'SNAME Transactions, Vol. 94, 1986, pp. 197-214 Research Plan for the Investigation of Dynamic Instability of Small High-Speed Craft ‘Steven H. Cohen, ' Member, and Donald L. Blount, Fellow ‘Small hi-speed craft have been known to lose stably while underway eventhough they possess adequate stably at rect. Instability has boen reported In both the wransverse and longitudinal ‘rections with motions ranging trom 3 rapld starboers, or a sudden combined rl-yaw motion. ‘damage and crew injury. The probiem is not in running ‘tim, progressive healing to port or The result ofthe stably can include structural Understood and no guidlines exist to assure ‘adequate dynamic stability. The primary objectives ofthis paper are to focus attention on this ‘ertcal design problem, describe recent evelopment, and presenta long ange research plan. Tho ‘objective ofthe plan isto provice a means to assess underway stablity based on craft design feetures {and sea conditions. Prior research efforts and recont Navy and Coast Guard experiance with ful ‘Scalo bale are reviewed. Introduction ‘Tue sraDILtry of a vessel is generally assumed to be inde- pendent of speed. This assumption is so ingrained in tra tional naval architecture that it is rarely given much thought However, in the cate of snl high-speed craft ts becoming increasingly evident that this assumption isnot valid. Small craft have been known to exhibit a loss of stability at high speed even though they possess adequate stability at rest In some instances the instability can result in violent and/or erratic motions which can ead to structural damage and crew Furthermore, the problems are not always readily ‘apparent. Often they are uncovered after extended time in service, and only after the customary explanations for unusual handling characteristics, uch as improper seamanship, inade- ‘quate operator training, or the ubiquitous freak wave, no longer seem plausible. "Despite the relative severity of the problem, very litle is known about the fundamental charac- teristics and no guidelines presently exist to assure adequate ‘dynamic stability. The technical literature is scattered with examples of high: speed vessels having underway stability problems. “The earli- estreference isthe work by Thornyeroft and Barnaby in 1895 regarding high-speed torpedo-boat destroyers [1] A recent ‘example appears in the October 1964 isaue of Marine Tech. nology in a paper by Lundgren and Storch [2] describing the cerratic stability of «small fishing boat. Among their conclu ‘sions, they call attention tothe fact tha inital static metacen: tric height (GM) is not a completely adequate measure of stability. Other examples of dynamic instability have been 7 Chi, Boat Technical Section, US. Coat Guard Headquarters, Washingion, De ht Gombatnt Cat Combat Systems Engineering Stat Numbers tn brackets dest ‘The views expresed herein are the opinions of teats aa not necesarly thor of the US Const Cuard or US. Navy ‘Presented at the Annual Meeting, New York, NX, November 19- 22,1968, of Tu SocIETY OF NAVAL ARCHITECTS AND MARINE ENcineens necting Department, Naval Sea rfolk Virginia ‘References at end of paper. discussed by Jones[3}, Suhebier (4), Blount (5]and others [6,7] hen, omg aed pene i ‘undoubtedly, there are others which have gone unreported, Unfortunately, the Coast Guard and Navy have not escaped tho problem and at least two of their craft are known to exhibit unstable characteristics. ‘The extent of the problem is [perhaps best described in the German shipbuilding magazine Hansa(S, which states that “the phenomenon isnot so seldom asone might expect, but mostly is carefully concealed.” ‘The present paper provides a general technical overview of the problem and highlights relevant research. Recent trials conducted by the Navy and Coast Guard are discussed. ‘These trials along with research on seaplane bulls, which until snow has not been widely disseminated, substantiate the fun- damental cause of the problem. The primary purpose of the paper is to extend this knowledge into a proposed research plan which has the ultimate objective of developing, sound technical guidelines to prevent dynamic instability. An es sential element of the plan requires participation by design- ters, builders and operators. It is hoped that the paper will help focus attention on the ertical nature ofthis long-negleet- lem and generate the cooperative research required to Background ‘Types of instabilities ‘Outward manifestations of dynamic instablity are varied ies dere ecraPs slr of ac speeds di Placement and hull form, The exact relationship between the various forms of instability is aot known with any degree of certainty. ‘Table 1 provides an asued relationship bused tn Froude uber, At zero ped stability sof course gor termed entcely by hydrostatics As the