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WHERE ARE YOU IN
CYBERSPACE?!
IHS relies on electronic communi-
cation with the membership to improve
timeliness and reduce mailing costs. If
you change your email address, let us
know about the change! Thank you.
2003 DUES ARE DUE
IHS Membership is still only
US$20 per calendar year (US$2.50 for
students). Your renewal or new member-
ship is critical. IHS accepts dues payment
by personal check, bank check, money or-
der or cash (all in US dollars only). We
have also recently arranged for payment
of regular membership dues by credit card
using PAYPAL. To pay by credit card
please go to the IHS membership page at
<http://www.foils.org/member.htm> and
follow the instructions.
INSIDE THIS ISSUE
- President’s Column . . . . . . . p. 2
- Welcome New Members . . . p. 2
- Propeller Solutions . . . . . . . p. 4
- Flying A Foil Manually . . . . p. 6
- Helicopters & Hydrofoils . . p. 7
- Hydrofoil Surfing . . . . . . . . . p. 9
- Sailor’s Page . . . . . . . . . . . . p. 10
- Letters To the Editor . . . . . p. 13
LETTERThe NEWSInternational Hydrofoil Society
P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Spring 2003 Sailing Editor: Martin Grimm
Hybrid Trimaran Hydrofoil Spreads
Its New Wings
By William McFann
The Island Group
Tests and trials of the 46’ hybrid foil-assisted trimaran developedby TechMan a/s, Norway, and built by Island Engineering, Inc(IEI), Maryland, USA, were successfully completed in May
2002. [Ref previous IHS Newsletters]. After demonstrations of thevessel for representatives of Navatek, Ltd, Hawaii, a program wasstarted to use the trimaran as a test bed to evaluate a new variant ofNavatek’s proprietary lifting body technology.
Navatek has been developing and testing various configurations oflifting bodies and foil systems, separately and in combination, since
Continued: See Hybrid Trimaran, Page 3
Hybrid Trimaran Flying at 32 Knots
Page 2 IHS Spring 2003
PRESIDENT’S COLUMNMichael Bosworth – Mike is currently the
Ship & Force Architecture Concepts
(S&FAC) Program Manager in NAVSEA
05D1. He is a retired naval officer/engineer
(CDR USN (ret), retired in 1996). Prior to
naval service, in the late sixties/early sev-
enties, Mike experimented with hovercraft,
surface effect ships and hydrofoils with a
series of small experimental craft out of
Santa Barbara, CA. After a bachelor’s in
Naval Architecture from Naval Academy
(1976), he served in many capacities as a
Naval Officer. After naval retirement,
Mike worked for half a decade at Syntek
Technologies. In 2002, Mike rejoined the
government as program manager of the
multi-sponsor program (S&FAC).
Jacques Hadler - Professor Hadler has had
60 years of experience in the field of naval
architecture and marine engineering of
which about 24 years have been in acade-
mia, 31 years at the David Taylor Model
Basin and the remainder in ship design and
repair. Concurrently, during the last 46
years, he has served as a consulting naval
architect to commercial shipbuilders, the
United Nations and to foreign governments
on hydrodynamic problems concerned
with ship and propeller design. For the last
24 years, Professor Hadler has been on the
faculty at Webb Institute of Naval Archi-
tecture where he has been successively Di-
rector of Research, Dean of the College
and, currently, J.J. Henry Professor of Na-
val Architecture. He is recipient of the So-
ciety of Naval Architects and Marine
Engineers, David Taylor Medal for notable
achievements in Naval Architecture.
Dr. Daniel H. Harris – “Rick” is a senior
engineer at Maritime Applied Physics Cor-
poration. His work focuses on the dynam-
ics and control of high performance marine
vehicles for commercial and military appli-
cations.
Continued on Page 9
WELCOME NEW MEMBERS
As I reported in the Winter News-letter, the Society continues togrow with new members join-
ing every week. During the first threemonths of 2003 we already had 14new members. Many thanks to allthose who are spreading the word andencouraging their colleagues to jointhe hydrofoil community.
Total AMV CDs delivered to date isnow up to well over 200. Again manythanks to Steve Chorney who has la-bored to copy these many CDs andsend them all over the world. At thesame time “Optimized Office Solu-tions for the 21
stCentury” has com-
pleted scanning thousands of pagesfrom a host of technical reports anddocuments for the IHS. The subjectmatter in these reports covers a broadrange of advanced Marine Vehicles.So later this year the IHS will be com-ing out with a new CD: AMV-II. Sostay tuned for the announcement andordering instructions. However, dueto the relatively higher scanningcosts, AMV-II will be more expen-sive. Predicated on a sale of 200, a re-view of projected costs have resultedin a price of $12 for IHS Membersand $15 for non-members.
I regretfully report that one of ourlong standing Charter Member andLife Member of the IHS, Dr EdwardSedgwick passed away in Decemberof last year (see page 9). Also wewere saddened to receive word fromIHS Member Charlie Pieroth that ahydrofoil colleague, Ray Wright,died in February (see page 12).
At an earlier IHS Board of Directorsmeeting Jim King and Dennis Clarkhad taken an action item to propose anapproach to developing an IHSlong-range plan. At the meeting inMarch, Dennis presented an ap-proach, which had proved most effec-tive for him in planning activities forseveral organizations. This “bottomup” approach involves discussing,and prioritizing certain IHS activities,subsequently working through to de-sired outcomes and goals in atwo-phased approach. Clearly, as re-sources are very limited for the IHS, itmakes sense to assess our “activities”and establish priorities consistentwith perceived goals for the Society.Dennis will continue to develop thisapproach with Jim King for imple-mentation and discussion at the nextBoard meeting in May.
At the IHS Board meeting in March,Ken Spaulding briefly discussed pastefforts to promote a traveling hydro-foil exhibit with the Smithsonian In-stitution in Washington, D.C. MartinGrimm has provided information on aEuropean hydrofoil exhibit contain-ing many models, in Rostock, Ger-many in 1997. Ken proposed that aletter to the museum believed to haveat least some of the models might beworthwhile. However, it was decidedto defer this action at this time subjectto prioritizing the exhibit option in theplanning effort mentioned above.
John R. MeyerPresident
IHS Spring 2003 Page 3
HYBRID TRIMARAN
(Continued From Page 1)
1996, with successful demonstrationsof the technology on their Midfoil andWaverider test craft. Working withcommercial Computational Fluid Dy-namics (CFD) programs, and with as-sistance from California StateUniversity, Long Beach, Navatek hasdeveloped the next evolution of lift-ing body technology, the blended-wing-body (BWB). The main objec-tive of the BWB is to enhance theseakeeping and high-speed payloadcapacity of a range of existing orplanned vessel designs. The IEI testcraft was determined to be the idealtest bed on which to evaluate the per-formance of the BWB concept at areasonably large scale.
The BWB, an optimized combinationof two lifting bodies with a cross-foilbetween them, replaces the originalmain lifting foil on the test craft en-tirely. Requiring only three support-ing struts instead of the five used withthe original foil configuration, it wasdesigned by IEI to accurately reflectthe geometry of the Navatek designyet bolt directly to the original mainfoil foundations. The BWB also usesthe existing servomechanisms andcontrols for trailing-edge control flapactuation.
In order to remove or preclude the in-fluence of the center hull on the BWBtest results, the waterjet propulsionwas removed and a pair of Yamahaoutboards installed on the transom ofthe center hull. This modification al-lows the craft to achieve a fully flyingcondition with all hulls completelyclear of the water surface. The exist-ing inboard V-8 was retained to pro-vide hydraulic and electrical power.
The original waterjet steering servoswere modified to steer the outboardmotors instead.
Sixty-four high-response sur-face-mounted pressure sensors wereinstalled in one of the BWB liftingbodies and a section of the cross-foilto measure the pressure distributionand boundary layer transition loca-tions for correlation with the CFDpredictions. Net thrust from the out-board motors and the lift and drag onthe BWB assembly are also recordedon the on-board data acquisition sys-tems.
The IEI Spectrum flight control sys-tem that was already proven in theoriginal craft configuration was re-tained, although system gains weremodified to accommodate the addedmass and damping associated withthe BWB. The Spectrum fly-by-wiredigital control system maintains thetrim, list, flying height and headingcommanded by the operator anddampens transient pitch, roll, heaveand yaw motions.
Results to Date
With the first phase of the test pro-gram completed, the following re-sults have been noted:
� Controllability of the craft intrim, list, heading and height is excel-lent. The Miros bow-height sensorcontinues to prove an excellent pack-age for providing real-time heightdata to the flight control system.
� Take-off drag (hump drag)characteristics were improved withthe BWB foil as compared to the orig-inal main foil.
� The total drag at flight speedshas increased relative to the original
main foil configuration but at thesame time, the maximum take-off dis-placement, and hence the useful pay-load fraction, has been increaseddramatically, by almost 30% as dem-onstrated to date.
� The previously excellent seakeeping performance was improvedrelative to the original foil configura-tion due primarily to the added damp-ing provided by the lifting bodies.
� The remarkably lowwake/wash exhibited by the originalconcept does not appear to have beenchanged by substitution of the BWBfoil system for the original main foil.
The large quantity of data acquired todate is being reduced for correlationwith the lift, drag and pressure distri-bution predictions.
[Editor’s Note: An illustration of the
Hybrid Trimaran showing the instal-
lation of the BWB is not available at
this time. However, an earlier concept
called Hybrid Small Waterplane Area
Craft (HYSWAC) is based on separate
lifting body, amidships, and conven-
tional aft foil on a catamaran hull (the
former SES200). The BWB repre-
sents the first integration of the two
separate lifting elements and is being
developed further for both catamaran
and monohull/trimaran applica-
tions.]
HYSWAC Concept
Page 4 IHS Spring 2003
EXTENDING THE CHOICE OF
PROPELLER SOLUTIONS
Continued on Next Page
(From Speed at Sea, December
2002)
by Doug Woodyard
Computational fluid dynamics(CFD) is a valuable tool in de-signing propellers and assessing
the interaction of hull, propeller andrudder. A specialist in CFD solutionsfor the marine industry, the CDadapco group has offices in the USA,Europe and Asia. Its software portfo-lio includes three cavitation models,allowing the prediction of both theonset of cavitation and the unsteadyphenomena associated with thebuild-up and break-up of large cavi-tation regions typically on the suctionsides of propulsion systems. Detailedanalysis of both steady and unsteadycavitation phenomena has been car-ried out successfully with the soft-ware by the Technical University ofHamburg-Harburg’s Department ofFluid Dynamics & Ship Theory,HSVA and Voith Schiffstechnik.
Simulating flows around surface-piercing propellers is particularlycomplex, since the blades cut the freesurface as they rotate. CD adapcosoftware is capable of handling thissituation. The predicted variation ofthrust generated by one blade duringits rotation reportedly well matchesthe experimental data, where stan-dard tools based on potential theoryfail.
Current commitments at Ravens-burg-based VA Tech Escher Wyss in-clude the production of CP propellerinstallations for the German F 124Frigate program, with deliveriesscheduled up to 2004. References in
the megayacht sector were main-tained last year with twin CPP sys-tems for an 85m megayacht. Thepropellers were designed to meetstrict requirements with regard to in-duced pressure pulses and cavitation.An earlier megayacht project calledfor twin Escher Wyss CPP systemsfeaturing a synchrophaser which isactive in the 80 to 100 per cent shaftspeed range to minimize induced vi-bration.
Another German company, Lubeck-based Schaffran Propeller Service,draws on extensive experience in de-signing and producing fixed pitch andCP propellers up to 6,000kg inweight, including units for fast lei-sure, commercial and paramilitaryvessels.
Valuable references are provided bythe US Coast Guard’s 26.5m MarineProtector-class cutters from Bol-linger Shipyards, some 53 vessels ofthis type being delivered in1997-2001. The twin-screw propul-sion plant is based on MTU 8V 396TE94 high speed engines drivingSchaffran five-bladed 1.04m diame-ter propellers. Six P200-class patrolboats from Germany’s Peene Werftwere specified with a pair offour-bladed 1.4m-diameter propel-lers, each designed to absorb2,054kW.
High performance propellers for fastmegayachts are another speciality,Schaffran promising optimum effi-ciency, minimal noise excitation andcavitation in such applications.Among its references are the 35mSunlinerX, which features twin1.22m-diameter four-bladed propel-lers absorbing 2,570kW apiece; San
Lorenzo 100 (twin 1.16m-diameter,five-bladed, 1,680kW apiece); the43m Aliosha V7I of Rurik (twin 1.5mdiameter, four-bladed, 1,015 kWapiece); the 45m Shamwari (twin1.45m-diameter, four-bladed, 1,400kW apiece); and the 53m Destiny
(twin 1.79m diameter, five-bladed,1,156 kW apiece).
Propellers from 500mm diameter andover are produced Piening Propeller,Hamburg, with casting mainly fromhigh tensile strength marine bronze ornickel-aluminum-bronze. Tips andsegments are also cast from these al-loys to repair damaged propellers andblades. In addition, the companymanufactures propeller shafts, shaftbearings and shaft struts, with lathefacilities allowing units up to 12m inlength and 4m in diameter to be pro-duced.
Alco Propeller AB, a Swedish spe-cialist in the production and repair ofCP propeller blades and fixed pitchpropellers, is now under the umbrellaof the Osterby Gjuteri group, whoseother interests include the waterjetmanufacturer Marine Jet Power.
An extensive reference list of over15,000 propellers has been earned byChina’s Zhenjiang Marine PropellerPlant, which is keen to compete in thedesign and production of propellersfor high speed vessels. An annualoutput of over 1,000 fixed pitch andCP propellers is claimed for diversecommercial tonnage and warshipprojects in China, elsewhere in Asia,Europe and the USA. Commercialand technical co-operation has beenforged with leading overseas special-
IHS Spring 2003 Page 5
EXTENDING THE CHOICE OF PRO-
PELLER SOLUTIONS
(Continued From Previous Page)
Continued on Next Page
ists such as Lips, SMM, Schottel andKawasaki.
A market beyond the Asia-Pacific re-gion is targeted by the Indian propel-ler designer and manufacturer ShreeGajanan Prasad, which specialises infixed pitch units with diameters up to2m. The Mumbai-based company of-fers standard propellers exstock andcustom-made designs in either man-ganese-bronze or nickel- alu-minium-bronze. Among its designresources are the advanced softwareprograms Propcad and Propexpert,which enable propellers to be opti-mised for the specific vessel and en-gine combination based on datasupplied.
Well over 250 contracted and loadedtip (CLT) propellers are now in ser-vice or on order worldwide with ton-nage ranging from fishing vesselsand high speed craft to large cargoships. These installations cover apower band from 75kW to 26.5MWand a wide propeller speed range, andmore than 50 references feature CLTblades applied to CP hubs. Sistemar,the Spanish designer, cites the fol-lowing merits for the CLT propeller:- reduction in fuel consumption ofmore than 8 per cent or an increase inship speed for the same consumption- reduction/elimination of hull-in-duced vibrations- improved manoeuvrability (smallerturning circle and shorter stoppingdistance in crash stop manoeuvres)-enhanced course stability.
A wider market is sought in the high
speed vessel sector for the PropellerBoss Cap Fins (PBCF) concept de-veloped by Mitsui OSK Lines, theWest Japan Fluid Engineering Labo-ratory and Mikado Propeller. Thefirst installation was executed in 1987and by June 2002 some 770 sets hadbeen commissioned.
Applicable at the newbuilding stageor by retrofit to fixed and CP propel-lers, the PBCF system exploits a bosscap with fins that rectify the propellerhub vortex and recover rotational en-ergy otherwise in the slipstream.
The concept reportedly increases pro-peller thrust by over 1 per cent and re-duces propeller torque more than 3percent, thereby underwriting fuelsavings of up to 5 percent. A speedgain of 1.5 percent can be deliveredwith the same engine output. Apartfrom enhancing propulsive effi-ciency, the system is said to reducestern vibrations and propeller noise,
and resolve a number of rudder ero-sion problems.
All vessel types with screw propellerscan reportedly benefit from PBCFs,including those with CP screws: twoRoPax ferries, each with 23.83MWshaftlines, are currently the highestpowered vessels with CPP/PBCFcombination. PBCFs were installedon three patrol vessel newbuildings in1999, each of the twin props absorb-ing 1,471kW. Model tests had con-firmed the effectiveness of theconcept for high speed craft applica-tions.
Sales are handled by the PBCF Divi-sion of Mitsui OSK Techno-TradeLtd, which can advise potential cus-tomers of the anticipated benefitsgiven installation. Restricted licensesto sell an produce the PBCF - nowpatented in 12 countries are held bythe Japanese companies Mikado Pro-peller (which has sold over 300 units)and Nakashima Propeller andSamsung Heavy Industries of Korea.
High speed vessels can benefit from
its propeller cap fins, says Mitsui
THE “SCHLOER HYDROFOIL PRO-
JECT“ – THE FIRST COMBINATIONS
BETWEEN SWATH AND HYDROFOILS
By Christof Schramm, IHS Member
In the 1970s the German engineerDr. Ingo Schloer invented a hydro-foil concept to combine the advan-
tages of displacement vessels withthose of hydrofoils. His concept wasdesigned as a military hydrofoil com-parable to the PHM-design, whichwas discussed as a new project to re-place the conventional Fast AttackCraft of the German Federal Navy.
Page 6 IHS Spring 2003
Continued on Next Page
with a waterjet at the end of the mainhull would be used for higher speeds– similar to the Boeing propulsionconcept.
Was this design a true hybridSWATH-Hydrofoil? The answer is“No,” because the lower hulls wouldnot have been used to reach amid-submergence level (C) likesemi-submersibles do. The ship hasonly been designed to run at two lev-els: fully submerged to the normalwaterline of a displacement ship orwith a very low draught at slowspeeds.
By Christof Schramm, IHS Member
In the Sixties the German shipyardLuerssens at Bremen – well knownfor the Luerssen type “S-Boats” of
the WW II – built a small test vehiclewith full submerged foils. Lack an au-topilot system, the engineers devel-oped a control system for this smallhydrofoil similar to that of the con-trols of an airplane.
During the first test runs, the test crewrecognized that it was not easy to con-
FLYING A HYDROFOIL MANUALLY
His concept never grew to an officialproject for the German Dept. of De-fence. Since the PHM was canceledby the German Federal Navy, all de-velopments and concepts of this typehave been forgotten and buried in ar-chives. Germany never developed afast ferry industry as did Norway orother countries.
The speed of conventional fast craftdepends on sea state. Hydrofoils withfixed foils are relatively independentof sea conditions, but they have aproblem to find berths with a waterdepth suitable to the deep draught ofhullborne hydrofoils with fixed foils.Hydrofoils that are able to retracttheir foils have to transit from theirlanding areas to their berths as con-ventional displacement ships at rela-tively slow speeds.
Dr. Schloer invented a solution with avariable draught. If the ballast tanksof the lower hulls are flooded, theship will drop to the waterline level(A). In this state, the ship will be able
Sketch of the Schloer Hydrofoil
THE “SCHLOER FOIL PROJECT“
(Continued From Previous Page)
Disclaimer
IHS chooses articles and
photos for potential interest to IHS
members, but does not endorse
products or necessarily agree with
the authors’ opinions or claims.
Luerssen Test Hydrofoil (Photo by
C. Schramm 2001)
to run at slower speeds in deep wa-ters. If the ship has to run in shallowwaters at slow speeds, the ballastwould be blown out of the ballastcells, so that the boat rises to the level(B) having a very low draught. If theboat accelerates in the deep submer-gence state, the dynamic lift of thefoils will raise the hydrofoil to themiddle level (C). In this state the boatcould operate as a hydrofoil in highersea states stabilised by the front andthe aft foils. When the boat deceler-ates, it comes back to lower level (A).
[Editor’s Note: Although this is an in-
teresting concept, the need to carry
ballast in the lower hulls reduces vol-
ume available for fuel.]
Similar to the PHMs, two independ-ent propulsion systems are used forlow and for high speed operations.The propellers at the end of eachlower hull are part of the diesel drivenlow speed propulsion. A gas turbine
IHS Spring 2003 Page 7
Interested in hydrofoil history,
pioneers, photographs? Visit the
history and photo gallery pages
of the IHS website.
http://www.foils.org
FLYING A HYDROFOIL MANUALLY
(Continued From Previous Page )
trol the vehicle while foilborne. Sothey asked at a nearby GermanAirbase for help. After one of the pi-lot officers had tested the boat on foilshe instructed the test crew, how to flythis boat manually.
The lack of the autopilot resulted infailure of the design, because nobodyhas been able to fly this boat manuallyfor a long period through the waves –however, the boat reached a speed ofmore than 30 knots. This small hydro-foil has been preserved in a very goodcondition at the “Auto- und Technik-Museum” at Speyer, Germany.
WHAT DO HELICOPTERS AND HY-
DROFOILS HAVE IN COMMON?
By Martin Grimm, IHS Member
The two technologies that interestme most are helicopters and hy-drofoils. When these both came
together in a single application, I wasmost pleased.
The Erickson Air-Crane companybased in the US has been operating afleet of Sikorsky S-64 Skycrane heli-copters for many years. These heavylift helicopters are used for a range ofspecialist applications from aerialcrane work to fire-fighting.
In the fire-fighting role, the helicop-ters are fitted with a custom designedtank that can carry up to 2500 gallons(~9500 litres) of water, retardant orfoam mix. This load can be dis-charged at various rates depending onthe nature of the fire being attacked.The tank can be filled while the heli-copter is airborne by one of two meth-ods. A snorkel unit connected to aflexible hose can be lowered into wa-ter reservoirs and the integral impel-
ler within the snorkel can then beactivated to refill the tank in as littleas 45 seconds while the helicopter isin a low hover.
The second approach is even morenovel. A rigid boom equipped with aram scoop system is lowered from
alongside the tank as the helicopterapproaches for a low pass over astretch of water. At the end of theboom, a hydrofoil unit is installedsuch that when the boom makes con-tact with the water, the hydrofoilforces the boom to submerge rather
than simply skipping over the watersurface. The ram pressure of the wa-ter can then fill the tank through thescoop inlets in less than 45 seconds. Aclose up view of the hydrofoil and thewater scoop inlets is shown here.
The Erickson Air-Crane website athttp://www.erickson-aircrane.comhas a good still image of one of theirS-64E helicopters with that hydrofoilwater scoop system in action as it flieslow over the water. Even better, theselection of video clips that EricksonAir-Crane provides on their websiteincludes footage of the hydrofoil wa-ter scoop system in action.
One Erickson Skycrane named “El-vis” has been a regular visitor to Aus-tralia during the summer period,mainly fighting bush fires in Victoria.Last season saw significant bush firesin New South Wales, so two other
Erickson Skycranes withthe names “IncredibleHulk” and “GeorgiaPeach” were imported atshort notice. All threeearned a good reputationsaving houses on the out-skirts of Sydney and in ru-ral communities. Thisyear the helicopters andtheir crews have againbeen earning their keepfighting fires from Can-
berra south down into Victoria. A hy-drofoil played a little part in it too.
Scoop With Hydrofoil Unit
Skycrane With Fire-Fighting
Equipment
Detail of Scoop
Page 8 IHS Spring 2003
TRIMARAN DESIGN TARGETS TRIPLE
BENEFITS
MARCIA JOHNSTON
IHS Honorary Life Member, Marcia Johnston, has continued to correspondwith the IHS. She has, recently, amongst other generous gifts, sent yourNewsletter Editor one of her many paintings. It is reproduced here for the
benefit of all. Her talents also extend to completing in record time early in themorning, several crossword puzzles. Marcia continues to enjoy winters inDaytona Beach, Florida and summers in her beloved Rensselaer, Indiana.
(Excerpts From Speed at Sea, Feb-
ruary 2003)
By Valentin Tugolukov [Valentin
Tugolukov is senior staff scientist at
Ukraine-based joint stock company
Feodosia Shipbuilding Company
‘Morye’]
Anew design called the ‘fast
seakeeping craft’ (FSC), as a‘spearhull’ incorporates the best
hydrodynamic qualities and charac-teristics - including shape andrough-water performance - inherentto three different advanced hulls:gliding monohull, lengthened trima-ran, and deltoid wavepiercer. A fun-damental requirement of the new hullwas to maintain high speed in heavyseas without compromising the com-fort and safety of the crew, and pas-sengers. This had to be achieved withminimum costs for power, operationand construction. FSC can also standfor ‘fast, safe and cheap’.
Without going into details about theFSC concept’s design and hull hydro-dynamics, it is still possible to pro-vide a good idea of its characteristicswith some examples. The same glid-ing deltoid three-section trimaranwavepiercer hullform can be scaledup or down to create a ‘family’ of
boats, ships and vessels of various di-mensions and functional purposes.
An example is a 21 m long interceptorcraft (FSC 21) carrying a team of 10to 16 commandos has a displacementof 20 tonnes. Two 525kW enginesgive this craft a speed of 70 knots.
Commercial application of the hull isfor a 24.5m/61seat passenger fastferry (FSC 24.5) for a Dutch com-pany on the rivers Vaal and Rhine,and channels out to the Hague andRotterdam, and even across thesouthern part of the North Sea into theThames to London and back. Powerneeded to maintain 62 knots is just 2 x846 kW, with a fuel consumption ofno more than 2 x 182 kg/hr. The mod-est cost of building the steel hullmeans that this vessel would pay foritself within six months, making tworeturn trips a day at $50 a crossing.The transport efficiency of the ferry ismore than 1.3 to l.6 times the same in-dex for comparable fast craft.
General views of the FSC‘Spearhull’
24.5m Version of a FSC Fast Ferry
IHS Spring 2003 Page 9
HYDROFOIL SURFING
Terry Hendricks - Terry’s academic train-
ing is in elementary particle physics, but his
professional work has been in coastal
oceanography. After arriving in La Jolla to
attend graduate school at UCSD in the fall
of 1960, he became captivated with surfing
and built his first wave-riding vehicle—a
Gaylor Miller designed monofoil hydrofoil
board. He has been building and riding
boards of his own design since then, includ-
ing revisiting hydrofoil designs beginning
about six years ago. Much of his spare time
now is spent experimenting with, and refin-
ing, his latest hydrofoil design to further
improve its performance.
Gabor Karafiath - Gabor received an
M.S. in naval architecture from the Univer-
sity of Michigan in 1972 and has spent his
career at the Naval Surface Warfare Center.
Currently he is in the Resistance and
Powering department in charge of surface
ship powering model tests. He has also
worked in the High Performance Vehicle
branch testing an early HYSWAS model, a
partial hydrofoil supported planing hull
model and more conventional high speed
craft. More recent accomplishments in-
volve developments for surface ship mono
hulls such as the wedge, stern flap, bow de-
signs, and pod propulsion.
David Newborn - David is currently em-
ployed by the Naval Surface Warfare Cen-
ter, Carderock Division as a co-operative
education engineering student trainee and
is also a full time student at Florida Atlantic
University. Starting in January 2002, as a
co-op student employee, he has worked on
the concept development and preliminary
design effort for the Planing HYSWAS In-
tegrated Node (PHIN) Unmanned Surface
Vehicle (USV). David plans to graduate
from Florida Atlantic University’s Bache-
lor’s of Science in Ocean Engineering.
