and development ce--etc iiiiiiiiii19. k(ey words (continue on reverse side if necessary and identify...
TRANSCRIPT
r/ A0-AU97 930 DAVID W TAYLOR NAVAL SHIP RESEARCH AND DEVELOPMENT CE--ETC F/6 20/VMEASUREMENTS OF THE EFFECT OF TRIM ON THE NOMINAL WAKE OF THE N--ETCIU)
IMAR BI M B WI LSON, G A HA MPTONUNCLASSIFIED DTNSRDC/ PD1O544-19 ML2 flfflfllflfflfllflfI iiIIIIIIIIIIIIIIIIIIIIIIIEIIEIIEIIIEEEIIIEIIIIEI-
ImEE.....
Ln DAVID W. TAYLOR NAVAL SHIPRESEARCH AND DEVELOPMENT CENTER
Bthoes. Maryland 2008
AD A 0 9,7 9 3 r
MEASUREMENTS OF THE EFFECT OF TRIM ON
THE NOMINAL WAK- OF THE NAVAL
AUXILIARY OILER AO-177
by
Michael B. Wilson
6ary A. Hampton
z
04
-, A, .- o tY
4.
00 *.
March 1981 DTNSRD/SP-541
CINFD e 2Marc 491DNRCSD'54iw "w"I51 4 20 034
MAJOR DTNSRDC ORGANIZATIONAL COMPONENTS
S DTNSRDC
COMMANDER0
TECHNICAL DIRECTOR01
OFFICER IN-CHARGE OFFICER IN CHARGECARDE ROCK ANNAPOLIS
SYSTEMS
DEVELOPMENT
DEPARTMENT
SHIP PERFORMANCE AVIATION ANDI DEPARTMENT SURFACE VFFECTSD 15 DEPARTMENT 16
SR R COMPUTATION,
STRUCTURES MATHEMATICS AND
_ _ _R_ __17 LOGISTICS DEPARTMENT
18
[SHIP ACOUSTICS PROPULSION AND
DEPARTMENT AUXILIARY SYSTEMS19 DEPARTMENT 27
SIP WATERIALS 1CENTRALIEN INEERING INSTRUMENTATION
DEr kRTMENT 28 DEPARTMENT 2929b
DISCLAIMER NOTICE
THIS DOCUMENT IS BEST QUALITYPRACTICABLE. THE COPY FURNISHEDTO DTIC CONTAINED A SIGNIFICANTNUMBER OF PAGES WHICH DO NOTREPRODUCE LEGIBLY.
I
UNCLASSIFIED
--ECUNlTY CLASSIFICATION OF THIS PAGE (When Date Entered)
REPOT DCUMNTATON AGEREAD INSTRUCTIONS______ REPORT___DOCUMENTATION ____PAGE_ BEFORECOMPLETINGFORM
I. DTNS1-C/SPD-,5VT-ACCESSION No. 3. RECIPIENT'S CATALOG NUMBER
4TITLEJto SulUfp 5. TYPE OF~ REPORT & PERIOD COVEREDASUREMENTS OF THE -EFETOFTRIM ON THE
NOMINAL WAKE OF THEIVN-VAL AUXIrIARY OILER Ad-l7. p nl~~ t6. PERFORMM ofte. RLP"R? "NDMER
7. HO~a IIdI. CONTRACT OR GRANT NUM99R~s)
9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT PROJECT, TASKDavi Talor ava Shp R& CeterAREA I WORK( UNIT NUMBERSDavi Talor ava Shp R& CeterAppropriition: SCN
Ship Performance Department Work Unit 1-1532-100Bethesda, Md. 20084
II. CONTROLLING OFFICE NAME AND ADDRESS 1,RP"DT
Naval Sea Systems Command iMrh18Washington, D.C. 20362 1,,4MLA AE
IC. MONITORING AGENCY NAME & ADDRESS(If different from, Controling Office) IS.AS . (of this report)
UNCLASSI FIED
15a. DECLASSIFICATION/DOWNGIADINGSCHiEDULE
16. DISTRIBUTION STATEMENT (of tis Report)
DISTRIBUTION UNLIMITED: APPROVED FOR PUBLIC RELEASE
17. DISTRIBUTION STATEMENT (of the abstract entered In Block 20, if different from Report)
III. SUPPLEMENTARY NOTES
19. K(EY WORDS (Continue on reverse side if necessary and Identify by block nL~uber)
Wake Survey, Wake Velocities, Wake Harmonics, Effect of Trim
20. ABSTRACT rContinue on reverse sid. If necessery and Identify by block number)
Wake survey measurements of the nominal wake behind the AO-177 hull havebeen obtained from model experiments and are presented for cases Involving trimvariations and a slight change in displacement. Extensive tables and plots ofthe basic wake data display the three velocity component dIstributions,summries ofuseful averaged wake quantities, and distributions of wakeIharmonics. Radial distributions of a wake steepness parameter are compared forthe various trim conditions, and it appears that any difficulties pro duced by ~
DD I2 1473 EDTN O2.F I O69 S 1 L UNCLASSTFTED 27' /SECURITY CLASSIFICATION Of THIS PAGE (Whem Dole uar
UNCLASSIFIED
SECURITY CLASSIFICATION OF THIS PAGE (When Date Enttered)
the ship wake are not introduced by the expected changes in trim.
SECUMITY CLASSIFICATION4 0FT41 MAGEfWhon Data Entered)
TABLE OF CONTENTS
Page
LIST OF FIGURES................................................................. iii
LIST OF TABLES.................................................................. vii
NOTATION................................................................... ..... ix
ABSTRACT......................................................................... 1I
ADMINISTRATIVE INFORMATION....................................................... 1
INTRODUCTION..................................................................... 1
PROCL')URE........................................................................ 3
RESULTS AND DISCUSSION........................................................... 4
CONCLUSIONS...................................................................... 8
ACKNOWLEDGMENTS.................................................................. 8
REFERENCES....................................................................... 9
APPENDIX A- RESULTS OF EXPERIMENT 1............................................ 27
APPENDIX B- RESULTS OF EXPERIMENT 2......................................... 4
APPENDIX C RESULTS OF EXPERIMENT 3......................................... 5
APPENDIX D- RESULTS OF EXPERIMENT 4............................................ 75
LIST OF FIGURES
1 - AO-177 Wake Rake Pitot Tube Location in Relation to the21-Foot (6.4 m) Design Propeller............................................ 10
2 - AO-177 Stern Body Plan with Test Radii..................................... 11
3 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios-Radius Ratio = 0.359, Composite of Experiments2, 3, and 4.................................................................. 12
4 - Circumferential Distribution of the Longitudino'l,Tangential and Rqdial Velocity Component Ratios-Radius Ratio = 0.556, Composite of Experiments2, 3, and 4.................................................................. 13
Page
5 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -
Radius Ratio = 0.774, Composite of Experiments2, 3, and 4 ........................................................... 14
6 - Circumferential Distribution of the LongitudinalTangential and Radial Velocity Component Ratios -
Radius Ratio = 1.017, Composite of Experiments2, 3, a i.1 4 ........................................................... 15
7 -Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -
Radius Ratio = 1.178, Composite of Experiments2, 3, and 4 ........................................................... 16
8 - Radial Distribution of the Mean Velocity ComponentRatios, Composite of Fxperiments 2, 3, and 4Displacement 26,390 Tons (26,810 tonnes) ................................. 17
9 - Radial Distribution of the Mean Advance Angle andthe Maximum Variations of the Advance Angle forModel 5326, Composite of Experiments 2, 3, and4 Displacement 26,390 Tons (26,810 tonnes) ................................ 18
10 - Radial Distributions of the Harmonic Amplitudes(Vx/V) of the Longitudinal Velocity Componentfor N=T through 3 ..................................................... 19
11 - Radial Ditributions of tihe Harmonic Amplitudes(x/V)N of the Longitudinal Velocity Componentfor N=4 through 8 ..................................................... 20
12 - Radial Distributions of the Harmonic Amplitudes(17,/V)N of the Tangential Velocity Componentfor N=l through 4 ..................................................... 21
13 - Radial Distributions of the Harmonic Amplitudes(VT/V)N of the Tangential Velocity Componentfor N=5 through 8 ..................................................... 22
14 - Contour Plot of the Longitudinal ComponentIso-Wake w = (1-Vx/V) for the AO-177(Model 5326) ............................................................... 23
15 - Radial Distribution of the Wake GradientParameter for Three Trim Conditions ....................................... 24
Al - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -
Radius Ratio = 0.359, Experiment I ........................................ 28
iv
Page
A2 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.556, Experiment 1 ......................................... 29
A3 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.774, Experiment 1 ..................................... 30
A4 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 1.017, Experiment 1 ..................................... 31
A5 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios - 32Radius Ratio = 1.178, Experiment 1 .....................................
