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    Resistance of Planing Craft Series

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    17 views8 pages

    Resistance of Planing Craft Series-Molland

    Uploaded by

    Chandra Haas
    Resistance of Planing Craft Series

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 8
    212 Ship Resistance and Propulsion Figure 10.14, NTUA double-chine body plar C_ was derived by subtracting the ITTC Cry from the model total resistance coef ficient, Cry. Cp and r are presented as regression equations as follows: Ci Zaye; and Bb xi (40.39) Values of the variables x; and coefficients a, by of the regressions for Cr and trim + are given in Tables A3.17 and A3.18, Appendix A3. Wetted surface area can be estimated using an appropriate formula, such as Equation (10.92) to be found in Section 104 ‘The results of further resistance and seakeeping experiments on the NTUA series are included in [10.41]. 10.3.3 Planing Craft ‘The main sources of data presented are the single-chine Series 62, the Savitsky equa- tions for planing craft and, for the lower speed range, the WUMTIA regression of hard chine forms. The WUMTIA regression is described in Section 10.3.4.2. Blount [10.94] describes the selection of hard chine or round-bilge hulls for high Froude numbers. Savitsky and Koelbel [10.95] provide an excellent review of scakecping considerations in the design and operation of hard chine planing hulls. 10.3.3.1 Series 62 This systematic series of single chine hull forms was tested at DTMB, over a range of hull parameters. These are described by Clement and Blount [10.42]. An example of the body plan for the series is shown in Figure 10.15 and definitions of length and breadth are shown in Figure 10.16. The series covered the following range of speed and hull parameters: Speed: Fry: 10-35. Length/breadth ratio Lp/Bpx: 2.0, 3.06, 4.09, 5.50, 7.0. Loading coefficient Ap/V2?: 55, 7.0, 85. LCG aft of centroid of Ap: 0, 4,8, 12. Deadrise angle 6: 13°. Keuning and Gerritsma [10.43] later extended the series using a deadrise angle 6 of 25° Resistance Design Data Figure 10.15. Series 62 body plan. Ly isthe projected chine length (Figure 10.16), Ap is the projected planing bot- tom area (for practical purposes, it can be assumed to be equivalent to the sti waterplane area), Bp, is the maximum breadth over chines and V is the displaced volume at rest ‘The data are presented in terms of total resistance per ton RA for a 100,000 Ib displacement ship. Radojcic [10.83] carried out a regression analysis of the Series 62 resistance data and later updated the analysis [10.84], Radojcic included the extension to the Series (62 by Keuning and Gerritsma [10.43], together with some of the models from Series 65 [10.45] “The resistance data are presented in terms of R/S = f[Ap/V*?,Lp/Bya, LCG Lp at speeds of Fry = 1.0,1.25, 1.50, 1.75,2.0,2.5,3.0,3.5, where Bye is the mean breadth over chines and Bps is Ap/T-p and fis the deadrise angle at 50% Ly Figure 10.16. Definitions of length and breath, 213 214 Ship Resistance and Propulsion The limits of the parameters in the regression are as follows: Loading coefficient Ap/V 7": 425-95, Lengthibeam ratio Lp/Byg: 2.36-6.73. LCG from transom 100 LCG/ Lp: 30%-44.8%. Deadrise angle at 50% Ly 13°-37.4" Analysis of the Series 62 hull forms indicates that the ratio of maximum chine breadth to mean chine breadth Bp:/Byo Varies from 1.18 to 1.22. Itis suggested that a value of Byx/Byy = 1.21 be used for preliminary design and powering purposes. Regression analysis was carried out for resistance Rr/A, trim r, wetted surface coefficient $/¥ 2” and wetted length/chine length (length of wetted area) Lay/Ly. ‘The regression equations for Rr/.A, x, $/V 2! and Lyw/Lp all take the following form: Ry{A = bO-+ bl x X1 +2 x X2+b3 x XI-4 D4 x X44 bS x XS+ 6 x X6-+07 x XT 26 x X26, (20.40) where XE (Ap/V9" ~ 685)/2625 | X2= (100 