WELCOME NEW MEMBERS
(Continued From Page 2)
Continued on Page 12
By Martin Grimm, IHS Member
Recently on the national news inAustralia there was an itemabout some guys who had devel-
oped a hydrofoil supported surfboard.This seems to be an off-shoot from thehydrofoil based ‘air-chair’ towed be-hind ski boats. The footage on thenews item was fairly impressive.There is a website on the subject, andall are encouraged to log onto:www.hydrofoilsurfing.com
Some pictures from the site are repro-duced here. One can only be amazedby what these surfers do! It seems likethey are able to stand a pencil on itspoint with little difficulty.
Edward Van VolkenburghSedgwick, PhD, IHS LifeMember, age 89 passed away
on December 26, 2002 inMukilteo, WA after a lengthy ill-ness from Parkinson Disease.
Dr. Sedgwick was born in Dixon,CA 15 June 1913, son of CharlesElbert Sedgwick and KatalinaHamlin (Clark) Sedgwick. Hegraduated from Dixon HighSchool, attended Univ. of Califor-nia at Berkeley. He received hisBS degree, MBA, & PhD fromUCLA in Business Management.
From 1963-1965, he was a lecturerat Long Beach College and an As-sistant Professor at San FernandoValley State College. He was ap-pointed lecturer to UCLA’s An-derson’s School of Business 1969to 1980 and visiting lecturer from1980 until he retired at age 75.
Ed was a 4th generation Califor-nian and resided in Los Angeleswith his wife Janet for over 60years. They moved to WashingtonState in 1998. Ed belonged to vari-ous professional and scholarly so-cieties: Beta Gamma Sigma,American Institute of IndustrialEngineers, Academy of Manage-ment, a Charter Member of the In-ternational Hydrofoil Society, andwas a licensed Industrial Engineerin the state of California.
His interests were many and questfor knowledge unending. Heloved antique motors of which hehad a small collection, old cars,anything to do with trains, planesand fishing an interest that he pur-sued in later years. He earned hispilots license in the early 1940’s.
IN MEMORY OF EDWARD SEDGWICK
Page 10 IHS Spring 2003
Continued on Next Page
SAILOR’S PAGE
SCAT UPDATE
By Sam Bradfield, IHS Member
The first event in which SCATwas likely to participate was theLauderdale to Key West race in
mid January 2003. SCAT sufferedstructural damage en route fromCanaveral to Fort Lauderdale to raceJan 12. Scat was clocked at 29.5knots (GPS) on a broad reach whenthe incident occurred. She proceededto Fort Lauderdale YC despite dam-age to her amas and standing riggingand having taken on nearly 200 gal-lons of water.
As is often the case with sailing hy-drofoils, a means of establishing afair handicap for SCAT in this racestill needs to be found.
SCAT was not officially included butwith temporary repairs by her crew atFLYC was permitted a late “unoffi-cial” start . On the basis of compara-tive time from start line to finish line,she finished (carefully) this down-wind race in the middle of the mono-hull fleet.
She was hauled at Key West, re-paired, re-launched March 17 and isready to go again. Her next exerciseis performing for a flight video be-fore she leaves Key West to return toher berth at CBYC in PortCanaveral.
The OSTAR 40 division was recentlypostponed until 2005. Developmentand testing of SCAT is planned tocontinue through 2004 and into 2005when it is intended that the boat willbe ready for Philip Steggall to partic-ipate in the Single-handed Transat-lantic OSTAR 2005 race.
FASTACRAFT FOILER MOTH ‘ON THE
PROWL’
The previous Newsletter included an
article by Ian Ward on his Bifoiler
Moth. There is quite a band of Moth
foilers in Australia and so this time
another of their craft is described:
Contributed by John Ilett, IHSMember
John Ilett from Western Australiareports that he and is brother Garththe owner/sailor of the foiler Moth
‘On the Prowl’ attended the Austra-lian Moth championships over theChristmas period on LakeAlexandrina at the mouth of theMurray river in South Australia.Garth brought the foils of ‘On theProwl’ along with the intent of usingthem but the venue was so shallowthat the foils would touch the bottomwhen the boat came close to the watersurface. If this happened at speed itmay have been fatal for the foils andthe boat. None the less, Garth usedthe foils in the invitation race and alsothe first heat where he gained a 5thplace in both races.
In the invitation race Garth chose thewrong side of the course on the firstupwind leg and consequently herounded the windward mark in 20thplace but thereafter made a gain andat the following leeward mark was in
4th place. Upwind, the boat generallyhas a similar speed or was occasion-ally faster than the regular boats. It isconsiderably faster downwind whenfoiling. The more wind the greater therange of relative heading angles atwhich it can be foiled. In 10 knots theboat may only foil on a beam reachbut with 15-18 knots of wind the boatcan sail square downwind on its foils.
FOIL DESIGN
The current hydrofoil configurationis an inverted “T” style on each of therudder and centreboard. The rudderfoil has a trailing edge flap controlledby twisting the single tiller extensionto operate a nylon worm type adjust-ing screw.
The centreboard foil also has a flap
controlled automatically by a bowmounted sensor arm. Maximum flapincidence angle is set when the boat isin the water with the flap automati-cally reducing the lift as the boatrises. This sets the flying height atabout 30-40cm above the water.Side View Of BiFoiler
Foil Detail
Front Quarter View Of Bi-Foiler
IHS Spring 2003 Page 11
Both the vertical foil struts are timbercored; their sectional shapes were cutusing a computer-operated router togive the precise NACA 0010 section.These foils were also vacuum baggedwith carbon fibre. Both the hydrofoilsare the same NACA 63412 mouldedpre-preg section produced by Fasta-craft. The hinge within each foil iskind of special. We have used a thinlaminate of Kevlar impregnated witha rubber like epoxy resin. I think thisis nothing new to the modeling enthu-siast.
SAILING
Launching the boat means firstly tip-ping it up on its side in the water. Hav-ing to do this is often the normal thingon a Moth as many have a fixed rud-der blade with no rudder box. Thecentreboard slides into the normalcentrecase from the bottom of the hulland is pinned through at the deck witha ¼” toggle pin. Then the cable fromthe sensor arm attaches to thecentreboards control rod with a sim-ple ball and socket snap together fit-ting. The sensor arm and cablealways remain on the hull so overallrigging actually takes no longer thana regular Moth.
Upwind the boat does not appear tobe fully foiling but it actually is. Thebow sits just clear of the water withthe full stern still contacting the wavetops. Even though the boat is not outof the water the foils are still carryingthe majority of weight. The wettedsurface of the hull is reduced and asthe weight is on the foils the boat doesnot pitch with waves as it does whenhullborne.
Reaching is of course the best part.Whilst the rudder has a controllableflap it was found that once it is set, itdoes not need to be used at all. Withthe height automatically controlledthere is nothing extra to do with re-gard to flying the boat. In 12 knots ofwind the boat will lift within a fewboat lengths, then everything goesquiet. The ride is quite smooth andvery fast.
Downwind or generally sailingdeeper is a little different to straightreaching. The helm needs to try andmaintain constant pressure in the rigby following the apparent windthrough changes in the wind strengthor direction to keep foiling. This “T”foiler gives the sailor a lot of confi-dence sailing downwind. With thefoils being below the water there is noinfluence at all on the boat from thesurface waves and the ride is supersmooth. It does feel pretty strange atfirst, sailing deep downwindcrouched on the deck near the centreof the boat.
New Sensations Obviously there area few that are strange or different tobecome accustomed to. Firstly steer-ing at up to 15 knots of boat speed isOK but at higher speeds the steeringjust becomes very sensitive and tendsto knock your confidence a little.
Sailing into a lull in the breeze is alsostrange. As the wind drops, so doesthe downward pressure of the rig onthe boat and so initially the boat willactually fly a little higher beforecoasting down to the water surface. Italways seems as though you are land-ing a seaplane as you become so ac-customed to there being almostsilence until the hull again contactsthe water. With the landing you feelyou can relax again as focusing onsteering for long reach can be a bittaxing on your mind.
So far the worst that can happen re-sults when sailing into a sharp gust ofwind. Should the gust freak you a lit-tle and you sheet out the sail, then thiswill also decrease the downwardpressure on the boat which ends upwith skipper naturally/defensivelyrounding up into the wind as the boattries to launch itself out of the water.You rarely end up having a swim butyou will see the centreboard foilbreak the water’s surface beforestalling and landing back in the wa-ter.
FASTACRAFT FOILER MOTH ‘ON THE
PROWL’
(Continued From Previous Page)
Page 12 IHS Spring 2003
IHS OFFICERS 2002 - 2003
John Meyer President
Mark Bebar Vice President
George Jenkins Treasurer
Ken Spaulding Secretary
MEMBER BENEFIT
IHS provides a free link
from the IHS website to members’
personal and/or corporate site. To
request your link, contact Bill
White, IHS Links Editor at
WELCOME NEW MEMBERS
(Continued From Page 9)
Contributed By Charlie Pieroth
With regrets I must inform thehydrofoil community that Ireceived the message from
Ed Hermanns, that our colleague ofmany years, Ray Wright, passedaway in February. To those whonever met him, Ray was the ChiefHydrodynamicist at Grumman upuntil his retirement. As such he wasalways a key member of the hydro-foil development team atGrumman.
Ray was a quiet man, dedicated tohis faith in God and science. He wasa true gentleman, and dedicated hisprofessional career to the science ofhydrofoil hydrodynamics. Few inthis small field, knew as muchabout the subject as Ray, yet he wasalways willing to teach and discuss.He was deeply respected by hispeers. I personally learned muchfrom him about the field of hydro-dynamics and life. It may come as asurprise to many to learn that whiletrained in aerodynamics, he had avery deep distrust of any airplaneenclosing him that was not firmlyplanted on the ground. Those wish-ing to express condolences, maywrite his wife, Myra, at 2421Meadowbrook Drive, Valdosta, GA
IHS BOARD OF DIRECTORS
2000-2003 2001-2004 2002-2005
Mark R. Bebar Sumiyasu Arima Jerry Gore
William Hockberger Malin Dixon James H. King
George Jenkins John R. Meyer John Monk
Ralph Paterson, Jr. William White Ken Spaulding
Cristof Schramm – Chistof lives in his
hometown of Hamburg, Germany and has
worked as a sales manager and project
manger in the multimedia industry for
many years. He has spent a lot of time col-
lecting information about the fast ships and
is working to build up his own business in
this special business field. Another field of
interest is the history of hydrofoils and
other fast craft in Germany.
Peter Segerblom - Peter lives in Stock-
holm, Sweden and is a sailor, but has an in-
terest in Volga boats in particular, but in
hydrofoils in general. He works as an event
marketer, and owns his own business. He is
anxious to get in contact with other IHS
members. ([email protected])
Richard Varvill - Richard is an Aerospace
engineer with a lifelong interest in high
speed sailing in addition to Aero/Astronau-
tics. Together with a close friend, he is de-
signing and building a sailing hydrofoil.
This hydrofoil employs a catamaran con-
figuration and is canard stabilised with
superventilating bowfoils. Since this pro-
ject is conducted in their spare time, it has
taken them 8 years! However, they are
hoping to get it in the water by the end of
2003. He cruises a Tornado catamaran
around the west coast of Scotland for fun.
Jan Wennerstrom - Jan is a captain in the
reserve in the Swedish Navy and did his
service in the 1970s, mainly on the Motor
Torpedo boats. He also qualifies as a ships
mate. Jan owns a Volga hydrofoil from
RAY WRIGHT REMEMBERED1984 that he bought in Estonia. He had seen
an ad at a yacht club, and 3 weeks later he
had a wonderful ride in it. He plans to have
it in the Stockholm Boat Show this Spring.
Chung Leung Yung - His English first
name is Terence and his friends call him
Terry. From1962 to1965 he studied Mathe-
matics in the United College, The Chinese
University of Hong Kong. He started his
sea-going life in mid 1965 and has been a
seafarer ever since. Terry has been working
for Far East Hydrofoil Co Ltd of Hong
Kong on board hydrofoils (PT50/60;
RSH110/160) and, later Boeing Jetfoils and
FBM Tricats as Chief Officer/Captain since
1973. The Far East Hydrofoil took over the
Parkview-China Travel Shipping and the
two merged in 1999 to form the present
Shun Tak-CT Ship Management. At pres-
ent, he is serving as a captain on board FBM
Tricats of the ST-CT fleet.
********
IHS Spring 2003 Page 13
LETTERS TO THE EDITOR
Continued on Next Page
Testing a Drag Reduction System
[11/26/02] I found John Meyer’s post at
http://www.foils.org/ students.htm regarding
the Georgia Tech Aerospace Engineering
student project. I am currently working on
the same project and was wondering if you
had any suggestions for drag measurements.
The purpose of the project is to design an ex-
periment to test the drag on a hydrofoil
equipped with a drag reduction system. The
drag reduction system works by employing
an electric field that interacts with the ions in
seawater and changes the boundary layer.
The only idea I have come up with so far is to
use a water tunnel along with a force balance
for measuring drag and an LDV system for
examining the boundary layer. I found some
information about water tunnels that use sea-
water, but I think you mentioned something
about open water testing. What measurement
techniques are available for measuring drag
and boundary layers in open water? If you
have any information or suggestions for me, I
would really appreciate it. Thanks! Becky
Massey; [email protected]
Responses..If you can propel your test model
with outboard motor(s) then you can measure
thrust directly by reacting the motor with a
load cell in place of the normal restraint
mechanism on the motor bracket hinge.
Boundary layer information can obtained by
surface-mounted dynamic pressure sensors
or, more expensively, using hot-film
anemometry. We are currently testing a foil
system using the outboard motor thrust cell
and surface pressure measurement tech-
niques with good results. We can determine
both static pressure distribution (64 sensors
over one half of the foil system), or local CP
if you want that, and the amount of dynamic
pressure activity in the boundary layer - and
hence a good estimate of transition locations.
Bill McFann;
Following your train of thought, see Malin
Dixon’s 31 Mar 02 correspondence at
http://www.foils.org/students.htm on use of
a catamaran test rig. Barney C. Black;
Drag Tests on TALARIA III
[12/1/02] As a measure of drag I tested the
deceleration of TALARIA III recently. An
accelerometer was linked to the on-board
PC’s DAQ, sampling at 50Hz. (Along with
roll, roll rate, flap, roll control signal, rudder,
and RPM.) The boat was run up to 29 knots
and the engine cut back sharply. The prop
free wheels. Three test were done. Taking the
difference between a sample just prior to the
engine cut back and the initial of the deceler-
ation period, the boat decelerated at .23g
+/-.02. This seems a bit high to me. From
your experience any thoughts? Also I added
to my web site a 13 second video of
TALARIA flying.
http://home1.gte.net/hlarsen0/;Harry
Larsen; [email protected]
Response… [12/1/02] Those guys can do a
good drag buildup, but I’d expect a glide ratio
closer to 10 than 5. It’s not induced drag so
without seeing it yet, I’m guessing it’s ugly
struts/drive leg or something. The equivalent
‘drag area’ is about ½ square foot. Did the de-
celeration drop with speed squared as it set-
tled? Jim Hynes; [email protected]
Harry and Jim. The approach of estimating
drag by measuring deceleration is an inter-
esting one. For the benefit of other readers, I
thought it might be worth elaborating how
Jim estimated the ‘glide ratio’ (or Lift to
Drag ratio) of TALARIA III based on the de-
celeration readings: Newtons Law: Force =
Mass x Acceleration or in this case: Drag =
Mass x Deceleration Also: Lift = Mass x
Gravity Therefore: Lift/Drag = Gravity / De-
celeration In this case: L/D = 1/0.23 = 4.3
My suggestion for why the L/D ratio is so
low is that there is a lot of drag associated
with the slowly turning propeller(s). Once
the throttle is cut back, the propeller rapidly
slows down also, particularly if it is direct
coupled to the drive shaft that in turn is cou-
pled to the engine. Even if the propeller is al-
lowed to spin completely freely without any
resisting torque from the propeller shaft, it
still has a relatively high drag. If the propeller
shaft RPM has been measured during the de-
celeration, then the inflow conditions into the
propeller(s) could be estimated and the drag
associated with them could be estimated
from four quadrant B-series propeller charts
and deducted from the total drag to get the
drag of the foils and struts alone. Martin
Grimm; [email protected]
The outdrive on Talaria (Volvo) has a free-
wheeling prop. The DAQ acquired the en-
gine RPM during the test, but, because it is
freewheeling, the propeller could have been
turning faster. Is there any data on the drag of
a freewheeling prop. For example, I could
measure the torque required to turn the prop.
I’ll be doing another test in a week or so with
improved aft foil hydrodynamics. Harry
Larsen; [email protected]
[12/8/02] The drag on a windmilling propel-
ler can be estimated if it is assumed to be sim-
ilar to a B-series propeller. Other details of
the propeller that need to be determined are
its diameter, pitch-diameter ratio, blade area
ratio and the number of blades. Either the
RPM or the torque resisting turning also
needs to be determined in order to calculate
the drag. I have now looked more carefully at
a B-series 4-quadrant chart and have realised
that if the torque resisting the rotation of the
windmilling propeller is near to zero, then
there is in fact very little drag. My earlier
message was misleading for that case. Martin
Grimm; [email protected]
[12/29/02] The drag of a freewheeling prop
can be substantially greater than the drag of a
Page 14 IHS Spring 2003
Continued on Next Page
Letters To The Editor
(Continued From Previous Page )
stopped prop. This is because of the lift on
the blades. After all, this is how a helicopter
autorotates for a power-off landing. There’s
a technique used in performance flight test-
ing of light aircraft in which an electrical
contact is installed in the crankcase so as to
just make contact with the crankshaft when
prop is not thrusting and is floating within the
tolerance of the bearings. Glide tests are per-
formed with the power set so the contact is
intermittent, indicating zero thrust from the
propeller. It might be possible to do some-
thing similar with Talaria. Tom Speer;
Foil Shapes
[12/1/02] In answering Michael Jaworski’s
original question: Hard to recommend any-
thing without knowing more specifically
what the requirements are. The hull shape ap-
pears to me to be entirely intended as a power
catamaran. I would be very surprised if it had
the performance under sail to take off with
hydrofoils, as the wetted area is immense and
the buoyancy of the hulls is low (a sailing cat-
amaran must be able to support itself on one
hull and still have freeboard left to provide
stability in pitch). Since I don’t know for
sure whether the hydrofoils are intended for
sail or power, I don’t know what the speed
range is. Perhaps you intend that the foil will
fit in the tunnel; in that case, the craft is in-
tended to be a foil-assisted catamaran instead
of a flying hydrofoil? My recommendation
would be to concentrate on efficient dagger
boards and rudder for the sailing version. The
planing hull shape will probably be about as
good as a hydrofoil at high speeds. Tom
Speer; [email protected]
Responses...[12/1/02] Thanks Tom It’s is
going to be hydrofoil assisted, I am hoping to
generate enough lift to plane at the lower end
of the curve. I made the hulls 15% thinner to
help reduce the wetted surface problem you
mentioned. I was looking to achieve speeds
around 15 kts under sail with a single dagger
board in the center of the tunnel and a single
rudder as well. I was hoping to achieve posi-
tive lift to help achieve planning at about 8
kts. I grew up on a 60 ft sailing cat from St
martin called Shadowfax and found that
most miles at sea were spent at 6 to 15 kts in
12 to 20 kts winds, we did hit 30 kts reaching
quite often. I haven’t been able to locate or
maybe I should say understand the NACA
information that is online. I need the destina-
tion points for a foil the will generate opti-
mum lift between 5 to 10 kts. With a old 40 hp
outboard that might be producing 30hp, the
boats doing 30-32kts I was able to make the
entry of the hulls very clean which greatly re-
duced pitching going to windward, with a en-
gine any how. I haven’t tried under sail yet. I
have found the G’s that the boat produced go-
ing into the wind is quite comfortable, I was
very surprised at the ride I am getting at this
point, but she needs to lifted out of the water a
bit as the hulls are thinner than they should
be. Thanks again for taking time to give me
advice. Best Regards Michael Jaworski; mi-
[12/2/02] “Michael, you could go to a lot of
effort looking at different complex foil ge-
ometries but I would suggest that you use a
basic circular arc shape (flat underside, cir-
cular upper side) with a rounded leading
edge and sharp trailing edge. Since your boat
is hydrofoil-assisted, the foils operate fairly
close to the surface of the water and in these
conditions circular arc foils have been found
to offer really good lift to drag ratios in some
cases better than the NACA profiles com-
monly used as hydrofoils. Gunther Migeotte;
Cavitation on Eppler E817 Hydrofoil
[12/3/02] I performed some measurements
of cavitation on a Eppler E817 hydrofoil. The
main results are given in the paper:
ASTOLFI J-A, DORANGE P., BILLARD
J.-Y., CID TOMAS I., 2000, An experimen-
tal investigation of cavitation inception and
development on a two dimensional Eppler
hydrofoil. March 2000, Journal of Fluids En-
gineering, Vol. 122, pp. 164-173. May be the
paper could be useful for people working on
the subject. André Astolfi;
How Does a Water Jet Work?
[12/8/02] How does a vessel like the PHM or
the “Little Squirt” keep its propulsion when
the jet drive is out of the water? Is it just the
pressure of the water against the atmosphere
like a fully opened fire hose? If so, it is amaz-
ing to me that these vessels can obtain such
speed. What is the story behind the “Little
Squirt”? Meaning, is it or something else like
it, available to purchase? Scott McCaffrey;
Responses…[12/8/02] It is a common mis-
conception that the jet out of the back of any
fluid-propelled vehicle pushes against the
medium that the vehicle is traveling through.
It doesn’t work like that. The physics are sim-
ilar for propeller-driven vehicles, jet vehi-
cles, and even rockets. If rockets needed to
push against the medium to accelerate, they
would be stuck as soon as they enter the vac-
uum of space. Jetskis and jetboats go fast
enough that there is no water directly behind
the stern, so the jets exit in air, even if only a
few inches above the surface. You can try for
yourself with a shower head. Turn it on full
and feel the reaction force. It won’t change if
you put the shower head under water. What
happens is that the vehicle pushes against the
fluid that it is throwing out the back. The
faster it can throw the fluid backwards, the
more thrust. The more fluid that can be
thrown out, the more efficient, as the fluid
leaves with less energy. So for slow vehicles,
you want big propellers. The problem with
jet drives is that there is not a lot of area, so
the jet velocity has to be quite high, and at
low speeds they are not very efficient. Jetskis
and jetboats have quite a lot of power, and as
far as I know all water jet hydrofoils are
IHS Spring 2003 Page 15
Continued on Next Page
Letters To the Editor allows
hydrofoilers to ask for or provide infor-
mation, to exchange ideas, and to inform
the readership of interesting develop-
ments. More correspondence is pub-
lished in the Posted Messages and
Frequently Asked Questions (FAQ)
section of the IHS internet web site at
http://www.foils.org. All are invited to
participate. Opinions expressed are
those of the authors, not of IHS.
gas-turbine powered. I think the propulsive
efficiency is not good as the jet velocity is a
lot faster than the boat speed even at full
speed. As far as I know, there are no personal
hydrofoils available, except the Russian
V-foil boats. Malin; [email protected]
[12/12/02] Malin, in responding to Scott you
advised that the reaction force felt on a
shower hear won’t change if you put it under
water as compared to when it is above the
water. In fact my experience of doing just
that is different, and opposite to what Scott
may have expected! I find more force is ap-
parently exerted when the shower head is
above the water, and this reduces as the jet
becomes submerged. Try to explain that one!
Although my observations are not scientific,
I wonder if the water flow (hence change of
momentum) is retarded when the many indi-
vidual water streams from the head emerge
into water surrounding the head rather than
air? Alternatively, perhaps it relates to the
change of the pressure on the outer face of the
shower head created by the water flow. In air,
this would typically be at atmospheric pres-
sure. Incidentally, an added complication
and inefficiency for waterjet propelled hy-
drofoils is that the water typically needs to be
sucked through a fairly small duct at the base
of the aft foils, around a 90 degree elbow, up
a thin hollow strut and around another 90 de-
gree elbow before it even reaches the
waterjet impeller. The frictional resistance in
that portion of the system must drop total
propulsive efficiency by a few percent com-
pared to more typical waterjet installations
on catamarans and monohulls. Martin
Grimm; [email protected]
David Keiper’s Work
[12/10/02] Reading over archives dated 24
Aug 98 David Keiper on Powerboat Foils
David A. Keiper working on foils to outfit a
powerboat of 1000 pounds +/- all-up weight
would be suitable (about the same as a sailing
catamarans). The article refers to 3" chord
NACA 16-510 and strut section is NACA
16-008 which is good to 60 knots. He goes on
to say, at this point we will not be making a
capital outlay for the 16-510 lifter extrusion,
but it likely in the next year or so, when sail-
ors want to try to break speed records or when
several power boaters approach us for foils.
We expect to have our 3" chord aluminum
extrusions at the beginning of Oct.97. It is
very unfortunate he past on. Was any of this
work ever completed. If so is there a supplier
for the foils mentioned?? Matt Kirk;
Response… 12/11/02 The 1979 edition of
Jane’s Surface Skimmers on page 295 has a
photograph of an operating motorboat with
Keiper’s foils. It is described in the caption as
a 12 ft. dinghy equipped with DAK hydro-
foils for an owner in New Zealand. Power is
supplied by a 9.5 hp engine. Barney C. Black;
Hydrofoil surfboard help
I am studying Surf Science at the university
of Plymouth. I am looking into the applica-
tion of hydrofoil technology to surfboard fin
design for my third year project. I am going to
construct a hydrofoil fin that can lift a surfer
at between 8-20 knots. I have been research-
ing foil cross sections but am at a bit of a loss
as to which one too choose due to the vast
amount of sections and data presented. My
initial thoughts were to use a symmetrical
NACA 0012 foil but then thought that some-
thing like the NACA 2412 would be more
suitable and provide more lift. I also noted
that many of the Eppler E8’s such as E874
were recommended for hydrofoil use. How
do symmetrical foils compare to
nonsymmetrical, and do you have any rec-
ommendations for foil cross sections that I
could use? Thank you. Ben Bryant.
Responses… I have been constructing vari-
ous foils for testing on a windsurfing plat-
form. The board is 9’ long, weighs 20lbs, is
2’ wide and displaces 152liters. The mast is
mounted 4’ from the skegg or fin. The for-
ward foil is a hoop foil 4’ wide X 1’ deep(be-
neath the water’s surface) this foil’s section
tapers from 6" (at the waterline) to 3" at the
apex of the curve. The foil section is an
Eppler 407. This foil is to be mounted ini-
tially in line with the mast. The aft foil is to be
mounted using the rear skegg as a strut. This
foil will be a “T" foil with the lifting surface
being a straight 3" wide eppler407x 24"
long. I am estimating these foils to operate
between 10 and 20 MPH. My question is at
what depth should I mount the rear “T" to the
strut? My max depth is 51cm. Should the for-
ward foil and the rear foil be in line on the
same plane? Or would a differential be bene-
ficial i.e. the rear lower? Any and all ques-
tions and comments are most welcome. Eric
Dixon; [email protected]
You may wish to read through the IHS corre-
spondence archives on this subject at
http://www.foils.org/sailbord.htm. And take
a look at http://www.foils.org/miller.htm.