A6 - Radial Distribution of the Mean Velocity ComponentRatios, Experiment 1 ................................................... 33
A7 - Radial Distribution of the Mean Advance Angle andthe Maximum Variations of the Advance Angle forModel 5326, Experiment 1 ............................................... 34
BI - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -
Radius Ratio = 0.359, Experiment 2 ..................................... 44
B2 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.556, Experiment 2 ..................................... 45
B3 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.774, Experiment 2 ..................................... 46
B4 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 1.017, Experiment 2 ..................................... 47
B5 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 1.178, Experiment 2 ..................................... 4F
B6 - Radial Distribution of the Mean Velocity ComponentRatios, Experiment 2 ................................................... 49
B7 - Radial Distribution of the Mean Advance Angle and theMaximum Variations of the Advance Angle for Model5326, Experiment 2 ..................................................... 50
V
Page
Cl - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.359, Experiment 3 .................................... 60
C2 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.556, Experiment 3 .......................................... 61
C3 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.774, Experiment 3 ........................................ 62
C4 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 1.017, Experiment 3 ........................................ 63
C5 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -
Radius Ratio = 1.178, Experiment 3 ........................................ 64
C6 - Radial Distribution of the Mean Velocity ComponentRatios, Experiment 3 .................................................. 65
C7 - Radial Distribution of the Mean Advance Angle andthe Maximum Variations of the Advance Angle forModel 5326, Experiment 3 ................................................... 66
O1 - Circumferential Distribution of the Longitudinal,Tangential and Rddial Velocity Component Ratios -
Radius Ratio = 0.359, Experiment 4 .................................... 70
D2 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.556, Experiment 4 ........................................ 77
D3 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 0.774, Experiment 4 ........................................ 78
D4 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios -Radius Ratio = 1.017, Experiment 4 ........................................ .7(
D5 - Circumferential Distribution of the Longitudinal,Tangential and Radial Velocity Component Ratios - I
Radius Ratio = 1.178, Experiment 4 .................................... 80
D6 - Radial Distribution of the Mean Velocity ComponentRatios, Experiment 4 .................................................. 81
vi
Page
D7 - Radial Distribution of the Mean Advance Angle and
the Maximum Variations of the Advance Angle for
Model 5326, Experiment 4 .............................................. 82
LIST OF TABLES
1 - Comparison of the Mean Velocity Component Ratios and
other Derived Quantities for Experiment 21 (May 25
1974) and Experiment 1 (August 1980) ..................................
2 - Comparison of the Mean Velocity Component Ratios and
other Derived Quantities for Experiments 2, 3, and
4, Displacement 26,390 Tons (26,810 tonnes) .............................. 26
Al - Listing of the Mean Velocity Component Ratios, the
Mean Advance Angles and other Derived Quantities,
Experiment 1 .......................................................... 35
A2 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at the Experimental Radii, Experiment 1 ........................... 36
A3 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at Interpolated Radii, Experiment 1 ............................... 37
A4 - Harmonic Analyses of Tangential Velocity ComponentRatios at the Experimental Radii, Experiment 1 ........................... 38
A5 - Harmonic Analyses of Tangential Velocity Component
Ratios at the Interpolated Radii, Experiment 1 ........................... 39
A6 - Input Data for Wake Survey Analyses, Experiment I ........................ 40
Bl - Listing of the Mean Velocity Component Ratios, theMean Advance Angles and other Derived Quantities,
Experiment 2 ... .. .................................................... 51
B2 - Harmonic Analyses of Longitudinal Velocity ComponentRatios at the Experimental Radii, Experiment 2 ........................
B3 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at Interpolated Radii, Experiment 2 ............................... 53
B4 - Harmonic Analyses of Tangential Velocity Component
Ratios at the Experimental Radii, Experiment 2 ........................... 54
55 - Harmonic Analyses of Tangential Velocity Component
Ratios at the Interpolated Radii, Experiment 2 ........................... 55
B6 - Input Data for Wake Survey Analyses, Experiment 2 ........................ 56
vii
P'age
C1 - Listing of the Mean Velocity Component Ratios, tile
Mean Advance Angles and Other Derived Quantities,
Experiment 3 . .......................................................... 67
C2 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at the Experimental Radii, Experiment 3 ........................... 68
C3 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at Interpolated Radii, Experiment 3 ............................... 69
C4 - Harmonic Analyses of Tangential Velocity Component
Ratios at the Experimental Radii, Experiment 3 ............................ 70
C5 - Harmonic Analyses of Tangential Velocity ComponentRatios at the Interpolated Radii, Experiment 3 ............................ 71
C6 - input Data for Wake Survey Analyses, Experiment 3 ........................ 72
DI - Listing of the Mean Velocity Component Ratios, the
Mean Advance Angles and Other Derived Quantities,
Experiment 4 .......................................................... 83
D2 - Harmonic Analyses of Longitudinal Velocity Component
Ratios at the Experimental Radii, Experiment 4 ........................... 84
D3 - Harmonic Analyses of Longitudinal Velocity ComponentRatios at Interpolated Radii, Experiment 4 ............................... 85
)4 - Harmonic Analyses ot Tangential Velocity Component
Ratios at the Experimental Radii, Experiment 4 ............................. 80
D5 - Harmonic Analyses of Tangential Velocity Component
Ratios at the interpolated Radii, Experiment 4 ........................... 87
1)6 - input Data for Wake Survey Analyses, Experiment 4 ........................ 88
viii
NOTATION
Conventional Symbol Used on Definition Units*
Symbol Computer Plots
A COS COEFF Cosine coefficient of the Nth -
harmonic
BN SIN COEFF Sine coefficient of the Nth _harmonic
CB Block coefficient
C P Prismatic coefficient
CX Maximum section area coefficient -
D Propeller diameter L
G W Wake gradient parameter
J JV Apparent advance coefficientV ~Jv=V/nD
N N Harmonic number
n Propeller rate of revolution(rps) Rev/T
r/R or x RAD Radial distance (r) from pro-
peller axis expressed as ratioto propeller radius
rhub Hub radius L
R Propeller radius L
Ship displacement volume i3
V Ship or model velocity L/T(free stream)
V R(x,) VR Radial component of fluid L/Tvelocity at a given point
V (x) Circumferential average LITR radial velocity component
M mass; L length; T time.
