hard over ty Marl GRAND BANKS YACHTS SDN BHD | STABILITY CALCULATION Of GRAND BANKS 39SX 29 March 2006 ISO Category Awarded: Approved By: GP 7 DIREZIONE GENERALE Bo Will Gites Richard AhiGB 39SX STABILITY CALCULATION 3/29/2008 . Contents Contents... General Specifications .. Hydrostatic Calculation. 3.1. Fastship Input Model 3.2. Fastship Settings... 3.3. Hydrostatic Data 33.1. Cross-Cunes.... 3.3.2. _DWL Draft @ Heel Angles. 4. Inclining Experiment Report. 44. Aim 42. 424 422, Vessel Melaceniric Height & VG. 42.3, Effectoof the free Surface. 4.2.4. Lightship Calculation 4.3. tnelining Experiment. 5._ Load Conditions .... 5.4. Types of Loading . 5.1.4. Weights Assumptions. 5.2. Light Ship. : 5.3. Half-Load 5.4, Fully Loaded . 5.5. Most dangerous. 5.6. Minimum Operating Condition 5.7. _ Summary of Loadings 6. GB 39SX Hydrostaties & Initial Intact Stability Assessment. 61. ena woemmaNNinnmvardvowwns ig! 6.3. Summary Of Load Conditions 64. Hydrostatic Properties of GB 39Sx 6.5. _ Initial Stability Assessment..j 7._ Calculation of intact Stability With Regard to ISO Standards. TA THEO orn 14 Loading Conditions Required for 1 Analysis (180). 15 GZ Curve Generation... = 15 KY curves... 15 Calculation of KG. 16 GZ Calculation 16 Effect of the Free Surface on GZ Curve. 17 8. Stability Assessment using ISO Standards... 8.1. Offset Load Test ... 20 82. — Downflooding Angle. 21 8.3. Downflooding Height 23 8.4. Resistance to Wind + Waves. 23 85. ISO 1217-1 Stability Worksheets. 9. References... GRAND BANKS YACHTS SDN BHD ~~ Page 1 of 26GB 39SX STABILITY CALCULATION 2. General Specifications General Specifications Length Overall With Swim Platform Length Overall Without Swim Platform Beam Overall Molded Height Excluding Mast Displacement @ DWL Length Waterfine @ DWL ‘Beam Waterline @ DWL Molded Draft @ DWL Fresh Water Capacity Fuel Capacity Max Persons Propulsion GRAND BANKS YACHTS SDN BHD 3/29/2006 42.47 ft 39.00 ft 43.17 ft 12.33 ft 22361 Ib 35.29ft 11.88 ft 231f 101 usg 2x Diesel Page 2 of 26GB 39SX STABILITY CALCULATION _____3/29/2006__ 3. Hydrostatic Calculation Fastship was used to compute the Hydrostatics of the GB 39SX. 3.1. Fastship Input Model ‘The hull was taken from the C Raymond Hunt Associates Rhino model [1]. A top surface was modeled across the shear line to simulate an enclosed hull. The contribution of the deckhouse in the hydrostatics calculation has therefore been neglected. This is acceptable because downflooding will occur before the deck is submerged (See 8.2). Because the surface at the shear line simulates an enclosed hull, downflooding will not feature in the hydrostatics calculations. It is critical to calculate the downflooding angle; beyond this angle the hydrostatic curves are void due to ingress of water. In this model the origin is at the intersection between the CL and Station 4, which ‘corresponds to the forward point of the flotation plane at DVL. 3.2. Fastship Settings {tis useful to calculate the hydrostatic curves long before the vessel has been built. A model (or Lines Plan) is sufficient information to generate the upright hydrostatics. However, a major requirement in calculating heeled hydrostatics is knowledge of the VCG (vertical centre of gravity). Unfortunately the VCG cannot be accurately located until the boat is launched and an inciining experiment done. Therefore an arbitrary VCG is used for the calculation. Once the VCG is known through the inclining experiment (see section 4.3), the heeled hydrostatics can be re-calculated for the correct VCG. This is done in section 3.3. ‘The "Waterline Height Range" option in the Fastship calculation was used in the Hydrostatics calculation with the following inputs: 20 flotation planes were used Maximum Waterline Height = 1ft, meaning “ft above DWL Minimum Waterline Height = -1ft , meaning 1ft below OWL \VCG = Of, meaning on the DWL. Range of heel angles = increments of 5 degrees from 0 to 50 degrees 3.3. Hydrostatic Data Overteaf is the Hydrostatics report for the GB 39SX, prepared by Will Giles, see Reference2. This report contains the following information: Upright hydrostatics for different load conditions. Righting arm data for different load conditions, ‘Cross-Curve Data, explained below (section 3.3.1) ‘Sinkage during heel, explained below (section 3.3.2) GRAND BANKS YACHTS SDN BHD Page 3 of 26GB 39SX STABILITY CALCULATION 312912006 3.3.1. Cross-Curves Cross-curves give the form righting arm. Form righting is the horizontal distance the CL. moves at the baseline when the vessel heels, see fig. 4.1. This is explained in more detail in section 7.2.1. Because the VCG has been placed on the baseline, this is also the horizontal distance the VCG has moved when heeling. 