Froude number in- Crease yddymamic eet cme ino play and ate considered to comprise tro separate Components, one duis to the so-called “hull wave" and the other due to hydrodynamic 197Table 1 General types of Instabties Jago oe eae DIRAGENT sod DIME RAN TeReaTS FOE RS = 7 ™ > wmorms | sera | “wan” | Smears er | tees | “Segre aes es ee - ee inenaael oa ire | sa i SEL caone | mee pressure distributions along the bottom. In the firs, the hull ‘wave causes more of the vessel to be supported atthe bow and the stern and less along the midbody.. The redistribution of buoyancy can lead to a reduction in the metacentric height, resulting in a loss of stability. This effect is known to be ticularly troublesome for very finely shaped. high-speed Fils operating ator near diplacemen speed. Hyd namic bottom pressure effects ean also come into play under those conditions. Beyond displacement speed, the hull wave effect diiminish- ¢s and the influence of bottom pressures tends to dominate. In general, instabilities at high speed can be characterized as being oscillatory and nonoscillatery. The osillatory-type instabilties inclade period rangers roll ollations kee known as “chine walking,” and “propoising.” the analogous situation with longitudinal pitch oscillations. Both are usual- ly associated with high-speed, hard-chine planing craft oper- ating in smooth water. Fortunately, design guidelines devel- ‘oped for propcising [10] have proved effective in predicting and preventing the problem. Nonoseillatory instabilities can occur at more moderate speed than that associated with oscillatory instabilities and generally occur on relatively heavily loaded eraft that i, low projected chine area for a given displacement). Unstable [behavior has been reported in both the transverse and longitu dlinal directions with motions ranging from a rapid loss in running trim, progressive heeling to port or starboard, or a sudden combined roll-yaw motion. A recent study on the los of transverse stability was conducted by Wakeling et al [10), who reported a series of pressure measurements on « model of a round bilge hull form. With adequate stability at rest, the ‘model would remain stable only up to eritical speed after which it would take on a steady heel angle. Carefl bottom ‘Pressure measurements revealed that the behavior was due to negative pressure developed along the afterbody and was attributed to the hull form. Other studies of round bilge forms haye been conducted (11,12) The adverse pressure distributions on planing hull forms has received yry iti attention, ‘Thismay be dueto the fact that planing hulls, unlike round bilge hulls, are always assoei- ‘ated with large positive bottom pressures. This fundamental Afference between the two hull forms led Millward [13] to speculate that the round bilge form is “inherently an unsatis- factory hull shape for high speed.” Experience shows, however, that nonescllatory_ planing hull instabilities include trim changes where a craft can be ‘operating at steady trim and suddenly reduce (bow drop) toa new, lower trim angle, Or similarly, a craft can operate at zero heel angle and then for no apparent reason roll, staying at this new angle until some corrective action is taken by the ‘operator. Combinations are frequently observed. Even though nonoscillatory instability can occur at moderate speeds, itis nevertheless dangerous since itis known to occur rapidly without any advance indication, particularly in a seaway. Asa result of this, and the fact that it affects a wide ‘ange of practical eraft sizes (that is, moderately high speed and relatively high loading), it often creates the most concern timong designers, and thus isthe foes of the proposed re search effort, ‘Relevant studies What literature that does exist concerning planing hull instability is mostly qualitative, Frequently cited references ‘on the subject are Du Cane 4] and Savitsky and Koelbel {15}. ‘These investigators, as well as others familiar with the prob- lem, call particular attention to the bow and forefoot shape as a likely cause especially in conjunction with forward trim. Also, Saunders [16] makes specific mention of instabilities arising from forcbody curvature causing adverse negative bottom pressure. The concept is further supported by re= search on seaplane hull forms [17-19]. Nevertheless, some designers subscribe to the theory that the instability is caused solely by forces and torque developed by the propeller. Also, rudder effects, as described by Grenfell (20), are sometimes blamed since the rudder créates lift forees and moments hich tend to depress the bow in a tum—particularly, when the rudder is on an aft-raked stock. Causes less frequently mentioned include Magnus effect foro developed on the ‘exposed shafting and engine gyroscopic effects, ‘Other theories