ix
Conventional Symbol Used on Definition UnitsSymbol Computer Plots
V R (x, )/V VR/V Radial velocity ratio
RR(x)/V VRBAR Average radial v.elocity ratio
VT(X,(,) VT Tangential component of the L/Tfluid velocity' at a givenpoint
VT(x) Circumferential average L/Ttangential velocitycomponent
V (X,')/v VT/V Tangential velocity ratioT
V T(x)/V VTBAR Average tangential velocity ratio -
T()/V)N AMPLITUDE Amplittde (BN for single-screw symmetric; C N otherwise)cf Nth harmonic of tangentialvelocity component ratio
Vx(X,2-) VX Longitudinal component of L/Tfluid velocity at a given
point (parallel to propelleraxis)
V xX) Circumferentiil average L/D
velocity component
V (x,,I)/V VX/V Axial velocity ratiox
V x(X)/V VXBAR Average axial. velocity ratio
(x)/V)N APLITUDE Amplitude (AN. for single-screw symmetric; CN otherwise)of Nth harmonic of longitudinalvelocity component ratio
VX (x,=) x (x ,) - VT (x,',)tan .- ) (I/Tc longitudinal velocitr component
corrected for Langentialvelocity
Number of propeller bjades -
x
Conventional Symbol Used on Definition UnitsSymbol Computer Plots
N PHASE ANGLE Phase angle of the Nth harmonic deg
l-w x(r/R) l-WX Volumetric mean velocity ratio -
corrected for tangential velocityT r/R
2 r (VXc(X)/V)xdx
rhhub/Rl-X = (r/R) 2_ (rhub /R) 2
where V (x)/V =
c
VV21T dO
0
1-wx) 1-WVX Volumetric mean velocity ratiowithout tangential velocity
correction
r/R
2J(V(x)/V)xdx
hub/Rl-wvx2 2
(r/R) - (r hub/R)
S(x,O) Advance angle for a given point degin flow
(x) BBAR Circumferential average advance deg
angle
+Aa BPOS Variation of maximum advance degangle from the mean value(see sketch)
-A1U BNEG Variation of the minimum advance degangle from the mean value (seesketch)
xi
Conventional Symbol Used on Definition Units
Symbol Computer Plots _ _
ANGLE Position angle of point in wake deg
field, measured positive counter-
clockwise from 12 o'clock, looking
forward
PIc't c'
ITV ..i PropC~cr
VELOCITY DIAGRAM OF BETA ANGLES
xii
ABSTRACT
Wake survey measurements of the nominal wake behind
the AO-177 hull have been obtained from model experiments
and are presented for cases involving trim variations and
a slight change in displacement. Extensive tables and
plots of the basic wake data display the three velocity
component distributions, summaries of useful averaged wakequantities, and distributions of wake harmonics. Radial
distributions of a wake steepness parameter are compared
ior the various trim conditions, and it appears that any
difficulties produced by the ship wake are not introduced
by the expected changes in trim.
ADMINISTRATIVE INFORMATION
This work was funded under Naval Sea Systems Command (NAVSEA) Work Request
Number OH738, Ship Performance Department Work Unit Number 1532-100.
INTRODUCTION
The AO-177 Class Naval Auxiliary Oiler is a single-screw, finely-shaped oil
tanker equipped with a seven-bladed, 45-degree skewed propeller operating behind a
conventional clearwater stern arrangement. Some of its principal particulars are
given below.
Particulars of the AO-177
U.S. Customary S.I.
Waterline Length, LWL 560.5 ft 170.8 m
Beam 88 ft 26.8 m
Mean Draft (Design) 32.5 ft 9.9 m
Mean Draft (Trial) 31.5 ft 9.6 m
Displacement (Design) 27,380 Tons 27,820 tonnes
Displacement (Trial) 26,390 Tons 26,810 tonnes
Propeller Diameter, D 21 ft 6.4 m
Vertical Tip Clearance, a 6.12 ft 1.865 mz
Horizontal Tip Clearance, a 11.4 ft 3.48 mXt
Full Power Speed, V 21.5 knots
Particulars of the AO-177 (Continued)
Form Coefficients Based on L L:
CB = 0.605
Cp = 0.b2
Cx = 0.975
-VILL = 5.24 x 10WI.
On Builders Trials conducted in July 1980 with the first of thi (las A-1 -7;
there were experienced serious levels of airborne noise, traces o propeller hl.,dt
Scavitation erosion with bent trailing edge, and some unpleasant localized srut tur.i,
vibration levels. It is likely that all Lhese problems can he traced in ont. wa,, ,r
another to the characteristics of fluctuating cavitit- that appi;ar near the prU ,
blade tips as each blade passes through thl. large wakc -hadow behi nd the houI
centered about the 12 o'clock position of the propIll .r disc. ihe do.tail s of tbi
wake are important to understand ing th sour:t i ,1 .in. p ri,, c I I k r ic d i fiL ii
As best as can be dtrmined, the ifiitia] trial w.) s rin in I how-dowin trim
condition that differed somewhat from the design t,,ndit ion. It co.ld ut ht
e-,tima ',l with assur.:nc just what the elt eits .,i tri% wcrc ,it til,, wake distribu-
Lioll o1 thi ship, so thL' experiments describtd ill til I1(1-l t si-ri pertlormed to
,,st ibi ' s 1 what ch l ges we rc itt rodiicu d .L-pIICr.t i,,n i ti ,.t :I (t+, d rit i i tIlt
tril, ,i nd also to estibl ish .111' trend -111 i 1- r .:, , ,
t ioln.the estimated trial displacement (i, 20, 3) 0 - (.b,.li) t, - '..
percent ot the original full load design value. NelIIt iV ' n -i [ itI t i I I
away from the design condition, can be del itd ini i rm> , I , - il i l sed h c i . ,
length ivetween perpendiculars and the ditferinct, in tr im.
Trim iudit ion I ic it i v
Design 1.5 ft (0.457 ll) x "t t1
Trial (Est imated) I .0 t ((. 30)5 m) x l,1, ,).
Extreme Trim Cast 3.5 t(I .067 m) \ I, I. '.' ac
PROCEDURE
Wake survey experiments were conducted in the deep water basin of Carriage 2
using David W. Taylor Naval Ship Research and Development Center (DTNSRDC) Model
5326 which represents the AO-177 hull with a linear scale ratio of A = 25.682. The
model was run with the bilge keels attached, but vith the rudder removed to
accommodate the wake survey probe.
The three velocity components ot the wake velocity were obtained with DTNSRDC
pitot tube rake Number 8 connected to a bank of differential pressure transducers.
This rake consists of five, 5-hole spherically-headed pitot tubes mounted on a foil
shaped housing. The tips of the pitot tubes were located at a nominal propeller
plane taken as 4.62 ft (1.408 m) att of Station 19.5 full-scale, corresponding to
the location of tile plane of the original wake survey reported by Renucrs and
iendrican. 1 As indicated in Figure 1, tile experimental wake plane is 1.12 ft
(0.3414 rr) aft full-scale of the propeller ref rence plane, and happens to pass
through the leading edge of the propeller swept outline at a radius of about 0.75R.
Some details of the propeller geometry for DTNSRDC Propeller Number 4677 are given
by Hendrican and Remmners 2 and Valentine and Chase.3
The radial locations of the pitot tubes are of course fixed on the model
apparatus, and are expressed nondimensionallv as radius ratios r/R, given for full-
stale propeller diameters of 21 tt (6.4 m) and 23 it (7.01 m) in the following
tab ic.
Radius Ratios, rR
1)-21 ft (6.4 m) 1)=23 ft (7.01 m)
Tube 1 0.359 0.328
Tube 2 0.556 0.508
Tube 3 0.774 0.707
Tube 4 1.017 0.929
Tube 5 1.178 1.070
The radius ratios for the 23 ft (7.01 m) diameter are useful for "ertain
comparisons that overlap with tie original AO wake sUrvev results of Re ferenck-
References are listed on Page 9.
However, the final design propeller installed on the ship has a diameter of 21 ft
(6.4 m), and all the new wake data have been analyzed on that basis. The radial
positions of the pitot tube locations and relative position of the 21 ft (6.4 m)
propeller disc with respect to the afterbody hull sections are shown in Figure 2.
Certain other definitions and conventions are also presented in Figure 2. When
viewed looking forward, the angle e is measured positive counterclockwise, with zero
at 12 o'clock. The tangential and radial velocity components, VT and VR respectively,
are taken as shown in Figure 2 to agree with the convention described by Hadler and4
Cheng.
The shape of the pitot tube rake is such that the trim of the model could be
altered by forces generated on the rake in various angular positions. In order to
maintain tile natural trim the same throughout each survey, the model was first towed
free to trim with the rake in the zero degree position for each experimental
condition at a speed corresponding to the ship speed of 20 knots. The model was
then locked in trim for that particular experiment.
Five wake survey experiments reported on here correspond to a ship speed of
20 knots and the following ship conditions of displacmeent and trim.