Also, maybe some of the correspondence
about student projects will be of interest. See:
http://www.foils.org/students.htm. If you see
any correspondence that interests you, please
feel free to contact the author directly for dis-
cussions and help. Also, if you find any bad
email addresses when you do this, please no-
tify [email protected] so that I can inacti-
vate the link on the website. Good luck with
your project. Barney C. Black;
Letters To The Editor
(Continued From Previous Page )
Page 16 IHS Spring 2003
Letters To The Editor
(Continued From Previous Page )
I make a hydrofoil sailboard too, see
http://gerard.delerm.free.fr I think your for-
ward foil is not deep enough. The board must
be about 20/30 cm (8/12 inches) high above
the water surface when « flying ». So the for-
ward foil being 1 foot deep (30 cm), it will be
nearly fully out of water. For the rear foil, you
have to fit it with the max deep possible (51
cm is good for me). There are two reasons :
First, it avoids bad interactions between the
two foils. Second, it reduces ventilation prob-
lems which can occur on the strut (fin) until
the horizontal foil. Don’t hesitate to ask me
any thing, I will answer you if I can of course
(I am not a hydrodynamics specialist) Give us
news about tests please. - Gérard ;
I think your depths are good. From what I
gather (mostly from studying Miller`s work)
the forward (canard) foil has to be
supercavitating for two reasons: The canard
determines the ride depth of the rear foil. ie. if
the rear foil is 1 ft lower than the canard it will
ride at 1 ft below the surface. Also, once the
rider lists the board into the wind to power up
the rig the canard must only provide a verti-
cal force or the board turns to windward. The
way to do this is to keep the canard level with
the surface. Miller did this by keeping the ca-
nard ON the surface! Your hoop foil sounds
cool but it doesn’t sound like it will be
supercavitating, and I am curious how you
will keep the board from turning windward.
Do you have any pictures? Henry.
Strut Wave & Ventilation Drag Estimate
Does anyone have a simple method for ob-
taining a ballpark estimate of the wave and
ventilation drag for a vertical sur-
face-piercing strut? Specifically, for a
NACA 0010 section, 0 degrees AOA, 0.33 ft
chord.?
Response… [3/20/03] A reference from the
IHS AMV CD Naval Undersea Research and
Development Center, NUC TP 251, Spray
Drag of Surface Piercing Struts) Says wave
drag reaches a maximum at a Froude number
of 0.5 based on chord length. After this, it is
rapidly replaced by a thin film of water flow-
ing over the strut then shedding as spray (typ-
ically at the trailing edge, but it will happen
wherever something lifts it off and allows
formation of ligaments and subsequent drop-
lets breaking off). You will find in the paper,
spray drag is primarily a function of body
shape and thickness. for foil shapes Savitsky
and Breslin measured the spray for 10,20 and
30% thick foil sections, presumably close to
the NACA series. Drag(Spray)=0.03*qCt +
0.08qt where; q=1/2RohV^2, C=Chord,
t=Thickness There is another formula by
Hoerner, but I think this one is appropriate.
Rick Loheed, Island Engineering;
Sea Wing history?
[12/11/02] I’ve seen the picture of the pas-
senger h/f Sea Wing in the Post Card section
but have been unable to find much further in-
formation. USCG register has her listed as
built 1965 and last inspected 1990 in New
York. I believe she was used as a spare vessel
by TNT Hydrolines in the late 80ies. Is there
anybody who can give a short summary of
her history? Especially who built her, who
operated her and where did she end up? Eje
Flodstrom; [email protected]
Response… Eje, My 1968-69 and 69-70 is-
sue of Jane’s Surface Skimmer Systems
helps to shed some light on your question.
The hydrofoil was apparently designed and
built by the Ordnance Engineering Division
of the FMC Corporation headquartered in
San Jose, California. The specific hydrofoil
type is the L548D. The description of that
type indicates the hydrofoil was designed for
fast, comfortable services across bays, lakes
and sounds. The prototype has logged over
3500 miles during engineering tests in San
Francisco Bay. Seating was for 48 passen-
gers. Max operating displacement was 14.29
tons, useful load being 4.33 tons. CDesign
cruising speed was 41 mph. Power plants
were twin Cummins VT8-390M Diesels
rated at 390 hp each. The company also pro-
duced a similar but smaller 12 passenger hy-
drofoil demonstration craft. I don’t know
who operated the craft, how many of the type
were built or what became of it / them. Martin
Grimm; [email protected]
Thanks Martin! Last night I noticed the simi-
larities between Sea Wing and the FMCHY
craft in the 1950s section of the photo gallery,
so I nearly had it figured out. Could that be
the 12-seater? Funny though, the 1972-73
Jane’s doesn’t mention the FMC craft at all
except for the LVHX-2 in a separate Military
Hydrofoils paper submitted by Supramar..
Eje Flodstrom; [email protected]
Eje, Yes, the craft you spotted in the photo
gallery is the L312G 12 seater I described.
Food Machinery Company / Corporation
still exists today but is simply known by the
name FMC. They still manufacture military
equipment but they must have dropped out of
the hydrofoil business in the early 70’s. This
is not unusual. For example, not even the ear-
liest issue of Jane’s Surface Skimmer Sys-
tems (1967-68) lists the Aquavion company
that was based in the Netherlands. They built
a fair number of hydrofoils but must have
disappeared before ‘67. Another hydrofoil
builder in Italy, Seaflight SpA, was estab-
lished in about 1961 but had disappeared
from the scene by the 80’s. Martin Grimm;
HRV-1 Hydro-foil AmphibianAir Progress
Feb ‘68 issuevol 22 no. 2
IHS Spring 2003 Page 17
EXTRA FOR THE ELECTRONIC EDITION
Letters To The Editor
(Continued From Previous Page )
Models and Mouldings
[13 Apr 03] I have spent the past
few months researching information on
the Jetfoil, and am now constructing a
control system using a mini-computer
and additional software including source
code listings and computer interfaces.
Jetfoil (model or otherwise) needs
an automatic control system. I now have
to write the control source coding for the
model, which I don’t expect will take
long. That means in the near future a pro-
totype will be running. On completion of
the prototype more info will be released
to IHS as to where it can be obtained.
This has been a serious project for
many years, and is now about to come to
fruition. Having researched hydrofoils in
general, Jetfoil is the culmination of
many years research and development.
Hence, a model Jetfoil is not far off.
Regarding hydrofoils in general,
the surface-piercing systems - i.e. the
standard hydrofoil configuration other
than Jetfoil means that an intense
programme of fibreglass mould con-
struction for standard hydrofoils, i.e.
PT50, PT75, PT150, RHS70, RHS150,
RHS160 and 200 is underway, and I ex-
pect to be releasing these fibreglass
moulds for sale by the summer 2003.
The website address where these
mouldings can be obtained is hydro-foils-hovercraft.com. We expect the
website to be up and running within the
next four weeks. All enquiries, including
hydrofoil enquiries, can be made to me
directly by email.
Peter Cahill
Remember the Dynafoil?
Below: Mike Reuse stands a dynafoilon end. He weighs about 245 poundsand is about 5’11" tall.
Above: Dynafoil Side ViewBelow: Dynafoil Front View
Photo & Illustrations submitted by“Sam Andy” ([email protected])
For more on the Dynafoil and
other historical one-person sports hydro-
foils, visit the IHS correspondence ar-
chives on this interesting subject at
www.foils.org/oneperson.htm
www.WebTrends.com 5
Top Pages This page identifies the most popular Web pages on your site, shows you how often they were viewed, and displays the average length of time the page was viewed.
gallery/
linksout.htm
robots.txt
w w w .foils.org/0
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1 http://www.foils.org/ 802 9.78% 673 00:01:22 2 http://www.foils.org/robots.txt 438 5.34% 435 00:00:01 3 http://www.foils.org/linksout.htm 457 5.57% 388 00:03:41 4 http://www.foils.org/gallery/ 222 2.7% 207 00:00:33 5 http://www.foils.org/modelrc.htm 205 2.5% 175 00:03:43 6 http://www.foils.org/popmags.htm 180 2.19% 168 00:01:53 7 http://www.foils.org/yourown.htm 147 1.79% 136 00:03:48 8 http://www.foils.org/dak.htm 135 1.64% 135 00:04:13 9 http://www.foils.org/pioneers.htm 139 1.69% 134 00:01:48 10 http://www.foils.org/buyferry.htm 126 1.53% 122 00:05:53 11 http://www.foils.org/bjohnseu.htm 120 1.46% 120 00:04:50 12 http://www.foils.org/gallery/world.htm 119 1.45% 116 00:01:14 13 http://www.foils.org/popbook.htm 114 1.39% 107 00:01:37 14 http://www.foils.org/basics.htm 109 1.33% 106 00:01:15 15 http://www.foils.org/gallery/models.htm 107 1.3% 103 00:01:19 16 http://www.foils.org/gallery/sail.htm 112 1.36% 101 00:01:07 17 http://www.foils.org/students.htm 107 1.3% 101 00:04:00 18 http://www.foils.org/announce.htm 107 1.3% 101 00:02:25 19 http://www.foils.org/ps1-91jpg/ 105 1.28% 100 00:02:49 20 http://www.foils.org/refs.htm 101 1.23% 95 00:02:05
Subtotal For the Page Views Above 3,952 48.22% N/A N/A Total For the Log File 8,195 100% N/A N/A
www.WebTrends.com 30
More Website Statistics for Week 6 Apr 03 – 12 Apr 03
Summary of Activity for Report Period This page summarizes general server activity. Summary of Activity for Report Period Average Number of Visits per Day on Weekdays 824 Average Number of Visits per Weekend 1,525 Most Active Day of the Week Mon Least Active Day of the Week Sat Most Active Date April 07, 2003 Least Active Date April 12, 2003 Most Active Hour of the Day 14:00-14:59 Least Active Hour of the Day 02:00-02:59
Summary of Activity for Report Period - Help Card Average Number of Visits (per day on weekdays) - The average number of visits for each individual day of the week. Average Number of Visits (per weekend) - The average number of visits for both Saturdays and Sundays combined. Least Active Date - The least active date in the report period. Least Active Day of the Week - If the report period is for one week or less, the Least Active Day of the Week will tell you which specific day was least active during that week. If the report period is for more than one week, the Least Active Day of the Week will tell you which day of the week that has the smallest amount of activity on average. Least Active Hour of the Day - The least active hour of the day after activity for all hours is added up. This is not an average. Most Active Date - The most active date in the report period. Most Active Day of the Week - If the report period is for one week or less, the Most Active Day of the Week will tell you which specific day was most active during that week. If the report period is for more than one week, the Most Active Day of the Week will tell you which day of the week that has the largest amount of activity on average. Most Active Hour of the Day - The most active hour of the day after activity for all hours is added up. This is not an average.
This table is useful for determining the best day of the week to perform system maintenance.
HYDROFOIL REVIVAL EXPLOITS
TECHNOLOGY ADVANCESExtract From Speed at Sea, June 2003 Article by Paul Hynds
Ships of the future or ships of the past? The performance versus costratio efficiencies now achievable with catamaran hull design seem tohave halted demand for hydrofoil passenger craft newbuilding. Buttechnological progress means that old ideas can be successfully re-visited and commercially exploited.
The Rodriquez Foilmaster design was introduced in 1994
In this context, hydrofoils are defined as craft fully supported by a dy-namic foil arrangement that lifts the hull clear of the water surface.Apart from this particular application, the use of foils continues to at-tract widespread interest as a means of reducing wetted area drag insemi-displacement craft, such as foil-assisted catamarans. And foiltechnology has been - and continues to be - applied widely as a meansof enhancing passenger comfort. As a method of ride control, foilsmay be used on the full range of both monohull and multihull vessels.Additionally, foils as a ride control application appear to be a viablesolution on all sizes of hull and payload capacities.
AMV CD-ROM #2
IHS announces the second Ad-
vanced Marine Vehicle (AMV) CD-ROM
in its series of reference and historical
AMV document releases. The new CD
has 61 documents:
• Eleven Documents Applicable to
Multiple AMV Types
• Seventeen Documents on Air
Cushion Vehicles (ACVs) and
Surface Effect Ships (SESes)
• Thirty Docs on Hydrofoils
• Three Docs on Planing Hulls
Cost is US$12 for members;
US$15 for nonmembers. IHS accepts pay-
ment by personal check, bank check,
money order or cash (all in US dollars
only). We have also arranged for payment
by credit card (online only!). To see ab-
stracts of the documents or to order on
line, go to the IHS publications page at
www.foils.org/ihspubs.htm.
See Hydrofoil Revival, Page 3
INSIDE THIS ISSUE
- President’s Column . . . . . . . . . . 2
- Welcome New Members . . . . . . 2
- Supramar 50th . . . . . . . . . . . . . . 5
- Retractable Foils . . . . . . . . . . . . 7
- Project Hi-Plate . . . . . . . . . . . . . . 8
- Sailor’s Page . . . . . . . . . . . . . . . 10
- Letters To the Editor . . . . . . . . . 13
LETTERThe NEWSInternational Hydrofoil Society
P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Summer-2003 Sailing Editor: Martin Grimm
Page 2 IHS Summer 2003
PRESIDENT’S COLUMNIason Chatzakis - Iason is a navalarchitect from Athens, Greece, andis doing an MSc (and possibly PhD)in Ocean Engineering at M.I.T.. Hisresearch is currently focused on theoptimal stochastic control of hydro-foil craft, and hence he joined theIHS. He has written a simple, fastCFD code for hydrofoil craft andnow he is going into controls withthe code as a basic tool.
J. Duncan Coolidge, MD - Is aphysician specialist in adult medi-cine living in New Hampshire. Hehas a background in engineering, alove for sailing, and a thirst forspeed. Sailing experience rangesfrom boards, to catamarans in Ha-waii , and gales off the New Eng-land coast. His main interest in foilsderives from an desire to pursue awind powered waterborne craftspeed mark exceeding 50 mph.Soon (within a few weeks) a hydro-foil trimaran will begin being usedas a test platform for alternativewind powering. There is a concep-tual plan for the craft configuration,control system, power source, andfoil. Whether or not it would de-serve to be called a sailboat or evena boat is arguable. A steep learningcurve is expected regarding the foildesign.
Richard Harrison – Richard is aSenior Process Engineer working inthe Florida phosphate industry. Heis currently beginning graduatestudies in Mechanical Engineeringat the University of South Florida.His interest in hydrofoils began af-ter reading about Icarus, FlyingFish, and May Fly. Richard’s favor-
Continued on Page 12
WELCOME NEW MEMBERS
At the July IHS Board meeting, bal-lots for the election of Board mem-bers for the Class of 2003-2006resulted in the unanimous endorse-ment of the four candidates: MarkBebar, Dennis Clark, George Jenkinsand William Hockberger. These fourcandidates were, therefore, elected.Please see the full Board member list-ing on page 12.
The four incumbent officers were allpresent at the July Board meeting. Noother volunteer candidates for any ofthe officer positions came forwardand the four incumbents agreed tocontinue in their posts. A motion wasmade, and unanimously endorsed, toelect the incumbent slate: John R.Meyer (President), Mark Bebar (VicePresident), George Jenkins (Trea-surer) and Kenneth Spaulding (Secre-tary).
All IHS members are reminded thatAMV CD#1 is still selling on the IHSwebsite. A lot of time and effort hasgone into generating AMV CD#2.You can get all the information aboutthis second CD also on the IHSwebsite. It will sell for $12 for IHSmembers and $15 for non-members.Barney Black has prepared abstractsfor the CD#2 documents; a very sig-nificant and useful contribution.
During the last several IHS Boardmeetings, the Board has committed toa “soul searching”, “planning” effortin which we reconsider IHS objec-tives/goals and play them against on-going and projected activities.Resources are a key factor but priori-ties come first. New Board member,Dennis Clark, is leading the planning
effort. He has had a lot of experiencein this area as Director of StrategicPlanning at the NSWCCD. in Marchhe presented a “Planning Frameworkand Approach”. The Board dis-cussed, and endorsed Dennis’ ap-proach and resolved to moveforward. The initial step is to be agroup meeting, to be held in Septem-ber. Dennis Clark will be the facilita-tor during this meeting of“brainstorming”. We will keep youposted on the outcome of this initia-tive.
Your Society continues to grow withnew members joining every month.Since the beginning of 2003, 24 havebeen added to the membership list.By the way you can view the Mem-bership List by logging onto the IHSwebsite (www.foils.org) and put inthe proper password. All IHS mem-bers have been informed of this pass-word. If you have been missed orforgot, please contact the webmaster([email protected]).
Another initiative that started somemonths ago was to place all of the IHSNewsletters dating from the 1970s tothe present on a CD-ROM. This efforthas moved along very slowly becauseof the emphasis on the AMV CD#2.However, we can expect that the NLCD will be available soon. So keepan eye on the IHS website from timeto time for an announcement.
Best regards to all...
John R. Meyer
President
IHS Summer 2003 Page 3
Continued on Next Page
HYDROFOIL REVIVAL
(Continued From Page 1 )
Within certain limitations, the truehydrofoil does however offer impor-tant performance advantages overother fast craft design forms, notleast in terms of favourable fuel con-sumption, provided a number ofproblems can be satisfactorily ad-dressed. Chief amongst these prob-lems are the consideration of theweight of hull structure, internal fit-tings and installed machinery; thedesign of the foils themselves; andthe propulsion system.
The overall weight of the craft iscritical to its transport efficiency andits revenue earning capability.While this may be true of any com-mercial craft and of high speed fer-ries in particular, these aspects areacutely highlighted with hydrofoiloperations.
There has been little development oftrue hydrofoil craft over the past 10years or so since the RodriquezFoilmaster design was introduced in1994. However, the Rodriquez ship-yard in Italy and its associate engi-neering companies continueresearch, and have delivered en-hanced craft to operator UsticaLines. During this period, there hasbeen significant progress in thestrength-to-weight performance ofaluminium alloys used in both ex-
trusion and sheet products. Newjoining technologies such as fric-tion-stir welding have made a con-siderable contribution to the betterperformance of alloy structural ma-terials. Similarly, parallel technicalprogress of composite materials andadhesives has widened the optionsavailable to fast craft designers.Such materials can be used in theconstruction of the craft structuresand for the fabrication of the foil andstrut components.
There is also potential to saveweight in the area of interior outfit-ting. When hydrofoils were beingproduced in large numbers in Italyand the former Soviet Union coun-tries for domestic operations andexport, the seating choices werelimited and were drawn from avia-tion, rail and road transport sources.In some craft the individual seatsweighed in excess of 20kg. Todaythere are seating options availablefor short route commuter operationsthat return a weight of less than 5kgper unit. New lighter-weightnon-structural materials for use inwalls and ceilings together withnew surface coverings will alsocontribute to the positive aspects ofthe performance equation.
Two main foil concepts have beenproven throughout the developmentof hydrofoil passenger ferries. Thesurface-piercing type, primarily ex-ploited by Rodriquez, has a signifi-cant degree of dihedral that allowsthe craft to find its own combinationof lift and stability to determine itshull ride height above the surface.
The fully submerged foil type, asmainly developed by Boeing Ma-rine Systems for its Jetfoil range ofcraft, is a much more complex de-sign that was originally stimulated
While catamarans andmonohull fast ferries are
first choice for most oper-ators of high speed passen-
ger services, somedesigners predict that, aswith air cushion craft, thehydrofoil passenger ferry
has yet to have its day.
by a naval requirement to develop ahigh speed but stable weapons plat-form. By having the foils fully im-mersed there is no point of inherentstability and optimum ride height.Consequently, these desirable qual-ities need to be artificially influ-enced using a complex andexpensive arrangement of sensorsand hydraulically operated movablesurfaces. [Ed Note: The reader
should be aware that modern auto-
matic control systems have become
much smaller, lighter, and less ex-
pensive than those of the 1970s and
1980s.] The ride comfort of theBoeing Jetfoil has been universallypraised, and high levels of passen-ger satisfaction were achieved rightup to the craft type’s normal operat-ing limitation of 2.5m waves.
Unlike conventional craft that havea relatively shallow curve of perfor-mance degradation as prevailing seacondition deteriorate, hydrofoils -
and the Boeing Jetfoil in particular -have a sharp cutoff point. [This is
due to broaching of the forward foil.
-Ed.] In operation normal servicespeeds were closely maintained inadverse weather until the limitationwas reached, when services wereterminated. Once wave heights pre-vent on-foil operation, hydrofoils ingeneral are restricted to sub10 knotsspeed resulting in continued pas-
Page 4 IHS Summer 2003
HYDROFOIL REVIVAL
(Continued From Page 3)
Continued on Next Page
sage being neither comfortable norpracticable. [Although hullborne,
motions are ameliorated, compared
to monohull vessels, by the deeply
submerged foils. -Ed.]
In parallel with these two maintypes of foil the Alexeyev systememployed on hydrofoil craft devel-oped in the former Soviet Unionsince the early 1960s was config-ured with a very shallow dihedralbut often seen with multiple lift sur-faces. These craft in several guiseswere widely produced and many ex-ported, mainly to the Mediterra-nean. As development progressedand craft became larger and oper-ated on more open sea routes, thefoil areas and dihedral have in-creased, culminating in probablythe most technically successful craftof its type, the Olympia, through notproduced in any numbers.
The other key area influencing hy-drofoil performance is that of pro-pulsion. Machinery weight has beena major limiting factor. The gas tur-bine option has been technicallysuccessful in the Boeing/Kawasakicraft and less so in a large Russiandesign, the 250-passenger 42-knotCyclone. However, the first and
on-going costs associated with gas-turbine technology do not fit com-fortably with a relatively low capac-ity craft in today’s competitivemarket place. While diesel enginesoffer a better package of economics,the weight factor is significant to thehydrofoil design. By way of com-parison the Allison 501 series gasturbine unit as installed in Boeing/Kawasaki Jetfoils weighs around1,150kg, the MTU 16V396TE74diesel engine found in theRodriquez Foilmaster hydrofoilweighs in at 5,000kg per unit.
The Rodriquez Foilmaster offers asignificant advantage in transportefficiency over predecessor hydro-foil designs when measured interms of installed power, passengercapacity and service speed. TheFoilmaster makes use of lighter ma-terials, including composites, inload bearing structures, fittings, andin the foil design where carbon fibreis used extensively.
Development of lighter structuralmaterials and better power-to-weight ratio machinery benefits thefast ferry industry as a whole and istherefore a continuing process. It isthe development of the dynamicperformance of foils themselvesthat will stimulate a resurgence ofinterest in hydrofoil passenger fer-ries. In the marine industry much ofthe research into foil performance isdirected at stabiliser systems andother ride control use. In aviationthere is a much broader approach towing design and there will undoubt-edly be a marine spinoff value.
********
Development of larger craft operat-
ing on more open sea routes culmi-
nated in the Russian Olympia
SUPERFOIL 40 OPERATIONS
Contributed by Y. Eero, ManagingDirector, Seahawk Ltd.
Additional recent information from“Seahawk” indicates that the presentowners are still interested in ex-changing the vessel for biggerones (but similar type as fuel con-sumption is very low). The Superfoil
40 has been declared for sale, eventhough successfully operating be-tween Tallinn and Helsinki. In case ofany interest, Seahawk Ltd advisesthat the sale price is USD 8.0M.
As reported earlier in the Winter2002-2003 IHS Newsletter, the cata-maran was constructed by AlmazMarine Yard, designed by the St.-Pe-tersburg branch of the British com-pany “MTD” (Marine TechnologyDevelopment). They claim that it isthe fastest passenger ferry at a speedabout 55 knots (more than 100km/hour). Now it takes only 50 min-utes to travel from Tallinn to Hel-sinki.
The Superfoil-40 will again start op-erating between the Estonian andFinnish capitals in the beginning ofthis summer and will perform 5 re-turn trips daily. 300 passengers to beaccommodated both in business and
Photo by Y. EERO on outer
Tallinn Road in mid May 2003.
IHS Summer 2003 Page 5
SUPERFOIL 40
(Continued From Previous Page )
Continued on Next Page
economy class cabins equipped withcomfortable aircraft type seats andthe panoramic windows will provideexcellent view. When traveling pas-sengers may visit bar and duty freeshop. Wide two-leaf doors arrangedon both sides allow to reduce essen-tially time of landing and disembar-kation of passengers. The estimatedtime assigned for this operationmakes about half an hour includingcleaning of cabins and refueling.
By Ken Spaulding, IHS Member
May of this year marked the 50th
an-niversary of the initiation of sched-uled hydrofoil passenger service. InMay of 1953 the 30-seat SupramarPT 10, Freccia d’Oro, began serviceon Lake Maggiore between Locarnoin Switzerland and Stresa in Italy.Cruising speed of this craft was 35knots.
Freccia d’Oro was the creation ofBaron Hanns von Schertel, first Pres-ident of IHS, and GotthardSachsenberg. Von Schertel’s hydro-foil development began in 1919 withthe construction of a small experi-mental craft with surface piercingfoils. Studying at the Technical Uni-versity in Berlin from 1923 to 1927,
von Schertel developed hydrofoilconcepts and several test craft. By1936 he had demonstrated eight hy-drofoil test craft. In that year theKoln-Dusseldorfer Steamship Com-pany, having followed with great in-terest in these developments, placedan order for a 30-passenger craft withthe Sachsenberg Shipyard under li-cense to the Schertel-Sachsenbergsyndicate. This passenger craft wasnever completed as hydrofoil activi-ties were diverted to the emergingGerman war efforts. During the war anumber of hydrofoil craft were devel-oped, including patrol craft, a mine-layer, a tank transporter and a 60-knottorpedo boat destroyed in an air raidjust before launching.
As the war ended the Russians occu-pied Dessau-Rosslau SachsenbergShipyard and acquired the survivinghydrofoil craft, technology and per-sonnel, which formed the base for de-velopment of the many Soviethydrofoil craft built during thecold-war years. Sachsenberg and vonSchertel escaped to the West and, inMay of 1952, formed Supramar, A.G.in Lucerne, with the support of theSwiss Verwaltungs-Bank, Zug.
As they say, “The rest is history.” Af-ter the PT 10, Supramar went on todevelop the PT 20, PT 50, PT 75 andthe PT 150. Construction of thesecraft was licensed to a number ofbuilders, including Rodriguez in It-aly, Hitachi Zosen in Japan andVosper Thorneycraft in the UK. Over150 Supramar craft have been built.Many are still in service around theworld.
Baron von Schertel died in April of1985. Supramar AG continues toprovide consulting services for hy-drofoils and advanced marine con-cepts in Glattbrugg, Switzerland.
The reader is referred to two articles
available on the IHS website on the
subjects of Hanns von Schertel, the
PT craft, Supramar, (Hydrofoil Pio-
neers) Baron Hanns von Schertel
(from Oct 1985 N/L), and The
SUPRAMAR PT Series Hydrofoils by
John R. Meyer.
SUPRAMAR 50TH ANNIVERSARY
Freccia d’Oro PT-10
By Susan Salisbury (Palm BeachPost Staff Writer)
Lake Worth, Florida — Love going toKey West, but hate the long drivedown on U.S.1, the only road leadingthere? Hydrofoils Inc., a companyheadquartered in Lake Worth, wantsto provide the solution to what can bean aggravating trip.
CEO Kenneth Cook, 63, an engineerwho has spent his career working forcompanies such as Motorola, envi-sions a 90-foot high-speed hydrofoil.Traveling at 80 mph, the boat wouldrise out of the water on foils and fly 8½ feet above it. It could make the tripfrom Miami to Key West in 1 hour, 50minutes.
