46 views

Uploaded by Maurizio Bernasconi

- 3241 Lecture 8
- Hydrofoil Ship Design_ W Neill
- Physics of Flight/ Essay / Paper by AssignmentLab.com
- Intermediate Lab 2 Manual
- Fluid Mechanics 2 Experiment 1 : Aerofoil test in wind tunnel at different angles of attack.
- Solving Engineering Problems
- Aeroplane Components
- SWALLOW.pdf
- Solving Engineering Problems
- Pi-Space Skunk Works "Brady Carousel" Lift Idea
- FUTURE CHALLENGES AND OPPORTUNITIES IN AERODYNAMICS
- Experiments and Numerical Simulations of Horizontal Two
- Thin Airfoil Theorem
- Algarn_CFD
- 114-9--9038-270282-1-PB
- Lesson 4 Developing the Concepts - Lift (Theory of Flight)
- Full Text
- hysecdes
- (SPE 3474) Analysis & Prediction of Gas Well Performance
- 77646_1

You are on page 1of 8

System Performance and Simulating Motion of

Hydrofoil-Assisted Boats

ABSTRACT emergence. Retrofitting existing catamarans with

Hydrofoil technology is experiencing re- hydrofoils and building new hydrofoil-assisted

emergence due to demands for higher performance multi-hulls is a booming industry. Hydrofoils have

in both military and commercial sectors. significantly improved the efficiency of

Hydrofoil-assisted ships and boats use foils to commercial fast ferries. Hydrofoil systems are

pa rt

iallyorf ul

lys uppo r tas hipswe ight .To successfully applied for motion mitigation on large

reduce hydrodynamic resistance, a significant fast ships and show similar promise for future

fraction of the ship hull is lifted out of the water. Sealift ships. Although there are currently no

Hydrofoils can also be very effective in mitigating serious attempts to introduce hydrofoil technology

motions in rough seas. One of the factors limiting to the pleasure boat market, hydrofoils have

wider application of the hydrofoil technology is reduced fuel consumption on small boats by nearly

difficulty and high cost of developing high- half and considerably improved seaworthiness.

performance hydrofoil systems. A set of computer One of the problems preventing a wider use of

programs that will improve design of hydrofoil- hydrofoils is the complicated development process

assisted boats is currently under development. of efficient, robust, and inexpensive hydrofoil

This tool can be used for initial optimizing of systems.

complex hydrofoil configurations and for There are many publications on specifics of

developing hydrofoil control systems. Steady and hydrofoil modeling. Some of the previous studies

unsteady forces on hydrofoil system elements are used a simplified approach (e.g., Sakic 1981,

represented in the general form suggested by Latorre and Teerasin 1992) that did not account

fundamental hydrodynamic theories. Empirical for many important factors, such as effects of

corrections account for viscosity and other effects. motion history and interactions between foil

Interactions between hydrofoil systems are systems. On the other hand, Computational Fluid

included. The motion simulator can predict Dynamics tools have recently been developed that

stability and maneuverability of hydrofoil-assisted can accurately simulate hydrofoil systems (e.g.,

boats and their motions in waves. Walree 1999, Migeotte 2002). However, these

tools are computationally intensive and still

partially rely on empirical knowledge.

INTRODUCTION This paper describes efforts to develop relatively

Hydrofoils are characterized by the highest lift- simple engineering tools for practical

drag ratio among all types of water-borne craft hydrodynamic design of hydrofoil systems and

within the optimal regime for hydrofoils. boats. The basic idea is to represent the

Hydrofoil technology attracted significant hydrodynamic forces in the form suggested by

attention in the second half of the twentieth fundamental theories. Correlation factors are

century and thousands of hydrofoil boats were introduced that account for real-life effects

built. However, hydrofoil ships were displaced neglected by theories. These factors are obtained

from a dominant position on the fast ferry market either from other mathematical models addressing

by simpler and lower-maintenance catamarans that specific phenomena or from empirical knowledge

are more efficient at larger relative dimensions (or (e.g., Ogilvie 1958, Egorov and Sokolov 1965).

lower relative speeds).