Date Experiment Displacement Trim
No. (Tons) (tonnes) (ft) (m)
May 1974 21 27,380 27,820 1.5 0.457 x Stern
Aug 199 0 27,380 27,820 1.5 0.457 x Stern
Aug 1980 2 26,390 26,810 1.5 0.457 x Stern
Aug 1980 3 26,390 26,810 1.0 0.305 x Bow
Aug 1980 4 26,390 26,810 3.5 1.067 x Bow
The new data presented in this report are for the latter four cases (Experiments 1
through 4).
The model basin water temperature was constant throughout the test period at
74 deg Fahrenheit (23 deg Celsius).
RESULTS AND DISCUSSION
Results of the individual wake experiments are presented in both graphical and
tabular form in Appendices A throupih D for the results of Experiments 1 through 4.
respect ivelv. In each appei dix, the plotted data for the three , Ilocitv component
ratios are given in the first five figures. Two add it iona I figures i11 each
append ix show the radial di st r ibut ions of the mean vel oc i ty 0 Component rat io s and the
4
advance angles. Five of the tables of each appendix present summary information on
the several averaged velocity component ratios, advance angles, and the results of
harmonic analysis for the longitudinal and tangential velocity components. The
final table in each appendix presents the measured data for the three velocity
component ratios at the experimental radius ratios. All the interpolated results
in the appendices have been based on propeller diameter D=21 ft (6.4 m).
To confirm and also to establish a basis on which to correlate the wake survey
data, Experiment 1 (August 1980) of the present series was performed with the same
condition as Experiment 21 (May 1974) reported in Reference I. A comparison between
some results of these two experiments at a condition representing a full-scale
displacement of 27,380 Tons (27,820 tonnes) and 1.5 ft (0.457 m) trim by the
stern is given in Table I on the basis of propeller diameter D=23 ft (7.01 m). The
repeatability of magnitudes of the various averaged wake quantities in the outer
half of the propeller disc ranges from I to 3 percent for V X/V and 0.2 to 2 percent
for 1-wX , At the innermost measurement radius, the repeatability degrades to plus
or minus 6 to 8 percent for those same quantities.
The effects of trim may be displayed in several ways. Table 2 summarizes the
averaged velocity ratios and other derived wake characteristics for tile results of
Experiments 2, 3, and 4 pertaining to a full-scale displacement of 26,390 lons
(26,810 tonnes). Plotted data for the detailed trim comparison of the three
velocity componPnt ratios versus the position angle " are given in Figures 3 through
7. Figure 8 is a composite graph of the radial distributions of tile several
averaged velocity component ratios. Figure 9 shows comparisons of the radial
distributions of the advance angles.
In general, it appears that the influence )f trim-by-tlie-bow is to deepen the
wake shadow very slightly, noticeable only at tile inner radii. That is, the V X/V
ratios near the 12 o'clock position in the wake field ar, decreased svst,.at lea] lv
as the trim is changed from 1.5 ft (0.457 m) by the stern to 3.5 ft (1.067 m) hv
the bow. At the middle and outer radii (r/R = 0.774 and outward) the velocitv
patterns for V X/V at the different trims become indistinguishable. These trends irc
reflected in the slight decreases in the circumftrential ivarigc ve loit v ratio
V X/V and the volumetric mean velocity ratlo 1-w withi incre.lsing,, trim-b%'-thc-,how.
The effect on the magnitudes of both V X/V and 1-wX ranges t rm bouti t 7 t,, 8 pti, cot
decrease at the innermost radius to about 2 percent d ,rc, ~c ;it tki ouit k , m st r. id i
in Figure 9, the effect of trim on mean angle of advance 3 is negligible even
at the inner radius ratios. The variations of minimum and maximum advance angles
from the mean, -AS and +AS, indicate that increasing trim-by-the-bow tends to
exaggerate slightly the deviations of advance angle on the negative side. Qualita-
tively, this indicates that increasing bow down trim produces slight increases in
the mean foil section angles of attack, so that suction side cavitation would be
slightly exaggerated as well. Quantitatively, the effect is very small, and is
confined to the inner radii of the propeller disc.
It is interesting to try to discern any effect of trim on the wake harmonics.
Figures 10 and 11 contain a series of composite plots for the harmonics N=l through
8, ;howing the radial distributions of harmonic amplitudes for the longitudinal
velocity component V x/V. Figures 12 and 13 contain the same series of comparisons
for the tangential velocity component V T/V. This presentation is useful for
displaying the harmonic amplitude as well as the location of changes of phase angle
(where the amplitude curve crosses zero). From these graphs, the measurable
influence of trim on the harmonic amplitudes is only slight, and confined to the
lower harmonic orders.
For the case of the longitudinal velocity component harmonics (Figures 10 and
1I), there is a slight increase in the magnitude of the harmonic amplitude with
increasing bow-down trim, at the inner radii (r/R , 0.6) for the orders N=I and 2.
This is ruvcrscd foL N=J, and appears mixed for the higher orders. This is con-
sistent with the slight deepening of the V /V velocity defect at the inner radiixthat was noted previously.
For the case of the tangential velocitv component harmonics (Figures 12 and
13), the eftect of increasing bow-down trim is to reduce the harmonic amplitude at
the inner radii for N=I. The higher harmonic orders show no particular effect of
t r i m.
In general terms, the wake of the AO-t77 has a definite spike-like character,
with a deep velocity defect and rather steep velocity gradients centered about the
12 o'clock position. These are prominent featurts evident in Figure 14 which
Is an iso-wake contour plot corresponding to the trial condition of 26,390
Ions (26,810 tonnes) displacement and 1 it (0.305 in) trim by the bow. One measure
ot the relative steepness of suchI a wake has been suggested by t)dabasi and5
Fitzsimmons, who have defined .a parameter describing the io al wake gradient per
unit axial velocity at a given radius.
6)
I dw/dlG -- R 1-w
where the local circumferential wake slope is dw/d0, 0 is in radians, and w is
the local wake.
It has been proposed in Reference 5, as part of a complete wake criterion for
avoiding problems with cavitation-induced pressure fluctuations, that the wake
gradient parameter should satisfy
GW < 1.0
inside the angular interval 0B ( eB to either side of the 12 o'clock position), and
for radii ranging from 0.7R to 1.15R. The angular interval 0B in degrees depends on
the number of propeller blades
6=360B Z
so for the seven-bladed AO propeller, 0, = 61.4 degrees. This criterion is
supposed to be based in part on wake data from model experiments of ships with
known propeller-excited vibration problems. The complete wake assessment scheme of
Reference 5 has become known as the British Ship Research Association (BSRA) wake
quality criterion, and although it has been widely quoted, there is as yet
relatively little published evidence on how well it works. Only the wake gradient
part of it is conisdered here, and is used only to indicate the relative effects of
trim.
Figure 15 is a composite plot of the radial distribution of the wake gradient
parameter GW for the AO-177, showing the effects of trim changes compared with
the original design case of displacement and trim. The GW values are shown along
the ray 0 = 300 which is near the edge of the recommended angular interval ' JB,
and passes through the characteristic wake slope feature of the prominent hull
wake shadow. On the basis of the gradient paramcter, it appears that the wakc of
this ship is quite steep. The C exceeds 1.0 everwhere in the interval 0.7R . rw
< 1.15 R. It is fair to state that this constitutes a single indicator of a
possibly troublesome wake, but without firmer connection between wake steepness and
fluctuating propeller-induced pressures and resulting hull vibration or airborne
7
JP- -. . . . . ... . . . .
noise problems, a general conclusion is premature. What is useful to the present
discussion is to note that trim seems to exert a relatively minor effect on this
steepness tendency in the crucial outer radius region. It appears that bow-down
trim variation in the range considered should not introduce any substantially worse
wake characteristics than exist already with the wake produced in the original trim
condition. It should be noted that at the time of the original AO-177 wake
experiments, wake quality assessment schemes were not available for making
preliminary judgments on the possibility of problems with the interaction of steep
wakes and propeller-induced fluctuating pressures.
CONCLUSIONS
1. Extensive wakedata are made available for future investigations of the
AO-177 propeller-wake interaction problems.