3.3.2. DWL Draft @ Heel Angles As the vessel heels, more volume is submerged than is dried. Therefore, to stay in equilibrium, the hull wil rise out of the water. The amount the hull rises is critical to downflooding angle: the higher out of the water, the larger the downflooding angle is. This is further discussed in section 8.2. GRAND BANKS YACHTS SDN BHD Page 4 of 26Grand Banks Yachts Sdn Bhd GB 398X HYDROSTATICS REPORT Revision A 9 March 2006 HULL PARTICULARS: LOA ee 38.89 BOA 43.18 ft DOA 7.8 ft ves Of (OWL) Displacement @ DWL 22634 Ib ‘SG Fluid 1.025 Model Name: 39SX Hydrostatics Hull.3dm Prepared By. 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Aim To determine the centre of gravity of the GB 39SX. With knowledge of the VCG, initial stability (metacentric height of the vessel) and intact Stability (the GZ curve) can be assessed (section 6 and 7). 4.2. Theory 4.2.1, Vessel Displacement And LCG To find the LCG of the vessel, draft readings and the specific gravity of the sea-water are taken. With this information and a lines pan of the hul, the volume of the displaced water can be found, and therefore the mass of the displaced water. The mass of the displaced water is equal to the displacement of the hull In equilibrium, the LCB (longitudinal centre of buoyancy) aligns itself directly above the LCG, The centroid of the underwater body (which corresponds to the LCB) can be found either by hand through Simpson's Rule or by Software programs. 4.2.2. Vessel Metacentric Height & VCG An inclining experiment consists of heeling a vessel to a small angle by moving a known amount of weight outboard of the CL by a known distance. Once the vessel has setiled in its new heel angle, the heel angle can be taken. This is done for several weights at several distances from the CL on both the port and starboard sides. K = Datum Line (@ DWL) Mr = Transverse Metacentre (ft) q= heel angle (Deg) G = CG when heeled (ft) GRAND BANKS YACHTS SDN BHD Page 5 of 26GB 39SX STABILITY CALCULA GMy, called the metacentric height, is the distance from the VCG to the transverse metacentre. This critical value is used to assess initial stability of a vessel. Stability and ‘GMr is further discussed in section 6.5. From fig. 3.1, the righting arm, GZ, at a small angle of hee! GZ =GM, sing (44) The righting moment is W.GZ =W.GM, sing (4.2) W = Displacement during experiment (Ib) The heeling moment M produced by the weights is M =wde0sq (43) Mass of weights moved (Ib) d= distance weights moved from CL (ft) Because the vessel is in equilibrium the righting moment equals the heeling moment, therefore W.GM, sing = wd cosq _Myl- GM, (44) WD ‘Mw = Moment produced by weights (ft1b) L = Pendulum Length (ft) D = Pendulum Horizontal Movement (ft) Upright hydrostatics calculations involve calculating the Metacentric height above a datum Kn the Fastship calculation this datum was DWL, and the VCG was placed on the datum (see section 3.2). Therefore GM in the upright hydrostatics report (section 3.3) is also KM. From equation 4.4, GMis known and from upright hydrostatics KM is. known, hence KG can be found: KG=KM-~-GM, 45) GRAND BANKS YACHTS SDN BHD Page 6 of 26GB 39SX STABILITY CALCULATION 3/29/2006 4.2.3. Effect of the free Surface | ‘When a hull heels, all fluids in the vessel will obviously move to the low side; this equates to a change in the cg of the fluid and hence a change in cg and metacentric height of the entire vessel. Therefore the free surface effect must be accounted for in the analysis. | ‘The effect of the free surface on metacentre can be expressed as dGM = owed Pan (46) |= transverse moment of inertia of the free surface (ft'4) | specific mass (density) of fluid (Ibs/ft’) | D= Vessel displacement (Ib) | ) Equation 3.5 then becomes KG = KM ~(GM, +dGM) 4.7) | ‘The effect of the free surface on the GZ curve is discussed in section 7.2.4 4.2.4. Lightship Calculation | Once the VCG above the baseline (KG) has been calculated during the experiment, the CG can be calculated before the experiment and then for Lightship. Once Lighiship characteristics have been found, the vessel can be analyzed for any loading condition. 