An essential step in developing these engineering

tools is validating them against experimental Z

z

results. One of the requirements in this project is

to keep the development cost low and the tool h

simple enough for use in practical parametric

design. Therefore, some discrepancies between

model results and test data can be tolerated.

X

Design of hydrofoils and other advance marine x

vehicles is not as straightforward as that of

conventional (usually slow) ships. Model testing is b U

strongly recommended. Intermediate-scale

prototypes are also useful for reducing the

uncertainty of scale effects and in achieving Figure 1: General scheme of a submerged hydrofoil.

optimal performance at the full scale. The

engineering tool being developed is not considered

C

as a substitute for testing, but as a means for k z 0 0

preliminary optimizing of the ship design and

reducing development time. Cz 0

. (2)

C z k 1

Physical phenomena most critical for realistic 1

0

design of high-performance hydrofoil systems are

outlined in the following sections. In particularly, The derivative of the lift coefficient on the attack

a general formula for the lift of a hydrofoil section

Cz

is given and its generalization to complex angle is for a deeply submerged, infinite

hydrofoil systems is outlined. We also discuss a 0

tandem foil interaction, a convenient method for aspect ratio hydrofoil. For the ideal fluid and thin

calculating unsteady hydrodynamic forces, and a foil profiles this coefficient is equal to 2. A

development of 6D motion simulator for a correction to this coefficient that depends on the

hydrofoil boat. Correlations and functions are not profile thickness-chord ratio, Reynolds number,

presented here in details due to paper size limits and the trailing edge closure angle should be

and because of the proprietary nature of some applied to account for these effects (e.g., Martin

correlations and methods. 1963). The apparent attack angle is the angle

between the line connecting trailing and leading

edges and the horizontal plane. The effective zero-

STEADY HYDRODYNAMIC attack angle is 0 . This angle is a function of the

FORCES foil camber, Reynolds number, and the trailing

The lift force generated on a hydrofoil (Figure 1) is edge closure angle (Egorov and Sokolov 1965).

determined by formula The XFOIL program (Drela 1989) is another

method for determining the effect of viscosity on

U 2 the zero-attack angle. Discussions on the effect of

Z C z S, (1) Reynolds number can be found in (Walree 1999)

2

and (Migeotte 2002). The proximity to the free

where C z is the lift coefficient, is the water water surface is accounted for by corrections 0

density, U is the flow velocity with respect to the and k to the effective attack angle and to the lift

foil, and S is the one-side foil area. S b 2 , derivative, respectively. They are functions of the

where is the foil aspect ratio and b is the profile thickness-chord and submergence-chord

effective chord. The lift coefficient of a hydrofoil ratios (Egorov and Sokolov 1965). Denominator in

with finite aspect ratio, moving under free water Eq. (2) is due to a finite aspect ratio ; and is

surface is Glauert correction. The influence of the foil

submergence that affects the vorticity wake is

accounted by and the influence of struts is employed on modern hydrofoil fast ferries (Figure

accounted by (Egorov and Sokolov 1965). This 3), we propose to apply the transverse strip

is a function of the strut positions and the foil approach. The foil span is divided into a number

submergence and aspect ratio. of sections and the local lift coefficient is

computed for each of the sections considering the

Figure 2 compares the results of Eq. (2) and local foil profile, local flow characteristics, and the

experimental data for the lift coefficient of a global span of the hydrofoil system.

hydrofoil section at Reynolds number 2.5x106.

This figure illustrates the uncertainties one should

expect when using approximate mathematical

models.

0.5

0.4

Lift coefficient

0.3

0.2

0.1

-0.1

-2 0 2 4

Installed attack angle [deg]

experimental data for smooth and rough surface

(Shen 1985); solid line, model prediction.

