Resistance of Transom-Stern Craft in The Pre-Planing Regime PDF
Resistance of Transom-Stern Craft in The Pre-Planing Regime PDF
Resistance of Transom-Stern Craft in The Pre-Planing Regime PDF
John A. Mercaer,et1
Prepared for':
Naval Ship System omn
June 19,73
sc_ a
V 5~
F-a DSTRIBO-9Y.
Roport SIT-DL-7:>'1667
June 197'
This 2ocu:)en. has been approved fc, public release and sale; Its, distribtutlon
+ d ices A~
+ 2. *gures
UNCLASSIFI ED
DD ,I*OR 14 7 3 - rLASIFlED
UNCI
sP'Ott-S7-ft1 SeE'tar !;tssiication
UNCLASS IFIED ____
Svcuhstv CIOtsiftcatien
'(t WODS A j tLC
L#04
'to ~H U- ROLE:,
FHydrot~ynaics
Ship ResistanceII
Planing Craft
I
I
Hump DragII
I IT
L; ,A0
L)
IkC I-mxifi'Vr
It-
I I
if
KEYWIORDS
Hydrodynamics
Ship Resistance
Sk- Planing Craft
Hiump Drag
25
_ -. -
. R- 67
I TABIE OF CONTENTS
c f ABSTRAC .. ........................... .
INTRODUCTION ....................... -.
4:-
vI
I CA
r wi
R 1#667
ACKNOWLEDGMiENTS........................
. 30
FIGURES
vii
I R-1667
3 bean, in general, ft
ME block co-efficient
Co waterpiane coefficient
3 C4 ~static beam-loading coefficient. Au =vs
L iL length. iageneral)
AR a1
CtE
iAN
:I length of5 water) ne, ft
F 1b ditneof center-of-buoyancy from . ft , positive af~rt
R resistance, in general, lb
T draft (axinxn), ft
-CA
-
-~R 66 -r
i!i
I
ocur at that speed zt which the computed wetted keel length is '-Ss than
A crlet
desripionof the characteristics of the 118 -=odeisofa
t ~the Seven trannt=-stern h Series. inldn oalan-s. 6cm and4 stern
Prof -Ies, des I.an water inmmem dinms, afnd the resistrr &raceisic.
arc containe-d herein. A brief anmalysis of the effect of LEG cm resiszt
arace is also presecnted. 1Ilustrative exa les are inlija.ed d-nsratirm
thef applicatiop- Of the predictive teh~oato several ad hoc= hull forms.
The effect of ch-anoes in forn parameters o-n re-sitnesda -ttd
-- j 1 f:aj W. the statistical accuracy ofc the rdcaeroduei
otctyi
SE
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HYDRODYM1AMIC PHENOMENA
RELATED TO PLANING HULLS IN SMOOTH WATER
innerson
nd arg sie wttig.that 3 suitable enaltdm-I.,Ld
rocedure
for resistance estimates does 'xot 0.st This i~essentially the Speed
area covered by the present study.
I3
&k
I:~i R-166,,j
positive tri-m. emerqence of the bow, and separation of the flow from the
hard chines. The hydrodynamnic resistance is due to the horizontal com-
ponents of the bottom pressure force and the friction component of' flow
over the bottom. There is no bow contribution to drag.
it has been found that the flow which separated trom the chine may
reattach to the side of the prismatic huill at some distance forward of
the transom for certain combinations of C ,T and mean wetted lengqth-
beam ratio X .An empirical formulation and confirming test data for
defining the extent of side wetting are given in Figure 1. The slope of
the line through the data is:
~c 1A =C s in 'r(I
To define the operating conditions for the chines dry case, X should
be equal to0 zero. From the wetted area relations given in Reference 1, it
can be shown that:
I tanlB
XA (2)
I 2nr tanT
Ca X 0.16 tanP/tanT (
The trim of a p~arning craft usually attain~s its maximum value, re- n1
ferred to as hurmp trim, at speed ciefficlents of approximately 1.5 to 2.0.
As the speed increases, the trim decreases again and the wetted keel
length inres. Opdngunthload and LCG position, the bow may
4
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The unshaded areas on these plots idicate the speed rpnge where
the wetted keel length, as measured in the model tests, is l-ess than the
LIIL. The circles represent tne trim and resistance as computed by the
pian'sng formulations of Reference 1. In the specd range where LK < LWL.
the bow is esserntiali clear of the water and there is good agreement
between computed and measured re~ults. For F less than approximately
2.0 where L > 1341 , so that the bow is immersed, the measured resist-
K
ancisconiderably larger than that predicted by the planing fruations,
thus illustrating the large influence of bow ir,-nersion. This effect is
particularly evident at the forward position of the LCG which exaggerates
bow immers ion.
reime
s-ee itis recognized,of curse. that the installed horjepo er
considerablv larger than for F~ 2.0 . However, t:e usual cruise speed
0~ s~lia"I I i'Utary Craft is in t-he range of rl . U1I:! This is the speed
range wherein the craft !4erates for rmost of its life -'nd, hence, requires
:,ome rational design guidance, in order to achieve h-Ic resistance -for
SA
F7
7-
-
~-1667
The subsequent sections of this paper are concerned with the de-
valopment of an analytical procedure for resistance prediction in the
non'.planing speed range.