43. Inclining Experiment Ovetieaf is the inclining report, prepared by Will Giles. GRAND BANKS YACHTS SDN BHD Page 7 of 26014001 [0a =b—w- Sp=b—e— op =b — se = 0g =F aD —O- OU =D Gh=b-w- HED ooo (ai) juaurezeidsig g=b—a p= bo] (3) IM Moleg waded IMG (ma®) 0 = 990A uee|Beu auop suoKeino|ED “SiON, yodew sonejsoupsH xs6e GO|01-03-06 39SX Inciining Test (GB 39x INCLINING TEST 1. Genera! Information Location: Name And No. Of Boat Date Of Test Time Commences: Time Completed Weather Sea Wind Persons tn Charge Attending Surveyor: [2 Principle Dimensions Design Waterline Length we Breadth Molded B Draught T Reference Drawing: 395X-105A Hull Lines Plan 3. Loading Conditions Fuel Tanks 100% FW Tanks: Full Holding Tanks Empty Extra equipment: None Mising equipment: Television |4. Vessel Dispalcement & LCG Before Exepriment Flotation Measurements Fwd: Below Chine Port aft: above chine ‘Stbd Aft: above chine Specific Gravity Of Water From the Lines Plan, Displacement can bé found. Reference Document: 39SX Hull 3dm Underwater Volume Of Hull 755377___|Cubic In Displacement before experiement Dicer 764 tb Trim before experiment (+ve Stem down) 034 Deg LCG before Experiment LOGseme 20.764 IFE Att of Sto Grand 8nkas Malaysia Pontoon GB 398X-005 ‘st March 2006 1020 1120 Bright, sunny Very calm Mid Will Ges, Sham, Yuni Dito Sanwar (RINA) a5 ars Toe Grand Banks Yahets Sdn Bhd 3729/200601-09-06 39Sx Incining Test Is. Weights Added For inclining Experiment Height Above Weights Mass | owe Kew) Notes. b t Group A B37 095 |S people | Group 831 6.094 [5 peopie IGroup ¢ (staticy | 501 6.094 8 people + damping O# [sum 1763 6.094 | \VCG of weights (people) taken approximated to lower edge of deckhouse windows | ‘Additional Weight During Experiment Me = [7763] \Vessel Displacement During Experiment Deo 2a5A 6 | : Length of Pendulum aoe] Location Insalon @ Engine Ri hatch Movement ee Distance Moment | Penduturs tye to Stbd Moved Created ‘Swing © t feb i Ave 1282 0 0 0 A 6st 5.75 3628 2697 A+B 1262 5.75 7287 5.354 B 63 575 2628 2.697 ASB 1262 ° 0 0.040 A 631 575 3628 2638 4A+B) 1262 5.75 7287 5.295 ! B 631 5.75 3628 2.598 ANB 1262 ° ‘Sum 6. Transverse Metacentric Height (GW) of the boat as inclined: ; MyL Eg.44: — GMyp,,=—#— Gr 4.462 ]ft 4 yD Nee M.= Moment created by additional weight (Ftb) L= Pendulum Length (tt) = Pendulum horizontal movement (ft) Correction For Free Surface No cottons reuked: Al Tanks Full Or Empty aout 2D) a F446: 4 D Grand Banks Yahets Sdn Bhd 3/29/2008,01-03-06 398X Incfining Test 7. Vessel LEG & VCG During Experiment: : Weights during inalning added approximately over the LCG Hence LCG does not change before and during the experiment LeGes| 2078]{t aft of Sto From Hydrostatics Calculations, use linear interpolation: Displacement] KMree 1b ft Upright Hydro: 28002 | 503_| 29544 6.326 Upright Hydro:| 30224 6.248 KGiggy = KM yy — (GM yyy + AGM) KGe0] 1.864}ft above OWL — [8. Vessel VCG & Metacentric Height Before Experiment a = Prey KG oy ~M KG y Bere P deen j VCG of addonal weight during experiment (see 5) 6.084] VCG vessel KGecion| 1,596} ft above DWL From Hydrostatics Calculations, use linear interpolation: | Displacement | _KMireaee | tb ft | Upright Hydro:| 25819 6.761 (27781 6.529 Upright Hydro:|_— 28002 6.503 My apr = KM poajrap — (KG page + AGM ) GMreon| 4933] t above DWL 9. Summary | Load Dispalcement L6G KG Kir Gir b ftaft of Sto ft ft ft Before Exp 2784 20.78 7596 6529 4933 During Exp 20544 20.78 1.864 6.326 4.462 Grand Banks Yahcts Sdn Bhd 3/29/200601-03-06 298X incining Test 10. Lightship Calculation load required to be addec/subtracted from vessel before exp to simulate Lightship ‘Ketion Displacement] — L6G th Ke tw to __|aftorsto| ib ft felb [Empty FW Tanke B32 13875 | its .277 | 1087 Empty Fue! Tank 2448 zaeoa | 72471 | 025 612 JAd Stdd Seat to Saton 200 rrosas | aia | 614s | 1220 JAdd bow anchors & chain | 300 -40s | za | s75 1728 JAdd fatscreen TVin salon | 100 eisa_| ora | 4042 _| aoa Sum 2680 20.89 30107 | -1.876 | soze Reference:39SK.001 SALES PACK 13 APR 05 38SX.- 6008 MACHINERY ARRANGEMENT S&S GBdd WEIGHTS STUDY Lightship Cateulaton: Displacement LcG ‘Mh KG Mv ib [Ftattefsto| tub ft fb Vessel Before Exp 27781 20.78 577400 1.596 ‘44333 [Extra load for Lightship 2680 29.89. -80107_ 1.876. 