So far, the hydrofoil is designed butnot yet built, awaiting money for an$8.3 million prototype that’s alreadypartially financed by investors.
“We have the prototype three-quar-ters funded. We need another $1.8million,” Cook said from the com-pany’s yacht, Zytiron, at the RivieraBeach Marina. “Our biggest problemhas been that we have to build the firstfull-size boat. We need final funding.It will open up the floodgates.”
Steven Krasnor, president ofArrowsmith Financial Group in Hol-
LAKE WORTH FIRM ENVISIONS HY-
DROFOIL RUN TO KEY WEST
Page 6 IHS Summer 2003
RODRIQUEZ RHS 140 MODEL
WAVE/WAKE MEASUREMENTS
Continued on Next Page
HYDROFOIL TO KEY WEST
(Continued From Previous Page )
lywood, is poised to buy and operate afleet of four hydrofoil ferries onceHydrofoils Inc. produces a workingferry. Initially, it would go from Mi-ami to Key West and, if successful, beexpanded to cities to the north.
“Ken recognized the need for the ser-vice,” Krasnor said. “We recognizedthat need also.” A hydrofoil ferry hasbeen a dream of Cook’s for about 15years. Although ordinary ferry boatshave been used for years on water-ways near major cities such as NewYork, technical problems have beencommon with hydrofoil boats.
Seajets Inc., which provided passen-ger service between Grand BahamaIsland and the Port of Palm Beach be-ginning in 1999, filed for bankruptcyin 2001. The Boeing 929 Jetfoils,which used 35-year-old technology,had mechanical problems and didn’talways run on time. Krasnor heardabout Seajets, and at one point con-sidered buying the company. Helearned what went wrong.
Krasnor believes Cook has come upwith an improved hydrofoil that cansucceed as a commercial ferry.
“One of the issues, aside from identi-fying the market, is having the rightproject,” Krasnor said.
Carroll Oates, senior sales managerfor Detroit Diesel, said his companywants to supply marine turbines forCook’s hydrofoils. Detroit Diesel, adivision of Daimler Chrysler, is thelargest producer of marine power sys-tems in the world. “
One of the things we don’t do enoughof here, we don’t use the waterwaysfor transportation," Oates said of theferry proposal. “If people knew therewas a reliable high-speed service onwaterways to get them somewhere,that is a fantastic way to travel.”
If Cook’s dream is realized, it will bethe culmination of hydrofoil researchthat began more than 30 years ago,stemming from a love of racing boatsthat began at age 3. Cook founded thecompany in 1972, a five-person firmthat has never made a sale, except forsmall remote-control vehicles devel-oped as prototypes. It’s been strictly aresearch and development firm thatover the years has worked towardperfecting hydrofoil technology.“We’ve never tried to sell boats,”Cook said. “That has not been ourgoal. Our goal was to make a verycontrolled high-performance marinevehicle.” Once the money is ob-tained, Cook expects the prototype tobe completed 11 months after a con-tract is signed.
By Martin Grimm, IHS Member
In October 2002, wave wake mea-surements were performed on a 1:20scale model of a Rodriquez RHS-140surface-piercing hydrofoil at theAustralian Maritime College (AMC)Wave Wake Measurement Facility.
The tests were conducted by MrGregor Macfarlane, Manager of theShip Hydrodynamics Centre of theAustralian Maritime College inLaunceston, Tasmania, Australia.They are part of the process of gather-ing experimental wave wake data fora range of hullforms to supportGregor’s PhD research. The testswere the first of a hydrofoil model inwhat is already an extensive databaseof wave wake measurements. Thetests performed at AMC to date havebeen of either monohulls of catama-rans.
To be able to undertake such experi-ments, AMC has adapted its survivalcentre pool to serve as a model test fa-cility when it is not committed to sur-vival training for mariners attendingthe college. The tests are performedwith a winch driven cable arrange-
Disclaimer
IHS chooses articles and
photos for potential interest to IHS
members, but does not endorse
products or necessarily agree with
the authors’ opinions or claims.
1:20 scale Rodriquez RHS 140 ‘Curl
Curl’ model suspended below towing
rig, Australian Maritime College
(AMC) Wave Wake Measurement Fa-
cility, Survival Centre.
A model of one of Cook’s boat
designs.
IHS Summer 2003 Page 7
Interested in hydrofoil history,
pioneers, photographs? Visit the
history and photo gallery pages
of the IHS website.
http://www.foils.org
ment that tows the model but allows itto pitch and heave freely. A series ofwave height probes are positioned ina plane transverse to the track of themodel and off to one side. In the caseof the tests with the hydrofoil modelthere were six probes positioned from1.5 to 5.8 metres off the centreline ofthe model track. These probes recordthe local wave elevations as a time se-ries signals. The data can subse-quently be processed to determineparameters such as the maximumcrest to trough wave height, wave pe-riod, and wave height decay rateswith distance from the centreline ofthe vessel. The data can also be usedfor validation of computational meth-ods for predicting wave wakes.
Predicting and measuring wave wakefrom fast ferries is becoming an in-creasingly more important facet ofnaval architecture as concerns areraised about the impact of vesselwakes on other waterway users anderosion of river shorelines.
In June of this year, the model wasonce again put to use as part of an un-dergraduate thesis project examiningthe foilborne transverse stability of
surface piercing hydrofoils. Thesetests were performed by AMC finalyear student Colin Johnson. On thisoccasion, the model was towed in theAMC towing tank at a range of heelangles and speeds. The aim of theproject is to determine the foilbornerighting arm curves and correlatethese with predictions from a numeri-cal method. The results of the testsmay be reported in a future newslet-ter.
The hydrofoil model was originallybuilt by IHS member, Martin Grimmfor recreational use as an electricpowered and radio controlled scalemodel of the “Curl Curl” which oncesaw service on Sydney Harbour. Forthe tests, the model was stripped of itselectrical and radio control gear andballasted to the correct weight andcentre of gravity. It was originally thesubject of resistance and head seasseakeeping tests in 1994 thanks to thesupport of the Australian MaritimeCollege.
For further information and refer-ences related to wave wake measure-ment, refer to: G. J. Macfarlane andM. R. Renilson; “Wave Wake – a Ra-tional Method for Assessment”, In-ternational Conference on CoastalShips and Inland Waterways, 17 & 18February 1999, London. RINA.
Note: All photos courtesy of GregorMacfarlane.
RHS 140 model underway during
wave wake measurements. Nearest
wave probe just in view to port side of
model.
(From Speed at Sea, February
2003)
Three Austal-built 47.5m passengercatamarans for New World FirstFerry of Hong Kong all feature a
SEASTATE SYSTEM INTRODUCES RE-
TRACTABLE FOILS
Seastate motion control system. The416-passenger catamarans operatebetween Hong Kong and Macau at aspeed of approximately 42 knots. TheAustralian company said that due tothe seasonal sea conditions on theNew World First Ferries route, theoperator requested that Seastate de-velop a motion control system thatprovided an optimum solution be-tween motion control and speed. As aresult each of the ferries, delivered inOctober last year, have a new retract-able foil configuration.
The motion control system consistsof Seastate interceptors aft for trim,pitching and rolling motion controland high-speed retractable foils for-ward for pitching and rolling motioncontrol only.
The retractable foil configurationgives the operator flexibility in theamount of motion control provided,said Seastate. in calm conditions -when motion control is not required -the system can be operated in trimmode only with the foils retracted.The interceptors control the statictrim of the vessel and maximisespeed. With the foils retracted thedrag of the hull is also reduced, allow-ing an increased speed.
RHS-140 MODEL MEASUREMENTS
(Continued From Previous Page )
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Page 8 IHS Summer 2003
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RETRACTABLE FOILS
(Continued From Previous Page )
Seastate’s high-speed retractable foilprovides the operator with flexibilityin the amount of motion control re-quired. In slight conditions the inter-ceptors can be operated in activemode to provide a reduction in pitch-ing and rolling motion. As the seaconditions worsen that foils can bedeployed to give maximum motioncontrol.
A hydraulically driven slewingmechanism extends and retracts thefoil. When extended, varying the an-gle of attack of the trailing edge flapproduces lift and controls the vesselmotion.
The high speed retractable foil is anactive flapped foil, actuated by a sin-gle hydraulic servo actuator, with theability to be deployed or retractedinto the hull. The retraction mecha-nism comprises a pair of cylindersdriving a slewing platter, to which thefoil is attached. The foil control sur-face consists of a cast stainless mainwing with a cast nickel aluminumbronze flap, which is hinged from thetrailing edge.
By William Palmer and Bob Etter(Excepts, by NSWCCD permission,
from Wavelengths 14 March 2003)
In principle, several methods of re-ducing drag on a ship’s hull havebeen recognized for some time, butthe feasibility of implementing themin the Fleet has not been as readily ap-parent.
Now, however, with a renewed inter-est in increased payload at conven-
LARGE CAVITATION CHANNEL TESTS
ENHANCE UNDERSTANDING OF
DRAG REDUCTION
tional speeds and in high-speedocean-going vehicles, drag reductionmay finally have a laboratory plat-form on which it can demonstrate itsadvantages.
The Defense Advanced ResearchProjects Agency (DARPA) is devel-oping a multi-scale modeling capa-bility, which will ultimately allowresearchers to conduct full-scale nu-merical experiments on a computerplatform as part of its Friction DragReduction Program. As a componentof the research effort, Carderock Di-vision’s William B. Morgan LargeCavitation Channel (LCC) in Mem-phis, Tennessee, and operated by theHydromechanics Directorate, waschosen for conducting near-full-scale experiments and contributing tothe validation of computer-generatedlarge-scale models.
The LCC, a detachment of CarderockDivision, is the most advanced andlargest pressure-controlled recircu-lating water tunnel of its type in theworld. About 239 feet long and stand-ing 65 feet tall, the LCC, whichrecirculates 1.4 million gallons ofwater with a 14,000 HP pump, is ca-pable of producing test section veloc-ities of 35 knots in a 10 by 10 footcross section. Navy, government, andprivate-sector sponsors come to theLCC when they want to test propulsorpower, efficiency, and acoustics oflarge-scale models of surface shipand submarine designs.
Robert Etter is the Division’s coordi-nator for the HiPlate project, thename of which is derived from the de-scriptive phrase “high speed flowover a flat plate.”
“The important thing,” Etter said, “isthat if you want to have high-speedships, such as a high-speed sealift ve-hicle capable of 50 to 70 knots, andyou start looking at the range and fuelconsumption, you realize you’ve gotto do something about drag.” But,Etter explained, drag reduction tech-niques are also attractive at 15 or 20knots, if you consider what is referredto as “proportional payoff.”
Dr. Lisa Porter of DARPA pointedout that “at constant speed, one canget a reduction in power that trans-lates into a proportional reduction infuel and the potential for a significantpayload increase.”
Surface ship drag reduction is not anew concept, and technologies to ac-complish it have been of interest forseveral decades. In the 1960s and1970s, interest in highspeed surfacecraft gave rise to the Surface EffectShip (SES) program, out of whichcame several SES test craft and thedesign of a 3,000-ton ship whichcould cruise at 80 knots. The programwas abandoned because it was notpossible to fit a mission to the ship,and therefore justify its cost and be-cause it had short-range and tremen-dous fuel consumption (high drag).High-speed hydrofoils were also pur-sued, but it was found again that fuel
The front section of the HiPlate,
showing the elliptical leading edge
of the section. Photo by Bob Reiss,
IHS Summer 2003 Page 9
Cavitation Channel Tests
(Continued From Previous Page)
consumption was very high, the craftcould carry limited payload, and thedesign was practical only for shortdistances. [Ed Note: Reference ismade to the PHM. Readers should beadvised that the PHM was design andbuilt for a specific mission, and per-formed as required. Larger hydrofoilshave been designed to satisfy longerrange requirements.]
However, with the design and testingof high-speed oceanic transport vehi-cles in progress and the desire for in-creasing the payload of ships withconventional speeds becoming morepractical, the subject of drag reduc-tion was resurrected. DARPA and theOffice of Naval Research funded theseries of test runs at the LCC in re-sponse to a proposal by the project’sprincipal investigator, ProfessorSteve Ceccio of the University ofMichigan.
The University of Michigan plannedand executed the test program, as-sisted by Etter, LCC engineer Dr.Mike Cutbirth, who provided mea-surement and data analysis support,and the LCC staff, which tended to fa-cility, instrumentation, and riggingrequirements. Personnel from PennState University Applied ResearchLab and private companies VioSense,Tao Systems, and others have con-tributed to the project. The testingprogram began in mid-December andcontinued through January 2003.
This particular experiment involvedinjecting microbubbles into theboundary layer water flow right nextto the plate surface. To realize a re-duction in drag, a ship movingthrough the water has to reduce the
frictional shear force imparted on theship’s hull by the water flowing pastit. If air, being less dense than water,could be combined with the water, theshear force on the hull, and thus thedrag, would be reduced. Other theo-ries of the complex role of the bub-bles interacting with the shipboundary layer also may explain thedrag reduction. In any case, the theo-ries are in need of a better experimen-tal database including detailed flowfield characterization.
A drag reduction experiment using aflat surface of this size had never beendone. Tests had been performed onplates of much smaller dimensions.Since it was not practical to extrapo-late findings gleaned from such smallplates onto a full sized naval surfaceship, it was decided to use a largerplate, one with dimensions moreclosely approximating that of a sur-face ship’s hull and to test at higherspeeds. The product of dimensionand speed determines a parameterimportant to scaling fluid flows, thatparameter being Reynolds number.
Testing of this concept involved anelaborate setup . Three separate sec-tions were fabricated because theHiPlate, as a unit, was too long andheavy for insertion in the LCC’s testsection opening. Each section wasconstructed of epoxy-painted internalcarbon steel frames and half-inchstainless steel surface plates top andbottom. The sides of the model pro-vided access to extensive internal in-strumentation and the bubbleinjection inserts. Bolted together, thesections made a single plate 41.3 feetin length, 10 feet in width, about 8inches deep, and weighing about 15.5tons. Two blocks of sintered (porous)metal, as long as the width of the plateand resting in slots in the stainless
steel surface, acted as the mediumthrough which compressed air waspumped to diffuse the air into smallbubbles. In between and downstreamof these slots were interspersed shearforce measurement and other sensors.The shear sensors used strain gaugesto detect the drag on a round surfaceflush with the plate’s stainless steelsurface and thus sense local shearforces between the water and theplate.
At the start of testing, no air was in-jected into the water, and a baselinemeasurement was recorded. Next, airwas injected through the plate into thewater, and the closest shear sensordownstream of the bubble stream sawa significant reduction in the shearforce imparted on the sensor. Parame-ters varied including the test sectionspeed, air injection rate, and distancefrom the injection to the measuringstations. Additional instrumentationincluded video cameras and minia-ture Laser Doppler Velocimeters(LDVs) imbedded in the plates tomeasure boundary layer velocity,pressure measurement sensors on theplates, and video cameras and exter-nal gamma ray source and sensor tomeasure the amount of bubbles in theflow.
At this time, further testing is notscheduled, but the results of the ex-periments conducted at the LCC andcurrently under analysis may havepaved the way for a better under-standing of the physics of frictionaldrag reduction and for more seriousand informed consideration ofmicrobubble injection as a means ofreducing friction drag on a ship’s hull.
Page 10 IHS Summer 2003
Continued on Next Page
SAILOR’S PAGE
By Sam Bradfield, IHS Member
In previous IHS Newsletters, a de-scription of SCAT and updates on de-velopments with this fully submergedhydrofoil sailboat have been pro-vided. This time we are pleased to beable to feature some foilborne imagesof SCAT.
Sam reports: “We finally got togetherall the people and cameras and cam-era boats required to photographSCAT flying off Cape Canaveral onSaturday April 26. We had barelyenough wind (true wind speeds be-tween 10 to 15knots) to fly SCAT”.The photos show the boat flying inthese minimum conditions. Videofootage was also obtained during thatouting.
An extract of the notes from the trialslog for SCAT and summary of the per-formance of the boat on that day is asfollows. The location for sailing wasabout two miles offshore from PortCanaveral.
Boat speeds (Vs) in flight whilereaching: from 13 to 20 knots over af-ternoon. Maximum observed boatspeed (Vs max): 24 knots. Averagetrue wind speed (Vt ave) at site: 11.5knots. Wind heading at site: 240 de-grees. Wave height (recorded at 20mile buoy): 3.6 ft. Average true windspeed (at 20 mile buoy): 16.8 knots.
The maximum boat speed observedfor SCAT so far was during theFlorida to Key West race in Januarywhen 29.5 knots (GPS) was achievedwith the main sail and jib set in an av-erage true wind speed between 15 to18 knots.
It looks like SCAT will live up to the-oretical expectations based on whatwe’ve observed so far; i.e., she’llreach [Ed: this is a heading at which
the true wind is between about 60 to
155 degrees off the bow] to 2.0 timestrue wind speed in winds of between10 to 20 knots. We’re not likely topush her beyond 35 knots boat speed.
SCAT FOILBORNE IMAGES
By Tom Haman
It was about 2 p.m. April 4 when weleft the dock with SCAT and began tolift the main foils so we could navi-gate the narrow channel, after flyingthem both up we were out. Hoistingthe main and then the jib we were un-
ACCOUNT OF THE SCAT TRIP UP
FROM STOCK ISLAND
der way about 2:30 p.m. All theboards were half way down setting uswith a draft of 4ft. We took a shorttack out on port (150 to 160 degrees)and tacked again inside the reef tostarboard (50 to 60 degrees).
We held for awhile. One more shortport tack out and another long tack putus to New- found Harbor southmarker off Big Pine key where wetacked again and headed out to sea onport tack. As soon as we cleared thereef, I lowered the port foil and set thebungee, then I lowered the rudder.
We sailed out for about 2 hrs as thesun set between 6 and 8:00pm, the seastate was running 6-8 with an occa-sional 10 foot, with the swell on ourbeam. SCAT rode nicely through thisswell. I had set the windward bungeetension tight so as to bury the wand abit; when I slacked it off the weatherama rose and depressed the leewardama a bit. The leeward ama still wasvery buoyant and the boat felt muchlooser, even with the lee main foil halfway down, incidence set to max. Thefoils stabilized the ride quite a bitdampening the roll, very little pitch-ing in the beam sea condition.
Our boat speed was around 8 kts. Af-ter tacking to starboard we were ableto hold starboard all night at a headingof about 160 and getting lifted as weheaded north. This part of the trip wasthe roughest, the wind was eastagainst the stream, causing a 6 to 8ftswell that Scat hobby-horsed nicelythrough (though the ride was wet) asshe would take the top off the occa-sional wave. During the night welogged 16 to 17 kts at one point, withthe lee ama clear of the water about
IHS Summer 2003 Page 11
two feet and the main hull skimming.At this point, the ride was like turbu-lence in an airplane, with very littlepitching and rolling and a lot of upand down motion. This motion wasgreatly dampened by the hydrofoils.By morning the wind was beginningto fade. We pulled the reacher andneeded it the rest of the way as thewind never built back up. Scat wasnorth of Fort Pierce, we could see thehighly lit bridge inside the inlet, asthe sun set. I thought this was quitegood progress, as the wind never didbuild much more than 10 to 12mphduring the day.
As night fell, so did the wind. The restof the trip was a drifter, yet we still ar-rived in the inlet at 9:00am and tied tothe Cocoa Beach Yacht Club dock.
[This is a continuation of an article by
John Ilett appearing in the Spring
2003 IHS Newsletter. - Editor]
FIRST DAYS
Initially things did not work so well.While the system is really simple torig and operate there are actuallyquite a number of moving parts. Ittook almost three months sailingmost weekends to tune it, adjustingcables and ratios within the linkageand also a diamond saw to cut andmodify the foil. It did foil on the firstday out in very minimal wind but thenon another day in around 20 knotswind there was a big crash at speedfrom a fair height.
Fastacraft is a small Perth basedbusiness run by John Ilett. The focusis on manufacturing foils using the
FASTACRAFT FOILER MOTH “ON THE
PROWL”
pre-preg process and carbon fibre.There are currently two moulded din-ghy foils available in pre-preg, bothare a tapered section with the originalpatterns being shaped by computeroperated router. The smaller is aNACA 0012 section, 1000mm longwith a 175mm chord and the other is aNACA 0011 section 1200mm longwith a 205mm chord. Also the origi-nal 120mm constant chord hydrofoilas used on the Moth is available in upto 2100mm length and now a sym-metrical NACA 0012 section with120mm chord and 2100mm length.Custom foils are also built withblanks cut by the same computer op-erated router, then vacuum baggedwith epoxy resin and carbon fibre.
John is a qualified shipwright but hasbecome more of a composite enthusi-ast since gaining experience in theUK manufacturing formula 1 race carbodywork. Additional details areavailable on the Fastacraft websiteat: http://www.fastacraft.com Thisincludes video of the boat sailing at:www.moth.asn.au/multimedia/rohan_perth_feb03_movie2.wmv To viewthis clip you will need a current ver-sion of Windows Media Player.
By Gerard Delerm
Project History
In 1995, I helped a friend to build acustom sailboard. The goal was toobtain a board with modern lines atmoderate cost. As we finished theboard, we realized the price of a goodcommercial fin was disproportionatecompared to the cost of our board. SoI started to study and to build somefins. After testing many profiles andconstruction technics, I settled on afin design of moulded fibreglass /
resin manufacture that met my re-quirements for structural strength andfor being “spinout proof”. This suc-cessful result was obtained at a rea-sonable cost so all our goals were met.
In 1997, after reading a sailboard re-view, I produced a hydrofoil finwhose function was not to raise theboard completely out of the water, butrather to help it begin planing. Thisfoil was fitted into the original fin boxof a 1990 SHREDDER Mistral board(length 298 cm/9.8 feet, width 59cm/1.9 feet and narrow stern). Aftersome tinkering, particularly with thefoil’s angle of attack, I got promisingperformance. I could start planingwith 8 to 9 knots of wind speed using arather old 7.4 m² (80 square feet) sailand while the board was supportingmy weight of 90 kg (199 pounds).This could not be achieved with thesame board without the foil.
In June 1999, I met a group of youngundergraduates at the “EcoleNationale Supèrieure de Chimie et dePhysique de Bordeaux” (ENSCPB)which had taken on a project to designand build a hydrofoil sailboard thatwould successfully take off and sailon its foils. Of course, I jumped at thechance to associate myself with thisproject. I decided that, while the teamwas conducting their initial theoreti-cal study, I would use my earlier prac-tical experiments to produce a firstprototype to narrow down the rangeof problems, thus helping to develop asuccessful design and constructionmethod…. Thus was born “LeFOILBOARD” idea.
LE FOILBOARD
To be continued in the Autumn 2003
IHS Newsletter.
SCAT TRIP UP FROM STOCK ISLAND
(Continued From Previous Page)
Page 12 IHS Summer 2003
IHS OFFICERS 2003 - 2004
John Meyer President
Mark Bebar Vice President
George Jenkins Treasurer
Ken Spaulding Secretary
New Members
(Continued From Page 2)
ite historical vessel is Forlanini’s,and is interested in learning moreabout personal hydrofoil craft.
David Rynders – David is an attor-ney practicing environmental lawon behalf of a number of environ-mentalists. Although he has no spe-cialized knowledge of hydrofoils,he is utilizing the IHS website tolearn more. He intends to add hy-drofoils to his boat and is just get-ting the broader picture with thehelp of the Society.
Graeme Paulin - – Graeme hailsform New Zealand and has alwayshad an interest in things mechanical,be it construction equipment,trucks, planes, or ships. He spent sixyears in the RNZN (Royal NewZealand Navy) as a marine engi-neer. Graeme is currently employedas a process engineer in aWellington manufacturing plant.Recently he has been researchingpossible candidates for a fast ferryservice round New Zealand’s coastThis lead him to the IHS’s excellentweb site, and subsequently to jointhe IHS.
Walter Wohleking – Walter is aCharter Member of the NorthAmerican Association of the Inter-national Hydrofoil Society. Hespent the first 25 years of his profes-sional career with the GrummanCorporation, taking over manage-
ment of the company’s hydrofoilboat activities after Robert J.Johnston left that position in 1976 tojoin the David Taylor Model Basin.As Grumman’s Director of MarinePrograms, Mr. Wohleking dealtwith the maritime nations of Eu-rope, the Far East, the Mid East, andNorth and South Americas, as wellas with the U.S. military and agen-cies of the U.S. Government. In1982 he left Grumman and with BobJohnston founded Advanced Ma-rine Systems Associates (AMSA), amarine consulting firm. Followingthis Mr. Wohleking consulted inde-pendently, engaging in high-speedferry feasibility analyses for privateand public sector clients, advisingferry operators on the implementa-tion of fast ferry services.
the same. The program is temporarilysubsidized by a government grant.
The “Wave” is a 149 passenger boatwith four 1,000 HP diesel enginespowering two water jets. The hull issupported by submerged foils foreand aft. These foils partially elevatethe hull, and the load is shared by theplaning hull.
This hybrid system has advantagesover a pure planing hull. It uses lesspower and fuel. It has a relativelysmall wake that allows 45 MPH pas-sage through the crowded San Diegoharbor. Its motion at sea is relativelycomfortable. Less roll, pitch andpounding.
For those who live near Southern Cal-ifornia there is a now hydrofoil boatservice between San Diego andOceanside. You can learn more aboutit at www.TakeTheWave.com.
WAVERIDER UPDATE
By Ray Vellinga, IHS Member
I have taken the Waverider twice. Theevening boat leaves San Diego at5:35 PM and reaches Oceanside in1.5 hours. You can enjoy a restaurantdinner at the Oceanside harbor andwalk or taxi to the Amtrak station tocatch the 9:23 to San Diego, arrivingtwo blocks from your departure. Theboat costs $5.00 and the train is about
IHS BOARD OF DIRECTORS
2001-2004 2002-2005 2003-2006
Sumi Arima Jerry Gore Mark R. Bebar
Malin Dixon Jim King William Hockberger
John R. Meyer Ken Spaulding George Jenkins
William White John Monk Dennis Clark
NEW BENEFIT
IHS provides a free link from
the IHS website to members’ per-
sonal and/or corporate site. To re-
quest your link, contact Barney C.