Hydrodynamic resistance of a hydrofoil system ferry of Olympia class.

includes profile, inductive, and wave drag

components. Struts have profile, spray, and

sometimes cavitation drag components (Egorov One of the initial variants of the bow hydrofoil

and Sokolov 1965, Voitkunsky 1985). Hydrofoil system of Olympia-class ship (Figure 3) was tested

sections crossing the water surface may also on a model scale at chord-length Reynolds number

generate spray drag. Special fences are usually 5.5-8.0x105. Measured lift and drag are presented

installed on hydrofoil and strut sections near the in Figure 4 by open circles. Predictions for this

operational waterline to minimize this drag system by the theory outlined in this paper are

component and to avoid foil ventilation. High- shown by crosses. (Some details of the foil system

performance hydrofoils should operate in the geometry are known to us only approximately.)

subcavitating regime. The boundary of the Adequate agreement between model and test

subcavitating domain for a particular profile is a results is observed in Figure 4 in the range of

function of the lift coefficient, profile thickness- operational attack angles and submergences.

chord ratio, and cavitation number. Underprediction of the lift can be partly attributed

to a reduced viscous influence on the lift

For calculating hydrodynamic forces on the

derivative and a zero-attack angle in the vicinity of

complex surface-piercing foil systems, such as

free water surface (Migeotte 2002). Another

important factor is the non-uniform distribution of upwash region in the wave system, then the lift

the lift force along the span of a hydrofoil. On a force generated on this foil will incline forward

single zero-dihedral hydrofoil, the central sections effectively creating thrust. The length of the wave

are more heavily loaded than the sections near the hollow is approximately proportional to the speed

tips. Therefore, a hydrofoil with deeper and a square root of the span of the front foil. The

submergence of the central part will generally deviation of the water surface from the

produce higher lift than predicted by the approach undisturbed level depends on the front foil

outlined here, although the influence of struts will geometry, its submergence, lift coefficient, and the

partly compensate for this effect. Simple semi- ship speed. Expressions for engineering

empirical corrections can be applied to account for calculations of these values are available

such phenomena in engineering design of (Kolyzaev, Kosorukov, and Litvinenko 1980, Bai-

hydrofoil system. Qi 1981, Voitkunsky 1985). Besides the effect of

deforming the water surface, there is also the

influence on the stern foil by the trailing vortices

1.5 of the front foil. For shallow submerged

hydrofoils, the influence of the free water surface

+ 4 deg

should be accounted for when estimating this

1

effect (e.g., Voitkunsky 1985).

Lift [KN]

0.5 0 deg

- 4 deg

0

1 1.5 2

Relative submergence

0.1

+ 4 deg tandem hydrofoil arrangement.

Drag [KN]

0.06

0 deg applications in the second half of the last century

0.02

(Matveev K.I. and Matveev I.I. 2001). However,

0 the complexity of their development and

1 1.5 2 production is a significant barrier to introducing

Relative submergence

new ships. Special maintenance is also required

(Matveev 2001). Hydrofoil-assisted ships, where

Figure 4: Lift and drag generated on the model-scale the weight is only partially supported by

fore foil system of one experimental variant of hydrofoils, are becoming more popular. Such ships

Olympia class hydrofoil. experimental data use simpler hydrofoil systems, and a portion of the

(Matveev I.I. 1999); theoretical results. hull always remains in contact with water,

simplifying the propulsion system arrangement.

Interactions between hulls and foils on such boats

FOIL INTERACTIONS are complicated, and optimization of the

performance of new configurations requires

A hydrofoil moving in the proximity of the free complex analysis or elaborate testing programs

water surface creates a wave system behind it (Migeotte 2002).

