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Adrian Van Benthuysen

Southampton Solent University


Resistance & Propulsion Laboratory: Scaling Upright Resistance from Model Scale to Full Size for the
Semi-Displacement Hull
Summary:
The purpose of this laboratory was to evaluate the full-size resistance of an 18.66m water-line length
semi-displacement hull. This was done by using a towing tank to measure the resistance on a 1:15 scale
model, and then scaling up the results using the ITTC 1978 method. The full-size total resistance is then
used to determine an appropriate engine specification for the vessel. Through calculation, it was found
that the ITTC 1978 method was indeed reliable in scaling resistances on this hull type.
1.0 Introduction
This laboratory involved towing a 1:15 scale model of a semi-displacement hull in the Southampton
Solent University towing tank. The tank was of 60m length, 3.7m width, and 1.8m depth. The resistance
was measured using the carriages on-board electronics for a range of Froude Numbers from ~0.15-1.0.
Using this measured total resistance, the frictional, viscous, and wave-making resistances were calculated,
along with their pertinent coefficients. Froude number and the resistance coefficients were used to create
a Prohaska plot, from which form factor was taken. Using the ITTC 1978 method and this form factor, the
results were scaled up to full size, and quoting a total propulsive system efficiency of 55%, the total
required power was calculated, enabling a choice of engine to be made based on the engines provided
power and other factors.
2.0 Theory
Because of subtle differences in actual full size drag and drag calculated using Froudes Method, an older
method of scaling resistance, the ITTC came to the conclusion that total resistance is made up of two
factors, wave drag and viscous drag. Viscous drag, however, has a component that had not been
recognized before, called a form factor, which is multiplied together with frictional resistance to give
viscous drag ( = (1 + ) ). The method for calculating this new form factor, ( 1 + k ), is
given by Prohaskas method, which is based on the following assumptions.
A) The form drag is a fixed percentage of the 2D friction drag for a given hull where form drag = ( 1
+k)
B) The viscous drag is therefore (1 + ) , or in terms of drag coefficients,
= (1 + )
C) The wave drag coefficient = 4 , where a is a constant and n = 4
Note: This equation is only true at low speeds. At higher speeds, n ceases to equal 4 and
thus the coefficient of wave drag provided by this equation is no longer accurate.
Because = + , it is given that the coefficients of each resistance would have a
dynamically similar relationship, meaning = + , and because of assumption B and C
(above), = (1 + ) + 4 .
Given this is true, if both sides of the equation are divided by Cfriction, then
4

(1
= + ) +

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University
Because this is an enhanced version of the equation for a straight line: = + , where m is the slope
of the line and b is the y-intercept, the equation can be graphed using the set of data obtained in the
towing tank. Using the resistances measured in the towing tank to calculate Ctotal, and the ITTC 1957
formula for Cfriction (below), a best-fit line through the set of data over a range of Froude numbers can be
used to obtain a y-intercept, which according to the equation for a straight line, is equal to b, or ( 1 + k ) in
this situation.
1957 =

0.075
[10 2]2

Using this method, the results yield a ( 1 + k ) value of 1.483 and 1.568 for Lightship and Full Load
conditions, respectively (see graphical representation below).

FN^4/CF over Ct/Cf Lightship

y = 0.1897x + 1.4829
R = 0.9936

Fn^4/Cf

2.5
2
1.5
1
0.5
0

Ct/Cf

FN^4/CF over Ct/Cf Full Load

y = 0.2162x + 1.5682
R = 0.9982

Fn^4/Cf

4.0
3.0
2.0
1.0
0.0

10

Ct/Cf

The full size required delivered driving force at any speed for which a resistance was measured in the
towing tank can be calculated by dividing the given resistance by the efficiency as a percentage of 1 (in
this case 0.55).
=

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University
=

67.7
0.55

= 98.2

For example, for the top speed tested of 14.5m/s at full load, the total resistance at full size was calculated
to be 67.7 kN. Given the overall propulsive system efficiency of 55%, this yields a required delivered
driving force of 98.2 kN. This number is then divided by the full size speed for that resistance, in this
case, 14.5, yielding a result of 1424.5 kW total delivered driving force required to move the boat at
14.5m/s in a full load condition. (Ref. Appendix )

