITTLE teams are given a fixed amount of last year a few of us in the IHS at- SQUIRT it was clear that more would materials and six hours to build a boat tempted to find a home for FRESH-1, have to be done to make it presentable they must also row in a race of sorts the jet-powered prototype hydrofoil in the Museum, so it was dropped as a that same afternoon. That activity is that flew nearly 100 mph. Tacoma’s candidate for this year’s Fest. lots of fun. Some years there are also Foss Waterway Seaport Museum dragon boat races; this year high seemed a likely place for her, so Tom school kayaking teams competed. Cashman was taken to inspect A couple of years ago, 2010, the Sea- FRESH-1, then lying in Bremerton, port decided to get more aggressive Washington. Martinn Mandles made and invited eight hydroplanes to put a generous offer to sponsor her for on a demonstration. The 2010 Mari- the exhibit, including preparing her time Fest was the most attended and transporting her there, so Tom weekend in the event’s history.” and the Museum considered refur- bishing her and making a permanent LITTLE SQUIRT in her heyday Late last year Tom proposed that hy- exhibit. This project seemed a natu- drofoils be “the star attraction" at ral. After all, Tacoma is the home of After months of preparation, the 2012’s festival and invited IHS to J. M. Martinac Shipbuilding, which booths and the boats materialized at participate. We were quick to accept, built the hulls of FRESH-1and High the Seaport to introduce thousands of because we thought the Fest would Point under contract to Boeing. (In provide an excellent opportunity for fact, Joe Martinac, President of the Continued on Next Page
IHS Fourth Quarter 2012 Page 3 Maritime Fest (Continued From Page 3) posed of 590 hydrofoil slides col- from Port Orchard, Washington. lected over the years. The third With its bright yellow color, high visitors to the world of hydrofoils, monitor played a compilation of Ray mast and low foils, it was a magnet past, present, and future. IHS Presi- Vellinga’s 24 videos on YouTube. for curious passers-by. Greg was dent Mark Bebar (recently taking on there to explain to all how it is sailed Terry Orme, Jr., Terry Orme, Sr., this position from retiring John and how well it performs. Fred Nachbar, and Randy Kecey op- Meyer) and IHS member Bill erated the adjacent booth on PCH-1 Hockberger flew out from the east restoration. Their photo display of coast to join with west coast IHS HIGH POINT and other military hy- members Sumi Arima, Bruce Bryant, drofoils was popular with visitors. Mike Terry, and Ray Vellinga to set HIGH POINT is now located at the up the booths and interact with the former seaplane base at Tongue public. As the photograph on page 1 Point, Astoria, Oregon. Incidentally, shows, our IHS displays included the Ormes are hoping to move HIGH three large monitors, each with a POINT into the Tacoma-Seattle area DVD player, continuously showing Harry Larsen’s TALARIA IV for continuing restoration and are videos of hydrofoils in action. Many open to any relocation ideas. Anyone photographs of hydrofoils, organized Spotless and gleaming, Bruce wishing to contribute funds, labor, or to illustrate the major categories and Bryant’s HYCATis a fine example of location should contact Terry Jr. types, were displayed on tall panel craftsmanship (he built it himself) as well as a promising direction for hy- systems. Mark Bebar also brought Harry Larsen flew his TALARIA IV, some informative handouts for kids drofoil-assisted catamarans. Bruce a 24-foot Bayliner cabin cruiser he first worked with Dr. Dale Calkins in about boats and ships and informa- converted to fully-submerged foils, tion on ship design education at the the 1970s to develop the concept and down from nearby Vashon Island. conduct model tests and analysis. Webb Institute of Naval Architec- Harry provided exciting demonstra- ture. Our poster advertising next tion flights on Friday to calibrate his year’s hydrofoil reunion in Key West maneuvers in the waterway. How- was displayed prominently and ever, overnight water leakage re- should help boost attendance there. sulted in damage to the craft’s flight control electronics, making One of the monitors played IHS’s ac- TALARIA unable to fly during the tion slide show of military hydro- weekend, which was disappointing. foils, while another played a new show assembled for the Fest com- The spectators' attention gravitated to the boats on display around the two booths. Bruce Bryant’s HYCAT These craft were a major at- Dan Kaseler, his 4 year old son, Cas- traction and caused many to cade, and wife, Jacque, traveled from stop and then visit our booths Seattle to display his home-built hy- for further explanation and drofoil Moth. We all hoped to see information. Having them him fly, but Tacoma, a haven for there also made it possible power craft, often lacks the winds for people to see and feel sailors depend upon. Dan also dis- what a foil is like. played a hydrofoil wake board simi- lar to an Air Chair. Greg Jacobs brought his RAVE two-person sailing hydrofoil trimaran down PCH-1 Booth Continued on Next Page
Page 4 IHS Fourth Quarter 2012 Maritime Fest pate, and it promises to be another big (Continued From Previous Page ) event for the IHS. Martinn Mandles was present in By the way, Washington State is gor- spirit, if not body, as he and wife Con- geous in August, and the weather dur- nie were away on a long-planned ing the event was perfect. Not hot, not cruise aboard a Russian icebreaker cold, mostly sunny, no rain. It is prob- near the North Pole. Besides his of- ably the best place in the world to be fers of substantial support to get in August, and next year promises to FRESH-1 or LITTLE SQUIRT to the be another great event. Try to fit it Seaport Museum, Martinn donated into your plans. an excellent custom-built model of TUCUMCARI, which was a major feature of our display.