(Figure 5). If another hydrofoil is placed in the

One high-performance tandem-type configuration Vortex-lattice methods have been used for

is shown in Figure 6. It is especially attractive for hydrofoils (e.g., Walree 1999), but the complexity

shallow-water or heavy ships. The front foil of this technique makes it inconvenient for

creates a wave hollow behind itself, and a planing parametric design studies of multi-component

stern with a propulsion system is located in the hydrofoil systems. In our approximate approach,

favorable upwash flow region. The middle foil we use analytical results obtained for simple

system consists of two separate foils at the sides of problems with added empirical corrections

the boat. These mid foils operate outside the wave accounting for real-life effects. For example, a

hollow generated by the front foil. The location of general form of the unsteady hydrodynamic lift on

the mid foils can be chosen to provide favorable a hydrofoil can be expressed as follows (Egorov

front-to-middle foil interaction. Mid foils can also and Sokolov 1965)

augment the upwash flow at the planing surface.

Therefore, all interactions between hydrodynamic Y Yqs Yam Yvw . (3)

elements in this configuration are favorable. Other

significant advantages of this system include The quasi-steady force Yqs is calculated by Eq. (1)

improved roll stability, more uniform distribution but with the effective attack angle

of hydrodynamic support along the ship structure ef V1 b/ 4 / U , where is the angular

(which reduces bending moments in the hull), and

better seakeeping. velocity along the transverse axis, V1 V y U,

V y is the vertical velocity of a hydrofoil, and is

the apparent attack angle.

d

mV1

Yam . (4)

dt

This is the force of an inertial nature that depends

on the added mass. For rectangular hydrofoils, the

added mass can be approximated as for a plate

with corrections for the finite aspect ratio and

relative submergence

m

b / 2 bk () f1 (h / b) .

2

1

Figure 6: Scheme of a boat with positive interactions Ysv b 2 U f 1 (h / b)

between hydrodynamic elements (Maksimov et al. 2

1975).

( s)ds

s1

, (5)

0 s s1 b / 2

2

b / 2

2

UNSTEADY FORCES

where (s ) is the circulation density in the wake

When predicting unsteady motions of a boat, one

must know unsteady hydrodynamic forces on at a horizontal coordinate s , and s1 is the current

hydrofoils. If unsteady processes are sufficiently coordinate of the hydrofoil trailing edge. For

slow (e.g., in long waves), then a quasi-steady several classical cases (e.g., harmonic variations,

approach can be applied to calculate forces using steady acceleration, etc.) and idealized hydrofoil

Eqs. (1-2). If disturbances are small and periodic, profile, the intensity of shed vorticity can be

then the forces (both amplitude and phase) will determined analytically; in other cases it can be

depend on Strouhal numbers (or frequency). In found numerically in a time stepping process. This

essentially unsteady problems, the fully unsteady method for calculation of unsteady hydrodynamic

methods for calculating forces should be applied. lift gives results in acceptable agreement with

experimental data (Egorov and Sokolov 1965).

BOAT DYNAMICS forward foil is felt by the aft foil after time delay

L / U , where L is the distance between

The ultimate goal of the model under development hydrofoils. This approximation is sufficient for

is motion prediction of a hydrofoil craft in both useable engineering results.

calm water and in unsteady operations, including

rough seas. The motion simulator integrates the The dynamic system outlined here is applied for

boat dynamics equations applying the expressions simulating vertical plane motion in waves of the

for the forces outlined above. When conducting model of one variant of Olympia-class hydrofoil.

such modeling, two or more coordinate systems Experimentally obtained steady lift and drag

are usually used. For example, equations of coefficients (which are functions of attack angle

motions are written in the ship-fixed coordinate and submergence) were used with the addition of

system where inertial moments do not change. unsteady forces, wave-induced forces, and the