5028, [Lightship zsio1_[_18.8__[~ao7202 [1.97 | —asoet Grand Banks Yancts Sdn Bhd 372872006Table 1: Additional weight 1|Hapi 53} me Haffiez Razi 48 3|Mohd Asrul Ariffin 57| | 4|Faizal Mat Saman 56] 5 Hairul Hyssam 1|Azuan 2|Asrul 48) 3|Fazuan Robit 57 4iHeermi 60| 5[Redhza Harun 70 287| *Note: Measurement taken by 28 Feb 2006 Prepared by: ShamGB39SX STABILITY CALCULATION 3/29/2006 5. Load Conditions 5.1. Types of Loading The inclining experiment outlined in section 4 enabled the centre of gravity, displacement and transverse metacentric height to be calculated for the vessel both during both the experiment and the flotation measurements. It is now required to transfer this information into “useful” load conditions- those which the vessel will see in reality, and assess the stability of the vessel under these loadings. The typical load conditions of a vessel are as follows: 4, Light ship condition, with no miscellaneous equipment, no fuel oil, fresh water and waste water, no persons & no provisions 2. Half-toad condition, with miscellaneous equip, 1/2 fuel oil, fresh water and waste water, 12 persons & 50% provisions 3. Full load condition, with miscellaneous equip, full of fuel oil, fresh water and waste water, 12 persons & 100% provisions 4. Most dangerous condition, when the vessel is light and top-heavy. This comesponds to no fuel oll, fresh water and waste water, and all realistically mobile equipment on the flybridge; for example all persons, some provisions, and some equipment moved to the flybridge 5. Minimum operating condition, when the boat is equipped as for the lightship condition with the following i. Minimum number of crew ji, Essential safety equipment |. Non-consumable stores iv. Ballast as stated in the owner's manual v. Liferatt Condition 5 is the typical loading condition required for ISO 1217-1. This discussed in section 7.1.1. 5.1.1, Weights Assumptions To calculate the above mentioned loading characteristics, a number of assumptions must be made regarding the location of additional weight: 1. Assume the liferaft is located in the aft lazarette. 2) Assume all people are placed on station 5 (20.83ft aft of st 0) and approximately at catwalk height vertically (3.75ft above DWL). 3. Because of the down-galley layout, provisions will be slightly lower than people: assume a location of approximately Station 5 longitudinally and on the galley top vertically (2.5% above DWL) GRAND BANKS YACHTS SDN BHD Page 8 of 26GB 39SX STABILITY CALCULATION 3/29/2008 i 4. Assume stores are mostly located in the lazarette, therefore approximately on station 5 and on the cockpit sole (0. 16ft below DWL) 5. Assume the margin for future additions is roughly located on the og of the hull (approximately station 5 and 1.85ft above DWL) 6. The weight of the fluids act through the geometric centre of the tanks 6.2. Light SI Load [Displacement] Lc | mx | KG | Nz Cea % b fe |_ ft t__|_ fap Mex No. People 0 a Ti | 0 am [0 Provisions & Personal Effects | 0 0 vies | 0 25 0 FW Tank Capacity a 0 wes | o | a2 | 0 Fuel Tank Capacity 0 o zaens | 0 om | 0 Holding Tank Capacity a a zee | 0 | 13125] 0 oe) Stores, spare gear, cargo 0 0 wae] o | ow | o | ” Optional extras a a wie | 0 195 | 0 erat a a ass | 0 a5 | 0 ‘Maigin for Future Additions 0 0 vr1e8 | 0 195 | 0 PAYLOAD o a a a a UGHTSHIP 25101 teat | 4722 | 197 | 49361 TOTAL asio1__|_s9.81_| 497292 | 1.97 | 49364 5.3. Half-Load toad [Displacement] LCG | Mx | KG | Mz elon % m ft ful ft_|_ fab | Wax No. People 20 60 77.1 | tae | a75 [2475 Provisions & Personal Effects | 50 20 wea | se | 25 | 560 FW Tank Capacity 50 47 13875 | 5779 | -1271 | 529 Fuel Tank Capacity 60 ius | 29604 | seme | 025 | 312 Holding Tank Capacity 50 13 7054 | 1047 | -1.3125 | 175 Stores, spare gear, cargo 100 24 iz | 4538 | O16 | 42 - Optional extras 100 176 v71ea | 3005 | 1.05 | 326 | Herat 100 100 3264 | 324 | 05 | 60 Margin for Future Adaitions | 100 176 w71ea_| 3005 | 1.85 | 376 | PAYLOAD 2384 24a | rari | O76 | 2500 UGHTSHIP 25101 1981 | 497792 | 197 | 49361 } TOTAL zoiss | 20.00 | srao2s | 1.92 | 51979 GRAND BANKS YACHTS SDN BHD ~~ Page 9 of 26GB 398X STABILITY CALCULATION 3/29/2006 5.4, Fully Loaded : Load Les {| mx | KG | Wz FULLY LOADED a 7 - tele pe Wax No. Pepe 700 13a | 17.188 | 22688 | 3.75 | 4950 | Provisions & Porsonal Effects | 100 440 17.13 | 7653 | 25 | 1100 4 FW Tank Capacity 10 833 tag7s | 11568 | 4.271 | -1059 | Fuel Tank Capacity 100 2g | ens | T3877 | 025 | 624 Holding Tank Capacity 100 Br 7e54 | 2096 | -1.3125 | 350 Stores, spare gear, cargo 10 24 wtes | 458 | 016 | 42 Optional extras 100 176 vies | 3025 | 105 | 326 ira 100 100 mss | a4 | 05 | 0 Margin for Future Additions | 100, 176 wires | 3025 | 185 | 326 | PAYLOAD cart Bee | iatezt | 075 | 4676 UGHTSHIP 25101 igai | 497282 | 197 | 4961 | TOTAL 3u72__| 20.18 | 628013 | 173 | 53938 5.5. Most dangerous For the most dangerous condition, the following loading was assured 1. Assume for the most