AI
9-l
U
J~
ANI
-~--- ------
--
K
DESCRIPTIONS OF AVAILABLE METHODICAL SERIES
E ~~notcosdr.
1_27
R-)1667 d
derived with ATC coefficients by I,as than about 2.5%. The difference
in total resistance is less.
3M
ZE
:5
7g
_5- P
fR-l 667
rV
The resistance results for the )18 models of the seven different
series of transom stern hull forms have been analyzed to derive a statis-
tically-based correlating equation which can be used to estimate the
resistance of other forms in the early stages of design.
PREVIOUS ANALYSES
Srandom high-speed merchant vessel forms.14 This type of analysis has also
been applied by Sabit to data of related forms including Series 60, and
16
the British Ship Research Association methodical series of merchant ship
- - - 7 ThE_ - -
wiR- 1667
i r~~equised ,v
pected that sc
t ,
. peed-
s~
... An additiriial advantage is that it may be ex-
extrapolation beyond the speed range of the input data may
The present analysis is intended to cover the hw.np drag regime which
generally corresponds with the last and largest htp in the curve of wave
resistance versu; Froude nurber which exhibits significant oscillations
(humps and hollows' over the iower speed range. At higher speeds the craft
w;l! either achieve a plaing attitude or drive through the water in a dis-
place-ent mode with an approxim-ately constant wave-resistance coefficient
timating eauation:
resistance in some speed ranges are omitted in the present case for partit-
ular reasons. The LG locations are generallv not varied for the hodical
series whose results are being used for this analysis. However. so. a] of
the oodels of the different series have been tested with varying LCG loca-
tions and results suggest that the rep,rted data (re-presented here in
1-
R-1667
XI
iF (4j
S, U=42i.,
and terms which were of small stgnifizance eliminate: until fJr er ehmin-
etion of terms produced a !SaificatA degrdto oftego1es1fft, ~
IS2-12
R-166?
13-
z7
Rencze o? Appiicability -
14
rRr
LZ_
,~It~~J~~L
1:z W; ;f:r-Ir -67 -=1I
? 7 " l e| #t . ',B e t e e n C a nd " /
V, --
.e
h ie-ding coe-zffI-cient C -mybe ex-pressed 4z, -ens 0of the-
1/3-
*I/ !S shon plotted as a runcnon of i X jar the v-.-dels of-
interest in Figure i2. A co.n'enient relationship between the para-rters
may be expressed as
I - 3.5 + 5
.0 -. s 8
for a given design faills wi-I'in the requ-rc: ra&.ie circ--=sribed by the
n .42 4:-2.
0. 1!-27.5 9
0.-o 0.70 -7 5i
_.2X
---
_- - !-
Aina bold opsregioen
an of L li~
hence.e v,,'s- i rot
I
Relation 8ietwe C4. and A~
6) to Predict rt-
As more experience jacxuatdi'sngEQ.(
sis tance for ad hoc- huPll forcms and ccnparisorns nad_ wift codel teSt_
r-esults- for these for---, it my be possible to 00odify the -iimits of ap- 7
pl icabi i ti depicted in Figur"s 1-14. For the present time these -=cits.
which preclude substan--1tial extrapolar ions outside the rance of paranet-err:
used to d v"E6'.are recam-eneo.
troude ihizt-er
U L-A
41with Land
WL/V
1
e
Equations are derived f'ased coa duta for Series 62'
[~I
L The
Accuracy of -Prediction Equation
it tribution appears to ue
e
cases.
Iprxmately nom~al. The differences betweenT
and calcula d resistance are less than 10% far 9M%of the
zre
Resu~lts are given by the Eq.(6) which applies to craft wiith W00,000
lb displacement in sea water at ';9 F, based on Schoenherr's ftiction
coef-
ficients with correlation ali>4ance C =0..0 other values of dis-
.For
31i
R
17- -
-
_ -
-T
Mt ----- ~- NE*~
R-1667
RT I
h ) = value of PI for A = 100,000-lb SW, from Eq.(6)
F_ 32.2 x
n 1.2817 x!O 5
- RS = wetted surface
-A
A
- - -- _ - !8 -~ ~~-~-~- -
-7I
I R-l1667
IF -or the speed range whiere the craft is truly planing, i.e., when
the flow hes separated from the chines and transom and the wietted hull
iength is less than 1WL So that there is emergence of the bow, comiputa-
tional -methods are 3vailable for prediketion of hull performance in smooth
and rough water. Although these predictiq techniques arr concerned
with prismatic bull forms (constant bean constant deadrise, buttocks
parallel to the hull), they have been su-cessfully app!lied to actual hull
I ~~forms by proper selection of an 'feiective," cons,.ant deadrise a~d1e=n
Savtfsk presen~ts a procedure for predicting the smooth-water equilibri~rrn
conditions 6f a Planing hull. This work has been programmed for high-
speed CoMputers -and is generally avalable to the sma!i boat naval
*SW 19
-~ _ -s
R-j667
R~
VI
T-
Z~
A1
ZZI
ja
I R-
1667
APPLIC-AT ON
RESULTS FOR SERIES MODELS
Resistance results for two Series 6-2 models at the nrxminal standard
LCG condition are compared .aFigures 20a and b with calculatic-tis accord-
I ing to the nun-planing equation. Also shown are results according to
the planing equation,1 which is applicable over the high-speed range of
operation. it is gratifying to note the relatively good continuity of
the two calculation methods for conditions twhere they overlap, or nearly
overlap, in speed rang- around F. 2.0 (see especially Figure 20a). O
Me6 effect of variation in lCG position on the resistance of the
shortest, heaviest model of Series '02are given in Figure 21. Calculated
results from the resistance-estimating equation, corrected according to
r ~e reccarimended approximate method (Appendix f), are shown as well as re-
I1Z71T
ON~
21
So
R-1667
TABLE VII
AD HOC HULL FORMS FOR WHICH COMPARISONS HAVE BEEN MADE
BETWEEN MEASUREMENTS AND CALCULATIONS OF RESISTANZE
22
R-1667
improved correlation.