Motion trajectory is presented in the space-fixed fore-aft foil interaction. Calculated amplitudes of

system. When disturbances are small, the heave and pitch in following waves are compared

equations can be simplified. Sometimes the in Table 1 with experimental data and with results

problem can be reduced to motions in the obtained by simpler (but still nonlinear) theory

coordinate sub-spaces, such as the vertical plane which neglects vorticity wake and the fore-aft foil

motion (pitch, heave, surge) for seakeeping in interaction. Following waves are usually the most

head and following waves, or lateral motion adverse wave direction for a hydrofoil craft. It

(sway, yaw, roll) for maneuvering. Our tool should be noted that the final, optimized

incorporates all degrees of freedoms, with the configuration of the Olympia hydrofoil, which

ability to study reduced-order problems. additionally employs controlled flaps, has motions

in high seas 2-10 times lower than those for the

The general form of the dynamics equations are hydrofoil system variant studied here. Higher

written as accuracy between test data and experimental

M M

x results that may be needed for design optimization

will require using sophisticated CFD methods for

F ( x, x

; history; waves; control ) , (6) modeling hydrofoil craft dynamics.

where M is the inertial matrix, M is the added

mass matrix, and x is the vector of six Motion parameter Heave Pitch

coordinates. The generalized force vector on the

right-hand side of Eq. (6) depends on the position Experimental data 35 mm 2.1 deg

and velocities of the craft, history of its motion, (Matveev I.I. 1999)

sea waves, and control system actions (e.g., flaps

on hydrofoils). Besides forces acting on the Prediction by the 30 mm 2.4 deg

hydrofoils, the forces generated on the appendages presented theory

and propulsors, as well as the forces due to above-

water hull motion in still or windy air, are Prediction by the 38 mm 2.8 deg

theory neglecting

included.

foil interaction and

An interesting phenomenon in the dynamics of a vorticity wake

hydrofoil craft is the unsteady fore-aft foil

interaction. In complete CFD methods, these

interactions are accounted for by the vorticity

shedding from and the waves produced by the Table 1: Amplitudes of heave and pitch in following

waves of the model of one experimental variant of

forward foil. In our simplified approach, only the

Olympia class hydrofoil. Speed 5.4 m/s (Fr D = 2.7);

unsteady interaction due to the water surface wave height 130 mm; wave length 3.25 m.

deformation is implemented, similar to (Kaplan

1955). This mechanism is dominant for surface-

piercing and shallow submerged foils. A variation

in the water surface deformation produced by the

CONCLUDING REMARKS Ma r

tin,M. ,Thes t

ability derivatives of a

hydrofoilboat,

Hy drona uti

csI nc orporate d,

An engineering tool for calculating hydrodynamic Technical Report 001-10, 1963.

forces on hydrofoil systems and for modeling boat

dynamics is being developed. It will be used for Matveev, I.I. (chief designer of Olympia class

designing hydrofoil-assisted craft. This relatively hydrofoils), personal communications, 1999.

simple approach is suitable for parametric studies Ma tveev,K.I.

, Mainte

nan c eofhy drofoil

of the influence of foil elements on hydrodynamic systems,

2ndI nt e

rnati

ona l Conference on High-

performance, seakeeping, and maneuverability. Performance Marine Vehicles, Hamburg,

Controlled foil sections that improve boat Germany. 2001.

performance will also be incorporated into the

tool. Planing and semi-planing hull elements will Ma t

v e

e v,K.I.a ndMatveev,I

.I.

,Ta nd em

be added to model transitional regimes of pure hydrofoi

ls yst

e m,Ocean Engineering, 28(2), pp.

hydrofoil boats and service regimes of hydrofoil- 253-261, 2001.

assisted ships. Further development of the tool Migeotte, G., Design and Optimization of

towards CFD will also be considered. Hydrofoil-Assisted Catamarans, PhD Thesis,

University of Stellenbosch, South Africa, 2002.

Ogilvie,T.