@ 14.5/ =

@ 14.5/ =

98.2
14.5 /

@ 14.5/ = 1424.5

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University
3.0 Results
Full Size Speed vs. Full Size Drag Results @ Full Load (Figure 1)
Speedfs
2.455
2.847
3.199
3.608
3.981
4.357
4.728
5.333
5.940
6.535
7.170
7.821
8.470
9.168
9.849
10.581
11.297
12.053
12.835
13.688
14.462

Cwfs
0.000229
0.000583
0.001140
0.001416
0.001503
0.002429
0.003010
0.005284
0.008062
0.010145
0.010258
0.009351
0.007860
0.006701
0.005799
0.005099
0.004728
0.004461
0.004383
0.004090
0.003976

Rwfs
65
223
551
872
1127
2180
3181
7105
13448
20483
24931
27043
26655
26629
26593
26991
28529
30641
34141
36229
39310

Cffs
0.00239
0.00234
0.00230
0.00226
0.00222
0.00220
0.00217
0.00213
0.00210
0.00207
0.00204
0.00202
0.00199
0.00197
0.00195
0.00193
0.00191
0.00190
0.00188
0.00186
0.00185

Rffs
682.7
896.8
1112.6
1389.7
1667.3
1970.1
2291.6
2865.0
3498.6
4176.6
4960.9
5830.0
6760.2
7833.2
8949.4
10226
11552
13031
14650
16516
18297

Rvfs
1070.4
1406.2
1744.5
2179.0
2614.4
3089.1
3593.2
4492.3
5485.7
6549
7779
9141
10600
12282
14033
16035
18114
20433
22971
25897
28690

Rtfs
1135.6
1629.6
2295.9
3050.7
3741.1
5269.5
6773.9
11597.2
18933
27032
32710
36184
37255
38911
40626
43025
46643
51074
57113
62126
68000

Resistances Graphed @ Full Load Condition (Figure 2)

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University

Rf, Rv, & Rt / Froude Number


80000

Resistance (N)

70000
60000
50000
40000
30000
20000
10000
0

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Froude Number
Rf/Fn

Rv/Fn

Rt/Fn

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University
Full Size Speed vs. Full Size Drag Results @ Lightship (Figure 3)
Speedfs
2.053
2.455
2.835
3.199
3.610
3.981
4.353
4.721
5.333
5.941
6.534
7.169
7.816
8.470
9.156
9.849
10.573
11.282
12.057
12.854
13.633
14.512

Cwfs
0.00000
0.00019
0.00000
0.00078
0.00076
0.00148
0.00200
0.00278
0.00462
0.00749
0.00911
0.00923
0.00830
0.00715
0.00603
0.00528
0.00472
0.00423
0.00427
0.00419
0.00416
0.00406

Rwfs
Rnfs
0
53
0
378
466
1105
1788
2926
6209
12497
18379
22418
23976
24259
23889
24230
24972
25426
29331
32712
36527
40385

Cffs
0.002463
0.002395
0.002342
0.002299
0.002258
0.002225
0.002195
0.002169
0.002131
0.002097
0.002069
0.002041
0.002016
0.001993
0.001972
0.001951
0.001932
0.001915
0.001897
0.001881
0.001865
0.001850

Rffs
490.6
682.7
890.0
1112.6
1390.8
1666.7
1966.9
2285.8
2865.0
3500.0
4175.1
4959.7
5822.8
6761.2
7813.6
8949.4
10212
11523
13039
14691
16392
18416

Rvfs
727.6
1012.4
1319.9
1650.0
2062.6
2471.7
2917.0
3389.9
4248.8
5190.5
6191.7
7355.3
8635.2
10027
11588
13272
15145
17088
19337
21787
24309
27311

Rtfs
727.6
1066
1320
2028
2528
3577
4705
6316
10458
17687
24570
29773
32611
34286
35477
37502
40117
42515
48667
54499
60836
67696

Resistances Graphed @ Lightship Condition (Figure 4)

Rf, Rv, & Rt / Froude Number


80000

Resistance (N)

70000
60000
50000
40000
30000
20000
10000
0

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Froude Number
Rf/Fn

Rv/Fn

Rt/Fn

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University
Engine Power Required @ Speed (Figure 5)