2. There are noticeable, consistent, but small changes in the velocity patterns
and harmonic amplitudes of the wake of the AO due to trim-by-the-bow. The effects
are discernible mainly at the inner radii (typically r/R < 0.6) and are confined to
the region centered about the 12 o'clock position in the wake. The changes due to
the maximum trim excursion of 0.52 deg are only slightly larger than the typical
repeatability bounds for a wake survey. The effect of a trim change of 0.26 deg
appears to be within the error bounds inherent in a wake survey experiment.
3. Radial distributions of the wake gradient parameter GW > 1.0 for this wake
shows that difficulties from unsteady cavitation pressure pulses may he expected.
The effect on G of the trim change of 0.26 deg is small, and would not be ex ectedW
to produce new or different problems with the wake.
ACKNOWLEDGMENTS
The authors are grateful to Ms. Rae Hurwitz and Mr. Stewart Jessup for perform-
ing the analyses of the wake survey data. The assistance of Mr. Mark Vranicar in
preparing the graphs is also appreciated.
REFERENCES
1. Remmers, K.D. and A.L. Hendrican, "Analysis of Wake Survey of a Naval Auxiliary
Oiler (AO-177 Class) Represented by Model 5326," NSRDC Report SPD-544-05 (May 1974).
2. Hendrican, A. and K. Remmers, "Powering and Cavitation Performance for a Naval
Fleet Oiler, AO-177 Class (Model 5326 with Propeller 4677)," DTNSRDC Report
SPD-544-14 (January 1976).
3. Valentine, D.T. and A. Chase, "Highly Skewed Propeller Design for a Naval Auxiliary
Oiler (AO-177)," DTNSRDC Report SPD-544-12 (September 1976).
4. Hadler, J.B. and H.M. Cheng, "Analysis of Experimental Wake Data in Way of
Propeller Plane of Single and Twin Screw Ship Models," SNAME Trans., Vol. 73(1965).
5. Odabasi, A.Y. and P.A. Fitzsimmons, "Alternative Yethods for Wake Quality
Assessment, "International Shipbuilding Progress, Vol. 25, No. 282 (February 1978).
6. Harvald, S.A., "Potential and Frictional Wake of Ships," Trans. R.I.N.A.,
Vol. 115 (1973).
9
i----L PITOT TUBE PLANE
RUDDER4.62 ft(1.408 Mn). 0.22D
U12 ft(0.341 in). .05330
BASE LINE
STA. 19 1/2 STA. 19
Figure 1I AO 177 Wake Rake Pitot Tube Location in Relationto the 21-Foot (6.4 m) Design Propeller
10
24 ft
1 6 ft 1 7
8 ft \10.359 rR
0.774 r/R
PROPELLER R =10.5 ft(e.4 M)
1.017 r/R
1.178 rIR
Fig~ure 2 \nA 1 77 STERN, BODY WLNLT T 1K1BA]I
- - -DISPLACEMENT = 26,390 TONS (26,810 tonnes)
D = 21 ft (6.4 m)
0 --1 _
"C 4 !d
utIC[-I E T0 E IT 2 I ft m) x STE
El EXEIMN 3 TRME 1. ft(.0 m O
' i : ___
__ I
j -4 i-F--
*N L [4 5LC RL~S
o EXPERIMENT 2 TRIMMED 1.5 ft (0.457 m) x STERNo EXPERIMENT 3 TRIMMED 1.0 ft (0.305 m) x BOW~'
A EXPERIMENT 4 TRIMMED 3.5 ft (1.067 m) x BOW
Figure 3 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TANGENTIAl. AND
RADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO = 0.359COMPOSITE OF EXPERIMENTS 2, 3, AND 4
12
... ... I= = logo
g DISPLACEMENT 26,390 TONS (26,810 tonnes)
- 21 ft (6.4 m)
4 O Z , Z
q / I I N D I r
0 EI E 3 T t ( m x B
A EXEIET4TIME 3. ft (106 m) x BOW
C O OF E.N 2, , AN ___ _ ____
-13
r C Z 4C iO C i OG 'Zcc ' {1] 4 '00 r
A0 .0,
20 ,2a" C ,' & ,E I '0 t, "'7 '
R.NU[! F_ , DLRLS
o EXPERIENT 2 TRIMMED 1.5 ft (0.457 m) x STERNo] EXPERIMENT 3 TRIMMED 1.0 ft (0.305 m) x BOWAEXPERIMENT 4 TRIMMED 3.5 ft (1.067 m) x B30W
Figure 4 - CIRCUMFERENTIAL DISRTIBUTION OF THE LONGITUDINAL, TANGENTIAL ANDRADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO = 0.556
COMPOSITE OF EXPERIMENTS 2, 3, AND 4
13
DISPLACEMENT = 26,390 TONS (26,810 tonnes)D 21 ft (6.4 m)
L0 6
-0 6
0.9-- h-- a __
aA
0.6-
0 4C 4IF
go I
cr_ d. It
20 20 40 0 60 CC CC 120 '40 'CC 16C 200O 220 240 26C 2110 3CC jZC 340 cqNV-I.E !N BECREES
* EXPERIMENT 2 TRIMMED 1.5 ft (0.457 m) x STERNO EXPERIMENT 3 TRIMMED 1.0 ft (0.305 mn) x BOWA EXPERIMENT 4 TRIMMED 3.5 ft (1.067 m) x BOW4
Figure 5 -CIRCUMFERENTIAL S,'TRIBUTION OF THE LONGITUDINAL,, TANGENTIAL ANDRADIAL VELOC. COMPONENT RATIOS - RADIUS RATIO = 0.774
COMPOSITE OF EXPERIMENTS 2, 3, AND 4
14
"-- °6"A'
! I DSPCEN ne2s)9ILACEMENT 26,390 TONS (26,810 ton
' D 2 ft (6.4 m)
t F
c i 6 , I , - _ 1
If I
T i F
qcl
CO P S T OF EXPEIME T 2, 3, AND
'tL , i ,1
* * a a 7II
4C !6C ' C
o EXPERIMENT 2 TRIMMED 1.5 ft (0.457 m) x STERN
O EXPERIMENT 3 TRIMMED 1.0 ft (0.305 m) x BOW
A EXPERIMENT 4 TRIMMED 3.5 ft (1.067 m) x BOW
Figure 6 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TANGENTIAL AND
RADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO =.017
COMPOSITE OF EXPERIMENTS 2, 3, AND 4
DISPLACEMENT = 26,390 TONS (26,810 tonnes)D = 21 ft (6.4 m)
tii
C~ P 1
-LOW I
IC-- - -- - - -- - - ------ ---
'I,
qNC,t L N [GECREELS
0 EXPERIMENT 2 TRIMMED 1.5 ft (0.457 m) x STERN13 EXPERIMENT 3 TRIMMED 1.0 ft (0.305 m) x BOWA EXPERIMENT 4 TRIMMED 3.5 ft (1.067 m) x BOW
Figure 7 - CIRCUMFERENTIAL DISTRIBUTION OF TE LONGITUDINAL, TANGENTLAL AND
RADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO = 1.178
COMPOSITE OF EXPERIMENTS 2, 3, AND 4
16
o TRrED 1.5' x STERN0i D KZ.ERIMZNTAL RADII C3 TRIMMED 1.0' x BOW
A TRIMMED 3.5' x BOWX( MIERPLATE RADIII
T _ _ _ _ -4.
i 0.881-I
K K,----------- ,T-------- --
Ti
0 . 0 .3 0 . 8 0 . 0 . 0. 0 . . . . .
R U I .
/~ i
I - , I -- ------- .- L. --. ,- L-1
RA DIU- R D- -. .f
Fi ur - RA TA D I R BT o OF il' ! 'IA-EO IY .M~(% : A T
-i-- 4 - -- t- +------,--,
, 2- _ ___ ____T-, __or'I,
I -
• 1 ,i - - ,
ao _ _ _ _ _ __- -_---- . . .