dangerous loading all people are standing in the salon (approximately 7.178ft above DWL) and tanks are half-full 2. All optional extras in the same location 3. Provisions & personal effects in the same location 4. Stores in the same location Load [Displacement] LeG | Mx [| KG | Mz MOST DANGEROUS 7 t aie etleem Max No. People ao tea | 17.108 | oases [7178 | 947s | Provisions & Personal Effacts | 103 440 v71e3 [ 7563 | 26 | 1100 FW Tank Capacity 50 417 yas75 | 5773 | 12m | 2 Fuel Tank Capacity 50 12ag | zoe | 36938 | 025 | 312 Holding Tank Capacity 50 133 Tabs | 107 | 4.3125 | -175 | Stores, spare gear, cargo 100 24 wes | 4638 | 016 | 42 Optional extras 100 176 vies | 305 | 195 | 326 | ‘iferat 100 100 2st | 34 | 05 | 0 Margin for Future Additions | _100 176, wea | 3025 | 105 | 376 | PAYLOAD, are m5 | e7ee7 f 237 | 10118 UGHTSHIP 25101 tget | 497292 | 197 | 49361 TOTAL zes7s__|_19.92 | swst49 | 2.02 | soa79 GRAND BANKS YACHTS SDN BHD Page 10 of 26GB 398X STABILITY CALCULATION 3/29/2006 5.6. Minimum Operating Condition For the Minimum operating condition, the following loading was assumed: 4. A minimum of two people are required 2. Essential safety equipment totals 100kg and is placed at station 5 and ‘approximately on the VCG (1.85ft above DWL) 3. Non-consumable stores total 100kg and is located around the galley and the lazarette, therefore on station 5 and on the cockpit sole (0.16ft below DWL) Displacement] LCG | Mx KG | Mz Minimum Operating Condition a f aa eles ‘Minimum number of crew 350 masa | 675 | 542 | 1769 | Essential safety equipment 20 vz1g3 | aver | 1.95 | 407 i 'Non-consumable stores & equipment 20 vr1e3 | a7 | ore | 36 Ballast as notifed in owner's manual 0 0 0 a 0 Liforaft placed in Lazarette 103 3254 [3264 05 50. ‘Sum 870 7.335 [17682 [2.426 [210 Lightship zeior | s9612 | 497292 | 1.967 | 9x61 4 Minimum Operating Condition aovri__[ 1979 | susosa [1.992 | 51472 6.7. Summary of Loadings Displacement] Le6 | vce | Load Condition ib 7 7 | Lightship Bit jest | 197 12 Load 2eiea =| 2000 | 1.62 Fully Loaded a2 | 2018 | 173 Most Dangerous Condition 29374 1992 | 202 Minimurs operating Condition e971 __| 19829 | _ 1,982 GRAND BANKS YACHTS SDN BHD Page 11 of 26GB 39SX STABILITY CALCULATION 3/29/2006 6. GB 39SX Hydrostatics & Initial Intact Stability Assessment 6.1. Introduction {In order to judge the rolling characteristics and trim state of the vessel under typical load conditions, it is necessary to calculate the initial stabilty and trim. In the calculation of initial stability, GM, known as the metacentric height, is a critical factor. 6.2. Metacentric Height ‘The Metacentric height for each loading is calculated the same way as was done in the inclining experiment. Equation 4.7 was: iM, = KM, ~(KG-+dGM) ‘KW, a8 with the inclining experiment, is found from interpolation of the Hydrostatics curves. GM only applies to % load because all other load conditions have either full or empty tanks. The effect of the free surface can be calculated according to equation 4.6: ) U. dang = 0M Peet) D L b | Ptigets | ft ft ftNt Mees 3 Fuel Tank AABT 8.667 226.073 46.8 FW Tank 8.083 1.917 ATH 62.46 Holding Tank 275 1.833 4Att 62.46 ‘Sum } AGH | Table 8.1 Hence GM; for all load conditions can be found: Kir KG GH Gir ft ft ft ft Lightship Sat 1267 0 5 12 Load, 6.406 1822 | 03848 4239 Fully Loaded 6.157 1.730 0 4.028 Most Dangerous Condition 6.346 202 | 0.3733 3987 Minimum Operating Condition] 6.743 1.98 oO ABI "Fable 62 Load condition GRAND BANKS YACHTS SDN BHD Page 12 of 26GB 39SX STABILITY CALCULATION 3/29/2006 6.3. Summary of Load Conditions Load Condition Displacement peer ¥ee Git Lightship Bi0i 7381 197 475 12 Load 26494 200 | 1.62 4.238 Fully Loaded 31172 zw | 173 ANB Most Dangerous Condition | 29374 1992 | 202 3.947 Minimum Operating Condition} 25971 1999 | 198 4761 “Tabie 6 3: Load Conditions 6.4. Hydrostatic Properties of GB 39SX Now the CG and displacement has been acquired the all the hydrostatic properties can bbe found using the hydrostatics report (section 3.3), the above the above information and linear interpolation: cos vgigts yavesetcs | soubor | oot [niga] v2 te0d | rat tspdd |e Dagger Dice ° est | ae Pare te Lengua Cone ornaty ws feseso| we | am | ame ‘on enero abo Bassi Ca at | tar | tae | 25 22 Tranonromaceneseae st | fe : jean | kee | ct 536 Were bah Cn & [tes | tke | tae Sau rue sfc corn enh ‘oe © | oom | age | con cm sara sgh eed ‘ou + | aoe | Ge | ae See tong oe on. t | Sm] soe | see | zm Wats fom DH. we t | ois | oar | ‘tes os Longe cata tn