Black, IHS Home Page Editor at
IHS Summer 2003 Page 13
LETTERS TO THE EDITOR
Continued on Next Page
Help With A Dynafoil
[5/30/03] I recently acquired aDynafoil by Hydrocraft (a jet ski sizehydrofoil built around 1970). It is ingood shape but the fuel pump doesn’twork. I was wondering if anybodyknew anything about this particularhydrofoil or even knows where to getparts for one. If any one has informa-tion please call me. Jonathan Javetz706 714 4903, [email protected]
Response: Rebuild kits are availablefor the injectors on the Dynafoils, butI need to know which size engine youhave, the 440 or the 340. It can also bewith dual Mikunis for a rated HP of55, but not necessary to have the extraHP. Scott Smith [email protected]
Hydrofoil Surfboard Details
[6/24/03] Can you steer me to a sitethat shows a hydrofoil surfboard indetail? I want to know more abouthow this concept works. Merv [email protected]
Response: IHS has no design detailsunfortunately, though these surf-boards appear from a distance to havesomething in common with the AirChair and other hydrofoil waterskis.Laird Hamilton is the pioneer in this.He has a video out on DVD, and sup-posedly the bonus materials on theDVD have information about the hy-drofoil surfboard. See our page atwww.foils.org/popvideo.htm. I have notseen the video, so I don’t know if thehydrofoil info is a little or a lot. Wehave some archived correspondenceon this subject on our website. Bar-ney C Black [email protected]
Foil-Borne Draught
[6/10/03] I have a 14’ fibreglass plan-ing hull that I am considering adapt-
ing for use with a hydrofoil. Thedistance between the bottom of thekeel and the horizontal centreline ofthe propellor is about 8". Is thisenough draught to enable a hydrofoilto operate effectively? My boat has a50 hp outboard on it and the speedogoes right up to 60 mph (52.6 knots). Iknow that a well-designed foil will in-crease fuel economy at high speeds.Will using a foil also result in greateracceleration and/or higher top speed?Mike K. [email protected]
Response: The good news is you dohave enough water above the prop forfoils, assuming mostly smooth water.Using foils will increase you fueleconomy. The bad news is they maynot increase your performance for thisboat. Subcavitating foils are fairlysimple to make, I can send you plans.But they are limited in speed. If yourboat already does 60 mph as indi-cated, you are already at about thehighest speed you can expect to go onsubcavitating foils. Adding themwould help your fuel economy, butmight slow your takeoff a tad.Supercavitating foils might help yougo faster, but there is less info avail-able on them. You will be lucky to beable to make supercavitating foils thatwork for that boat. Had your boat hadless power, say 25hp, then you wouldsee real benefits in speed and econ-omy. As it is, it won’t gain you muchto add foils, but will cause you troublein shallow water, docking, etc. ScottSmith [email protected]
Response: Thanks for the reply, Scott.I plan to run mostly on lakes, and theengine is not working as of yet, so Ihaven’t actually tested the boat as fitout. I got it for free. Sounds like I canget nearly the same big-engine perfor-mance with a much smaller engine
and a foil. If I bought a new 25 hp en-gine, would it be worthwhile to getone with a longer vertical powershaft, so as to increase the distancebetween the hull and the foils? MikeK. [email protected]
Response: I don’t know if I would goso far as to say you’ll get the “sameperformance as the big engine”,that’s really comparing apples and or-anges. Your performance with a25HP engine and foils will certainlybe better that a 25hp and no foils, butdifferent from the 50hp. With the 25and foils you will get good top end,excellent fuel economy, and a cush-ioned ride. But you have to get it allworking together. With the 50hp youwill have more pulling power, dock-ing will be easier, and take-off will befaster, it just depends on what youwant. Anyway, yes you can put a longshaft on the boat to get more lift. I puta 15HP extra long shaft on my 14’aluminum boat for a hydrofoil exper-iment. Even with no foils it doesn’thamper performance enough to no-tice. But you may need to add somestrategic sheet metal deflectors tokeep the extra shaft length from en-training water up the tower and intoyour boat. Not a problem whenfoilborne. Trailering and shallow wa-ter operation can be a pain if the en-gine is really low, like in my case.Transom plates don’t allow but a fewinches of lift. In short, adding a longshaft won’t affect you much, and willhelp with the foils, adding an extralong shaft will require some compro-mises. I found the easiest and cheap-est way around the extra-longshaftproblems was just to use a trollingmotor for docking and shallow water.
Page 14 IHS Summer 2003
Continued on Next Page
Letters To The Editor
(Continued From Previous Page )
BTW, if you can afford it, I love my4-stroke, and it runs forever on a tankof gas :) Yes, if you are intent on get-ting this flying, a long shaft outboardwill work really well, but if you neverfinish the project, it may hamper theresale value of the boat, being smallerhp and a longshaft. Scott [email protected]
Lift Coefficients For Surface
Piercing Vee Foils
[6/09/03] Can anyone provide mewith values of lift coefficients for sur-face-piercing Vee hydrofoils of thetype Gordon Baker used so success-fully for his motorboats? He used theNACA 16-510 foil section, about 40degree dihedral, and the lower cor-ners of his foils had circular-arc cur-vature. Such lift values, with, ofcourse, the associated values of as-pect ratio and angle of attack, wouldbe very much appreciated. EugeneClement, [email protected]
Response: There are many effectsthat should be taken into account incalculating the lift (and drag) of sur-face piercing hydrofoils. These in-clude for example lift loss of foilsoperating near or cutting through thewater surface. I would recommendChapter 3 of the book High Speed
Small Craft by Peter Du Cane (1974edition) as an ideal reference to use toprepare an estimate of the lift gener-ated by a particular foil arrangement.In that chapter Michael Eames specif-ically considers surface piercing Vfoil arrangements. The various equa-tions are too involved to repeat herebut could be incorporated in a spread-sheet calculation or similar.
The alternative is to back the overalllift coefficients out of the particulars
of a known hydrofoil. What you needto determine is the speed, submergedplanform area (at that speed) andweight of the boat. I have tabulatedthat for a few surface piercing hydro-foils of the Supramar type and thetypical CL values for the overall craftare in the order of 0.26 to 0.43. I don’tknow the details of the foil profiles inthose cases however. Martin Grimm,[email protected]
Variable Geometry Foils
[6/05/03] I’ve seen many people askabout using various aircraft tech-niques to improve some aspect of ahydrofoil design. Somebody evenwent as far as to ask if a rotating foildesign similar to a gyroplane mightbe made to work, although I can’timagine gaining anything from thatexercise. One problem that seems tocome up a lot is the need for high liftat takeoff, and reduced drag at cruis-ing speed. This is made more criticalfor limited power applications likehuman powered craft. A common so-lution is an extra foil that retracts atspeed. I wonder if variable geometrymight be an answer. Two commonaircraft applications are the ‘swingwing’ like the f-14 Tomcat, and the‘scissor wing’, usually an ellipticalwing that rotates as a whole on a pivotpoint above the center of the fuselage.Would producing a variable geome-try ‘swing wing’ help to reduce dragat higher speeds and give better lowspeed lift? Or am I barking up thewrong tree? I’ve never heard of a hy-drofoil design using this feature.Scott Smith [email protected]
Response: I have been wondering thesame thing. Is the fact that there areno ‘swing wing’ hydrofoils due to theoperating speed of current hydrofoilsnot being high enough for it to be ofany benefit? Aircraft speeds in the
range from mach 0.5 to mach1.0(approx 300 to 600 knots) apparentlybenefit from increasing wing sweepangles. Is there a good correlation be-tween aerodynamics and hydrody-namics? Could the above speed rangebe converted to the equivalent for ahydrofoil wing? One assumes thespeed would be much slower givenwaters much higher density. How iscavitation affected by a swept wing?It would also be of benefit for comingalongside as the wings could be overswept (as per the F-14) so the are inside the hull line. Graeme Paulin,[email protected]
Response: Hydrofoils wings have tobe very much thinner than aeroplanewings to support the same weight, sothey have to be proportionally stron-ger. It is therefore difficult to build inthe sort of features that let aeroplanewings change shape, like extendingflaps and droops, as they wouldweaken the wing too much. That isone reason why hydrofoils have a rel-atively small speed range (about 2:1full speed to take off) compared toaeroplanes (often 4:1 full speed totake off). As for swing wings, they arefitted to supersonic aeroplanes to re-duce drag and leading edge heating atsupersonic speeds. Hydrofoils get no-where near supersonic speeds, espe-cially as the speed of sound in water isabout 3000 mph. Hydrofoil top speedcan be limited by cavitation, andswinging a wing would do very littleto reduce that. Cavitation can only bereduced by making the foils eventhinner, or, of course, slowing down.Many submerged foil hydrofoils havefoils that can be swung up out of theway to reduce draft and sometimesbeam for docking, but these usuallyswing the whole strut and wing as-sembly. Even small irregularities in a
IHS Summer 2003 Page 15
Continued on Next Page
Letters To the Editor allows
hydrofoilers to ask for or provide infor-
mation, to exchange ideas, and to inform
the readership of interesting develop-
ments. More correspondence is pub-
lished in the Posted Messages and
Frequently Asked Questions (FAQ)
section of the IHS Internet web site at
http://www.foils.org. All are invited to
participate. Opinions expressed are
those of the authors, not of IHS.
wing would cause cavitation whichwould damage the wing, so the de-signers have felt that it best to keepthe mechanisms at the top of the strutand out of the water. Malin Dixon,[email protected]
How Foils Lift
[5/18/03] When reading general de-scriptions of how foils work, it is easyto believe that there is more suctionon the upper surface of the foil due tothe lower pressure there, than deflec-tion of fluid below the foil. While Ican find information on the pressureprofiles above and below the foil sur-face which lead to this conclusion, Iwould like to know what proportionof the total lift is generated by deflec-tion of the fluid downwards, com-pared with the total suction upwardsby negative pressure above the wing.Ian Ward [email protected]
Response: There are at least two waysof determining the lift generated by anairfoil or hydrofoil. As you have al-ready suggested, the first is to inte-grate the pressure distribution overthe top and bottom of the foil fromleading edge to trailing edge to deter-mine the net upthrust. For a wing, Ihave heard that the contribution to liftfrom the suction (upper) side is typi-cally about three times that of thepressure (lower) side. I will have tocheck whether that is about right witha typical case sometime.
The second way of determining lift isto calculate the change of momentumof the air or water as it passes over thefoil. If you consider a ‘control vol-ume’ of the fluid around the foilbounded by a streamline far aboveand below the foil and with an inletand outlet far upstream and down-
stream of the foil, then the lift gener-ated by the foil should equal the massflow rate of the fluid through thatcontrol volume multiplied by thechange in the vertical velocity com-ponent of the fluid. In short, thegreater the downwash, the greater thelift. The downwash can’t be associ-ated with just the bottom of the foil orjust the top for that matter. Thestreamlines passing a foil are deter-mined by the combined effect of bothsurfaces and the angle of attack etc.If you have a particular foil profileand angle of attack in mind, let meknow and I will give you more spe-cific numbers for the 2D case. MartinGrimm [email protected]
Response: The texts I have seen usu-ally show very smooth streamlineslocally around a wing foil which givelittle indication of the massivedownwash and vortex turbulencewhich must also exist. The implica-tion is that the deflection of fluiddownwards and its reaction on thewing surface upwards is only a smallcomponent of the total lift, and thatthe low local pressure on the uppersurface provides the majority of the“lift”. I am keen to have your com-ments on this. While I agree with youthat it is the total effect of what hap-pens both above and below a foilwhich generates the total result, andthat downwash is the result, I was
wondering about the relative propor-tions of the contribution of suction onthe upper side and positive deflectionon the underside, as this would helpme to explain for myself at leastwhich of the descriptions of how awing works best fits the facts. If I re-fer to many common explanations Icould be led to believe I always needan asymmetrical airfoil section to cre-ate the necessary low pressure to getlift, when in fact a simple paper gliderwith thin flat wings works remark-ably well. I see many L/D curves andpressure graphs in the near vicinity ofa wing, but unfortunately no figuresor relative proportions are given. IanWard [email protected]
Foil Design For Velocity
[4/24/03] Is there a theoretic velocitylimit for foils? Is there a direct rela-tionship between lift, speed, and cavi-tation onset? Are foil designsavailable that are self defouling orthat deflect submerged objects? Arefoils designed for specific velocities?J. Duncan Coolidge, [email protected]
Response: For subcavitating foils, it’shard to design a system for much over40 kt. There’s probably no intrinsiclimit for supercavitating foils, butmaterial strength may limit the loadsat the thin, sharp leading edges. TomSpeer, [email protected]
Response: There is a page on the IHSwebsite covering the arguments forand against ultra-high speed hydro-foils at www.foils.org/knots.htm. KenCook is a proponent of such hydro-foils. See the article in this issue onpage 5, column 3; also his website atwww.hydrofoil.com/. Barney C. Black,[email protected].
Letters To The Editor
(Continued From Previous Page )
Page 16 IHS Summer 2003
Letters To The Editor
(Continued From Previous Page )
Supercavitating Foil Design
[5/10/03] I have seen a lot of info ondesigning sub-cavitating hydrofoils,but little on super-cavitating ones.And most of that was theoretical andrequired considerable effort to under-stand. Can someone direct me to a de-signer’s guide to super-cavitating orsuper-ventilated hydrofoils? MacStevens, [email protected]
Titan Aluminum X-Craft Experi-
ment
[7/28/03] I’m sure that the selectionof an SES (Raytheon-Umoe team) asone of the 3 Littoral Combat Ships(LCS) concepts chosen for further de-velopment had something to do withthe speed and range and draft require-ments and objectives. The next phaseshould be interesting; it is likely thatthe other two concepts will incorpo-rate dynamically assisted lifting tech-nology - foils and/or lifting bodies - totry and meet the same overall perfor-mance objectives. Bill McFann,[email protected]
Thanks
[6/9/03] Dear Mr. Meyer: On behalfof SUPRAMAR I thank you verymuch for your congratulation letter ofMay 8, 2003 reminding me of the in-auguration of the first passenger hy-drofoil service. It is certainly a dateworth remembering. Shortly afterthis inauguration Sig. CarloRodriquez saw the little boat on LagoMaggiore and he was impressed, andmade contact with SUPRAMARIN,Lucerne. It did not take long, and hisshipyard in Messina became the firstlicensee of SUPRAMAR which wasfounded only a year before. All therest is well known and many PT 20
and PT 50t type hydrofoils were builtin Messina. However all this wouldnot have been possible without the ef-forts and the ingenious ideas of Baronvon Schertel and numerous other en-gineers which promoted the hydro-foil. I am proud and grateful at thesame time that I was one of those ded-icated engineers. From 1957 Iworked in SUPRAMAR with Baronvon Schertel until he passed-away in1985. Sincerely, Volker W Jost, Presi-dent, Supramar AG
PHMRON 2 Veterans
[6/16/03] This July 30th will be the10th anniversary of the PHM squad-ron decommissioning. I wish to ex-tend all best wishes to our shipmates,the veterans of the PHM crews,MLSG and PHM Squadron 2 staff. Ilook forward to raising a glass (splicethe main brace) at Turtle Krawls inKey West on this date, to you all.Steve Novell (Jolly-OS1, PHM1)[email protected]
Large Hydrofoil Passenger Liners
[04/13/03] Large, ocean-going hy-drofoils were once a popular dreamand even considered inevitable forthe future... including a nuclear pow-ered design. Take a look at our pageon popular magazine articles atwww.foils.org/popmags.htm. The earli-est article on this subject we cite thereis “To Cross Atlantic in ThirtyHours,” Technical World Magazine,Oct 1907, by Wm. G. Fitz-Gerald.The most recent is “100 Knot LinerHas Sea Wings,” Popular Science
March 1959 by Alden P. Armagnac.Bob Johnston once answered themore general question as to why thereare not more hydrofoils this way:“First, regarding size, the foil liftingcapacity is an area function, increas-ing with the square of the speed. So in
the practical speed range of 40 to 50knots with the size of the hydrofoilcraft increasing by a cubic function,the foil dimensions become relativelyquite large. A Navy study concludedthat a 2,000 ton hydrofoil was about alimiting size. Range is another con-sideration. Hydrofoils can be shownto compete commercially with air-craft up to about 300 miles on a timebasis for downtown- to-downtownroutes. This considers time to andfrom airports and ability of the hydro-foil to go downtown to downtown.Hydrofoils have demonstrated theycan provide superior rough water pas-senger comfort. So in adverse seaconditions, sea state three and above,their ride quality and speed are betterthan other high speed sea craft. Thereal problem is that hydrofoils have ahigh first cost on the basis of cost perseat mile. It has been shown that theacquisition cost is the driving factorin most acquisition decisions. To in-crease the use of commercial hydro-foils, studies that I have beeninvolved with indicate that there is amarket for small, 100 to 300 seat ca-pacities, at speeds in the 40 to 50 knotspeed range, with submerged foilsand automatic control systems. Butthe first cost has to be made more at-tractive than hydrofoils on the mar-ket today. I would like to see someconcentrated design effort put intothis area.” Barney C. Black,[email protected].
Here ends the printed edition.
The electronic edition has 3 more
articles on 5 more pages with
large color photos. Why not go
now to www.foils.org and view the
Newsletter on line. It’s in color,
and it’s easy. If you have trouble,
we will help you... contact
IHS Summer 2003 Page 17
PHM 5 Update
News from the USS ARIES Hydrofoil
Memorial, Inc.
by Eliot James
www.ussaries.org
Work has progressed this summer
in preparation for hullborne cruising. We
are proud of how clean the ship is, and we
will keep her that way so as to be better
prepared for giving tours. We are main-
taining walk-on access... we don’t have
the ship open everyday, but she is always
available with a little notice. We con-
structed a new hatch and have it installed
in the plate covering the gun turret open-
ing where we installed a staircase to give
access for tours.
We have been working on the IBS
(Integrated Bridge System). There are
four LCD touch screens set into alumi-
num plate that replace most of the bridge
controls. One pair in front of the pilot,
one on the port side in front of the co-pi-
lot. These screens are being connected to
the ship control computer that is housed
in the old navigational console in the
Combat Information Center (CIC). The
monitors in that console have been re-
placed with color CRT screens and will
reflect the same information displayed
on the bridge units.
One of each pair of the screens
will display ship system information
from the PLCs that control and monitor
the propulsion, HVAC, bilge pumps, sea-
water system, fuel system, etc. The sec-
ond will display conning information,
compass, navigation, radar, depth
soundings, etc. The IBS will lower man-
ning requirements.
The new generator is being
plumbed into the seawater system, and
the HVAC system is undergoing rebuild.
The chilled water system was exten-
sively damaged, with nearly all the room
chilling units split open from being
EXTRA FOR THE ELECTRONIC EDITION
frozen. Each one had to be removed (a
major pain) and welded back together.
Japh Howard of Flicker Forge lent his ex-
tensive welding capability to that project.
We are grateful. See his web site at
www.flickerforge.com. I suppose no one
thought to add antifreeze to the chilled
water system when the ships were moved
north to the inactive naval shipyard. The
units on the sister ships were also broken.
We are applying to be placed on
the register of historic ships, and we
could use some help. If anyone is willing
to write down some reasons why this ship
should be considered historic and conse-
quently preserved, please email that to
me to include in our application. It seems
obvious that what the ships represents
technically is reason enough by itself, but
we need to educate the reviewing panel
on the why. Any help will be appreciated.
Once the application is approved, we will
be eligible for grant monies from pro-
grams such as “Save America’s Trea-
sures” grants and others that will help us
get the ship flying again.
We procured more spares from the
sister ships, including foilborne propul-
sion parts. There are more available, but
getting and storing them is expensive.
ex-ARIES (PHM-5) on Grand River Waterfront Brunswick, Missouri Continued on Next Page
Integrated Bridge System Ship Control Computer in CIC
Page 18 IHS Summer 2003
PHM-5 UPDATE
(Continued From Previous Page )
Ex-ARIES Saved From the Scrap Pile
The fleet of six PHMs was decommissioned in 1993. The ships were
moved to a shipyard and stripped of all salvageable systems.
The ex-ARIES was purchased by Eliot James and B. J. Meinhardt via
Internet auction originally for scrap purposes. However, once they realized
the unique nature and amazing technology it represented, they could not
scrap it. After months of research and work, they managed to retrofit enough
of the ships systems to begin their voyage to the Grand River in Brunswick,
Missouri.
The ex-ARIES remains in Brunswick, where rehabilitation efforts have
been ongoing. The ship was opened for its first public tours the weekend of
October 4, 2002 in conjunction with a local festival. In excess of 130 people
took the tour, which included three decks, a video of the ships flying, several
photos, a brief history of hydrofoils, and a display of a Dynafoil (1970s per-
sonal water craft) utilizing hydrofoil technology.
A newly formed non-profit organization, the USS ARIES Hydrofoil
Memorial, Inc., is dedicated to the rehabilitation of the only remaining Patrol
Hydrofoil Missile (PHM) with foils. The organization recently received
501(c)(3) status, allowing it to accept tax deductible contributions to the me-
morial.
Diana and Bob have added many
pictures and video clips to our website.
Not only are there clips of the ships fly-
ing, but also pics of the ex-GEMINI. You
won’t believe how different she looks
since being purchased by someone who
is turning her into a private yacht. The
“Observation Dome” in the bow reminds
me of the NAUTILUS from 20,000
Leagues Under the Sea. The superstruc-
ture wasn’t built when I last saw the ship,
but I believe work has begun on that.
GEMINI’s current owner is a con-
tractor from Chicago, I believe. He con-
tacted me after reading about the ships,
and I put him in contact with Jim
Lovelace, who sold him the ship. He is
working on her there in Wilmington, NC.
He removed all foilborne propulsion,
purchased 2 hullborne drives from the
ex-HERCULES. One is a spare, the other
he mounted in the center in place of the
foilborne drive. This gives him three
hullborne propulsors. I believe he will be
driving with 12-92 Detroit. As to the cen-
ter propulsor, he doesn’t plan on
vectoring the nozzle.
We regret we weren’t able to put
together a trip to Key West for a PHM re-
union commemorating the 10th anniver-
sary of the decommissioning. We are
working towards sailing back to Key
West and having that reunion. If some-
one wants to get involved in helping pre-
pare for it, we need to secure docking
facilities in Key West. Someone who
could get us docking for a month or two,
time enough to earn cash from tours to
put fuel in the tanks for a return trip,
would be welcome to cruise along with
us the week or so it would take to get to
Key West.
Thanks to all that have helped and
supported our project.
Ex-GEMINI (PHM-6) Undergoes Conversion to a Private Yacht in
Wilmington, NC
IHS Summer 2003 Page 19
What do Helicopters andHydrofoils have in Common?
by Martin Grimm
The two technologies that interest
me most are helicopters and hydrofoils.
When these both came together in a sin-
gle application, I was most pleased.
The Erickson Air-Crane company
based in the USA has operated a fleet of
Sikorsky S-64 Skycrane helicopters for
years. These heavy lift helicopters are
used in specialty applications ranging
from aerial crane work to firefighting.
In the firefighting role, the heli-
copters are fitted with a custom-designed
tank that can carry up to 2500 gallons
(~9500 litres) of water, retardant, or
foam mix. This load can be discharged at
various rates depending on the nature of
the fire being attacked. The tank can be
filled while the helicopter is airborne by
two methods.
(1) A snorkel unit connected to a
flexible hose can be lowered into water
reservoirs and the integral impeller
within the snorkel can then be activated
to refill the tank in as little as 45 seconds
while the helicopter is in a low hover.
(2) The second approach is novel.
A rigid boom equipped with a ram scoop
system is lowered from alongside the
tank as the helicopter approaches for a
low pass over a stretch of water. At the
end of the boom, a hydrofoil unit is in-
stalled such that when the boom makes
contact with the water, the hydrofoil
forces the boom to submerge rather than
simply skipping over the water surface.
The ram pressure of the water can then
fill the tank through the scoop inlets in
less than 45 seconds.
A ram scoop hy-
drofoil allows the
Helitanker to refill
from fresh water or
sea water sources
in less than 45 sec-
onds. Your intrepid
author (he is Martin
Grimm) is shown
photographing the
business end of
the scoop on the
“Incredible Hulk.”Continued on Next Page
Photo by Peter Clark
Page 20 IHS Summer 2003
HELICOPTERS & HYDROFOILS
(Continued From Previous Page )
The Erickson Air-Crane website
www.erickson-aircrane.com has a good still
image of one of their S-64E helicopters
with that hydrofoil water scoop system in
action as it flies low over the water. Even
better, the selection of video clips that
Erickson Air-Crane provide on their
website includes footage of the hydrofoil
water scoop system in action.
One Erickson Skycrane, named
“Elvis” has been a regular visitor to Aus-
tralia during the summer period, mainly
fighting bush fires in Victoria. The 2002
season saw significant bush fires in New
South Wales, and so two additional
Erickson Skycranes named “Incredible
Hulk” and “Georgia Peach” were im-
ported at short notice. All three earned a
good reputation saving houses on the
outskirts of Sydney and in rural commu-
nities. This year the helicopters and their
crews have again been earning their keep
fighting fires from Canberra south down
into Victoria.
A hydrofoil has played a little part
in it too!
Available Now...
The New IHS Advanced Marine Vehicle CD-ROM #2
IHS announces the availability of the second AMV CD-ROM in its se-
ries of reference and historical document releases for the AMV community.
The new CD contains 61 documents in the following categories:
• Eleven Documents Applicable to Multiple AMV Types
• Seventeen Documents on Air Cushion Vehicles (ACVs) and
Surface Effect Ships (SESes)
• Thirty Documents on Hydrofoils
• Three Documents on Planing Hulls
A full list of contents with abstracts is on the IHS website. The cost is
US$12 each for members; US$15.00 for nonmembers. For details on how to
order, go to http://www.foils.org/ihspubs.com
IHS Summer 2003 Page 21
From the IHS Website...
Model Hydrofoils: They Are Fun and Affordable
To Build and To Operate
Lenny’s VS-8 Skims the Waves. Made from a
kit by 32nd Parallel Corp. (out of business)
Nick James’s CONDOR I. For 22
years he searched for a PT-50
Super Comet Model kit. He finally
found it in a model shop in Italy.
Martin Grimm’s model of CURL CURL
Mark van Rijzen’s PT-50 in Holland
Ian Wrenford’s display PT-50 model
FAIRLIGHT
Aurora TUCUMCARI (PGH-2). These mod-
els can often be found on www.ebay.com
Malin Dixon’s Design with Fully
Submerged Hydrofoils and ACS
COMPREHENSIVE TESTING OF A
PROPRIETARY MODEL OF A LOW-DRAG
HYDROFOIL CONCEPT
Excerpts, by permission, from Wavelengths, 10 May 2003, Naval
Surface Warfare Center, Carderock Division, by William Palmer
Ateam of test engineers in the Carderock Division’s Marine andAviation Department performed comprehensive testing of aproprietary model in May 2002 of a low drag hydrofoil (LDH).
The LDH concept was invented by Dr. Thomas Lang (IHS Member)and the model was designed by his company, Semi-Submerged ShipCorporation (SSSCO) of Solana Beach, CA.Center personnel conducted the tests to determine if an air cavity, in-jected into the water flow along the leading edge of the hydrofoilwould remain intact and stable at speeds of up to 35 knots, andwhether the concept was feasible. Testing was conducted on Carriage5 at the NSWCCD. Funding for the test was provided by the DefenseAdvanced Re-search Pro-jects Agency.
The hydrofoilthat was testedcan produce15,000 poundsof lift. If air isinjected intothe water flowon the hydro-foil, air dis-places the wa-ter, reducesthe wetted
See Low-Drag Hydrofoil, Page 3
INSIDE THIS ISSUE
- President’s Column . . . . . . . . p. 2
- Welcome New Members . . . . p. 2
- Riding the Wave . . . . . . . . . . p. 3
- Unmanned PHAST & PHIN p. 5
- Lifting Bodies . . . . . . . . . . . . p. 7
- Waterjets . . . . . . . . . . . . . . . . p. 9
- Sailor’s Page . . . . . . . . . . . . p. 10
LETTERThe NEWSInternational Hydrofoil Society
P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Autumn-2003 Sailing Editor: Martin Grimm
Low-drag hydrofoil in 35-knot test on NSWCCD
Carriage 5; Photo by Martin Sheehan
AMV CD-ROM #2
IHS announces the second Ad-
vanced Marine Vehicle (AMV) CD-ROM
in its series of reference and historical
AMV document releases. The new CD
has 61 documents:
• Eleven Documents Applicable to
Multiple AMV Types
• Seventeen Documents on Air
Cushion Vehicles (ACVs) and
Surface Effect Ships (SESes)
• Thirty Docs on Hydrofoils
• Three Docs on Planing Hulls
Cost is US$12 for members;
US$15 for nonmembers. IHS accepts pay-
ment by personal check, bank check,
money order or cash (all in US dollars
only). We have also arranged for payment
by credit card (online only!). To see ab-
stracts of the documents or to order on
line, go to the IHS publications page at
www.foils.org/ihspubs.htm.