F., Thet heoreticalpred i

cti

onofthe

REFERENCES l

ong i

tudinalmot ionsofhy d rofoi

lc raft

,Dav

i d

Bai-Qi,L.,Ap r

e dict

ionme t

hodoff oilbo rne Taylor Model basin, Report 1138, 1958.

performance characteristics of hydrofoil craft in Sakic,V. ,Approxi ma tede t

erminati

onofthe

calms ea,

Hi g hSpe edSu r

fa ceCr aftConf erenc e, propulsive power of sma l

lhy drof

oilcra

ft,

High

London, 1981. Speed Surface Craft, 1982.

Drela

,M. , XFOI L:Ana na l

y si

sa nddesi

g n

Shen,Y.T. ,Wi ngs ectionsf orhy dr

ofoispart 3:

l

sy

stemf orlowRe ynoldsn umbe ra i

rfoi

ls,

experi

me nt a

lv erificati

ons ,

Journal of Ship

Conference on Low Reynolds Number Airfoil

Research, 29(1), pp. 39-50, 1985.

Aerodynamics, University of Notre Dame, 1989.

Voitkunsky, Y.I., Handbook on Ship Theory,

Egorov, I.T. and Sokolov, V.T., Hydrodynamics of

Sudostroenie, Leningrad, 1985. (in Russian)

Fast Craft, Sudostroenie, Leningrad, 1965. (in

Russian) Walree, F. van, Computational Methods for

Hydrofoil Craft in Steady and Unsteady Flow,

Ka p lan,P., Thefo r

cesa ndmome nt sactingona

PhD Thesis, Delft University of Technology,

tande mhy dr of

oilsystemi nwa v es

,St eve ns

Netherlands, 1999.

Institute of Technology, Report No. 506, 1955.

_______________________________________

Kolyzaev, B.A., Kosorukov, A.I., and Litvinenko,

V.A., Handbook on Design of Dynamically

Supported Ships, Sudostroenie, Leningrad, 1980. Dr. Konstantin Matveev o btainedh i

sMas t

er

s

(in Russian) degree in Applied Physics from Moscow Institute

of Physics and Technology and his Ph.D. degree

La torre ,R. a ndTe eras i

n,S. ,Cal

culati

ono f in Mechanical Engineering from California

hydrofoil craft take-off speed including influence Institute of Technology. He has 15 years of

of foil size, foil angle, and propel

lershaftsize, research and consulting experience in

Ocean Engineering, 19(2), pp. 183-197, 1992. hydrodynamics, acoustics, and thermal sciences.

Maksimov, V.Y., Matveev, I.I., Volkov, V.V., He worked on hydrodynamics and dynamics of

Korotkov, M.M., Firsel, V.B., and Erlykin, I.I., advanced marine vehicles: air-cavity ships,

Hi gh-s pe edc r aft,

I nnov ationCerti

fi

ca t

e4 72056, planing craft, wing-in-grounds (WIG), ships with

USSR, 1975. (in Russian) aerodynamic unloading, multi-hulls, SWATH, and

hydrofoils. As a post-doctorate, he advanced

thermoacoustic technology at Los Alamos

National Laboratory. Currently Dr. Matveev is

Senior Hydrodynamicist at Art Anderson In the last ten years he has applied his knowledge

Associates. He leads research efforts on high- and experience to marine projects that have

performance marine vehicles and conducts included a foil-assisted passenger-only ferry

fundamental research in the area of fluid design, a 52 foot high speed aluminum passenger

mechanics. vessel, investigation of ferry wake wash, ferry

system analyses, and marine engineering services

Mr. Ralph Duncan is a retired US Navy for a large vehicle ferry. At Art Anderson

Engineering Duty Officer with more than thirty Associates he has held positions as Senior Marine

years of maritime experience. His broad-based Engineer, Vice President of Business Development

experience provides a unique blend of ship and Vice President of Marine Engineering. He is

handling, water transportation, construction currently Principal for Military and Innovative

management, marine engineering and design, and Vessel Design and Program Manager for the

marine project management experience as well as company Seabase and Sealift programs.

formal graduate training in design of ship systems.