to Jesse | are | ao | ae | fen Lgl ater bya tcp | tense | ae} Zee | ee | ase orcs! Conte ot Buoyancy veo |esteenin| O62 | “ase | “ten ase | "Wai Terme 1 wn | oo | te | 7 | ore hag tel ms te | me | zu | de Zi Moment cane tin os och mi | wow | 303 | ara | som 26 i i s |apen| ane | saz | arse destin ew oa [er] Serr | ee | ee Tabi 6.4 6.5. Initial Stability Assessment In order to assess the rolling characteristics of the vessel under typical load conditions, namely those calculated above, it is necessary to calculate the initial stability and trim. ‘The metacentric height GM is used as an initial index of stability before the more detailed stability curves for large angles of heel are calculated. The theory is that an adequate GM along with an adequate freeboard will assure that adequate righting moments will exist at both small and large angles of heel. The larger GMs the more stable the vessel will be. Other values are useful, such as moment to trim and moment to heel. These are outined for the above mentioned loading conditions. GRAND BANKS YACHTS SDN BHD ~ Page 13 of 26GB 39SX STABILITY CALCULATION 3/29/2006 7. Calculation of Intact Stability With Regard to ISO Standards 7A. Theory Adequate stability is a critical factor contributing to the safety of a vessel. A vessel is said to be stable if it tends to retum to the upright position after being disturbed by ‘extemal forces, such as waves, wind or movement of crew. ‘Section 5 calculated GM, the Metacentric height of the vessel. However, this assessment only applies for small angles of heel (up to about 5 degrees). Beyond this GM; is not constant and as such its calculated value is incorrect. To determine the stability of a vessel a righting arm or GZ curve is used. Wg Fig7.1: GZ of a Heoled Hull ‘Actual CG when heeled B = upright centre of buoyancy B’= Heeled centre of buoyancy M ransverse Metacentric Height V= Volume displacement D= Mass Displacement KY =Movement of CL @ Baseline ‘Y= Starting point of CL @ Baseline When a heeling moment Mis applied and the vessel heels, the centre of buoyancy moves outboard from B to B’. The buoyancy force creates a couple with the equally large gravity force; the lever arm between the two is called GZ and the righting moment Me is M,=GZD 7.) GZ-= righting lever (ft) D= displacement (Ib) GRAND BANKS YACHTS SDN BHD. Z Page 14 of 26+ GB 39SX STABILITY CALCULATION The vessel will continue to heel until the righting moment is equal to the heeling moment; then the vessel is in equilibrium: My =M,=GZD (72) The curve of static stability represents the righting moment at varying angles of heel. A more common way of presenting this information is by the GZ curve; the only difference between the GZ and righting moment curve is the displacement, To calculate GZ, referring to fig. 7.1 trigonometry can be used: GZ = KY -KGsing-dGZ (73) KY = form righting arm GZ = free surface effect 7.1.4, Loading Conditions Required for Analysis (ISO) The ISO applicable to the 39SX is ISO 12217-1 [5]. In this ISO Section 6.3.1 sais: Boats shall be assessed in the minimum operating condition unless the ration of ‘MurchMuyoc > 1.15, in which case the loaded displacement shall also be assessed. ~ 180 12217-1, 2002 ‘Moc = Maximum load = 55567Ib Muoe = Minimum operating condition = 45873Ib Ratio = 1.211 Therefore the loaded condition and minimum operating condition must be assessed against the ISO. For completeness, all loading conditions will be included in the analysis, however the working for the two required loadings only will be given. Other loadings. were calculated in the same way as these. 7.2. GZ Curve Generation 7.2.1. KY curves ‘As was discussed in section 3.2, the baseline K for this stability assessment is at DWL, and because the VCG was not known at the time, for the Fastship Hydrostatics calculation VCG was set at DWL. ‘The Cross Curve graph from the Hydrostatics report (section 3.3) as discussed in section 3.3.1, is a plot of the form righting arm for different displacements at varying angles of heel. The form righting arm is simply GZ for a specified VCG. Therefore the graph plots KY (because VCG is set at baseline). Therefore the cross curve data can be used to find KY at different angles of heel for the required displacement through interpolation, GRAND BANKS YACHTS SDN BHD Page 15 of 26GB 398X STABILITY CALCULATION 3/29/2006 Lightship | 12 Load [Fully Loaded| Most Dangerous] tAinimum Operating Displacement ( 25101 2104 mire, 29374 25974 ‘000 ‘0.00 oo 0.000 ‘o.o00 0.506 055 0528 0582 0563 1021 1.00 oer 0.998 1.018 101 133 1.368 4379 1398 4719 im 1700 707 iri 2003 20 1.992 1.995 2001 2276 27 2258 270 2274 2689 255 25a 2h 2555 2032 278 2740 2768 2819 3038 295 2.988 2931 3018 ain 306 2976 3.031 3.141 ‘Table 74: KY Values (interpotaton of Hycostatos) . Calculation of KG KG was found for all loading conditions from the inclining test, see table 6.2. 