Dear IHS Members,
All of you are reminded that AMVCD#1 is still selling on the IHSwebsite. A lot of time and effort hasgone into generating AMV CD#2. Itwas released this summer, and youcan get all the information about thissecond CD also on the IHS website. Itsells for $12 for IHS members and$15 for non-members. Barney Blackhas prepared indices and abstracts forthe CD#2 documents. You will findthese a very significant and usefulcontribution to the CD.
As mentioned in this column of theSummer Newsletter, during theMarch and May Board meetings, theIHS Board of Directors has commit-ted to a “soul searching”, “planning”effort in which we would reconsiderIHS objectives/goals and play themagainst ongoing and projected activi-ties. Board member Dennis Clark isleading the planning effort. In Marchhe presented a “Planning Frameworkand Approach”. At this meeting theBoard discussed, and endorsed Den-nis’ approach and resolved to moveforward. The initial step was aPlanning Meeting held on September10. It was attended by six of the Boardmembers (G. Jenkins, K. Spaulding,W. White, J. Gore, J. Meyer and D.Clark), plus two invited guests (W.Ellsworth and B. Black).
Following a welcome by the Presi-dent and opening remarks, the groupreviewed the planning philosophyand process. After reviewing current“Purposes” and “Objectives” of theIHS, the group held an open discus-sion as each member described hisown impressions of what is positive
and negative regarding the variousactivities of the Society. Then theseimpressions/opinions were groupedinto five areas, namely:
1. Communication Tools2. Knowledge Management3. Membership4. Educational Outreach5. Society Management
These then became the Society goaltitles. At the conclusion of the meet-ing, each member was assigned thetask of defining these goals takinginto account the preceding discus-sions. Results will be reported in theWinter 2003 issue of the Newsletter.
Follow-up planning meetings will beheld to discuss and approve the finalgoals. These meetings will continuewith definition of future actions tomeet these goals. All of this has theintent to improve the services offeredby the Society to its members.
Your Society continues to grow withnew members joining every month.Since the beginning of 2003, 31 havebeen added to the membership list.By the way, you can view the Mem-bership List by logging onto the IHSwebsite (www.foils.org) and put inthe proper password. All IHS mem-bers have been informed of this pass-word. If you have been missed orforgot, please contact the webmaster([email protected]).
John R. Meyer
President
Page 2 IHS Autumn 2003
PRESIDENT’S COLUMNGreg Ketterman – Greg is VP ofengineering for Hobie Cat Com-pany in Oceanside, CA. which isvery fitting since he learned to sailon one of the first Hobie 14’s. In-spired by Crossbow and Icarus hegrew up building many model sail-boats and hydrofoils with the dreamof breaking the world speed recordfor sailboats. In college where heearned a BSME from Cal PolyPomona he built a model hydrofoiltrimaran which became Longshotand the TriFoiler. After buildingseveral full size prototypesLongshot broke the world speed re-cord and the record still stands at43.55 knots. He firmly believes thathydrofoils are the future of high per-formance sailing and is currentlyworking on a new boat that will befaster and more practical than theTriFoiler.
Niklas Lundberg - Niklas a studentin vehicle engineering at KTH Uni-versity in Stockholm, Sweden. Hisinterest in hydrofoils started withdoing a short summary about hydro-foils. His biggest interest is in sail-ing hydrofoils and hopes to buildone in the next 5 years for fun. I haveread about the Icarus project (1970)and am inspired about hydrofoils
Philip McKay – Mr. McKay servedsix years in the United States Navyas an Electronic Warfare Techni-cian. He served aboard the U.S.S.Tarawa (LHA1) from 1978 to 1980and then aboard the U.S.S. Pegasus(PHM-1) from 1980 to 1983. Hewas honorably discharged from theNavy as a Petty Officer First Class(E-6) in 1983. After the Navy, Philip
Continued on Page 12
WELCOME NEW MEMBERS
IHS Autumn 2003 Page 3
Continued on Next Page
Low-Drag Hydrofoil
(Continued From Page 1)
surface of the foil, and thus reducesfrictional drag on the hydrofoil.SSSCO had experimented with theconcept at the California Institute ofTechnology, Pasadena, CA, usingseveral models with chord lengthsof 6 inches. For the Model Basintests, Maritime Applied PhysicsCorporation (MAPC) of Hanover,MD, constructed a foil having aspan of 9 feet and a chord of 3 feet.
To test the concept, a rig was used tosupport the hydrofoil as it traveledthrough the water. Two verticalstruts supported the foil at its ends.The center 3 feet of the foil is theventilated test section, and two3-foot unventilated sections are oneither side to eliminate flow influ-ence to the air cavities from the ver-tical struts.
Testing was performed at a depth of2 feet in the towing basin. An aircompressor was used to provide airthrough two banks of 13 air valvesper bank, one bank supplying flowto the upper side of the leading edge,the other bank to the lower side. Avideo recording system was em-ployed to monitor and documenthow the injected air cavities be-haved during a test run. Instru-mented load cells supported the rigweight and measured the total liftand drag generated by the sub-merged foil. A linear bearing sys-tem isolated axial movement of therig as it moved through the water en-suring accurate drag measurements.
The hydrofoil itself could be tiltedto vary the angle of attack, or the an-gle between the oncoming water
and the chord line. A control sur-face at the trailing edge of the hy-drofoil was also used to vary lift.The number of open valves for eachvalve bank was varied to change theflow rate over the upper and lowersurfaces respectively for differentrun conditions. The hydrofoil wastested with three differently shapedleading edges to see if the shapes af-fected air cavity formation.
Test results revealed that wa-ter-borne drag on the hydrofoil isreduced when air cavities are used.Visual data from the video systemshowed that there are specific airpressures which will generate whatappears to be stable air cavities. Thedata analysis was conducted bySSSCO.
RIDING THE WAVE
By William Hockberger, IHS Mem-ber
When a ferry operator chooses ahydrofoil, it’s because he be-lieves his route requires it. A
hydrofoil brings some added com-plexity and cost, which must be re-paid by higher ridership and revenueattracted by the boat’s superior per-formance, reliability and comfort.Stan Siegel, a naval architect and IHSmember with a long career workingon advanced ships and craft, recog-nized from the start that the offshoreroute he planned to serve required ahydrofoil.
That route runs along the Californiacoast parallelling Interstate 5, whichis choked with traffic that steadilygrows worse. Stan saw a market andconvinced the California Transporta-tion Department (Caltrans) to fund ayear-long test of the feasibility of anoffshore ferry service and its ability to
attract travelers off the highway. Al-though his longer-range objectivewas to operate to points west andnorth of Los Angeles, for this initialtest Stan proposed a service betweenSan Diego and Oceanside, well southof LA.
Caltrans allocated $5M for develop-ment of the service and a year’s oper-ation. The company Stan set up forthis project, SCX, Inc., received$400K in late 2001 for initial plan-ning, followed by $2.5M in July 2002for environmental studies, harborpreparations, and the first six monthsof operation. The service began oper-ating in March this year. As ex-plained later, however, it wasconcluded prematurely in August.Accordingly, most of what follows isexpressed in past tense.
For this test, SCX leased the hydro-foil originally named Westfoil, whichwas built in 1991 by Westfoil Interna-tional, of Westport, Washington. Pa-cific Marine & Supply Co, Ltd., ofHawaii, acquired it in 1997 and oper-ated it on a trial ferry service carryingcommuters between Barbers Pointand Honolulu. That service was ter-minated when its grant money ran outand no commercially viable markethad developed.
Westfoil originally had fully sub-merged foils and was driven by a pairof ducted air propellers whenfoilborne and a pair of Arneson sur-face drives when hullborne. PacificMarine removed the air propellersand surface drives and installedwaterjets. They also removed theoriginal foils and installed a new inci-dence-controlled forward foil. How-ever, they left the after hull supportedonly by buoyancy, which facilitated
Page 4 IHS Autumn 2003
RIDING THE WAVE
(Continued From Previous Page)
the waterjet propulsion as well assimplifying the overall constructionand control. Stern interceptors and anew integrated ride control systemwere installed, enabling the craft toachieve high maneuverability and asmooth, comfortable ride. The boat is85 feet in length with capacity for 149passengers. Its four Detroit Diesel12v92 TA engines (each rated at 1050bhp at 2300 rpm) give it a 40 knotcalm water cruising speed.[Ed Note:The reader is referred to IHS AutumnNL for a picture of WAVE and a re-lated story.]
The San Diego to Oceanside route is46 miles long and took the Waveabout an hour. The boat could makeits full 40 knots within San Diegoharbor without causing any objec-tionable wake—a unique hydrofoilcapability other operators shouldeventually come to recognize. Onceoutside protected waters it regularlytraveled at 36-37 knots in the 4-6 footoffshore swells typical for that area,and passengers said they found itcomfortable. However, when windwaves were superimposed on theswells (less than 5 percent of thetime), it became less comfortable.(On two days in March, sea condi-tions were bad enough to cause SCXto cancel operations.)
As a grant-funded operation, SCXwas not constrained to charge a ticketprice that would fully cover its costsand yield a profit for investors, so theprice could be part of the experiment.Early-on it was thought that $15 eachway might be appropriate, includingground transportation to parking ateach end. By the time operations be-gan, that had been reduced to $10each way. However, the competing
“Coaster” commuter train betweenSan Diego and Oceanside was charg-ing $4.75 one-way, and in late April itwas decided to charge $5 for theWave.
Ridership was very light throughmost of the period. In March, with the$10 fare, an average of 14 riders madethe morning southbound run, fromOceanside to San Diego, and 10 madethe return trip in the evening. At thebeginning of April the charge waseliminated entirely, to attract atten-tion and riders. April ridership aver-aged 19 southbound and 29northbound. In May and June theWave averaged only four passengerssouthbound and six northbound.However, in July a major change wasmade in the schedule which made itpossible to serve tourists andday-trippers rather than commuters.In July the numbers were up appre-ciably to an average of 49 passengerssouthbound and 16 northbound.Ridership continued increasing dur-ing August, and in its final week theWave was actually running full andturning away a large number of peo-ple—a dramatic end for the experi-ment - on the final free day there were120 passengers from Oceansidesouthward.
Despite that late surge and the belatedappearance of a willing ridership, theexperiment had to end. One condi-tion placed on the state grant was thatfunding for the second six-month pe-riod would be released only if SCXhad succeeded in lining up an inves-tor to pick up the service after the ini-tial year. That had proved impossibleby that time. However, in the actualcircumstances, when the time arrivedfor the second block of funds, Cali-fornia’s budget problems had grownso huge and contentious it is unlikely
the additional money could have beenprovided in any case.
Is Stan Siegel morose about the un-timely demise of the ferry service heworked long and hard to establish?Not at all. He points out two majorthings: One is that the highway con-gestion problem will only keep get-ting worse, and the need for a ferrywill continue to grow. The other isthat San Diego to Oceanside wasnever his ultimate objective. It was ascaled-down version of what he re-ally wants to do, but big enough todemonstrate the feasibility of it topeople who have never consideredthe possibility that small boats on anexposed ocean route could ever pro-vide a reliable and safe alternativemode of transportation. He believesthat has now been demonstrated.
Stan’s real objective continues to be aroute from San Diego to the area westof Los Angeles, which is difficult andtedious to reach by any land transpor-tation mode or route. He is particu-larly attracted to Marina del Rey,which is only a five minute bus ridefrom the LAX airport. Although itsharbor is congested with recreationalboats and somewhat difficult to get inand out of, it would be a feasible loca-tion for serving that area. For thismarket he sees a need for about sixlarger hydrofoils having fully sub-merged foils and capable of 50 knotsin the open ocean. Farther up thecoast, Santa Barbara is another attrac-tive location to connect to San Diegoby water.
Stan continues to market and promotethe idea and believes prospects aregood that real service he envisionscould eventually be brought into be-ing.
IHS Autumn 2003 Page 5
54’ FOIL ASSIST SURVEY CATAMA-
RAN
Continued on Next Page
(From Kvichak Web Site, May
2003)
The first of two foil-assist catama-rans constructed by KvichakMarine for the United States
Army Corps of Engineers (USACE)was recently deliveredto the USACE’s MobileDistrict. The S/VIRVINGTON’s missionis to conduct hydro-graphic surveys in sup-port of dredging andchannel maintenanceoperations. The secondvessel, which had asummer 2003 delivery,will operate in the NewYork District.
The USACE’s Marine Design Centerin Philadelphia handled the projectmanagement and was instrumental inall design stages of the survey cata-maran as well as monitoring the con-struction details from start to finish.“We chose a catamaran for its in-creased stability and for the ability toinstall a moveable strut between thehulls to mount multiple transducers.”said USACE’s Mike Collier. “Thepartial foil support of the design pro-vides the high cruising speed and themore comfortable ride we were look-ing for.”
Designed and constructed byKvichak, the 54’ x 20’ aluminum cat-amaran incorporates the HydrofoilSupported Catamaran (HYSUCAT)foil design. The HYSUCAT systemprovides the operator with increasedfuel efficiency, improved speed andlow wake wash. The fully adjustableaft trim foil provides ultimate controlfor variable loads and sea conditions.“The IRVINGTON is one of the most
efficient vessels that Kvichak hasever built,” said Scott Weiler,Kvichak’s project manager. “I amvery pleased with our new generationof HYSUCAT foils.”
Powered by Caterpillar 3406 enginesrated for 700 BHP at 2200 RPM, theIRVINGTON has a top speed of ~34knots and a cruising speed of ~28
knots. “The distances between thechannels surveyed by theIRVINGTON are significant,” ex-plained Collier. “The high cruisingspeed allows us to travel to a worksite much faster and spend more timesurveying thereby providing a sub-stantial increase in operational effi-ciency over our existing monohullvessel.”
UNMANNED CRAFT COMBINES TWO
HULIFORMS
(From Speed at Sea, August 2003)by David Foxwell
Developed by the Carderock Di-vision of the Naval Surface War-fare Center (NSWCCD) as part
of a broad survey of potential designs,the Planing Hydrofoil - AssistedSWATH Transport (PHAST) is one ofa number of hullforms - and probablythe most advanced - that are being ex-amined for their military potential asunmanned surface vehicles (USVs).
Kvichak Marine’s S/V Irvington
Interest in all types of unmanned ve-hicles is growing rapidly and wide-spread use is already made ofunmanned air vehicles (UAVs), withgrowing use by the military of un-manned underwater vehicles(UUVs).
From the viewpoint of the US Navy,the main advantage of USVs is thatthey present a potentially highly ef-fective means of conducting manyoperations without risking the life ofa highly trained sailor, whose trainingmay have cost many millions of dol-lars to complete. USVs could thus bedeployed in ‘high threat’ areas whereit would be unacceptable to send amanned vessel, and can remain onstation for a long time withoutre-supply or human intervention.
Although US Navy ship and boat de-signs tend to develop slowly, it wasquickly recognised that USVs mightcalled for completely differenthullforms, or modified versions ofexisting hulls, so concepts such as avery slender vessel, a surface effectship (SES), wing-in-ground effect(WIG) craft, several multihulls andsemi- submersible craft have all beenexamined. Also, innovativepropulsors such as advancedwaterjets, surface-piercing propel-lers, power vent technology, vortexcombustion, and podded electric sys-tems have been considered.
Recognising that certain hullformshave characteristics that make themmore suitable to certain operationsthan to others, and to enable the USVto have dual operating modes, both atlow speeds carrying a useful payload
Page 6 IHS Autumn 2003
Continued on Next Page
UNMANNED PHAST & PHIN
(Continued From Previous Page )
and at high speeds when in transit, thehullform of the PHAST was modeledon that of a Small -Waterplane - AreaTwin-Hull (SWATH) vessel com-bined with foils to provide lift.
At low speed, the PHAST will be-have as a SWATH, providing effi-ciency, seakeeping and stealth, and athigher speeds it would operate in adynamic planing mode. The pon-toons for the SWATH have V-shapedbottoms to provide stable planingsurfaces when the USV is operatingat high speed. While planing, themain foil will supply 50-80 per centof the lift necessary for the pontoonsto plane.
Scientists at the NSWCCD who de-veloped the PHAST design say theywere faced with many challengescombining the two hullforms effec-tively. The most challenging was po-sitioning the foils and propellers,which would affect the trim of thecraft, which affects lift, which in turnaffects its overall efficiency. To do so,they adopted an approach based onoptimising planing performance bymaking all of the necessary adjust-ments at 30 knots. At other speeds,the only adjustment allowed was tochange the angle of attack of the reartrimming foils.
At lower speeds, the hull was mod-eled as a SWATH. At higher speeds, itwas modeled as a planing catamaran,with the addition of lift from the foils.The resulting vehicle is 14.5m inlength and displaces 24.5 tonnes. Ithas a maximum beam of 7.47m and adraft of 1.82m.
Another study carried out by theNSWCCD team focused on a differ-ent hullform, a Hydrofoil Small
Waterplane Area Ship (HYSWAS).This 3.9m-long vehicle, the PlaningHYSWAS Integrated Node (PHIN),was designed to deploy an autono-mous sensor network based on anumber of small, unmanned vehicles,and has a range of 1,095 nauticalmiles.
[Ed Note: See IHS NL Autumn 2002
(p.5) and the article below for related
information.]
Combining the attributes of a hy-
drofoil and a SWATH, a PHAST
would provide a stable. Seaworthy
platform that is also capable of
transiting at high speed
PLANING HYSWAS INTEGRATED
NODE UNMANNED SURFACE VEHI-
CLE (PHIN-USV)
(Extracted, by permission, from
NSWCCD Wavelengths, Aug 2003)
By David Newborn and LeslieSpaulding
With the Navy’s emphasis on lit-toral warfare, unmanned vehi-cles are gaining momentum
and popularity inside the Departmentof Defense. They can provide an ef-fective, yet low cost, alternative torisking the lives of our military per-sonnel. A potential answer to thisneed is the Planing HYSWAS Inte-
grated Node Unmanned Surface Ve-hicle, or PHIN-USV. The PHIN-USV development effort is being car-ried out by David Newborn (IHSMember) and others to evaluate thetechnical issues of the concept.
The PHIN-USV hull form is a deriva-tive of the Hydrofoil SmallWaterplane Area Ship (HYSWAS)hull form, which was developed at theDivision in the mid1970s and demon-strated as 4-man carrying demonstra-tor, called QUEST in 1995. TheHYSWAS hull form is comprised ofthree main sections (listed from thebaseline up): a body of revolution, aslender vertical strut, and an upperhull, or superstructure. Attached tothe body of revolution are liftingfoils, which allow the vehicle to “fly”to a dynamic waterline that corre-sponds to roughly half way up thevertical strut. For example, the draftof the PHIN-USV decreases from 7.1feet at zero speed to 4.4 feet atfoilborne speed. As a result, the hullcan pierce through choppy waves. Ingeneral, the high speed seakeepingcharacteristics of a HYSWAS hullform is very good through a range ofsea states. Also, unique to thePHIN-USV is a trimaran superstruc-ture, which provides good low-speedseakeeping and calm water hydrostat-ics.
Because of the excellent seakeepingand high-speed capabilities of thePHIN- USV, the mission effective-ness is predicted to be significantlybetter than first generation USVs.The intended missions of thePHIN-USV are mine countermea-sures (MCM) and intelligence, sur-
IHS Autumn 2003 Page 7
Interested in hydrofoil history,
pioneers, photographs? Visit the
history and photo gallery pages
of the IHS website.
http://www.foils.org
Disclaimer
IHS chooses articles and
photos for potential interest to IHS
members, but does not endorse
products or necessarily agree with
the authors’ opinions or claims.
PHIN
(Continued From Previous Page )
veillance, and reconnaissance (ISR).As such, the goal of the PHIN-USVdesign is to provide an offboard minereconnaissance and organic mineclearance capability to future am-phibious support and littoral combatships. The MCM capability of thePHIN-USV provides a means bywhich to locate, classify, and, if needbe, neutralize bottom and mooredmines that may threaten operationalmaneuvers from the sea. The PHIN,says Newborn, can also provide anorganic, close-in information gather-ing capability for future surface com-batants and amphibious supportships.
Currently at the concept stage, New-born plans to fabricate and test amodel or prototype of the PHIN-USVto validate hydrodynamic predictionsand demonstrate the active controlfoils of the vehicle. Several avenuesto accomplish this are being pursued,including graduate research for New-born. “My personal goal for graduateschool is to focus my research on con-trol theory as applied to advancedmarine vehicles,” said Newborn.“This would be a perfect fit.”
[Editor’s Note: Cooperative educa-tion at the NSWCCD provides a
growth opportunity for both studentsand mentors. David Newborn hasbeen a CO-OP student for severalyears, shuttling between the Centerand Florida Atlantic University. It isespecially gratifying when a studentis determined to make every momentof that opportunity count, and evenmore special when a bright, ambi-tious student meets with a wide opentechnological field. Such is the casewith David Newborn, who created anunmanned surface vehicle (USV) de-sign, and recently won the Florida
Career Professionals Association
Co-op Student of the Year Award. Da-vid’s recognition as Co-op of the Year
is very much deserved. The work hehas produced on a concept he con-ceived and developed is impressive.]
Rendering of the PHIN design
LIFTING BODY TECHNOLOGY STARTS
LARGE SCALE TRIAL
(From Speed At Sea, August 2003)
by David Foxwell
Lifting body technology under de-velopment in Hawaii is designedto make a wide range of conven-
tional hullforms more stable at lowspeeds and more efficient at higherspeeds, as well as giving them ex-tended range. These hullforms in-clude monohulls, catamarans,trimarans, small-waterplane-areaships as well as decp-V, partial hy-drofoil and hydrofoil hullforms. Thework is being carried out by Navatek,whose primary customer is the USNavy’s Office of Naval Research
(ONR). Navatek is based in Honoluluand is a wholly-owncd subsidiary ofPacific Marine.
The company’s novel hullforms aretested in the open ocean in the watersoff the Hawaiian Islands. Tank testsare also conducted at small scale toevaluate concepts. Computationalfluid dynamics (CFD) analyses areundertaken using a supercomputer inMaui, which is the 12th largest com-puter center in the world, andNavatek also operates a 128-proccssor Linux cluster at its head-quarters.
Navatek Ltd’s parent company Pa-cific Marine is a majority partner inPacific Shipyards International LLC,Hawaii’s largest commercial ship re-pair facility, where a former US NavySES has recently been converted intoa Hybrid Small Waterplane AreaCraft (HYSWAC) using a liftingbody developed and tested byNavatek.
Funded by the ONR to the tune ofUS$18 million, the 48.75m (160ft),30-knot-plus HYSWAC has a full-load displacement of 345 tonnes andwas due to start builder’s trials inmid-August 2003, with performancetrials on behalf of the ONR due tocommence in October. If the trials aresuccessful, it is understood that thelifting body technology developed byNavatek could be proposed by a num-ber of’ the industry consortia bidding
Continued on Next Page
Page 8 IHS Autumn 2003
LIFTING BODIES
(Continued fron previous page)
to provide the design for the USNavy’s Littoral Combat Ship (LCS).
The HYSWAC is designed to con-firm, on a large scale, the three majorbenefits of underwater lifting bodiesvcrified on an earlier, small-scale20m (65ft), 51 tonne Navatek liftingbody demonstrator, Midfoil. Such,benefits are supported by extensiveCFD studies conducted by the com-pany. The advantages of the liftingbody technology highlighted byNavatek include a superior ride in allseas, all headings and all speeds (in-cluding zero/loiter to maximumspeed); higher transport efficiency atall speeds; and extended range/pay-load.The lifting bodies that Navatekspecialises in designing are underwa-ter appendages attached to the hull ofthe parent craft using struts. Having acambered foil cross-section, a largeplanform area and low lift coeffi-cient, they generate dynamic lift athigher speeds.
Navatek’s project engineer ToddPeltzer says the lifting bodies reducefuel consumption by dint of their highlift-to-drag ratio, and by reducingfriction and wave drag. They also en-
hance seakeeping, at low and highspeeds, due to their reduced water-plane area, the use of passive damp-ing, dynamic control and careful se-lection of the parent hullform. Thelifting body installed on theHYSWAC displaces around 163
tonnes as it has a volume of around160 m
3(5,600 ft
3), and measures 2m
x 10m x 12.6m (6.6ft x 33ft x 41.5ft).Thus, it is large enough to provide asignificant useable volume and canaccommodate propulsors.
The former US Navy SES was se-lected as a suitable parent hull for theHYSWAC. During the two-year de-sign and conversion process,Navatek removed the existing SESair-lift system and all related compo-nents, and installed the lifting body,which incorporates a new drive train(engines, gearboxes, shafts and pro-pellers), all housed within it.
The HYSWAC can be operated withvariable immersion as speed in-creases, with the parent hull fully outof the water at maximum speed. Anaft foil was also added for pitch stabi-lization and control, along with a pro-prietary advanced ride control system(ARCS).
[Editor’s Note: See related article inIHS NL Summer 2002 (p.7)]
The Navatek-designed lifting body
was installed beneath the hulls of
the former SES-200
The lifting body houses the drive train: engines, gearboxes, shafts, and
propellers
IHS Autumn 2003 Page 9
WATERIETS SERVE WARSHIPS
FERRIES AND YACHTS
(Excerpts FromSpeed at Sea, June
2003) by Doug Woodyard
Rolls-Royce is taking the waterjet toanother level of evolution with an or-der to supply two Kamewa VLWJ235units for the Japanese Techno-Superliner (TSL) ferry project. Eachwill absorb 27MW, some eight percent more power than any currentlyavailable waterjet.
Commissioned by Techno-Seaways,a Japanese consortium, the 14,500gtTSL will carry up to 725 passengersand 210 tonnes of cargo on a 1,000nautical mile route between Tokyoand the Ogasawara Islands. A servicespeed of 37 knots will cut the currentvoyage time by 10 hours to 16 hours.The aluminium-hulled SES design,with an overall length of 140m and abeam of 29.8m, will be built byMitsui’s Tamano yard for handover in2005.
Due for delivery next year from theRolls-Royce facility in Kristine-hamn, Sweden, the waterjets willhave an impeller with a diameter ofaround 2.35m and a different con-structional configuration to the cur-rent Kamewa SII waterjet design(whose largest model features a2m-diameter impeller). Kamewa SIIseries units have proven efficient andreliable propulsors but when the inputpower is doubled, and impeller diam-
eters exceed 2m. A fresh approach towaterjet construction is then neces-sary, according to Rolls-Royce.