Effective HP (kW) & Required HP (kW) / Speed Full Load


16
14

Speed (m/s)

12
10
8
6
4
2
0

200

400

600

800

1000

1200

1400

1600

Power Required (kW)


EHP/Speed

RHP/Speed

Chosen Engine (2x) Volvo Penta D9-575


Crankshaft Power @ max RPM: 423 kW
Dry Weight: 1075 kg
Max Torque @ 1700 RPM: 1955 Nm
Specific Fuel Consumption @ 2500 RPM: 212 g/kWh
Note: Values are per 1 engine
3.2 Discussions
The total full size resistances for full load and lightship conditions calculated using the ITTC 1978
method are relatively close in number. This simplified the task of choosing an engine for the boat
considering that at lightship, the vessel would not be moving significantly faster for a given engine speed.
The proper engines for the boat are twin Volvo Penta D9-575s. Upon examining the resistance humps and
hollows and allowing for a reasonable cruising speed of 10 m/s, it was determined that the required
delivered power would be around 600 kW. The D9-575s torque graph shows that a near maximum
torque measured at the crankshaft is achieved at 1500 RPM, a speed at which the engine produces 300
kW. Given two engines, the 600 kW power requirement is fulfilled. At wide open throttle, 2500 RPM, the
engine achieves a power rating of 423 kW, giving the laboratory-tested vessel a top speed of roughly 12
m/s. Simply put, this engine is the best suited for the task at hand in terms of where positive engine
performance characteristics coincide with positive hull performance characteristics. Considering the small
difference in total resistance at a given speed between full load and lightship conditions, the difference in
maximum speed achievable at lightship versus full load is negligible.

R&P
Upright Resistance of an NPL Hull

Adrian Van Benthuysen


Southampton Solent University

4.0 Conclusions
After testing the semi-displacement hull form in the Southampton Solent University towing tank, it can be
concluded that the ITTC 1978 method of scaling resistances is indeed reliable. That being said, it is
obviously incorrect that the difference between total resistance at lightship and total resistance at full load
is as small as it has been calculated to be. This is likely due to the fact that certain data points had to be
left out of the Prohaska plots calculating form factor in order to make the final total resistances valid. If
every point within a Ct/Cf value of 8 had been used, the full load form factor would have been relatively
far greater, and the lightship form factor would have been relatively far less. Using these un-corrected
form factors, the total resistance at lightship condition is actually greater than the total resistance at full
load, a calculation defeated by common sense. In no real-world situation should the total resistance at full
load be any less than the total resistance at lightship for a given hull form.
It is likely that the issue here was caused by incorrect readings measured by the Solent University towing
tank carriages instrumentation, an incorrect reading which is probably caused by the fact that at low
speeds, outside factors play a much more pronounced role in the total resistance measured by the
carriages equipment. These factors may be the resistance of the carriage wheels rolling down the tracks,
inconsistencies in carriage speed, the time the tank was allowed to settle between runs, etc.
For this reason, the data was deliberately skewed by removing individual results from the Prohaska plot
calculating form factor which are believed to have been sufficiently affected by outside factors. The
points for removal were chosen due to the positive impact that was found on the total measured resistance
(in the relationship of full load to lightship) once they were removed.
While this makes the data look right in the end, it does call into question the validity of the Prohaska plot
and the judgment of the engineer using that plot to calculate form factor. Ideally, the resistance of a hull
would be measured by an instrument that had no outside factors affecting the results. A constant
temperature, zero frictional losses in the carriage, constant and consistent carriage speed, and a
completely calm tank before each run are just some examples of the factors that would eliminate the need
for judgment by the engineer choosing points to eliminate from a Prohaska plot. As it stands, there is
obviously no ideal tank that can exist under these conditions. This, unfortunately, makes the Prohaska
plot, and therefore the results derived from form factor, subjective and prone to inaccuracies. While these
inaccuracies exist, any resistance calculated using a Prohaska plotted form factor is going to be a
subjective estimate at best.