RDSATI'O 2,IAM. 23ft
0 0.3 0.4 0 0.0 0.7 08 0.9 1.0 1.1 1.21.RADIUS RATIO. DIAM.= 21 ft
Figure 8 - RADIAI. PISTRI BUrTON OF T1lE 1 MAN V!HOC'ITIY 'OM PO NF'T RATT OS,
COMPOS ITFV O' EXIEFRI ,1I,51TS , I , A\N!) /4
DISPLACiEME'NT 26,390 TONS (2f. ,81 0 tcnnis)
17
0 TRI2MED 1. 5' x STERN0 C36 EXPERIDEWA.L RADII - a TRno 1.0' x Bow
bO X ITROLATED RADII ' TRIMED 3.5' x BOW
,: = 0.881 ' i'
c.
a.
RADIU RAIO DIM 3I
0.3__ 0.4__0.6__0.0 _0.7_ _0. ___0. ____.0 _1.1 __1.2 1.
RA IU RA IO DI . 21' It
Fi-u 9
V RAIS OFTO. ADVANCE 23GL FORMDL52
* I I I:
COMPOSITE OF EXPERIMENTS 2, 3, AND 4
DISPLACEMENT 26,390 TONS (26,810 tonnes)
I 3-
ii
Exp. No. 1 1.5 ft(O.457 *)x Stern2 -- - --- 1.5 ft(0.457 m) x Stern 1) 21 f,(6.4 m)3 -- ~--- - 1.0 ft(0.305 m) x Bow
4 - -Q-- -3.5 ft(I.067 m) x Bow
01
N I.
-.05 t.vx
1-. 0 . .....
.2 r - - - - - - ---- ....
.. ......
x( )..
.
2
----H----- ---- -------T T( ) .
10...
-. 20
-.0
vx0?04fS1vAl' A -
3iur ..-.D....TRB'IO S ff T~E iAR fN ' *M'L 1. ... a 11 .N1T~
0IDNI EOIY iP~V.
Exp. No. 1 ----- -- 1.5 ft(U.457 m) X Stern~2 1- -- A .5 ft(0.45/ .. 7 x t r L 6.4
3 - -- a-- 1.0 ft(0.105i n) x Bow4 -Q--- 3.5 ft(1.067 m) x Bow
N 4
x(-) .05
-. 10.0
N 5
0
x80
C)0
Fiue6 AILPSRBTOSO HE1~)OICA)!I ~~( .vn
I.ONCI~~~~~~~~~~~~ 6)P A.VIC Y 'I'N - ' I < C
Exp. No. 1 0 - 1.5 ft(0.457 m) x Stern2 -------- 1.5 ft(0.457 Ki x Stern~ ) 21 it.(6.4 m)3 --------- 1.0 ft(0.305 m) x Bow
4 -3.5 ft(1.067 m) x Bow
VT -.05 ,.rv .. ...
-.10 t________________
VT
VT 3
(-)-
1 4
-.05 (6 ~ H{
kA1)1 '~1; PA , r/P
r I - M 1A\ I li 1 1 P, I i i I
IA I I: 1"I'~
Exp. No. 1 O --- 1.5 ft(0.457 m) x Stern2 ------ 1.5 ft(0.457 m~) x Stern D =21 ft(C).4 m)3 --- --- 1.0 ft(O.305 mn) x Bow
4 -- 3.5 ft(I.067 m) x Bow
-.05
N 6TV - . .. . . . .-. . . .
VT
V 0
-. 05
(-T)v 0
TT
TANGENTI AL VELOCITY COMPONFNT, LOP)I 5 THjROUGHj lj
26,390 Tons (26,810 tonnes) DISPLACEMENT1.0 ft (0.305 m) TRIM BY THE BOW
0
180
Figure 14 -CONTOUR PLOT OF 'ithE TONG! TITIfINAI. COMPONENT ISO-WAKE:W= (I -V /V) FOR TliE A0 1 77 (MoOFr, 5326)
?3
E3 --- 1.5 ft (0.457 m) TRIM x STERN, DISPL - 27,380 Tons(27,820 tonnes)--~--1.5 ft (0.457 m) TRIM x STERN, DISPL = 26,390 Tons(26,810 tonnes)
-- -1.0 ft (0.305 m) TRIM x BOW, DISPL= 26,390 Tons (26,810 tnnnes)-k--3.5 ft (1.067 m) TRIM x BOW, DISPL - 26,390 Tons (26,810 tonnes)
i C
. . .Slope at
4.0......-. - =300 gives
0. dw d-. da de V
3.0 . C ----
20 2c 10 5-C c
-*Region of Interest :
2.0
S 1.0-
0.2 0.4 0.6 0.8 1 .01.
RADftUS RATIO, r/R
Figure 15 -RADIAL DISTRIBUTION OF THIE WAKE GRADIENT PARAMFTKSFOR THREE TRIM CONDITIONS
(Taken along the ray 30 degrees)
24
-r)
11 rl ,-4 ) OD 01% 0000 Ic I I I
Ul ~ ~ ~ ~ ~ i cn %D mr 4 l -
-4 14 C
CN LlC oLl 00 In
m 0 CN cli N -1 -4 -4 .- -4.-4 H
> ~~
I r Cfl IT r-.- - r-- r-7N-ON
oSr- 4jo0C) Q) I
) -l
CC) Cl =C) CC C
Lr) ~ ~ ~ ~ ~ * C) 4.4 'T- lq I T-
Cr-~ C-I CCeCeC-CC ) CC) C) CC
~J* -0 CU
r, 0. C Lr r-r-- oC- co ) 0 C)i -4
C') ~ ~ ~ ~ ~ ~ 0 4) 0 DV C 04 a LPQ~~~~ ~ ~ ~ C) )C) 0C C )u91
Q) -
r-..- W7 0) -4 O-'--')c -CH r4 '0 C
-) SC31>-- 4 C N
255o Lor
a '- T V)'-r4 M 10 mC4 C40
0~0 'D 00 co 00 r- 4-~U N ' t 0C0 '
<0 m LrLr)Lr C c) M r--- IT .- ~ V)Lncl ra-t --
0w- r- J) - 4 ()L) O
U, X0TL 00 00 0 L N0 ar-00 0
r-- r,4 r.- ,-s m~ 0- 4 C 0 c'- ,-. I C-j ODO .f <d
cli C 4 C14 0r00 00 000 M0
rw - n - - - - C14 C -4~c tr M f,C)Q > 0 D L0 - C 0 C 0C
Cl C, (a 0 0 0 0C.D ) I- c 0 0 0
'< I n O 0c r In -4 C1 - c 4 0 ,0
07 -00
~~2JZ ~ Q Q J~ )Z Q~-41 9 0 41-COO 0 JO 4-1 0 0 Ai00O
-4'1,aJ ~ X ~ X X~ 4
W4~~~~~~ ~ ~ ~ ~ C' l , 1 .1 C4e . jm'
APPENDIX A
RESULTS OF EXPERIMENT I
Corresponding to
Trim 1.5 ft (0.457 m) by the Stern
Displacement 27,380 Tons (27,830 tonnes)
27
2 9
0. 8X
0 1 1 11
0 A
0
"-- 0 .-----------------------
- \/ -i-o i 'i -,
' 2rt \
0 !,
Lz I0- - -I-.-- _ - --
-o 2 K - -i -f--
-20 0 20 40 60 80 100 120 140 !60 180 100 220 j40 260 260 -00 jio 340 3bO -1O
RNGLE IN DEGREES
Figure Al - CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TANCENTTAT, ANDRADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO = 0.351.
EXPERIMENT 1
TRIMED 1.5 FEET BY THE STERN, DISPLACEMIENT 27,38 TONS
28
S0 K0 4
E M
0 1
0 a ' 40 0 0 0G 20 40 50 0 C ' 00 C r
PIG IN L: " I
Fiur A2 CICMEETA DITIBTO O TH LNG UD ATNETI 1N
TRIMMIED 1.5 FEET BY TlE STERN, DISPLACEMENT 27,380 TONS
29
o .Z
01.- -
0.6 -0.7
II
zC 0 40 60 6C 'CC 12C P40 '60 18C 200 ZC 240 2V iC CC ',0 14C C -,fl
RNCt E IN OVR E5
Figure A3 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TANGENTIAL ANDRADIAL VELOCITY COMPONENT RATIOS - RADI1S RATIO = o.77t
EXPERIMENT I
TRIMMIED 1 .5 FEET BY TlE SiR,'TERN, IISPLACENT 27,380 TONS
30
0.