Here and on the next page is a collec- tion of photos taken at the Maritime Fest by Ray Vellinga and Mark Bebar.
Model of TUCUMCARI
The Foss Seaport Waterway Museum is currently being remodeled, and Tom Cashman and his assistant Earla Harding are assuming command of the entire Maritime Fest for next year. This year the visitors we had were short of the numbers estimated to pass by the long boardwalk displays, at least on our end of the exhibition (al- though we did have enough of the right kind of people for our purposes). However, Tom and Earla have said that next year all displays will be con- solidated and the IHS will be more centrally located. We plan to partici- Continued on Next Page
IHS Fourth Quarter 2012 Page 5 Maritime Fest ( Continued from previous page)
Page 6 IHS Fourth Quarter 2012 Is MANU WAI the Last Complete A more comprehen- Rodriquez PT 20 Hydrofoil? sive review of the op- eration of MANU By Garry Fry, IHS Member WAI was provided in Australian IHS member Garry Fry the December 2001 has provided an update on the recent issue of the on-line Classic history of the Rodriquez-built PT 20 magazine Fast Ferries MANU WAI and is keen to hear from that was any IHS members who may be able to edited by one time offer a sound proposition for the long IHS member Tim term preservation of this hydrofoil. Timoleon. That re- PT 20 MANU WAI shown moored at Berries view also Bay, Sydney, August 2012. covered the history of Garry’s involve- MANU WAI was hoisted onto a ment with MANU WAI hardstand in Sydney between late from 1995 through to 2001. 2006 and October 2009 to undertake significant repairs required to deal In 1995 Garry became with the effects of the extended owner of the vessel in con- lay-up with a view to putting the hy- junction with two business drofoil back into Class survey and op- partners with the aim of op- erate commercially again. However erating MANU WAI as a as a private venture it has been an tourist excursion boat on overwhelming task at times for essen- Sydney Harbour. The hy- PT 20 MANU WAI foilborne on Sydney tially one person with limited help drofoil was shipped to Aus- Harbour some years ago. from a retired friend. Garry continues tralia and restored to to work full time as a Ferry Master on Garry is a dedicated hydrofoil enthu- operational condition by re- Sydney Harbour so this preservation siast living in Sydney, Australia, pairing damage that had been and restoration work had been under- who, as a result of a childhood dream incurred in New Zealand after it had taken during periods of annual leave to be a hydrofoil captain, came to be run aground in shallow water. Unfor- and rostered days off. the owner of MANU WAI. This hy- tunately the Australian business drofoil started her service life as a failed shortly after start up in 1996, Following a recent major setback commuter ferry between Auckland and the boat was laid up afloat pend- with the propulsion engine seizing and Waiheke Island in New Zealand ing sale or relocation. This was the (though at idle under no load), Garry 1964 and operated on that route until start of what was to become a 12-year recognizes that unfortunately the 1972 when she was laid up over an in- marathon by Garry to preserve the time has come where he has reached dustrial dispute between the owner boat and where necessary restore the end of the road in his restoration and the Seaman’s Union and was des- equipment on board without signifi- efforts without significant help from tined never to re-enter service as a cant assistance from that point for- others. He feels the engine is quite re- commuter ferry in New Zealand. ward. pairable for anyone who wishes to tackle this task. The engine seizure Continued on Next Page In 1989 she was given a new lease of life as a corporate charter boat for the Disclaimer hasInterested been particularly in hydrofoil dispiriting history, be- America’s Cup which was hosted in IHS chooses articles and cause,pioneers, short photographs? of scrubbing the Visit foils the and Auckland in 1990. She was stripped photos for potential interest to IHS hullhistory clean and of marine photo growth, gallery he pages was at of all fittings and rebuilt and modern- members, but does not endorse theof time theIHS onlywebsite. weeks away from get- ised from the keel up in a NZ$1.3m products or necessarily agree with tinghttp://www.foils.org her foilborne again, for the first refit. the authors’ opinions or claims. time since 2000.