7.2.3. GZ Calculation Using equation 7.3 GZ can now be found for the above loading conditions: Min Operating Displacement 25071 [ib KG. 1982 ft Heel Angle Kv az 6Z Deg f ft f m 0 ‘ooo a ‘ooo Tow 5 0.563 a 0.390 0.119 10 1.018 a 0.673 0.205 15 1.398 a 0.885 0.270 2 1717 a 1.039 0317 25 2.001 a 1.164 0.355 30 2214 Q 1.288 0.331 35 2.556 o 4.419 0.432 40 2819 o 1.55 ort 45 3016 o 1815 492 Ea But 0 4.623 0.495 Table 7.2: GZ Cakuiton for Minimum Operating Condiion Fully Loaded Displacement 31172 ‘[ib KG __1 730 If ‘GRAND BANKS YACHTS SDN BHD Page 16 of 26GB 39SX STABILITY CALCULATION 3129/2006 _ Heel Angle Ky Gz GZ Deg ft ft t m 0 000 0 ooo D000 5 0528 Qo 0378 ons 10 0.987 a 0.887 0.209 18 1.368 a 0920 0.280 20 4.700 a 1.108 0.338 25 1,992 oO 1.280 0.384 30 2.269 oO 1.404 0.478 35 2532 0 1533 0.469 40 2.740 a 1.628 0.496 45 2.888 0 1.664 0.607 50. 2.976, 0 1.650 0.503 ‘Table 7.3: GZ Calculation for Minimum Operating Condiion 7.2.4. Effect of the Free Surface on GZ Curve As was said in 4.2.3, the free surface effect of the tanks must be accounted for in the % load and most dangerous loading. This involves laborious calculation. However, assumptions can be made to simplify the free surface effect calculation [7]. When the inertia of all tanks in m‘ is not more than 17 times displacement in t, it can be assumed that the weight ofthe liquids in each tank acts at its metacentre at all heel angles. Therefore the righting arm is: GZ, DhapseP 5 (7.4) rae = EE sng wa) \uque = Transverse moment of inertia of liquid (ft) p= density of liquid (Ib/ft*3) W = Displacement of Vessel (Ib) Q=heel angle, deg © Sum of inertia of all tanks in 39SX = 223.23 ft'4 = 2.004m'3 (Table 6.1, Section 4.23) ‘+ Hull displacement Worst case (Fully Loaded) = 31172 Ib = 14.14t (See Section 6.4) * 17x Displacement = 240 > Inertia of tanks, therefore the above assumption is valid. ‘Therefore equation 7.4 can be sued to calculate the free surface effect at all angles of heel and hence GZ: GRAND BANKS YACHTS SDN BHD Page 17 of 26GB 39SX STABILITY CALCULATION 3/29/2006 42 Load Didplacement a4 Tb Ke 1 it | Heel Angle Ky GZ oA Deg ft ft € a a ‘a0 an 000 t.000 5 0.548 0.034 0.356 0.108 10 1.004 og og21 0.189 5 1.384 0.100 ost 0.288 py 42710 0.132 0955 0231 2 1.996 0.163 1.063 0.324 | 2» 2270 0.192 1.167 0386 5 2585 oz 1279 0.30 of ErEES 40 2782 0247 1363 0.416 45 2.953 0272 1392 0.424 i 20 3.058 0.295 1368 o.t7 Table 7 4 GZ Calcuaton ors Load ‘Most Dangerous Displacement 2374 KG 2.025 [ft Heel Angle ky agz GZ Dey t ft a um a ‘one ‘3000 ‘000 T.000 5 052 0033 0333 0.101 io ose9 0.085 0.583 0178 15 1379 9.097 0.788 0.231 a 1.207 0128 ose? o270 | B 1.995 018 os81 0.2% 30 2270 ase? 1.070 0328 5 2541 0214 4.165 0.385 | 40 2768 0.240 12 o374 45 2931 0.264 1.235 037 Ea 3.031 0.286 1.494 0,364 Table 75: GZ Calculation for Most Dangerous Condition | Overteaf is the GZ curve of the 39SX. The curve only covers up to 50 degrees because downflooding will occur before 50 degrees, leaving all data beyond this heel angle void. GRAND BANKS YACHTS SDN BHD Page 18 of 263/29/2006 GB 39SX STABILITY CALCULATION Bugesedo ui a ‘sno10BUEQ 380/) —— 1pepe07 Ant peor z/h a dusuén —— {60p) a1Buy joo (u) 29, Page 19 of 26 ‘GRAND BANKS YACHTS SDN BHDGB 398X STABILITY CALCULATION 3/29/2006 8. Stability Assessment using ISO Standards ‘The relevant ISO standard ISO 1217-1: Small Craft- Stability and Buoyancy Assessment and Categorization — Part1: Non-Sailing boats of hull length greater than or ‘equal to 6m In this ISO standard there are several key areas that need to be evaluated: ‘+ Decking © Offset Load Tests * Downflooding Resistance to Wind + Waves ‘These are examined through stability worksheets which are given in the ISO. As was said in section 7.1.1, the ISO stipulates that if the minimum operating condition is significantly different from loaded condition, the assessment must be done for both loading conditions. For the GB 38SX, loaded condition is significantly larger than minimum operating condition. Most stability worksheets require simple assessments of the vessel can be found in ‘Section 8.5. However, Resistance To Wind + Waves, worksheet 6, requires further