have been advanced by Gill [21] and Well ‘come and Campbell [23]. Gill describes the phenomenon based on changes in lift caused by different trim angles when thehull is vawed relative tothe low. ‘The so-called “deadrise effect’ is derived from the basic lift equations as presented by 198 ‘Dynamic instability of Smail High-Speed CraftTRANVERSE, Lenorrna core presure distribution along the bottom. Inthe fist, the ll dearetasbes ioraet fla pel besoin tele the stem and less along the midbedy. "The redstrbution of buoyancy can lend to rection in tho metacentic height resulting ina lo of stability. "This effect is known to be particularly troublesome for very finely shaped. high-speed Fils operating at or near deplacement speed. Hydrody- ‘amie bottom prestre effect can also come into play under tesco oe e Beyond displacement speed the hull wave effet diminish es and the influence of betom presses tons t dominate In general, instabilities at high speed can be characterized as being latory and omits. The osiatery ope instabilities chad period transverse roll oilatons better Enown at “chine walking,” and “propasing’ the analogous sutton wien pthnilatins Beth are twa iy astocated with high-speed, hard-chine planing erat oper ating in smooth water.” Fortunately, design guidelines devel Ope for proposing 0] have proved ellective in pedltng tid preventing the pe ‘Nonosiltory instabilities can occur at more moderate speed than tha asoeiated with eclatory insulitis and enerally oouron relatively heavily loeded raft that low Projected chine aren fora given dioplacemen!). Unstable bets atime predate anes and gt tin ection with motes ang om ed a Tuning tim, propesive being eat Se galeelape sudden combined rlryaw motion, recent study on theloss of transverse ability yas conducted by Wakeling ta (10, ‘who reported serie of presure measurements ona model of 2 round bilge ll form, With adequate seaty tres the todel woold remain table only up toa ertical sped after which would take on a steady heel angle. Careful bottom Dremire measurements revealed thatthe behave was du negative pres developed along the afterbody and was attributed to the hull form, Other sudies of round bilge fess bon conde 18, a "The adverse presue distributions on planing bull forms hasreceved very itleatention. ‘Thismay be de tothe fat that planing hulle like round bilge hulle ate always aos ted with arg postive bottom presures, “This fundamental Aifercnce between te two hull forms led Millward [15] 19 speculate that the round bilge form is “inherently an unsatis- factory hull shape for high speed.” Experience shows, however, that nonoscillatory planing hnull instabilities inelude trim changes where a craft can be ‘operating at steady trim and suddenly reduce (bow drop) toa ‘new. lower trim angle, Or similarly, a craft can operate at zeroheel angle and then for no apparent reason roll, staying at this new angle until some corrective action is taken by the ‘operator. Combinations are frequently observed. Even hough nonosilatory indabilty can occur at moderate speeds, it is nevertheless dangerous since It Is known to occur rapidly without any advance indication, particularly in a sew, AS teu of this and the fact that it affect wide range of practical craft sizes (that is, moderately high speed and relatively high loading), it often creates the most concern among designers, and thus is the focus of the proposed re- search effort Relevant studies What titerature that does exist concerning planing hull, instability is mostly qualitative. Frequently eted references on the subject are Du Cane dJand Savitsky and Koelbel (15) These investigators, as well as others familiar with the prob- Jem: call particular attention tothe bow and forefoot shape as 4 likely cause especially in tion with forward trim. Also, Saunders [16] makes specific mention of instabilities atising from forebody curvature causing adverse negative bottom pressure. ‘The concept is further supported by re- search on seaplane hull forms (17-19), - Nevertheles, some designers subscribe tothe theory thatthe instability i caused solely by forces and torque developed by the propeler. Als, effects, as described by Grenfell [20}, are sometimes blamed since the rudder creates lit forces and moments ‘which tend to depress the bow in a turn—particulary, when the rudder is on an aft-raked stock.» Cautes less frequently Iontioned ince Magnus elect frees developed om the ‘exposed shafting and engine gyroscopic effets Other theories have been advanced by Gill [21] and Welli- ome and Campbell (22), Gill deseribes the phenomenon based on changes in lft caused by different trim angles when thehullisyawed relative tothe flow. ‘The so-called deadiise effect” is derived from thetic it equations as presented by 198 Dynamic instability of Small High-Speed Cratt,