IHS Fourth Quarter 2012 Page 7 Is MANU WAI the Last Complete L’HYDROPTÈRE in Los Angeles and lighthouse offshore of Honolulu, in a Rodriquez PT 20 Hydrofoil? San Francisco time of 4 days, 19 hours and 31 min- utes, at an average speed of 19.17 To the best of Garry’s knowledge, Adapted from www.hydroptere.com knots (35.5km/hour). MANU WAI is the last surviving completely intact PT 20. While there In the second quarter 2012 Newslet- To determine the optimum departure may still be some other PT 20’s lying ter, we reported that the time for the record attempt, the team around the waterfront in Europe or L’HYDROPTÈRE team will be com- is running weather and velocity pre- Asia waiting to be broken up, Garry is peting for the sailing record between diction models. The ideal time frame unaware of any others still afloat any- Los Angeles and Honolulu. for the attempt apparently begins in where in the world but would be in- mid June and continues to terested to hear otherwise. early September. If a win- dow emerges, the team ex- The PT 20 was the world’s first high pects to make headway at speed ferry approved for limited an average of 25 knots in- coastal use by Classification Soci- creasing to about 30 - 35 eties and as such Garry rightly feels knots. In transit some of an effort should be made to preserve the crew will permanently and restore MANU WAI. He is con- be monitoring the weather cerned that without a white knight and running the routing coming forward, the risk is that software for feedback to MANU WAI will eventually end up the skipper. being scrapped or converted into a pleasure craft minus its foils such that it is barely recognizable as a hydro- While waiting for a foil. weather window, L’HYDROPTÈRE was To that end, Garry has made some ini- sailed up to San Francisco tial enquiries with other parties who Bay during late August may be in a position to take over own- giving an opportunity for ership of MANU WAI but with the in- L’HYDROPTÈRE DCNS in her new colors the trimaran to cross tacks tention of preserving her as a true with the America’s Cup Having arrived in California at the hydrofoil. One difficulty that Garry AC45s, which were racing in the Bay start of July on a cargo ship, recognizes is that MANU WAI is now during this period. On 31 August, L’HYDROPTÈRE has been located in Australia where her signif- L’HYDROPTÈRE achieved an aver- fine-tuned and is awaiting suitable icance isn’t well recognized. There age speed of 37.5 knots (or 69.5 weather for her transpacific record might be better prospects for preser- km/hr) over a nautical mile in San attempt. The trimaran hydrofoil is vation in her birthplace of Italy or her Francisco Bay, apparently a sailing now lighter and with increased sail home country for many years, New speed record on the Bay (pending ap- area and has foils fitted that suit off- Zealand. proval by the Yacht Racing Associa- shore use including an auto-pilot sys- tion). They also unofficially took part If you can offer help or good sugges- tem for the aft stabilizer to improve in the Ronstan Bridge to Bridge Race tions for preservation of MANU directional stability in heavy seas. organized by St Francis Yacht Club. WAI, Garry Fry can be contacted at: The team will be attempting to beat [email protected]. the existing record set by Olivier de Kersauson, at the helm of Meanwhile, Alain Thébault, who is GERONIMO, which covered the the L’HYDROPTÈRE DCNS de- 2,215 nautical miles between the signer and skipper of , is preparing his Fermin Point lighthouse south of Los third book to be released next spring. Angeles and the Diamond Head
Page 8 IHS Fourth Quarter 2012 REPUBLISHED: ‘HYDROFOIL VOYAGER’ David Keiper, who passed away in A&R MAKES WAVES WITH NEW BY DAVID KEIPER 1998, had designed and built the SWASH DESIGN 31’-4" sailing trimaran yacht Via Barney Black, IHS Life WILLIWAW and thereafter logged al- Excerpt from Maritime Journal, Au- Member most 20,000 miles of cruising around gust 2012 the Pacific in the 1970’s to test and We previously reported in the News- By Tom Todd fine tune the yacht which is the focus letter that IHS members Barney of the book. Germany’s specialist Abeking and Black, Ray Vellinga, Tom Speer and Rasmussen (A&R) Shipyard is Scott Smith have assisted Steven and One review of the book is as follows: building a small new type of Alison Keiper with plans to re-pub- "It’s great to see this adventure book workboat tender based on its proven lish the book Hydrofoil Voyager writ- available again after such a long time SWATH boats but with a single hull ten by their late father, David A. being out of print. This is David and says the new design will be tested Keiper. Following a final review of Keiper’s own story with photos and in autumn. the proofs for the new edition by Ste- sketches; how he designed and built a ven Keiper, it is pleasing to be able to unique hydrofoil yacht and sailed A&R in Lemwerder was the first report the book is now available for solo around the Pacific Ocean. It is a German facility to enter the SWATH sale at Amazon.com in 8-1/2” by 11” riveting adventure