R&P
Upright Resistance of an NPL Hull

5.0 Appendicies

1112.6
1389.7
1667.3
1970.1
2291.6

4492.3
5485.7
6549
7779
9141
10600
12282
14033
16035
18114
20433
22971
25897
28690

1744.5
2179.0
2614.4
3089.1
3593.2

11597.2
18933
27032
32710
36184
37255
38911
40626
43025
46643
51074
57113
62126
68000

2295.9
3050.7
3741.1
5269.5
6773.9

11.60
18.9
27.0
32.7
36.2
37.3
38.9
40.6
43.0
46.6
51.1
57.1
62.1
68.0

2.30
3.05
3.74
5.27
6.77

61.85
112.5
176.7
234.5
283.0
315.5
356.7
400.1
455.3
526.9
615.6
733.0
850.4
983.4

7.34
11.01
14.89
22.96
32.02

45753204 0.00234 896.8 1406.2 1629.6 1.63 4.64

39466029 0.00239 682.7 1070.4 1135.6 1.14 2.79

Rnfs

0.00230
0.00226
0.00222
0.00220
0.00217

2865.0
3498.6
4176.6
4960.9
5830.0
6760.2
7833.2
8949.4
10226
11552
13031
14650
16516
18297

16.8
27.5
39.2
47.4
52.5
54.0
56.4
58.9
62.4
67.6
74.1
82.8
90.1
98.6

3.33
4.42
5.42
7.64
9.82

89.68
163.1
256.1
340.1
410.3
457.5
517.3
580.2
660.1
764.1
892.6
1062.9
1233.1
1425.9

10.65
15.96
21.60
33.29
46.44

2.36 6.73

1.65 4.04

RtRQD PowerRQD

Appendix A: Full Load Results

0.000229 65

51417886
57991408
63992236
70028547
75985178

0.00213
0.00210
0.00207
0.00204
0.00202
0.00199
0.00197
0.00195
0.00193
0.00191
0.00190
0.00188
0.00186
0.00185

Fn^4/Cf

0.000583 223

Cwfs

551
872
1127
2180
3181

85717227
95469196
105035039
115238315
125703037
136128543
147355819
158299861
170064970
181581083
193719688
206294038
220008794
232438726

Froude N Fn^4

Run

0.4191 0.6572 0.0188 2.455

0.001140
0.001416
0.001503
0.002429
0.003010

7105
13448
20483
24931
27043
26655
26629
26593
26991
28529
30641
34141
36229
39310

PowerE

3.199
3.608
3.981
4.357
4.728

0.005284
0.008062
0.010145
0.010258
0.009351
0.007860
0.006701
0.005799
0.005099
0.004728
0.004461
0.004383
0.004090
0.003976

RtE

0.1594
0.2520
0.3257
0.6303
0.9194

5.333
5.940
6.535
7.170
7.821
8.470
9.168
9.849
10.581
11.297
12.053
12.835
13.688
14.462

0.5449 0.8544 0.0646 2.847

Rfm

1.0516
1.3030
1.5533
1.8247
2.1116

2.0538
3.8873
5.9209
7.2068
7.8173
7.7052
7.6975
7.6872
7.8022
8.2468
8.8574
9.8692
10.4726
11.3632

Rtfs

0.676 0.00820 1.613


0.6707
0.8310
0.9906
1.1637
1.3467

2.6202
3.1787
3.7731
4.4572
5.2117
6.0158
6.9395
7.8968
8.9878
10.1172
11.3726
12.7428
14.3174
15.8158

Rvfs

0.919 0.00830 1.687

Rtm

1.806
1.871
1.897
2.110
2.251
1.6710
2.0272
2.4063
2.8426
3.3238
3.8366
4.4257
5.0362
5.7320
6.4523
7.2530
8.1268
9.1310
10.0866

Rffs

0.00108 691839 0.005086 0.213


0.00866
0.00874
0.00867
0.00946
0.00992
2.797
3.486
4.029
4.103
3.920
3.576
3.307
3.094
2.929
2.846
2.789
2.782
2.715
2.695

Cffs

0.00196 802053 0.004920 0.398


1.211
1.555
1.879
2.455
3.031
0.01202
0.01465
0.01661
0.01660
0.01559
0.01400
0.01274
0.01176
0.01097
0.01053
0.01019
0.01004
0.00968
0.00951