1.2
C .4
0.3
-
0.2
-i
Lo 0 20 40 60 O IOC 12b !40 !60 1 O 200 22O 40 260 BO 3GO 4G AC '-4RNME IN OECREES
Figure A4 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TA::GENTIAL AND
RADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO =I .017EXPERIMENT I
TRIMMED 1.5 FEET BY THE STERN, DISPLACEENT 27,3,°,." TONS
31
0 6-
-F
0 C 0 40 C r r, CC0 4 f C! O0r C 40t C,' J 'CC C.
Figure A5 CIRCUM FERENTIAL DISTRIBUTION OF THPl, ONGTUDI)TNAL, TANGENTIAL ANDRADIAL VTlIOCITY COMPONENT RATIOS - RADIUS RATIO =l.178
EXPERIMENT 1
TRIMMED 1.5 FEET BY 1111 STERN, ISPLACEMENT 27, 320( TONS
132
CIL FXPEREMTAL RADII 4 -
r n;TmRoLATED RADII -- KE)' I I -1 , -
I I _v I--i-
Ii 0. 881
X BX
G c
° I I t-Wvx I -i ,__ __ I K IK -v i~
--W X
I ,
c r T 1 W
0.2 0.3 0.4 0.5 0.8 0.7 0.8 0.9 1.0 1.1 1.2RADIUS RATIO, DIAM.23 It
L i * .1 I I 11
0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3RADIUS RATIO, DIAM.= 21 ft
Figure A6 - RADIAL DISTRIBUTION OF THE MEAN VELOCITY COMPONENT RATIOS
EXPERIMENT I
TRTMED 1.5 FEET BY TII7 STER', DI :1'IACIMIKNT 27,38(0 TN-S
'13
rj 71 EXPERIMEM'AL RADII40 -X -) INTERPOLATED RADIIJ
+p.- -~0.881
cr -
~ 20Lj-- --- 4-
-4-J
0 . .3 0 4 . 0 .6 . . . . .
I . i - --L -- -- -- 4- -I - -- - L
F.P.IEN I
TPI'11 1.7 FE T 1) 11I IR
o1 C i -
Coe. . . . . - -, . 3
0 w z. . (. * i. . 3 3 4.
0 'DI
N *.C, z c a
1-4,t 3
"L I- C .
-k 2. 3. IL
~ - ~ ~ ~ -ii) 0's)(35
- c t~ C) (Ni
0) C) (N -(4 .4 s-4
CV) G. t)
4, (71U4
0 *Q
m QH
W-
if4c- if If -1.tUC i
" Ll ' ~ " -
- - C~ Ci C if ) .
- - H 16
-4 re -4 eli . '(\j I. 4 m ~ r- (P 4 T ~ C
m C) .4 (NJ CNj (N (Nj .4 .C.4 C-1 m) C3 C3 CD 3 C
rLn
M) .7 .7 U U :' LEn r'. .4 D .4 . 4 . ~ .
0 Ci C') C:) C3. C) C7 C) %3C
0 C a. ENJ _ 2 (N
E-. 4~4C) C C3 cu C) a) Ci C 'C4 -44 C:3 C i Cj rl \
> 0 -. r- l- F'- IS'\ Cd ic (Nj 4I a) (\j f'- (NJ (p r- )4
<< V) C)1 C"$ C) C) C C) C3z -J E- H
Wci .4 aL (1i (Nj ff) mu 34) .4 4 (Ni1 (NJ ft:" U
X )C) C) eC) -T C)l C) kL w)
w cm rI cm :; C: C) CD
.4 - 4 -1 CCC) (j ">i) k-4 P., -1 4~ f) o. cc: .
Ci C' Ci C i C:) C) )
C") %V Ci j c' 'fl r(T
CI -4 C I f -4
C') C 'L (N C-,-
I4- 1 43 1 I I I I - I I
r-- c- C' C ,..4 . 1'- -.3 %L IN' a4 C '
(NItLD 1 C. (N0 (N it, li CM
I ) I- vt ( I I) k I i M V
44 r' 4 i -~4 -- .gi C'4 I4L C- Li c-, L' C'
C'. (' 4 I U. - cx ver'
ft .j( : --I- .
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CC) Cl a) I a
C3 c~ C)p C) a
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CN .Qj u. 4 ci IC) f,
44-C-
14 CuC' \
0- P4.W C C C) C
I Il
C) C3
Haz~-
11-.3 ~
C/~ ~ L i w ) -4 ) .~
If,'
L11 W 4 fO 4
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HI
38I- I 4 f
U)~c CO ana' '
Go cl t ~ C: C.) C3 ID ) c iCD C) C.1 C2 C' C3 CD C2 C3
(\j or)4 ') - r.0- t'~J 1= C-) a C') a')1 C:) ?)
E-4 z . 4n C' C' C, C' C3 C' C3I
en
ci k ,- i3 -4 1 C' P j
Ca Cm C7: cl ) C CD C3 C)3
-T j* C S
WI 44 C, U') Cij C'C
w - ~ ' C' C. , C) C) C
0 on '- 00
L-1 i- a' - i
L II aF*
H~- ;) 71 . . C
CI')t~ '5 F- 4 'j , r)~39
C °. o °° r°° , ° a..~,° e0° ,. °°o°-$t ,
a c--oo ccao e .... c--:o. .Cc.o oo ..
-. 0 0 0 0 0 - 00000.,000.0 0,. . * , . .000 0 ,
~ ~ ~ 1 ... . . ... . ... . . .. 0 . . . . .. °. .....
.P.4 .. . .0..,
H4H
.*.5 ,. .- w-,.-r.. .0.00 .J~ . Np°.-fl S. C .... • tI
rn-4 -
-~4 0
LnL
0...0 ... . . .... ....... .
. . . . . . .to. N A -.. ,S O c , .. C P~
O~~N4O.SJ ,r~~~ . . . . .. . . . . . . . . . .
04
yz
0
g ... ....... .... ...... .... ...
o. . .o°,.°o... .oo. .o.°,.°°oo . o.,
0
>4
z co
..... oo..... .C.--. ...... ....... , ., N
> - I*** I .r t .V .i -.f. .-. . . .
~-41o~ ~ a,~~a.NC C..tC-itC~,.C~f fto~t-l
~fl 4JfC~e~..aa~a~CCC y3O CCC aC~,MC SMC
APPENDIX B
RESULTS OF EXPERIMENT 2
Corresponding to
Trim 1.5 ft (0.457 m) by the Stern
Displacement 26,380 Tons (26,810 tonnes)
43
o bi 1- I ,-
65 C 0 4 C\;WX' ' , E Ci L E
Fiur BI CICMEETA DITIBTO OF 10,TUTA, TiNETT AND
IME 1.5 FEE BY TH STRN WSLCMN 26,390
44N
---
C !--4 ~ . - - -- --
.. ..- - J
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FiueB ICMFRNTA DITIBTO OF- TH OGTDNL ACNIAi,
FigreIU CRCUMFERVENLOIS OMOTRI ATIOO T- LONIUDIAL , TAGNTA9 AI
EXPERIMENT 2
TRIMMED 1.5 F:EET BY THE STERN, DISPLA(CEMEN T 265,39)0 TIfNS
4/4
$0 8
A~J
- --- ---
1' C L L % F
Figure B2 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONcITUDINAL, TANGENTIAL ANDRADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO = 0.556
EXPERIMENT 2
TRIMMED 1.5 FEET BY THIE STERN, DISPLACEMENT 20,390 TONs
/4 5
J 4 C, c
II C
Figure B3 -CTRCUMFEREN,,TTAL, DISTRIBUTION 01' ThE LNGTITDTNAL., TAXCE2F'TTA. AN:PRADIAL VELOCITY COMPONENT RATIOS -RADII-"; RATIO -. 7,
EXPERIMNT 2
TRIMM.1ED 1. 5 -TBY 1PIE- STERN , DI SPLACEMENT 2(.,)' ()I
'46
0 6
X
> I
" - - O t ! t!