story that also in- (Small Waterplane Area Twin Hull) softcover format (go to www.ama- cludes many hard-earned design, technology sector. Its new type is zon.com and search in Books for Hy- manufacturing, safety, and financial called SWASH (Small Waterplane drofoil Voyager). The full title of the tips. The book is distinguished by Area Single Hull). new edition is: Hydrofoil Voyager: vivid, active prose that puts you there WILLIWAW, From Dream To Reality in the picture; experiencing the un- and Toward the Sailing Yacht of the folding adventure as Dave experi- Future. The price listed on Amazon ences it, and solving unexpected, (excluding shipping) is US$15.00. disconcerting, and possibly life- The original book has long since threatening problems with Dave as been out of publication and is seldom they happen. Will be enjoyed by any- available, even on ebay.com and one who likes adventure, and is must other sources of used books. reading for anyone who wants to design and build a high perfor- mance hydrofoil sailing yacht… or to dream about it." Additional reviews on amazon.com are needed and will be appreciated.
The new edition has several A&R SWASH added maps and written material from David Keiper's files. To The yard claims to be the first to have draw attention to the re-issue of marketed a reliable and commer- the book, Ray Vellinga has re- cially successful SWATH and has cently posted a video showing been a leader in the development and WILLIWAW and its voyages marketing of SWATH boats in the around the Pacific. Here is the 25m to 60m range. All have been pio- video's URL: neers in their fields. However, be- cause of their stability in rough www.youtube.com/watch?v=1cYXxZiL4 weather and good sea holding, many www.youtube.com/watch?v=1cYXxZiL4B8 have found service as pilot tenders, Continued on Page 12
IHS Fourth Quarter 2012 Page 9 SAILOR’S PAGE
FOILER MOTH VELOCITY The Moth World Championships had dynamics of a Foiler Moth. For the 4 PREDICTION PROGRAM been hosted in Australia at the start of DOF model, forces in the x (surge), y 2011 thus providing working mate- (sway), and z (heave) directions and Information provided by Dane rial (including photos and measure- moments about the x axis (roll) are Hull and Jonathan Binns ments of foiler moths) for Dane to use considered and a solution is sought in During 2011, Dane Hull, an under- for validation of a Foiler Moth VPP which these are balanced for sailing graduate Bachelor of Engineering he had further developed from earlier in equilibrium. For the 5 DOF model, (Naval Architecture) student at the work by Christian Bogle as a Mas- moments about the y axis (pitch) are Australian Maritime College (AMC) ter’s thesis at TU Berlin in 2010 also balanced. The only degree of at Launceston, Australia, completed a (“Evaluation of the performance of a freedom not explicitly balanced is thesis project titled “Speed Sailing hydro-foiled moth by stability and that of yaw. Dane contends that this Design & Velocity Prediction Pro- force balance criteria”). can be balanced with rudder action gram” under the supervision of Dr without having a significant effect on On the advice of Dr Binns, who him- the overall performance of the boat. Jonathan Binns at AMC. The thesis self has a research interest in sailing project was prompted by an earlier craft performance and hydrodynam- The resulting VPP was validated proposal for a student project to de- ics, the basis for the VPP code against a limited set of full scale rac- velop a versatile Velocity Prediction adopted by Dane was “Future Ship ing results which suggested good cor- Program (VPP) suited to studying the Equilibrium”, an open modular style relation could be obtained for sailing relative merits and performance of a program based on programmable on tacks to windward and that the 5 range of different high speed sailing force modules. Refinements over the DOF model more closely approached craft designs. original VPP by Bogle included in- the ability to predict the leeward sail- As the original thesis proposal was corporation of T-foil lift and drag co- ing performance of a moth foiler than too broad and complex to be able to efficients obtained from towing tank the simpler 4 DOF model. undertake in the time available for an measurements of the full scale rudder undergraduate thesis project, it was T-foil of a Foiler Moth undertaken previously at the AMC towing tank In the process of undertaking a litera- decided early in the project to narrow ture review for this thesis, Dane un- the focus to examining the sailing per- by Jonathan Binns and other co-researchers. covered a number of research papers formance of foiler moths, thus pro- into the dynamics of Foiler Moths ducing a valuable outcome in its own The thesis presents results for a VPP and these are provided as references. right while forming the building implementation including both a 4 blocks for a more general VPP. and 5 degree of freedom model of the Continued on Page 11
Profile of Foiler Moth illustrating its configuration. Force components on a hydrofoil as considered in the VPP.