Rwfs

0.652
1.083
1.640
2.398
3.381
4.674
7.066
9.694
11.66
13.03
13.72
14.64
15.58
16.79
18.36
20.23
22.61
24.79
27.18

Speedfs

LWLm

0.004795
0.004671
0.004573
0.004486
0.004409
5.616
8.836
13.20
19.49
28.08
39.24
54.73
73.92
99.85
131.4
172.4
224.4
293.8
369.9

Rwm

1.244 18.66 0.1815


901354
1016588
1121782
1227599
1332018
0.004299
0.004204
0.004123
0.004046
0.003976
0.003913
0.003853
0.003799
0.003746
0.003699
0.003653
0.003610
0.003566
0.003529

Rvm

Speedm
1.244 18.66 0.2104
0.00313
0.00506
0.00750
0.01075
0.01491
1502621
1673573
1841262
2020125
2203571
2386330
2583144
2774993
2981235
3183112
3395902
3616330
3856749
4074646

Ctm/Cfm

0.634
0.2364
0.2667
0.2943
0.3220
0.3494
0.02414
0.03715
0.05443
0.07886
0.1117
0.1536
0.2108
0.2808
0.3741
0.4861
0.6298
0.8099
1.0477
1.3053

Ctm

0.735
18.66
18.66
18.66
18.66
18.66
0.3942
0.4390
0.4830
0.5299
0.5781
0.6260
0.6776
0.7280
0.7821
0.8350
0.8908
0.9487
1.0117
1.0689

Cfm

1
1.244
1.244
1.244
1.244
1.244
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66

Rnm

2
0.826
0.932
1.028
1.125
1.221
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244

LWLfs

3
4
5
6
7
1.377
1.534
1.687
1.851
2.019
2.187
2.367
2.543
2.732
2.917
3.112
3.314
3.534
3.734

R&P
Upright Resistance of an NPL Hull

8
9
10
11
12
13
14
15
16
17
18
19
20
21

Adrian Van Benthuysen


Southampton Solent University

0.373 0.00648 1.222


0.8022
0.9946
1.2333
1.4686
1.7231

0.8458
1.7949
3.6125
5.3127
6.4804
6.9308
7.0125
6.9056
7.0043
7.2187
7.3500
8.4786
9.4560
10.559
11.674

0.0000
0.1094
0.1347
0.3194
0.5169

4.721
5.333
5.941
6.534
7.169
7.816
8.470
9.156
9.849
10.573
11.282
12.057
12.854
13.633
14.512

2.835
3.199
3.610
3.981
4.353

0.4191 0.6215 0.0155 2.455

0.3051 0.4525 0.0000 2.053

0.002776
0.004618
0.007489
0.009106
0.009226
0.008302
0.007152
0.006028
0.005283
0.004725
0.004225
0.004268
0.004187
0.004157
0.004056

0.000000
0.000782
0.000756
0.001475
0.001996

2926
6209
12497
18379
22418
23976
24259
23889
24230
24972
25426
29331
32712
36527
40385

0
378
466
1105
1788

0.000188 53

0.000000 0

75881844
85717227
95490360
105014497
115223375
125619001
136139125
147157244
158299861
169940472
181332086
193781937
206605284
219117385
233247966

45566456
51417886
58016308
63979164
69968165

0.002169
0.002131
0.002097
0.002069
0.002041
0.002016
0.001993
0.001972
0.001951
0.001932
0.001915
0.001897
0.001881
0.001865
0.001850

0.002342
0.002299
0.002258
0.002225
0.002195

2286
2865
3500
4175
4960
5823
6761
7814
8949
10212
11523
13039
14691
16392
18416

890
1113
1391
1667
1967

39466029 0.002395 683

32992106 0.002463 491

3390
4249
5190
6192
7355
8635
10027
11588
13272
15145
17088
19337
21787
24309
27311

1320
1650
2063
2472
2917

Rvfs

1320
2028
2528
3577
4705

728

Rtfs

6.32
10.5
17.7
24.6
29.8
32.6
34.3
35.5
37.5
40.1
42.5
48.7
54.5
60.8
67.7

1.32
2.03
2.53
3.58
4.70

29.82
55.77
105.1
160.5
213.4
254.9
290.4
324.8
369.4
424.2
479.6
586.8
700.6
829.4
982.4