- 3241 Lecture 8Uploaded byJamal Alshawesh
- Hydrofoil Ship Design_ W NeillUploaded byGölfried George
- Physics of Flight/ Essay / Paper by AssignmentLab.comUploaded byAssignmentLab.com
- Intermediate Lab 2 ManualUploaded byKarthik Subramani
- Fluid Mechanics 2 Experiment 1 : Aerofoil test in wind tunnel at different angles of attack.Uploaded byHanif Muqsit
- Solving Engineering ProblemsUploaded byJared Paul Conway
- Aeroplane ComponentsUploaded byPhuong Trang
- SWALLOW.pdfUploaded byAngel Villalonga Morales
- Solving Engineering ProblemsUploaded byJamal Falahatgar
- Pi-Space Skunk Works "Brady Carousel" Lift IdeaUploaded bymartin_brady_1
- FUTURE CHALLENGES AND OPPORTUNITIES IN AERODYNAMICSUploaded byKelvin Sudani
- Experiments and Numerical Simulations of Horizontal TwoUploaded bydrmazhar1
- Thin Airfoil TheoremUploaded byChao-yi Hsieh
- Algarn_CFDUploaded byLuisa Pérez Luna
- 114-9--9038-270282-1-PBUploaded byAidiaiem Khawaij
- Lesson 4 Developing the Concepts - Lift (Theory of Flight)Uploaded byaahsan345
- Full TextUploaded byKaiser Rex Pama
- hysecdesUploaded byHudanAchmad
- (SPE 3474) Analysis & Prediction of Gas Well PerformanceUploaded by4s0m0z4
- 77646_1Uploaded byRoman Krautschneider
- Aerodynamic Analysis of Multi ElementUploaded byMukkund Sunjii
- Vortex StudyUploaded bySoma Varga
- 69E02d01Uploaded byAngelos Lyris
- dynamics-of-seabed-pipelines-and-study-on-critical-free-span-length-IJERTV6IS030028.pdfUploaded byMohamed AlaaElDin
- Paper Visnagar FinalUploaded bySiddharth Joshi
- airfoil designUploaded byapi-269373691
- gatevalveUploaded byFerec Xalikov
- 8628132Uploaded byزهديابوانس
- TOCUploaded byRonald Zapata Vásquez
- Ouellette_JA_T_2010Uploaded bysubha_aero