-> I
S I4-
CC 4 f IC cc zc 4 G I : I o - .
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Figuro B4 CIRCUMFERENTIAL DISTRIBUTION OF THE LONGITUDINAL, TANGENTIAL AND)RADIAL VELOCITY COMPONENT RATIOS - RADIUS RATIO - 1.017
EXPERIMEWNT 2
TRIMMED 1.5 FEET BY T11E STERN, DISPLACENTN' 26, 31io TONS
47
c I4
I - TP.. . : V'
-4-
7
C t .• .. .. --- ---- J
Figure B) CIRCUMFERENTIAL. DISTRIBUTION OF 7111 LONGTTUT 'AI, TAN(FNTTA7. AND)RADIAL VELOCITY COMiPONE.NT RATIOS - R.ADIUS RATIO 1.178
EXPERIMENT 2
fRrftii1E 1 .5 FlIT- B3Y T111 ST1kRX, 1PISPIACFMNN '
E _4__ T II
I INTERPL AE RAII ' ---- . . .T
0 J = 0.881
i I I
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0.3 0. o. 0. 0. 0. 0. 1. 1. 1. 1.3
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FX E.1,17T 2
* --
TR ,MEI 1 FEE BY'il M , IMSLAC,IN 2639 TONS
S9
. .. . ... . . .. j, .. .. .. .
_________lilllIII __ __ __ IIIIIIIII
PIP i! - -
- -0 L/ EXPERIMENTAL RADII
40 - ! - X INTERPOLATED RADII
30 = 0.881 Ccr v
4- --
- L
4---
0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2RADIUS RATIO. DIAM.=23 It
0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3RADIUS RATIO, DIAM.= 21 ft
F igure B7 - RADIAl, DISTRIBUTION OF TIlE MEAN ADVANCE ANCIEI ANTD Till .1A1,TUTNVARIATIONS OF THE ADVANCE AN;I, FOR 1ODE]. 5V2
EXPERIKENT 2
TRI.DIED 1.5 FEET BY M1IE STERN, ITSPIACEMIN,"T 26,39O TONS
50
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APPENDIIX C
RESULTS OF EXPERIMENT 3
Corresponding to
Trim 1.0 ft (0.305 m) by the Bow
Displacemenc 26,390O Tons (26,810 tonnes)
59
09 1
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Figure C2 -CIRCUMFERENTIAL DISTRIBUTION OF THE1 LONCITUDINAI., TANCFNTTAJ.ADRADIAL VELOCITY COMPONENT RATIOS - RADTIUS PATIO -= i)
EXPERIMENT 3
TRIMMl:,ED 1 .0 FOOT BY THlE [BOW, DISPlAC:EF':T 2)6, '3 Tn
G Z Ct 4: f
ti - i I , jE :
Figure C3 CRCIN~r.RFNIAT T)I RBTO FIi (% TT)NlT NINJ I ,!RADTAL- ---- TT C.-. ~ N IA T S A T'' 'T .7
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Figure C4 - CIRCUMFERENTIAL DISTRIBUTION OF THE LONCITUT,NAL, TANCENTIAL AU :RADIAL VELOCITY COTMPONENT RATIOS - RADIUS RATIO = 1.017
EXPERIMENT 3
TRIMED 1.0 FOO V BY T-E BOl, DISPLACEMENT 2 , il,1 TONS
63
0,_
C C -
I--
cO 4 CJ tU 1; 11 CU 1- 4 -i
Figure C25 -CTRCUMPFRENTIAI. DISTRIBUTTON OF PT- JONCFI)T :AT TANI'NlIAIA::RADI AL VELOCITY CMPONENT RATI OS - EAI)TI S ATI 1I
TI>ID . FOOT BY '1111,- ~ s'~lI:I2,3
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0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2RADIUS RATIO, DIAM.=23 ft
I , I . I , L , Li____,_ L I JL I-- L - i0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
RADIUS RATIO. DIAM.= 21 ft
Figure C6 - RADIAL DISTRIBUTION ()F itE MEA.' VEI(X: TYM COIPONENT IRFT(S1'1XPER I NT 3
TRI,,I'ED i.) FOM F ' 5i" r LtB , L i lr11 I'I 2h,,3(O 'I xs
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APPENDIX D
RESULTS OF EXPERIMENT 4
Corresponding to
Trim 3.5 ft (1.067 m) by the Bow
Displacement 26,390 Tons (26,810 tonnes)
7)
LC 4- G~ L-I'----
FiurOD C R UM-R NT A DI.--R----.--.-- OF___ TIl _________,Aj, ________________ I)
RAIA VEOCT ____EN RAIO -__ iiDJI,
24 ______________4
TRME 3.5__ FEE BY___ ME __________ Dl~ ,CFF, -1H T'"
_ _ _ - -~~~7,-- --- - - - -
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L I 77
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z- C-I-- -4- 4Fiue_3____ETTT DSRBITO 01-_ THE LOGITM ATNT
RADIL VLOCTY MMOENT ATTS, RA PS AT N
o ~ ~ ~ ~ ~ ~ ~ ~ FPRMN 4-------------i----1--
l ulID . FE Y Tll: BM ,-1 1A I Fj 2 '~
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Figure D)4 -CIRCUMFERENTIAL DISTRIBUTTON OF THlE LONGTTI'PINAl., TANGEN-1TAl.'RADIAL VELOCITY COMPONENT RATIOS - AT)TJT I T I' (1 TT0 017
EXPERLMENTl 4
TRIMMIED 3.5 FEET BY TIlE. !1,1151 (FIlU ,3
c L
RA IA ---+--CNTONN TT, - _ _M S AT 1.7
_ _ _ _ _ _ _ _ _ _ _EX ERIEN 4__ _ _ _ _ _ _ _ _ _ _ _
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0.2 0.3 0.4 0.6 0 .6 0.7 0 .8 0 .9 1 .0 1.1 1.RADIUS RATIO, DIAM.= 23 ft
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Figure L)6 - RADIAL. DISTRTJI'T1 [O)N OF -111E MEAN \'EIOc IT'.' (COMP()NENV RATJIOS
IK.XPl:RIMklNT /4
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RADIUS RATIO. DIAM.= 2 1 ft
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AD-AU97 930 DAVID W TAYLOR NAVAL SHIP RESEARCH AND DEVELOPMENT CE--ETC F/r 2014I MEASUREMENTS OF THE EFFECT OF TRIM ON THE NOMINAL WAKE OF THE N--ETCIU)I MAR Al R B WILSON, G A HAMPTON
UNCLASSIFIED DTNSRDC/SPD0544-19 NL
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DTNSRDC ISSUES THREE TYPES OF REPORTS
1. DTNSRDC REPORTS, A FORMAL SERIES, CONTAIN INFORMATION OF PERMANENT TECH-NICAL VALUE. THEY CARRY A CONSECUTIVE NUMERICAL IDENTIFICATION REGARDLESS OFTHEiR CLASSIFICATION OR THE ORIGINATING DEPARTMENT.
2. DEPARTMENTAL REPORTS, A SEMIFORMAL SERIES, CONTAIN INFORMATION OF A PRELIM-INARY, TEMPORARY, OR PROPRIETARY NATURE OR OF LIMITED INTEREST OR SIGNIFICANCE.THEY CARRY A DEPARTMENTAL ALPHANUMERICAL IDENTIFICATION.
3. TECHNICAL MEMORANDA, AN INFORMAL SERIES, CONTAIN TECHNICAL DOCUMENTATIONOF LIMITED US* AND 4NIEREST. THEY ARE PRIMARILY WORKING PAPERS INTENDED FOR IN-TERNAL USE. THEY CARRY AN IDENTIFYING NUMBER WHICH INDICATES THEIR TYPE AND THENUMERICAL CODE OF THE ORIGINATING DEPARTMENT. ANY DISTRIBUTION OUTSIDE DTNSRDCMUST BE APPROVED BY THE HEAD OF THE ORIGINATING DEPARTMENT ON A CASE BY-CASEBASIS.
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