calculation from the GZ curve (Section 7.2.3) 8.1. Offset Load Test 1SO 12217-1 uses its own method to determine the effect of moving all crew to one side. This is outlined in the stability worksheet no. 3 (see section 8.5). However, this does not reflect the worst case. Therefore, an independent study has also been done. ‘The maximum offset ioad moment cue to crew, Mc, can be found from weight of max crew = 8 (assume 75kg per person) 1ax distance from CL = 2.011m. 81 Nim*2) ( Independent Offset Load Test: © Mo = 11836.75 Nm * Heel angle with this moment = 3.8 deg ISO Offset Load Test © Mc=9370.5 Nm * Heel angle with this moment = 2.9 deg Maximum allowable heel angle from ISO = 12.92 deg * The GB39SX Passes the Offset Load Test See ISO worksheet 3, section 8.5 for the above calculations, GRAND BANKS YACHTS SDN BHD: Page 20 of 26GB 398X STABILITY CALCULATION 312912006 oa Angeioe L (eee rere —— ate oie] 8.2. Downflooding Angle ‘The ISO describes downflooding as: Angle of heel at which the downflooding openings become immersed when the boat is in calm water and in the appropriate loading condition and design trim. - 180122171 [5] Downfiooding will initially occur in the GB 44EU through the engine room air intakes in the deckhouse, The hydrostatics report (section 3.3) calculated the DWL draft at different angles of heel; this was discussed in section 3.3.2. Through interpolation, DWL drafts at the required loadings can be found for different heels. With this information a waterline can be found when the vessel is heeled. Hence it is possible to find at what angle downflooding will occur. GRAND BANKS YACHTS SDN BHD Page 21 of 26GB 39SX STABILITY CALCULATION 3/29/2006 Depth of DWL (ft); ve = ABOVE Waterline Angle [Minimum Operating /Fully Loaded Deg 25974 30172 c O15 0413 5 0.135 0368 j 10 0076 0.324 6 0.003 0.242 | a o.092 0.140 B 0.195 0.026 i 2 0.320 O11 s 0.475 0.281 49 0.662 0.480 5 0.865 0631 0 “1.07 2.903 ‘Table 6.1 (Linear interpolation of Upright Hydrostatios Data) | ms ‘ a 7 f ‘Minimum Operating Condition 45 deg Fully Loaded 45 deg Minimum operating Condition 50 deg Fully Loaded 50 deg GRAND BANKS YACHTS SDN BHD Page 22 of 26GB 39SX STABILITY CALCULATION 3/29/2006 | The above drawings were created using ref. [9] * De oding angle @ Fully Loaded Condition = 47 is . ding ar Minimum operati ition = 42 Degrees 8.3. Downflooding Height At the worst case condition, which is fully loaded, the downflooding height is as follows: Foy Lowes om, + Downflooding height = 4.199m «From ISO, required downfl A7=4 8.4. Resistance to Wind + Waves ‘The ISO requires the righting energy of the vessel before downflooding to be larger than @ specified amount of wind and wave energy attempting to roll the vessel. Areas under the righting moment curve are used to asses this. The roll angle is: | $, =25+_» Cat A He @1) =20-2 Cat B My =0. 24, (4201, we (6.2) ‘p | The heeling moment due to wind is | ‘GRAND BANKS YACHTS SDN BHD Page 23 of 26 |GB 398X STABILITY CALCULATION Units and inputs of these equations for the 4EU are as follows: 3/29/2006 i 180 Stability Cateut pe toate | iw SF faa 35 138 ‘oan 7 Drought @ wid LW 3637 ‘oan 2368 aa ; Length of Hull | tx | a70.td 135 W744 11.95 | Beam of fill Bn 188.31 412 16831 402 i Wax. Wo. People 3 Craw ee] 1b Displacement: Dp ai b 267 ib i Vol Displacement Ve_ [13796 ww Tas ma | Profile Windage Area Aw [23637 me FER] mv ‘Minimum Windage 3.43 rid Baa mi Profile Windage Area Used | Aiv_| 2643, 2 26.48 i] | 4 Downflooding Angle: oo | 7 Deg FE] Deg able 82: Resistance To Wind + Waves Inpals These along with the downficoding angle can be inserted into the righting moment curve the righting moment graphs with wind heeling moment, downflooding and roll angle. | and the areas under the graphs calculated to reveal the energies needed. Overieaf are | GRAND BANKS YACHTS SDN BHD a Se rain) Fig 8 ta: Rightng Moment Curve Fuly Loaced Page 24 of 26GB 39SX STABILITY CALCULATION 3/29/2006 Fig. 6.1b: Righting Moment Curve Minimum operating 150 Stabty heme can ey | a eae | vans Wad ped 2 2 2 vas Wie elig Warment wim tan | some oe | in ‘asumed Rl Ange wen mo | 0 70 | boy Wind Westin om Rigi Hom Carve excep] Gad = | tam Gok | ey nd OFFS Sage Zino Z| tiser eto | beg ent oma owe sams |e a2 i372 mors vere | we EO ENTECORT PASS Fal Fass Table 8 Siabiiy Outamne GB39SX the Cates B stability assessment for wind + waves assessment 8.5. 1SO 12217-1 Stability Worksheets Overieaf are the completed stability worksheets. GRAND BANKS YACHTS SDN BHD # Hee Page 25 of 26