LCG/Lp—37.4)/74 X3-= Up/Bpy 4S85)/2185— X4-= (8, -25.2)/122 XS=Xi x X2 X6=X1xX3 X7=XI xX X8=X2x x3, X9=X2 x Xt X10=X3 x X$ xtexr xI2= x2 XI3= x3" XI xe X15 =X1 «X27 X16 =XI x X¥ XI7=X1 x Xa X18 =X2 XE X19=X2x x? X20=X2 x XP X21=X3 x XP X22=X3 x XE 1X23 = X3« Xe X24 = X4 x XE 1X25 = Xd x X2? X26 = X4 x X¥ Rr/A, ¢, $/¥2° and Liy/Lp all have the same X1 to X26 values, with Rr/ having the ‘b’ coefficients b0 to 26, r the ‘a’ coefficients, $/V2! the ‘c’ coefficients and Ly/Ly the ‘4’ coefficients, The coefficients 10-226, b0-b26, c0-c26 and d0-a26 are given in Tables A3.19 to A3.22 in Appendix A3. These are the updated coefficients, taken from [10.84] Rr/A is for a 100,000 Ib displacement ship. Its more convenient to consider this as.a displacement volume of V = 44.2 m°, a displacement mass of A = 45.3 tonnes, ora displacement force of 444.4 kN ‘The total resistance Ry is then calculated as Rr = Rr/A x (V xp xg) KN. For ships other than the basis 100,000 Ib (45.3 tonnes) displacement, a skin friction correction is required, as follows: Corrected (Rr/A)aae = Rr/A = [(Crvnis = Crew) x 40% Sx V?/1000]/4, and Apyss is the basis displacement of 444.4 kN. The correction will be subtracted for vessels with a length greater than the basis and added for vessels with a length Resistance Design Data 216 less than the basis. Schoenherr Cr, Equation (4.10), or ITT would both be suitable. The scale ratio can be used (o derive the length of the basis ship as follows: — Ben Peas YY Abasis:Pnew Cr, Equation (4.15), a (10.41) The basis displacement Aas: = 45.3 tonnes. The cube root of the largest likely change in density would lead to a correction of less than 1% and the density correc- tion can be omitted. The scale ratio can then be written as aa {ome VBS Analysis of the Series 62 hull forms indicates that the waterline length Lwz, at rest, is shorter than Ly by about 1% at L/B = 7 up to about 2.5% at L/B = 2. Itis suggested that an average value of 2% be used for preliminary design and powering purposes, that is: (10.42) Lynow = Lye x1.02. Lysis = Lycn/ Loasis = (Lw/ Lp) * Lysis Tau = (Lav Ep) % Epo Revais = V = Loga/119 10°* and Crnae = (Re) Rego = V+ Epen/119 x 10~and Croon = SRE). Example: Consider a craft with Ly, = 30m, A = 153 tonnes (1501 KN), travelling at 35 knots. From the regression analysis, Rr/A = 0.140, = 227 m? and Ly/Ly = 0.63 at this speed. Lon = Lyvais = L pow 15 = 30.6/1.5 = 204 m. Laasis = (Lw/ Lp) x Eptasis = 0.63 x 204 = 12.85 m, Loew = (Lw/Lp) x Lynow = 0.63 x 30.6 = 19.28 m. Reais = VL/v = 35 x 0.5144 x 12.85/1.19 x 10-* = 1.944 x 10°. Crows = 0.075/(log Re — 2)* = 0.075/(8.289 — 2)* = 0.001896. Renew = VL/v = 35 x 0.5144 x 19.28/1.19 x 10°§ = 2,917 x 108, Cinew = 0.075/(log Re ~ 2) = 0.075/(8.465 ~ 2)’ = 0.001794, Skin friction correction (Crease — Crnew) * Yop x Sx V?/1000 = (0.001896 — 0.001794) x Yp x 1025 x 227 x (35 x 0.5144)"/1000 = 3.85 KN, Rr/& = 0.140, and (uncorrected) Rr = 0.140 x 1501 = 210.14 KN, Corrected Ry = 210.14 — 3.85 = 206.29 KN. 216 Ship Resistance and Propulsion Itis seen that going from a 20 mv/45 tonne craft up to a 30 m/153 tonne craft has led to a skin friction correction of 1.8%. It is effectively not necessary to apply the correction between about 18 m/33 tonnes up to about 23 m/67 tonnes. Applications of the Series 62 data are described in Chapter 17. 10.3.3.2 Savitsky Equations for Prismatic Planing Forms The force developed by a planing surface and the centre at which it acts is described through equations by Savitsky [10.46]. Following flat plate tests, the following formula is put forward for the total lift (buoyant contribution and dynamic lift) acting on a fiat surface with zero deadrise: Cw <1 oorn2® soos], «ioas) Cip = Cin = 0.006583, (10.48) with limit of application p< 30", with 6 in degrees. By consideration of the point of action of the buoyant contribution and the

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