Page 10 IHS Fourth Quarter 2012 FOILER MOTH VELOCITY PREDICTION PROGRAM ( Continued from previous page)
[For those interested in a copy of the thesis, the thesis supervisor, Dr Jona- than Binns can be contacted at [email protected] or via the sail- ors page editor: [email protected]]
(above) Consideration of the pressure distribution acting on a keel with or without a T-foil attached and for hullborne and foilborne conditions (from Bogle).
(above) Perspective of Foiler Moth with the Body Fixed coordinate sys- tem employed within Future Ship Equilibrium.
(above) An illustration of the speed polar plot for the 5 Degree of Free- dom VPP implemented by Dane Hull showing predictions for two dif- ferent wind speeds. The sudden discontinuities of speed for changes in true wind angle correspond to the situation where operating foilborne is no longer possible. A true wind angle of zero represents head winds.
IHS Fourth Quarter 2012 Page 11 A&R SWASH The SWASH prototype, already be- The single hull tube contains all the (Continued From Page 9) ing built to GLclassifications at A&R ship’s systems technology including as Hull No 6496, will reportedly be gears, shaft, generators and bow mother ships, and as Coast Guard pa- 20m long and operate in principle just thruster plant along with the main en- trol boats in Germany and neighbor- like a SWATH boat. gine, which unconfirmed reports said ing countries. Others are in offshore would be a diesel unit from MTU of service, and one was built as a private The vessel's deck and superstructure 900 kW providing up to 18 knots with yacht. are aluminum and closely resemble a variable pitch propeller. A&R be- those of lieves the concentration and hull lo- standard cation not only means equipment is SWATHs. less noisy but also that there is more They rest space for a maximum of ten people on two cen- on the tender’s superstructure. tral struts welded onto a sin- A&R experts are said to believe that gle cigar- the new small SWASH design will in- shaped terest pilot groups, wind parks, po- tube sus- lice, customs and local authorities. pended be- low the center of the vessel and three ********* SWASH under construction meters be- low the The new smaller SWASH type looks surface. a bit like a Praying Mantis on land and like a trimaran on water but is a stabi- To meet class requirements, design- NEW BENEFIT lized single hull vessel whose dis- ers have also mounted two vertical placement is in its central hull tube. outriggers on either side of the super- IHS provides a free link from structure which work in combination the IHS website to members’ per- A&R marketing and sales manager with a fin stabilizer system to balance sonal and/or corporate site. To re- Silke Thape told Maritime Journal, the 12.16m wide vessel. They also quest your link, contact William “This is a very extravagant new de- provide flat sides for convenient White, IHS Home Page Editor at velopment, which we are very con- berthing. [email protected] sciously financing ourselves.” She revealed that it was planned to begin testing the new type in September and IHS BOARD OF DIRECTORS that A&R hoped to provide more technical details about it at that time. 2010 - 2013 2011 - 2014 2012 - 2015 Sumi Arima Joel Billingsley Mark Bebar IHS OFFICERS 2012 - 2013 Mark Bebar President John R. Meyer Martin Grimm George Jenkins Joel Roberts Vice President Joel Roberts Captain Frank Horn Leigh McCue-Weil
Frank Horn Treasurer William White John Monk Raymond Vellinga Joel Billingsley Secretary
Page 12 IHS Fourth Quarter 2012