Design work on waterjets larger thanthe existing SII standard range hasprogressed for a number of years andthe knowledge gained from an R&Dprogramme, which has studied unitinput powers up to around 50MW,will benefit the TSL project.
The VLWJ (very large waterjet) is di-vided into a series of elements, withthe inlet duct integrated into the hullstructure; the impeller chamber isbolted to the duct and the transom.Outboard of the impeller chamber isthe guide vane chamber and the steer-ing and reversing unit, which is oper-ated by a hydraulicsteering actuatorlocated inside thevessel and stem thatprotrudes down-ward from the com-partment over thewaterjet units. Theimpeller shaft issupported by a wa-ter-lubricated bear-ing in the guidevane chamber, withthe seal box at itsinboard end on theinlet duct, and sup-ported within thehull by a split bear-ing.
The massive thrust is taken by a sepa-rate thrust block in the hull, con-nected to the impeller shaft by a stubshaft and coupling.
Kamewa 125 SII waterjets have beenselected for the X-Craft, an experi-mental high speed aluminium cata-
maran which may be used to provetechnologies for application to the USNavy’s Littoral Combat Ship. De-signed by UK-based Nigel Gee & As-sociates, the X-Craft, 73m-long and22m-wide will be built by NicholsBrothers Boat Builders in Washing-ton State for the US Navy’s Office ofNaval Research (ONR) and evaluatedfor advanced hydrodynamic perfor-mance, structural behaviour and pro-pulsion system efficiency. Speeds upto 50 knots with high manoeuvra-bility are sought from four waterjetswith a combined power input of50.4MW Mixed-flow type pumpscontribute to the 90 per cent-plus effi-ciency rating of the Kamewa 125 SIIunits.
Over 180 Kamewa waterjets are cur-rently in use with the US Navy onvessels such as the Mk V class and11m RIBs deployed extensively bythe Special Operations Command;and more than 1,550 units are operat-ing worldwide in 20 classes of navaltonnage.
Impressive progress contin-ues to be made in waterjet
development across thepower spectrum for
commercial and navalapplications
Rolls-Royce is supplying two Kamewa VLWJ235
units for the 3 7-knot 14,500gt Japanese
Techno-Superliner. Each will absorb 27MW
Continued on Page 12
Page 10 IHS Autumn 2003
Continued on Next Page
SAILOR’S PAGE
by Gerard Delerm
[This is the second part of the “LeFoilboard” article that appeared inthe Summer NL.]
Principle
Le Foilboard consists of a stan-dard sailboard with hydrofoilsconnected beneath it.
For this first project an old 80’s cus-tom ‘funboard’ with following char-acteristics was used:
Length: 2.90 m (9.5 feet); Width:0.59 m (1.9 feet); Volume : about 110litres (6713 cubic inches)
The board has a narrow stern becauseit is an old design. Modern boardshave a wider stern. In fact the boardshape is not very important because,when the sailboard is running, it is“flying” on its hydrofoils without thehull contacting the water. The board Iused had a very important advantage:It was FREE.
The hydrofoils arrangement consistsof an inverted T main foil fitted at theboard rear and a planing surface(called “canard”) fitted near theboard bow. The main foil was builtout of plywood. This was hand madeusing classical tools, namely a fileand sand paper. I used templates toobtain accurate foil profiles but youcan easily imagine that the result is
not perfect. A CNC milling machinecould give a better result. None theless, subsequent tests showed itworks! The foil was then laminatedwith fiberglass and polyester resinand reinforced at the strut junction.
The main foil position on the longitu-dinal axis is very important for theboard pitch stability when running onits foils. Not accurately knowing thecentre of gravity of the sailboardwhen flying, I had to make a longadjustable foil box to accommodatethe main foil strut.
The canard planing surface works isable to track the water surface at anyspeeds beyond takeoff. As such, itprovides the pitch stability for thesailboard. The width of this planingcanard also provides roll stability.This canard was made out of mouldedfiberglass and polyester resin. It isconnected in a standard box fitted inthe board nose. The dimensions andangle of attack of this planing surfaceallow the bow to take off quickly.
Tests and Performance
The first tests were a little surprising.I was concerned I may have someproblems with the lifting forces gen-erated by the foils because I was notsure about my hydrofoil planformarea calculations. In fact, the boardtook off on the third test, when thewind speed was strong enough (about15 knots). However two problems ap-peared. Firstly, there was a poor bal-ance between the centre of lateraleffort and centre of lateral resistancewhich made the board luff. Secondly,ventilation occurred at the main foilstrut. To try to eliminate these twoproblems, I equipped the main foilstrut with fences to avoid ventilationand I fitted a fin at the rear of the
board. This modified design steerswell and takes off in 15 to 18 knotwinds.
The speed of this design is not won-derful being about the same as a clas-sical board, and ventilation initially
still persisted at high speed. I madesome further minor changes on themain foil and that overcame the ven-tilation problem.
Having solved the original problems,I decided to take “Le Foilboard” outin stronger winds. A new problemthen appeared. When my friend ap-plied the maximum sail power in a 20knot wind, the front canard took offand the board pulled its nose up. Thiscan be seen in photos on my website.In short, I think this is due to the mainfoil position not being correct in rela-tion to the foot-straps and the rig. Un-fortunately, I could not move themain foil back any further and so Ineeded to make and fit another foilbox.
More than one year has elapsed sincethe last modification. There were nosignificant tests in the intervening pe-riod, mainly due to a lack of strongwinds. At last, on 2 January 2003, wehad strong enough wind (about 25 to30 knots) so the modified board wasagain tested. Now it isn’t running cor-rectly: take off is difficult and once
LE FOILBOARD
IHS Autumn 2003 Page 11
flying, sailing is also a little difficult(due to unsteadiness). There is how-ever a positive point: the board nolonger pulls up by the nose. It appearsthat the main foil angle of attack is notideal during take off and so the designwill need to be further refined.
The Future
The second prototype, designed andbuild by the undergraduates ofENSCPB is almost ready. This iscalled “Le Foilboard II”. Some of itscharacteristics are:
Board Length: 2.70 m (8.85 feet);Width: 0.75 m (2.46 feet); Volume:150 litres (5.29 cubic feet)
The foils configuration is also a ca-nard type, but the main foil is furtheraft than for the first prototype. Thebow canard foil is a surface piercingV type hydrofoil. The main foil hastwo struts to give more strength thanthe prototype. A second main foiltype will also be tried, that having a Vfoil with 3 struts.
For more pictures of “Le Foilboard”and ”Le Foilboard II” please visit:http://gerard.delerm.free.fr/clair/b_page2a.htm which I will updatefrom time to time. If you have anycomments to offer please email me at:[email protected]
Elsewhere in this Newsletter, wewelcome Greg Ketterman toIHS. Greg’s speed sailing hydro-
foil Longshot was briefly describedin an article concerned with speedsailing in the Spring 2001 Newsletter.However now is an ideal time to re-visit this neat and fast design. A fullarticle on the Longshot appeared inthe January 1991 issue of PopularScience.
Longshot was designed by GregKetterman and built with his brotherDan. As seen in the illustration, thecraft has a trimaran layout with thecrewman seated in the central co-coon. The outriggers (or amas) eachsupport a sailboard type rig and a pairof L-shaped foils. An inverted T-foilrudder is mounted at the stern of thecentre hull. To provide roll and pitchstability, the incidence of the pair ofoutrigger-mounted foils is controlledby small planing surface sensors at-tached rigidly to the outriggers. Asthese planing surfaces track the watersurface they twist the carefully tai-lored glass-and carbon-fibre rein-forced composite cross beamattaching the outriggers to the centrehull and in turn regulate the angle of
attack of the outrigger mounted foils.This elegant solution avoids the needfor any mechanical linkages.
‘Pilot’ Russell Long gained the worldsailing speed record in Class A at37.18 knots with Longshot at StaffordLake in Alberta during the early 90’sand later this was improved with a topspeed of 43.55 knots, a record whichis still held in its class (sail area of 10to 14 square metres).
In the Popular Science feature, GregKetterman compared the design of
Long- shot to an iceboat: “One of the rea-sons an ice boat is fastis because its sail al-ways stays upright inthe wind, where itgenerates maximumforward thrust”. Thesame result isachieved with Long-
shot through the inci-dence control of theL-shaped foils.
When he studied me-chanical engineering
at California State Polytechnic Uni-versity, he wrote a program that deter-mined the critical dimensions neededto achieve maximum speed with asailboat.
The trifoiler attracted the interest ofYamaha’s recreational-product de-velopment group, which acquired theright to use Ketterman’s patents toproduce a consumer version of thecraft, however, production nevereventuated. The Hobie Cat companysubsequently adopted Ketterman’sdesign for a production sailboatwhich is known as the HobieTriFoiler. This design will be re-viewed in a future Newsletter.
Greg Ketterman’s Trifoiler LongshotLE FOILBOARD
(Continued fron previous page)
Page 12 IHS Autumn 2003
IHS OFFICERS 2003 - 2004
John Meyer President
Mark Bebar Vice President
George Jenkins Treasurer
Ken Spaulding Secretary
NEW BENEFIT
IHS provides a free link from
the IHS website to members’ per-
sonal and/or corporate site. To re-
quest your link, contact Barney C.
Black, IHS Home Page Editor at
WATERJETS
(Continued From Page 9)
IHS BOARD OF DIRECTORS
2001-2004 2002-2005 2003-2006
Sumi Arima Jerry Gore Mark R. Bebar
Malin Dixon Jim King William Hockberger
John R. Meyer Ken Spaulding George Jenkins
William White John Monk Dennis Clark
Under another contract with theONR, RollsRoyce is developing andtesting the underwater dischargeAWJ 21, an advanced wateriet for fu-ture naval vessels evaluating reducedsignatures and improved manoeuvra-bility. R&D is assigned toBird-Johnson in the USA, part of theRolls-Royce naval marine business.Compact and with a short inlet tractless susceptible to air entrainment,the AWJ 21 unit is flange mounted tothe vessel, as with conventionalwaterjets, and also has comparablenozzle and bucket steering/reversingarrangements. Contributing to apump efficiency of 92 per cent are: anadvanced mixed-flow design and pat-ented forward skewed blades deliver-ing excellent cavitation character-istics; an inlet tract fostering a veryuniform inflow; and a diffuser sectionthat cancels swirl imparted by the im-peller.
Kamewa waterjet families spanningpower ratings from 40kW to 50MWare offered by Rolls-Royce in alu-minium or stainless steel, the smallest(FF) series typically specified for na-val craft, search and rescue vessels,workboats and fast leisure craft. Onlythe impeller, shaft and steering/re-versing rods are made of stainlesssteel, all other components (includingthe inlet duct) are of aluminium con-struction based on strength calcula-tions to minimise weight.
An FF-series jet installation wasspecified for Astra-Marine’s newMasmar 75J fast superyacht, theFinnish yard claiming a maximumspeed exceeding 60 knots for the 23mdesign. Propulsive power is providedby three Caterpillar 3412E diesel en-gines, each rated at 1,030kW anddriving a bucket for reverse drive.The outer pair also have integratedKamewa interceptor trim tabs yield-ing a fast response at all speeds.
[Editor’s Note: The multi-page arti-cle goes on to describe many otherwaterjet developments and applica-tions.]
WELCOME NEW MEMBERS
(Continued From Page 2)
went back to school and received aB.S. in physics from the Universityof California, Los Angeles in 1990,cum laude. He then went on to lawschool and received his J.D. fromthe University of Southern Califor-nia Law Center in 1993. He was ad-mitted to the bar in California and islicensed to practice before theNorthern District of California andthe Court of Appeals for the NinthCircuit. Mr. McKay has been an in-tellectual property attorney since1993. Prior to joining Gunnison,McKay and Hodgson, he worked asa Patent Attorney in a large Silicon
Valley law firm and as Senior PatentCounsel for a Fortune 200 Corpora-tion.
****************
There are several New Memberswho have not provided briefbiographiocal sketches for thisNewsletter. They are:
Peter Cahil – from Hastings, EastSussex, England
Andrew Essex - from SouthLincolnshie, England
John Foster – from Alemeda, CA
Adrian Moitie – from Ashford,Middx, England
Lee R. Wahler – from FallsChurch, Virginia
Gareth Watson - from North York-shire, England
CNB FOIL ASSISTED
CATAMARAN ENTERS
SERVICE IN VIRGIN ISLANDSExtracted, by permission, from Fast Ferry International
November 2003
Construction Navale Bordeaux (CNB) has released details of a Voy-ager TM Cat 27 catamaran that entered service in September 2003 inthe Caribbean. The vessel, Caribe Surf, is similar to two Voyager TMCat 27s delivered to operators in the region in 1999 - apart from onesignificant feature, Caribe Surf is fitted with two full width fixed car-bon fibre foils.
The builder reports, “The foils, designed and built in our yard in col-laboration with our usual partners, were added to a proven hull. In-deed, during tank testing, the hull proved to be very efficient evenwithout foils. The goal was to reduce the overall power needed tomaintain a loaded cruising speed equal to or superior to 25 knots.
Voyager TM Cat 27 Caribe Surf being launched at the
CNB yard in Bordeaux
WHERE ARE YOU IN
CYBERSPACE?!
IHS relies on electronic communi-
cation with the membership to improve
timeliness and reduce mailing costs. If
you are a member with email, let us know
your email address! Thank you.
2004 DUES ARE DUE
IHS Membership is still only
US$20 per calendar year (US$2.50 for
students). Your renewal or new member-
ship is critical. IHS accepts dues payment
by personal check, bank check, money or-
der or cash (all in US dollars only). We
have also recently arranged for payment
of regular membership dues by credit card
using PAYPAL. To pay by credit card
please go to the IHS membership page at
<http://www.foils.org/member.htm> and
follow the instructions.
See Foil Assisted Cat, Page 3
INSIDE THIS ISSUE
- President’s Column -------------p. 2
- Welcome New Members -------p. 2
- Lifting Body Technology ------ p. 3
- TALARIA ------------------------ p. 4
- Hydrocruiser ---------------------p. 5
- Gas Turbines ---------------------p. 7
- Sailor’s Page --------------------p. 10
LETTERThe NEWSInternational Hydrofoil Society
P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Winter-2003-2004 Sailing Editor: Martin Grimm
Photo Courtesy of CNB
Page 2 IHS Winter 2003-2004
PRESIDENT’S COLUMNChristophe Bouvier - Christopheis a naval architect from Lorient,France. He works for DCN (Direc-tion des Constructions Navales) afamous European shipbuilder (FLFfrigate, PACDG aircraft carrier).His interest in hydrofoil beganwhen he was in charge of the hydro-dynamic design of the surface ves-sel. He has joined the IHS to obtainsome information about this tech-nology, that is not really well devel-oped in France.
John Foster – John’s love of sailingbegan with reading the Swallowsand Amazons children’s books.John’s messing about in boats con-tinued right through his earning aPh.D. in Marine Geophysics at Co-lumbia University. In conventionalsailing, John has logged over 300days of on the water experience as asailing instructor in the last fiveyears. In “outside the box” sailingJohn enjoys messing about with aCatri 27 foil assisted trimaran, aKiteship Outleader kite sail, and thedevelopment of a canting crab clawsailing rig.
James MacLean – James is cur-rently studying for a Masters inSmall craft technology in the Ma-rine Technology Dept. of the Uni-versity of Newcastle Upon Tyne,England. Having always been inter-ested in the concept of hydrofoilsand advanced marine concepts, he isabout to embark on his third yeardissertation that will be entitled“Practical design of a hydrofoil sail-ing craft”. James intends to studythe design procedures of hydrofoilswith regards to adding a sailing rig
Continued on Page 12
WELCOME NEW MEMBERS
To All IHS Members:
Belated Holiday Greetings from my-self and the members of the Board ofDirectors of the Society. We hopethat you all had a good year in 2003and that 2004 will be even better.
As for your IHS, 2003 was a banneryear in several respects: The Societycontinued to grow with 41 new mem-bers added to the Membership roles.Sumi Arima, Membership Chair-man, continued to write to allnon-members who contacted the IHSfor any reason. Advanced Marine Ve-hicle CD#2 was released, and manymembers and non-members have or-dered copies.
As mentioned previously, the IHSBoard of Directors has committed toa “soul searching”, “planning” effortin which we would reconsider IHSobjectives/goals. Board member,Dennis Clark, is leading the planningeffort. The initial step was a PlanningMeeting held on September 10. Itwas attended by six of the Boardmembers plus two invited guests. Aphoto taken by Board member, JerryGore, is shown here.
At the conclusion of the meeting,each member was assigned the taskof defining these goals taking into ac-count the preceding discussions. Re-sults will be reported in the Spring2004 issue of the Newsletter.
I regret to report that our long- stand-ing webmaster, Barney Black, has re-signed his post due to the press of hisnewly assigned professional duties.He has assured me that he will con-tinue to be active in the Society, butnot at the fast, time-consuming pacehe maintained before. At the Decem-ber 2003 Joint meeting that the IHSheld with the Society of Naval Archi-tects and Marine Engineers(SNAME) Ship Design Panel No. 5,Barney was presented with a letter ofappreciation from the IHS. In part itstated: “You have served as the‘Voice of the IHS’ on the Internet,initiating and then tirelessly improv-ing and updating the IHS web page,and fielding inquiries from aroundthe world relevant to hydrofoil tech-nology. Your responses have alwaysbeen impressively quick as well asincisive and thorough. Through yourefforts, you have succeeded in in-creasing the awareness of hydrofoiland allied technologies for thousandsof people. You have done this notonly by your personal communica-tions but also by promoting greaterinteraction among other IHS mem-bers.“ Board member, WilliamWhite, has agreed to take on the du-ties as IHS webmaster. We all appre-ciate Bill’s willingness to serve inthis most important role.
John Meyer, President
Front row, L to R: J. Meyer, B. Black, D.
Clark. Back row: K. Spaulding, W. Ellsworth,
W. White, G. Jenkins
IHS Winter 2003-2004 Page 3
Continued on Next Page
FOIL ASSISTED CAT
(Continued From Page 1)
“The twin foils also add stability andreduce pitching. Other advantagesare gains in volume due to smallerengines, weight savings, lower noiselevels, better fuel consumption, lesspollution, and ease of maintenance,all of which translate to less expen-sive purchase costs and operation.
“As a speed of 20 knots is reached,the vessel gently rises 35 cm to settleon her planing trim, which reducesdrag and underwater displacementby 40%. During the first sea trialsthat took place on location in real op-erating conditions, the recordedspeed was 28 knots.”
LIFTING BODY HULL TECHNOLOGY
FOR SMALL LITTORAL CRAFT
The Carbon Fibre Foils are Posi-
tioned Midships and Aft
(Extracted, by permission, fromNavatek’s Web Site)
Navatek’s patented lifting body tech-nology has been incorporated into adeep-Vee monohull. This hybrid con-cept is predicted to offer certain ad-vantages over conventional hullforms.
Navatek’s Hybrid Deep Vee (HDV)hull combines a patented blendedwing underwater lifting body with
a proprietary Serter deep-Vee hull toproduce a small craft that is more sta-ble at zero speed, more efficient athigh speed, and offers extendedrange/payload.
Conventional monohulls suffer fromsignificant added resistance and mo-tions in a seaway. Their designs aregenerally prone to slamming andlarge heave and pitch motions whichforce operators to reduce speed orrisk structural damage. The motionsalso increase resistance and reducespeed. The Serter deep-Vee hull de-sign minimizes slamming, motions,and consequently has better transportefficiencies and seakeeping while op-erating in a seaway, and also im-proves crew comfort. The Serterdesign accomplishes this by using aVee design that incorporates a fineentry and subtle hull contouring withhigh deadrise.
The addition of an underwater liftingbody, with a forward foil for heaveand pitch control, further improvesthe performance of the Serterdeep-Vee monohull. At zero/loiterspeed, the added mass of the liftingbody dampens motions, making themonohull more stable, allowing forsafer, easier deployment and retrievalof autonomous unmanned vehicles,equipment packages and personnel.
A 100-foot HDV could also provide aplatform stable enough to allow forsmall helicopter operations. At highspeeds, the lifting body providesenough lift to elevate the hull clear ofthe water and eliminate hull drag. Thelifting body lift-to-drag ratio is higherthan that of the hull and, as a result,far less power is required to achievespeeds in excess of 40 knots. The un-derwater lifting body also offers athird benefit. The additional displace-ment from the underwater liftingbody can increase the monohull’spayload by 15-20%, allowing it tocarry more supplies, equipment, per-sonnel, or fuel to increase its range ofoperations. Lastly, the separate liftingbody and hull components can be de-signed to be reconfigured/separatedto allow air transport.
Recognizing the scalability and wideracceptance of monohull designswithin the Navy community, and theperformance advantages of the Serterdeep-Vee monohull, Navatek securedin 2001 the exclusive U.S. license toSerter designs. In Sept. 2002, thecompany conducted successful,at-sea model tests of its hybrid deepVee (HDV) concept, using a 40-footmonohull incorporating a 10-foot,2-ton Navatek lifting body. The com-pany is currently building a 100-footHDV demonstrator scheduled forlaunch in Spring 2004.
Navatek’s first lifting body technol-ogy demonstrator, the 65-foot, 50-tonmulti-hull MIDFOIL, underwentsuccessful sea trials in 2000, validat-ing the company’s CFD codes andconfirming the predicted perfor-mance and advantages (speed plusstability) of an underwater liftingbody. ONR subsequently awarded a
Deep Vee Monohull with Navatek
Lifting Body (HDV-100)
Photo Courtesy of CNB
Page 4 IHS Winter 2003-2004
Lifting Body
(Continued From Previous Page)
Continued on Next Page
contract to Navatek to convert an ex-isting Navy SES-200 surface effectship into large scale, 350-tonmulti-hull lifting body demonstratorcalled HYSWAC. It underwent suc-cessful sea trials in waters off Hawaiiin December 2003. [Ed Note: SeeIHS Autumn 2003 NL, p.8, for re-lated article and pictures.]
Navatek is also currently designingfor the Office of Naval Research alifting body for the Navy’s prototypeLittoral Support Craft (LSC-X), to beattached to a catamaran hull beingbuilt by Titan Industries of SanDiego, CA.
MAHART CELEBRATES 40 YEARS OF
FAST FERRY OPERATIONS
(Excerpts, by Permission, from FastFerry International, October 2003)
One of the longest established fastferry operators in Europe celebratedthe fortieth anniversary of its firstscheduled service earlier this year.Hungarian state-owned companyMahart Magyar HajozasiReszvenyta, took delivery of its firstRaketa hydrofoil, Siraly I, in autumn1962. After successful trials on theRiver Danube, the vessel was intro-duced the following spring on a routebetween Budapest, Hungary, and Vi-enna, Austria.
By 1963, Mahart had acquired an-other two Raketas, Siraly II andSiraly III. Twelve years later, its firstMeteor hydrofoil, Solyom I, enteredservice. A Voskhod, Vocsok I, fol-lowed in 1977, allowing Mahart towithdraw two Raketas.
A major expansion in the fleet tookplace during 1986-1988, with the in-troduction of three more Voskhod(Vocsok II, Vocsok III, and Vocsoik
IV) and Meteor So1yom II. The com-pany’s final Raketa was withdrawn in1987.
Much has changed in both Hungaryand Mahart during the past 40 years.The political upheaval of the late1980s and early 1990s eased interna-tional travel and reintroduced free en-terprise in Hungarian business.
In 1994, Mahart was divided intofour subsidiary companies. One ofthese, Mahart PassNave, became re-sponsible for the operation and mar-keting of the hydrofoils. Thecompany also operates a fleet of 20ships on tourist excursions andcharters, provides on board servicesthrough Mahart Catering and ownsMahart Tours, a travel agency.
Five years ago, the Hungarian gov-ernment reduced its holding in thefour Mahart subsidiaries to 51 %when it sold shares to three privatecompanies. The process of privatiza-tion continues and last month the
government announced that it was tosell its remaining holding in Mahart.
Mahart subsequently became anearly operator of the Polesye hydro-foil, introducing Bibic I and Bibic II
in 1992 and Bibic III and Bibic IV in1993. More recently, the original
Meteor andVoskhod hydro-foils have beenwithdrawn and,earlier this year,the company pur-chased a Meteorfrom Fast FlyingFerries in theNetherlands. Thevessel has joinedthe fleet asSo1yom III.
[Editor’s Note:The article in FFIgoes onto further
describe the Mahart operations, andshows numerous very good picturesof hydrofoils still operating in thearea.]
Polesye Bibic I starting the 6 hour 20 minute
journey from Budapest to Vienna
Photograph copyright 2003 Fast Ferry International
THE STORY OF TALARIA
By Harry Larsen, IHS Member
In the late 70’s I decided I needed ahobby. I chose to attempt to developa powered submerged foil hydrofoil.The reasons were that such a projectwould compliment my work at Boe-ing. Also, I had the marine facilitiesand machining resources that wouldbe needed.
The technical objective was to dem-onstrate that such a hydrofoil couldbe developed using marine ratherthan aerospace technologies. Also,the resulting craft would have no de-ficiencies versus a comparable plea-
IHS Winter 2003-2004 Page 5
TALARIA
(Continued From Previous Page )
Continued on Next Page
sure boat, e.g. docking, draft,trailer-ability, maneuverability on thehull, and would be at least as safe as aplaning craft of the same speed. Itsflying speed range was to be wide andit would have a large take off loadmargin. It would utilize a popular boatwith all of its accommodations. Itsperformance objective was to providea smooth ride in waves without slow-ing down, e.g. 30 knots. (Small plan-ing boats typically drop to 10 knots orless when the waves exceed 1.5 to 2ft.. And it is not fun to bounce aroundfor a couple of hours getting back tothe harbor.)
I started out with towed models andtest rigs exploring many differentconfigurations. I took a 14 foot, 25hppower plywood boat and added sev-eral different foil systems, over someyears, moving from the inherentlystable to eventually a fully-sub-
merged foil computer stabilized(Commodore 64) design.
In 1989, I bought a 24’ Bayliner with a200hp Volvo outdrive. In 1992 it hadits first flight.
Since 1992 I have, from time to time,replaced a few components. For ex-ample: a new front strut of stainlesssteel and front foil bearing similar toSea Legs’ design, the hydraulic pumpwith one with a lower flow rate andsimplified the hydraulic plumbing,and changed the black and whitecockpit display to color. During thelast few of years I have been exploringhigher speeds.
[Editor’s Note: Harry Larsen was fea-tured on the History channel in No-vember 2003. The highlight wasHarry’s part of the show with his inter-view and scenes of his boat skimmingover the water. He is to be compli-mented on what he has done - all onhis own!! You are invited to visitHarry’s website via:www.foils.org/talaria.htm]
Talaria in Flight
Talaria Bow Foil
Talaria Aft Foils
MANU WAI
By Gary Fry, IHS Member
Still trying to sort out what to do withManu Wai, the best prospect seems tobe in Thailand to join the two RHS70’s ex Red Funnel from Patong toSimilan Islands. Prospects in Austra-lia sadly still very poor.
It hasn’t been announced officiallyyet but it is 99% certain that the Jetcatservice between Sydney and Manlywill be scrapped next July. TheJetcats will be sold and the high speedservice, inaugurated in 1965 byPT-20 and later, PT-50 hydrofoilswill be discontinued. That being thecase there is a business opportunityfor any private operator that wouldlike to take the run on.