3.742
6.489
9.127
14.24
20.48

1012 1066 1.07 2.617

728

6316
10458
17687
24570
29773
32611
34286
35477
37502
40117
42515
48667
54499
60836
67696

0.73 1.493

9.16
15.2
25.6
35.6
43.2
47.3
49.7
51.4
54.4
58.2
61.6
70.6
79.0
88.2
98.2

1.91
2.94
3.67
5.19
6.82

43.24
80.87
152.4
232.8
309.5
369.6
421.1
471.0
535.6
615.0
695.5
850.8
1016
1203
1424

5.426
9.409
13.23
20.64
29.70

1.55 3.795

1.05 2.166

RtE PowerE RtRQD PowerRQD

Appendix B: Lightship Results

0.637 0.00773 1.520


0.5410
0.6707
0.8316
0.9903
1.1619

1.9922
2.4781
3.0075
3.5673
4.2146
4.9232
5.6905
6.5474
7.4687
8.4893
9.5450
10.762
12.085
13.442
15.053

Rffs

1.453
1.646
1.645
1.806
1.928
1.3434
1.6710
2.0280
2.4055
2.8420
3.3198
3.8371
4.4149
5.0362
5.7244
6.4363
7.2572
8.1490
9.0641
10.150

Cffs

0.00053 578351 0.005299 0.100


0.00716
0.00789
0.00768
0.00826
0.00865
2.113
2.557
3.264
3.692
3.763
3.571
3.311
3.047
2.874
2.744
2.625
2.651
2.643
2.648
2.633

Rwfs Rnfs

0.00108 691839 0.005086 0.213


0.786
1.104
1.368
1.788
2.240
0.00932
0.01099
0.01372
0.01522
0.01523
0.01420
0.01296
0.01174
0.01092
0.01028
0.00971
0.00969
0.00954
0.00945
0.00929

Speedfs Cwfs

0.391
0.652
1.085
1.639
2.389
2.838
4.273
6.620
8.880
10.70
11.85
12.70
13.45
14.47
15.71
16.90
19.24
21.54
24.00
26.73

Rwm

0.004925
0.004795
0.004670
0.004573
0.004486
3.362
5.616
8.844
13.19
19.48
28.00
39.25
54.42
73.92
99.54
130.7
172.6
225.8
288.9
375.3

Rvm

1.244 18.66 0.1517


798779
901354
1017025
1121553
1226540
0.004410
0.004299
0.004204
0.004123
0.004046
0.003977
0.003913
0.003854
0.003799
0.003747
0.003700
0.003653
0.003609
0.003568
0.003527

Ctm/Cfm Rfm

1.244 18.66 0.1815


0.00193
0.00313
0.00507
0.00749
0.01072
1330207
1502621
1673944
1840902
2019863
2202098
2386516
2579663
2774993
2979053
3178747
3396993
3621786
3841123
4088832

Ctm

0.530
0.2095
0.2364
0.2668
0.2942
0.3218
0.01483
0.02414
0.03718
0.05439
0.07882
0.11135
0.15361
0.20971
0.28081
0.37297
0.48349
0.63058
0.81480
1.03084
1.32360

Fn^4/Cf Rtm

0.634
18.66
18.66
18.66
18.66
18.66
0.3489
0.3942
0.4391
0.4829
0.5299
0.5777
0.6260
0.6767
0.7280
0.7815
0.8339
0.8911
0.9501
1.0076
1.0726

Cfm

0
1.244
1.244
1.244
1.244
1.244
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66
18.66

Rnm

0.732
0.826
0.932
1.028
1.124
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244
1.244

Run Speedm LWLm LWLfs Froude Nm Fn^4

2
3
4
5
6

1.219
1.377
1.534
1.687
1.851
2.018
2.187
2.364
2.543
2.730
2.913
3.113
3.319
3.520
3.747

R&P
Upright Resistance of an NPL Hull

7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

Adrian Van Benthuysen


Southampton Solent University

Adrian Van Benthuysen


Southampton Solent University
6.0 References

1. Giles Barkley (2014). Resistance & Propulsion. Southampton.

R&P
Upright Resistance of an NPL Hull

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