- Magnus Stabilizer - FlyerUploaded byMaurizio Bernasconi
- Hyundai 200 HpUploaded byMaurizio Bernasconi
- Scana Contrarotating PropulsionUploaded byMaurizio Bernasconi
- 2015Trondheim_SubmarineDesignLightUploaded bymehrzad rahdar
- Special Propulsors - MARIN - RD - Seminar 2015Uploaded byMaurizio Bernasconi
- Blended Wing Body studyUploaded byMaurizio Bernasconi
- Marine Diesel - Duramax VGT-LP-SERIES 300 - 500 Hp.pdfUploaded byMaurizio Bernasconi
- Australian Naval Architect - 1999Uploaded byMaurizio Bernasconi
- Doen Waterjets BrochureUploaded byMaurizio Bernasconi
- Effects of Transom Geometry on Waterjet Propelled Craft Operating in Displacement & Preplaning - BMTUploaded byMaurizio Bernasconi
- Rolls Royce TUG Lng - 2012Uploaded byMaurizio Bernasconi
- Hydromecanics of sprint CanoeUploaded byMaurizio Bernasconi
- Study of Kayak Hull Design calm water Resistance 2015.pdfUploaded byMaurizio Bernasconi
- Re-design_the_wing_of_the_C-212-400.pdfUploaded byMaurizio Bernasconi
- Parametric Hull Form Variation & Assessment of Seakeeping Performance ; WIGLEY - 2018.pdfUploaded byMaurizio Bernasconi
- Australian Naval Architect magazineUploaded byMaurizio Bernasconi
- Integration-of-Bulbous-Bow-and-SONAR-Dome-pptx.pptxUploaded byMaurizio Bernasconi
- Efficient Propulsion With Voith Schneider Propelle ;r Dirk Jürgens Hamburg, 13.9.2007Uploaded byMaurizio Bernasconi
- Hydroptere - FoilsUploaded byMaurizio Bernasconi
- Submarine Stern DesignUploaded byMaurizio Bernasconi
- Aerodynamics Hyperloop ; Opgenoord Caplan_2018_.pdfUploaded byMaurizio Bernasconi
- Marinediesel Duramax 300 Hp ; 500 HpUploaded byMaurizio Bernasconi
- CARDEROCK Industry Day Brief -;- April 2017Uploaded byMaurizio Bernasconi
- Resistance Prediction of a High Speed Craft by Using CFD-2010Uploaded byMaurizio Bernasconi
- Development of an Optimization Framework for the Design of High Speed Planing Craft - Australia 2011Uploaded byMaurizio Bernasconi
- 2 Speed Propulsion System Scana PropulsionUploaded byMaurizio Bernasconi
- Benefits of Carbon Composite Marine Propeller - Nakashima; Katsudou 2015Uploaded byMaurizio Bernasconi
- Volvo Penta - TAMD 41 ; 146 HpUploaded byMaurizio Bernasconi
- Modeling and Experimental Evaluation of Tri - Wing TiltrotorUploaded byMaurizio Bernasconi

- DSpace-ManualUploaded bymelonpp
- Asim Iftikhar SurveyUploaded byUmer Ashraf
- Honeywell 5800CO Data SheetUploaded byAlarm Grid Home Security and Alarm Monitoring
- Bro Dr220 EnUploaded byPaun Al
- 5-planning-1.pdfUploaded byChanaka Perera
- midwestides4261.pptUploaded byElusive Minds
- Bdoc ExtensionUploaded byshreeram_crm
- Fatigue Life Variability Due to Variations in Interference Fit of Steel Bushings Alluminium LugsUploaded byParag Naik
- Best Et Al._small-Scale Wind Energy Technical Report_2008Uploaded byJamie Bull
- Test1 Mkt 646 Nov 2014Uploaded bydelisyaaamily
- PL SQL PracticalUploaded by321&
- Glen Fisher Application to the CTA, re: Rigaud train serviceUploaded byMontreal Gazette
- Preparing Data Sets For Data Mining Using CASE, PIVOT And SPJUploaded byseventhsensegroup
- Detailed Engineering Design PhaseUploaded byWilliam Palozzo
- Con2188 Good Con2188 Peltiers Oow2015 Airbus BigdataUploaded bysbabuind
- Group 2I_Herman Miller Case AnalysisUploaded byRishabh Kothari
- Vol II (ICAR Audi Interior 2013)Uploaded byRio Gottes Holle
- Introduction to Manufacturing Processes and Materials (Robert C.creese, 1999) - BookUploaded byNagendra Kumar
- itmUploaded byMegha Maheshwari
- Abstract Post TensionUploaded byDe Silva Shmapk
- IQ Accounting 2000 ManualUploaded bycr33pz1lla
- FullText.study 458270Uploaded byKrystian Drag
- 11 IPD Graduate Guidelines FinalUploaded bySrinivas Somasundaram
- CV Edgar EnglishUploaded byjuan carlos
- Building OBuilding OLAP 11g CubesLAP 11g CubesUploaded byMurugan Raja
- Warren Academy SchoolUploaded byArjun Bhargava
- c Tfin22 65 DumpsquestionUploaded bybalint
- steelUploaded bynedunchi
- ogfj201410-dlUploaded byanjangandak2932
- Design of 360 Degree Rotating Car Ijariie3105Uploaded byabi