I’m doing an initial feasibility studyto see if it would be viable to operate ahigh frequency 3 boat (140-150 pas-senger hydrofoil) as the service wasat it’s peak back in the late 70’s to mid80’s.
Manu Wai Running Close to Shore
(From Speed at Sea, August 2003)
by David Foxwell
The design of three 27m hydrofoil-assisted passenger catamarans beingbuilt by Vosper Thornycroft is basedon Sea Shuttle 1, a 22.5m x 7.2masymmetric catamaran built in SouthAfrica eight years ago, Ray Kalleytold Speed at Sea. He is a director ofFast Ferry Leasing Company, whichwill own the new passenger ferries.Sea Shuttle I was built for another of
YEARS OF PROTOTYE SERVICE BENE-
FIT NEW SERIES
Page 6 IHS Winter 2003-2004
Continued on Next Page
HYDROCRUISER
(Continued From Previous Page )
his companies, Competitive Con-cepts (Europe) Limited, and was fea-tured in the first issue of Speed at
Sea: September 1995.
Designed for a speed of 35 knotsfully laden, the new 150-passengercatamarans - which are brandedHydrocruisers - have tankage provid-ing a range of 300 nautical miles andare destined, at least initially, for theCaribbean once they enter service.
“Everything we learnt with Sea Shut-
tle I has been put to good use in theHydrocruiser,” said Mr Kalley. De-signed, like Sea Shuttle 1, byTeknicraft in New Zealand, theHydrocruiser employs a combina-tion of symmetrical and asymmetri-cal sponson shapes to combine theattributes of both shapes in one hull.On Sea Shuttle 1, the hulls werejoined aft and just forward of amid-ships by two fixed hydrofoils, an ar-rangement which Mr Kalley claimshas provided superior seakeepingperformance compared with a con-ventional catamaran hullform. “Theprototype of the design that we arebuilding now at Vosper Thornycrofthas been operating for the last 67years all over the world, in placessuch as the Baltic, on the Helsinki to
Tallinn route, on the river Elbe inGermany, in Spain, and in France,”Mr Kalley explained, “and hasproven the advantages of the hydro-foil- assisted hullform, and given us alot of experience with this kind ofcraft.”
The symmetrical bow-section en-sures directional stability in shortswell conditions and following seas,whilst the asymmetrical midshipsand aft sections ensure softness ofride and reduced wetted area, whichenhances comfort and economy.
The catamaranhull has a hightunnel ceilingwith a large open-ing between thesponsons, whichallows free move-ment of wind-waves without
slamming on thewet-deck. Horizontal steps on the in-side of the tunnel walls act both aschines to deflect green water fromthe hull surface, and to break up thesolid water into spray. The hull is par-ticularly soft riding, due mainly tothe vertical inside shape of the spon-sons, which reduces the planing area,thereby reducing the vertical acceler-ation forces.
A further important feature is the ac-tion of the longitudinal chines on theinside of the tunnel walls. As solidgreen water is broken up into spraywhilst being deflected from the hull,it mixes with air streaming down theopening between the sponsons. Thismixture of spray and air creates ahigh-density medium inside the tun-nel, which causes a dampening effect
each time the hull moves through atrough of a wave. Since the verticalaccelerations caused by wave actionon this type of hull is lower than mostother types of craft, the vessel canmaintain service speeds in relativelyrough conditions without compro-mising the comfort of its passengers.
The action of the longitudinal chinesinside the tunnel, as well as widechines on the outside, both deflectingwater away from the hull, reduces thewetted area and therefore the resis-tance of the hull, and the vertical in-side shape of the sponsons minimiseswave interference between the spon-sons which further reduces drag.
The hydrofoil consists of an under-water wing profile spanning the tun-nel at approximately amidships. Thelift produced by the hydrofoil re-duces the hull resistance, which in-creases speed, whilst at the same timeincreasing the load-bearing capabil-ity. The foil action reduces the powerneeded to maintain service speed,and therefore fuel consumption andrunning costs are reduced.
Unlike conventional hydrofoils,which lift the hull completely out ofthe water, the hydrofoil is designed toonly partly reduce the draft, therebyreducing resistance, but still main-taining good seakeeping by havingthe hull still partly submerged, ex-plained Teknicraft’s owner, Nic deWaal. The hydrofoil further enhancesthe softness of the ride, especially inchoppy seas.
Powered by two MWM V16 dieselseach developing 810kW and drivinga Hamilton 422 waterjet through a
Computer-generated impression of the Hydrocruiser
IHS Winter 2003-2004 Page 7
Interested in hydrofoil history,
pioneers, photographs? Visit the
history and photo gallery pages
of the IHS website.
http://www.foils.org
Disclaimer
IHS chooses articles and
photos for potential interest to IHS
members, but does not endorse
products or necessarily agree with
the authors’ opinions or claims.
HYDROCRUISER
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Reintje gearbox, Sea Shuttle I wascapable of 25 knots when fully ladenwith 103 passengers. The new largercraft will be significantly faster,achieving some 35 knots fully laden.“Following our successes in previ-ous high speed catamaran designs,we opted for a quadruple engine andpropulsion package,” Mr. de Waalsaid, which not only provides redun-dancy in the event of an engine prob-lem, but reduces overall weight andcost compared with a twin installa-tion of similar total power". Witheach of the Caterpillar 3412E en-gines driving its own Hamilton 391
waterjet independently, the vesselcan be operated on two engines onlyin slow speed areas, thereby reduc-ing engine operating hours.
The Hydrocruisers are designed andconstructed to DNV HSLC rules, aswell as the HSC Code, and are con-figured with the majority of the 150passengers on one deck, divided intoan economy and a business classarea. Six seats are fitted on the mez-zanine deck on the level of the bridgeand control station.
(From Speed at Sea, August 2003)
by Doug Woodyard
In 1960 marine gas turbines had anefficiency of around 25 per cent attheir rated power, while second gen-eration aero-derivatives were intro-duced in the 1970s with efficienciesof around 35 per cent. Subsequentadvances - design refinements, new
IMPROVED GAS TURBINES READY
FOR UPTURN
materials and cooling techniques,and the appropriate matching ofhigher compressor pressure ratios -have resulted in some large sim-ple-cycle turbines achieving effi-ciencies of over 40 per cent.
More complex gas turbine cycles candeliver specific fuel consumptionclosely approaching the very flatcurve characteristics of larger dieselengines. Part-load efficiency can beimproved in a number of ways, nota-bly through the intercooled recuper-ated (ICR) cycle which uses theexhaust gas to heat the combustor in-let.
GE Marine Engines’ LM-series of-fers five simple cycle aero-derivedgas turbine designs with maximumpower ratings from around 4,500KWto 42.75MW and thermal efficienciesup to 42 per cent. Valuable experi-ence from naval propulsion applica-tions ranging from patrol craft toaircraft carriers was tapped by the USgroup in the 1990s to penetrate thecruise ship and fast ferry sectors.
By June 2003 the 36 LM-series gasturbines installed in 16 catamaranand monohull high speed ferries hadaccumulated over 600,000 operatinghours. The fleet includes the threeStena HSS 1500 class passenger/ve-hicle ferries delivered by Finnyards(now Aker Finnyards) in 1996/97 forUK-based Irish Sea and North Seaservices.
Each of these 120m long x 40m beamsemi-SWATH vessels is powered bytwin LM2500 and twin LM1600 tur-bines in a COGAG arrangement, thecombined output totaling just over66MW and delivering a service speedof 40 knots. The installation servingStena Voyager has logged over160,000 hours in service, the highestof any GE powered fast ferry.
GE is gaining further valuable serviceexperience from cruise ship applica-tions: in March 2003 some 22LM2500+ and five LM2500 gas tur-bine generator sets were in operationor slated for installation in 22 vessels(including four options). Due forcommissioning in January 2004,Cunard Line’s Queen Mary 2 will fea-ture a CODAG plant incorporating apair of LM2500+ sets.
Excellent reliability and availabilityis reported from the plants in service,GE citing its “reliability centered”maintenance philosophy as a key fac-tor. Land-based specialists can trackcritical system parameters, the dailymonitoring and trending helping toidentify demands for maintenance ac-tions in advance of an unscheduledevent.
LM2500+ gas turbines are also estab-lished in fast ferry propulsion, an ex-ample being the Corsaire 14000-classmonohull fast ferry Aeolos Kenteris
delivered in 2001 to NEL Lines ofGreece by Alstorn Leroux Naval. The66.2MW CODAG plant links twin
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LM2500+ sets (each rated at 25MW)and a pair of 8,100kW SEMT-Pielstick 20PA6B STC mediumspeed engines driving Kamewawaterjets for a service speed of over40 knots. The package was assem-bled by MTU of Germany under itsmarine supplier agreement with GEMarine Engines.
Lower installed and life-cycle costsper unit kW were sought from theLM2500+ derivative released in thelate 1990s with a 25 per cent higherpower rating than its precursor. Anintroductory rating of 27.6MW wasachieved with a thermal efficiency ofmore than 37 per cent; release at thedesign rating of 29MW and a thermalefficiency of 38 per cent followedearly sets in service demonstratingthe traditional reliability and avail-ability of the LM2500. The currentmaximum rating is 30.2MW with athermal efficiency of 39 per cent.
Warship references were recently ex-tended the selection of LM2500 tur-bines to power four Horizon-classanti-aircraft frigates under Joint de-velopment by the French and ItalianNavies (marking the first applicationby the French Navy of LM-series tur-
bines). The eight propulsion sets re-quired will be supplied to the yardsvia FiatAvio, a GE packager. Some29 navies have now specifiedLM-series gas turbines for propul-sion applications ranging from patrolcraft to aircraft carriers.
A contract from Northrop GrummanShip Systems calling for twinLM2500+ turbines for the US Navy’seighth LHD WASP (LHD 1) classmulti-purpose amphibious assaultship represents the first military ap-plication of’ the uprated model.
The potential of its highest powereddesign for diverse propulsion dutiesis promoted by GE, citing theLM6000’s trouble-free service onpower barges, platforms and floatingproduction, storage and offloadingvessels. By March this year the in-dustrial LM6000 fleet numberedover 600 sets with aggregate runninghours of more than seven million anda reliability factor of 99 per cent.
Introduced in 1990, the LM6000 nowhas an efficiency of 41.9 per cent atthe ISO rating point and a power out-put up to 42.75MW. A single setcould serve as the boost engine forlarge fast ferries in combination withdiesel engines, while multi-setswould satisfy high speed deep-seafreight carrier propulsion demands.
GE’s dominance in the commercialpropulsion market will be challengedmore effectively by a wide-rangingprogram of simple-cycle and ad-vanced-cycle aero-derived gas tur-bines from Rolls-Royce coveringoutputs up to 50MW.
A new simple-cycle marine gas tur-bine with a thermal efficiency ex-ceeding 40 per cent, the Britishdesigner’s Marine Trent 30 is sched-
uled for commercial availabilityfrom early 2004 offering outputs upto 36MW from a package weight of’25 tonnes.
Availability, reliability and maintain-ability were prime goals in setting thedesign parameters for the MT30, theengine featuring some 50-60 per centfewer parts than other aero-derivedturbines in its class. A sound basis isprovided by an 80 per cent common-ality of parts with the aero Trent. Spe-cialised coatings are applied wherenecessary for protection against themarine environment; and componentlongevity is fostered by internal tem-peratures and pressures substantiallylower than those at the aero enginetake-off rating.
A rating of 36MW is available at thepower turbine output shaft at ambientair temperatures up to 26 degrees C,with a corresponding specific fuelconsumption of 207 g/kWh; undertropical conditions (32 degrees C airtemperature) the output is 34.1MWCompetitive efficiency is sustaineddown to 25MW and thermal effi-ciency is similar to that of high speeddiesel engines, Rolls-Royce reports.The MT30 is designed to burn thewidely available distillate marinefuel grade DMA.
The first MT30 development engineran in September 2003. An output ex-ceeding 40MW was achieved duringtests which also reportedly con-firmed cycle efficiencies and fuelconsumption, and proved low noiseand low emission characteristics (in-cluding no visible smoke).
Early breakthroughs have been madein the naval sector, the MT30 se-lected for the engineering develop-ment model for the US Navy’s
Pictured here is an LM2500
IHS Winter 2003-2004 Page 9
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DD(X) future surface combatant’sintegrated power system.
Rolls-Royce will deliver an MT30generator set in early 2005 toNorthrop Grumman in the USA,which is responsible for the totalDD(X) ship system design as well asfor developing and testing 11 associ-ated engineering development mod-els. The set will be used to drive themodel at the US Naval Surface War-fare Centre’s test site in Philadelphia.
The MT30 development will serve asthe basis for a more powerful aeroTrent marine derivative, the 50MWMT50, specified for the long- gestat-ing transatlantic Fast Ship freightcarrier project. A full power specificfuel consumption of around 200g/kWh is anticipated for the MT50.
Rolls-Royce also offers the only ad-vanced-cycle marine gas turbine onthe market. Developed withNorthrop Grumman, the WR-21 isthe first aero-derived gas turbine toincorporate compressor inter-cool-ing and exhaust heat recuperation toachieve a low specific fuel consump-tion across the operating range: a fuelburn reduction up to 30 per cent oversimple-cycle turbines is reported.The inter-cooled recuperated (ICR)propulsion system package, de-signed to occupy the same footprintas existing power plant, has achieveda 42 per cent thermal efficiencyacross 80 per cent of the operatingrange.
[Part II of this article will appear inthe Spring issue of the IHS Newslet-ter]
Some interesting messages havepopped up on the IHS Bulletin Boardthat you may have missed. Here areseveral:
Hydrofoils - Models: For sale: PHM:Patrol Hydrofoil Missile ship. This isa Radio Controlled model of the USSAquilla, one of the PHM class hydro-foils used by the US Navy. The modelis built in a scale of 1:30, this makesher length 135 cm, beam 48 cm, andthe weight is 12 kg. The model is builtaccording to the original drawings ofthe Boeing Company. The aft foil canbe controlled by a servo and gyro. Ifyou take away the deckgun, you cansee the bow thruster and the mecha-nism to steer the bow foil. Thedeckgun and radar rotate and the bowfoil is used for steering. It has a bowthruster (Bugschraube) for maneuver-ing. Deck, deckhouse and foils aremade of aluminum. Included: - Model- mould, to make a new PHM hull –photo book, with many originalphoto’s - many original drawings ofthe complete ship from Boeing - 18cell NiCd 4 Amp (25.2V) - 4 cellNiCd 4,8 V for receiver - 4 cell NiCd4.8 V for bow thruster – receiver.Capt M van Rijzen Email:[email protected]
Hydrofoils - Military: PHM-3 USSTAURUS . “Give me a fast ship for Iintend to go in harm’s way.” John PaulJones would have loved to have anyone of the PHMs under his command!All the ships were a bit unique andtemperamental, and each crew lovedtheirs the most. Being from the Gem-ini crew I am pretty partial to her, butIMHO serving on any of the PHMswas better than being on any other sur-face combatant. Besides a PHM, onlythe sight of one of the Battleships
passing close aboard would pull thecrew out of their racks to line the railson whatever warship they were on,just to get a glimpse of a PHM flyingpast. It was a funny thing to encoun-ter another PHM at sea. At first, allyou could see would be a whitesmudge on the horizon. As she gotcloser slowly this gray form wouldtake shape, perched atop this moun-tain of white froth. As she passed, thewake kicked up by the aft struts,combined with the main propulsoroutput, left a clear indication with thedramatic rooster tail of foam thatsomething special had just flown by.Nothing else like them. Very sad thatthey are gone. If you served on aPHM you will really enjoy a visit tothe last one left in Brunswick, MO.Very respectfully, Jon Coile formerLT, USN Chief Engineer, USSGEMINI (PHM- 6), Email:[email protected]
Hydrofoils – Military: PHM-3 USSTAURUS The PHM’s were a proudand unusually tight-knit communityof sailors. They were excellent ships,killed before their time by ashort-sighted Navy bureaucracy. Iwas privileged to serve as XO ofPHM-3. USS TAURUS was a greatship, with a fantastic crew, and an en-viable operational record. She wasthe best of the lot, more reliable thanmost and often called upon to pick upcommitments missed by broken sib-lings. No brag, just fact. From1988-1990, she busted a lot of dope,and quickly saved the five survivorsof a USCS helicopter crash in badweather at night during a high-speedpursuit (which she was engaged in atthe time.) She subsequently acted asSAR On-scene Commander of aneight-ship and multi-aircraft search
INTERESTING MESSAGES
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Page 10 IHS Winter 2003-2004
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SAILOR’S PAGE
By Ian Ward, IHS Member
I would like to share some ideas andexperience.... I have recently modi-fied an old non-winged scow Mothhull, placed a single foil on thecentreboard and a retractable surfacerunning foil at the bow. No rudder Tfoil at all. Total cost of materials tomake the foils is about $200, evenless if you simply modify your exist-ing centreboard! I took it out lastSunday and got it up and going inabout 10-12 kts of wind. There aremany things to improve yet, but inprinciple it all works fine, no capsizesand some good bursts of speed onreaches!. It is really amazing to real-ize it is possible to sail with only ONEfoil in the water! The principle is notnew, Rich Miller has a sailboard al-ready doing fantastic speeds up toperhaps 35 kts with a similar arrange-ment. This is just the first applicationto dinghies.
There is a long way to go yet, but 35ktMoth is a real possibility. This meansit is possible to use existing, old boatsand adapt them to foils. I see no needfor a new range of specialist hulls justfor foiling. In fact some of the olderand more stable hulls may performeven better as they are still good inlight winds. It is also relatively cheapto make the necessary modifications.The boat is launched in the same wayas a normal dinghy. In conclusion, itis indeed possible to have a low cost,high speed, easy to handle foiler suit-able for beginners and speed demonsalike. In my opinion, most of the fearsabout foiling in sailing circles comesfrom not being able to imagine whatis possible, not actually having a go
and even worse, doing nothing to ac-tively develop a solution! Some ofthose who looked at the original BrettBurville trifoil Moth contraption werehorrified at its ungainly, impracticalbut fast foils and immediately wantedto ban these from the Moth class. It isonly with imagination and some realdrive from the Isletts, Rich Miller etcthat we have made real progress, and Iam sure there is a lot more to come interms of simplification, speed, han-dling and low cost! There is only oneway to find out, I encourage all of youto give it a go and develop your ownsolutions! I believe the InternationalMoth class should be proud to be theonly International sailing class cur-rently prepared to allow foil develop-ment. Without such an open forum,Moths would have remained Scowsand foiler development would haveceased at Trifoilers. In the long run Iam sure Moths and all future sailingclasses will benefit.
FOILING AT MOTH WORLDS
IN FRANCE
Report by Rhohan Veal, Interna-
tional Moth Class Association.
Photos by M. Poitevineau - Sports
Nautiques Sablais
Les Sables d’Olonne, situated on thewest coast of France, was the venuefor the 2003 International MothWorld Championships, also the 75
th
anniversary of the Moth Class.
Held in the last week of August, 45boats from nine different countrieswere represented, including nearlyall current World, European and Na-tional Moth champions, not to men-tion a number of ex-champions,including two-time World champion,Roger Angel from the UK sporting a
new Skippy 3 hull with hydrofoils.Due to lack of time and development,this Moth only sailed a few times.
During an initial practice race, with abuilding sea breeze, conditions wereperfect for hydrofoiling as demon-strated by current Australian cham-pion, Rohan Veal. Dual Worldchampion Mark Thorpe from Austra-lia, and brother Les Thorpe sailingconventional Moth’s, lead early. Vealmanaged only an average start, butimmediately powered up to lift theboat completely off the water upwindto round the top mark first. Veal neverlooked back from here literally flyingdownwind and winning the race by acomfortable margin.
The first heat was held in a breeze of5-10 knots on flat water. Veal chosenot use his hydrofoils but still man-aged to demonstrate exceptionalspeed upwind and downwind on thefirst lap by rounding the top mark infirst place with Mark Thorpe closebehind. From here, the two were in-separable and never managed to getmore than 15 seconds apart from eachother for the duration of the race,Thorpe claim the first heat from Veal,
FIRST UNIFOILER SCOW MOTH
IHS Winter 2003-2004 Page 11
while ex-European champion andcurrent German National champion,Sven Kloppenburg claimed thirdplace. Veal was later disqualified forhitting a start mark.
Heat two was sailed soon after thefirst with a building sea breeze of10-15 knots. Mark Thorpe lead fromstart to finish, with Les Thorpe andVeal close behind.
The following day proved to have thestrongest wind of the whole regatta,starting at 10-15 knots, and reachingabout 18 knots by the end of the daywith a choppy swell. In the first racefor the day, Robinson and Veal startedwell at the favoured end. Veal was us-ing his hydrofoils and screamed up tothe top mark in first place followedclosely by Mark Thorpe. HoweverVeal was racing with his foils in unfa-miliar conditions downwind and as aresult had four spectacular high-pitchcapsizes. This left the door open forthe two Thorpe’s to control the racefinish in the first two places withForsdike in third closely followed byVeal.
With the wind getting up to about15-18 knots in the afternoon, Vealstarted the next race by headingstraight in shore foiling the wholeway on one tack and over the shortchop to the lay line, while theThorpe’s went to sea. Veal had asmall lead at the top mark, but it was-n’t until all three reached the firstgybe mark for the first lap, that Vealdemonstrated the real speed potentialof the hydrofoiled Moth, achievingabout 15 knots to the next mark sail-ing clear of the waves, followed by anairborne gybe to the leeward mark.
It seemed as though Veal needed thefirst race of the day to learn how to sailhis boat in this unfamiliar conditionswhilst foiling, but by the second racehe sailed his boat like an expert.Veal’s lead extended to over five min-utes by the finish of this race.
Heat five commenced in a fading 2-4knots of wind. Current Swiss Na-tional champion and light weather ex-pert Frederic Duvoison, got a perfectstart in front of Veal and Simon Paynefrom the UK. Duvoison and Paynesailed straight for the shore to escapethe tide influence. Other light windspecialists also sailed well to paceDuvoison including 1996 Olympicmedallist, Yumiko Shige and veteranSwiss sailor Patrick Ruf, howeverDuvoison won comfortably.
Three heats were raced on Friday.With a building sea breeze of 10 knotsin a 1.5m swell and a choppy sea, theAustralians and Japanese seemedcomfortable with the conditions. Inheat 7, Veal (who was not using hishydrofoil configuration), won therace followed by Mark and LesThorpe. Thirty skippers started heat8, with Mark Thorpe winning the raceby about 30 seconds over Veal andLes Thorpe.
For the final race of the day and afterfive hours on the water, Mark Thorpeand Veal pulled away early from the
fleet, both sailing an excellent tacticalrace and never getting more than afew boat lengths away from eachother. Thorpe slipped inside on thesecond last mark to win the heat.
The weather forecast for the final dayof racing was for a moderating 5-10knots. In heat 9, there was an all inter-national podium with Veal finishingfirst using his hydrofoils, TimSteinlein from Germany in secondand Harrison from Great Britain inthird.
The final race for the series wasstarted in a fading breeze of about 8knots. Kloppenburg got a great startand lead the pack to the top mark. Vealjust able to foil his boat downwind inthe light air, caught Kloppenburg bythe second lap. The wind thendropped dramatically and Veal fellback within the fleet due to the ineffi-ciency of the hydrofoils when the boatis not airborne. Thorpe managed towin the race from Kloppenburg andShige.
Mark Thorpe sailed an excellent andconsistent series to claim his thirdworld championship victory. BrotherLes finished in second overall, whileVeal placed one point behind in thirdin his first world championships.
[Part II of this article will appear inthe Spring issue of the NL.]
FOILING
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Page 12 IHS Winter 2003-2004
IHS OFFICERS 2000 - 2001
John Meyer President
Mark Bebar Vice President
George Jenkins Treasurer
Ken Spaulding Secretary
NEW BENEFIT
IHS provides a free link from
the IHS website to members’ per-
sonal and/or corporate site. To re-
quest your link, contact William
White, IHS Home Page Editor at
WELCOME NEW MEMBERS
(Continued From Page 2)
IHS BOARD OF DIRECTORS
2001-2004 2002-2005 2003-2006
Sumi Arima Jerry Gore Mark R. Bebar
Malin Dixon Jim King William Hockberger
John R. Meyer Ken Spaulding George Jenkins
William White John Monk Dennis Clark
and to create a design for a generalpurpose small cruising/passengervessel. As part of his course he hasbeen shown how to effectively useCAD programs alongside the tradi-tional lines plan to develop his de-sign. James wanted to become amember to connect with a commu-nity that maybe able to help him torefine his ideas.
Chris Tejirian - Chris is not surewhat has given rise to his interest inhydrofoils, but has had a passion forwatercraft and boat design for sev-eral years. He paddles a foldingkayak, for which he recently or-dered a sail and outriggers. He is in-terested in both sail and powerboats, large and small. Chris is cur-rently posted overseas, and his pre-vious overseas post was to thenation of Georgia. While there hefound several derelict hulls of Volgahydrofoils, and had the opportunityto tour the factory in Poti, Georgia,that produced the Kometa passengerhydrofoils. He has posted severalphotos of the latter visit on hiswebpage (www.tejirian.com -> let-ters -> letter 8 under “August 2").
Vidar Tregde - Vidar received hisMSc from NTNU in Trondheim,Norway in 1995. Shortly after hestarted to work at UMOE Mandal(former Kværner Mandal). This is ashipyard building composite boats,among other things, ten SES’s for
the Norwegian Navy. He workedthere for 3-4 years, and has beenworking on a PhD thesis withinship design at Faculty of MarineTechnology at NTNU inTrondheim. In February 2004 hewill defend the thesis. He is nowback at the yard in Mandal. His in-terest in hydrofoils goes back to hischildhood in Mandal, where he wasfascinated by the hydrofoil boatsbeing built and tested at theWestamarin yard in the early 70’s.Vidar is a passionate sailor, and hasa dream of building a trimaran orcatamaran sailboat with hydrofoils.
Lee R. Wahler – Lee has been di-rectly involved in acquisition andintroduction of over 17 ships ofvarious types into Military SealiftCommand fleet over the last 10years. He has been involved in thedevelopment of operational re-quirements, operation plans andmade logistic arrangements for 22chartered ships in Afloat Pre-posi-tioning (Prepo) Force. Lee man-aged up to 17 Prepo shipssimultaneously for 11 years, loadedand deployed them to locationsworldwide. While on active dutywith US Navy he served as Execu-tive Officer at an MSC office. Hewas promoted to LCDR in SelectedNaval Reserve, and currently is inthe USNR-R inactive reserve.
group for the next 16 hours, winningthe USCG MUC for that excellentperformance. In 1988, her forwardfoil nose cone broke off in heavy seasdue to repeated over stressing of themounting tangs, caused by an imma-ture and rash CO frequently hardturning and rapid landing her in fits ofboyish abandon. A new nose conewas fabricated at Runyan Shipyard,Pensacola, FL out of 4" thick alumi-num plate stock, and machined,welded, bent into shape. Ask anycrew member from 1989 about beingbeaten severely by the anchor whilefoilborne at midnight off Panama in15+ foot seas! She won thePHMRON-2 Battle “E” during thatextended competitive cycle, andrightly so. Am I proud of her crew andher record? You bet!! David LloydLCDR, USNR (ret.). Email:[email protected]
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