Ii VE ~
It is seen that finer ships, having relatively large wetted surface and
low residuary resistance, shcwa substantial effects of variations of ship
displacemTent. The percentage change in R /a for increase in displacetment
'T
by afactor of 10 at Fr=. s -5%, before HP!. Hadei 100-A (W/
6.585), -1.5% for Series 62 Model 662-m (L / 1/3 =3.60), and -12% for
Series 64 model 4813 (yW/v 12.40). The influence of correlation
allowance, C., on predicted RT/& is evidently rather more important than
LiA
variations in displacement, amounting to about 10% increase for AC 0.4y.10
(a com-only used valuelifor NFL. mode? 100-A,. but this correction can be made
3
AF
23
I a-1667 i
6 R-,6A (13)
-~ 6 ft/A T/6
where y is a hu;I fovrm parameter and can be derived for any
parameter y(= L. - for instance) from Eq.(6) as relatively simple
algebraic equations (one for each Froude number). The usefulness of this
[ approach is
limited: however, especially because of significant non-
linearities in most of the equations, and it is recomnended that the com-
plete Eqs.(6) be used for the study of probable effects of modidications
of design parameters. A design optimization procedure could, of course,
be develoned based on these equations but it is not clear whether this
[would be generally useful, especially since the pre-planing drag may be
only one element of the overall perfo1mance capability of a craft. The
development of such an optimization procedure is not pursued here.
TABLE Vill
ICHARACTFER1STICS OF N4PL MODEL 100A
(Parent Form For Examole Calculation of Influence
of Variations in Hull Form Parameters on %T/A)
L/ = 0 85
I C= 0.8c5
i iI
- ~~25 _ _ _ _ _
R-667
the fine waterline extrance (sea Fig. 14) is not wide and the
extreme variations of P,/& obtained from the equation for t4
valu/es of ,/AX outside of the rarge 0.41 to 0.52 cust not be
considered significant. It -ist be pointed out that the depend- -A;
ence of RTfA on ./AX depends on F as wele I zn on the other
26 v
4 4~
-=A-~ '-t~I &Z
R-iI6
hull for-m parameters and more conclu~sive generalizat ions
are not presently possible. Consequently, it is suggested
Ith3t the dependence of PT./A on A-i be investigated for
eachhullform evaluation to be carried out.
MO
R-1667
X-- CONCUSSIONS
1(a)
.O<F <2.0
2(c)
2 LCG/L
C-z < 7 aft of midship. Some additional guidance
PP
is given for wider variations in LCG position.
R M parameters is as folljos:
(a) is te mast important fori parameter, resulting
Mire0
- - -Ti
R.-I 667
(e) With the range of LCG/yp betwen 9,2 and 0,7 aft of miaship,
the resistance is nearly constant. with the exception of soe
cases of short, full forms.
5. Formilations are given for the planing conditions which iead to-
complete flow separation from the chines and transom.
Hr. Tam McKay and the staff of the Couting Section assisted
gre ly with data processing procedures and programing for devetoping
the CL ve-f itting equations. Hr. T Da l carried out the tests of the
Series 63 models reported in Appendix A.
S -A-
V4
L -o
ENO_
-1 Saivitsky, D.. "flydrodynamic ;B-esia ofr Planing nflils," Marine
cr Technoiogyp Vo; . I, No. 1, Oct 39V-, o 71-95.
1 2. Hadler. J.n., "The Predictic-i of Pojcar Ps~r an~n P1; ni-g Craft,"
Transactions Society of Naval Architects and Marina Enireers.
Vo.74, 15%E pp 5A, -610.
3. Clement, E.P. and Blount. D.. "Resistance Tests of a Systmtic
Series of Planing Hll For=-."_ Trarnsacti=%s, SNAME, Vo1, 7!.
t pp 491-561, I,&3.
4. Marwaod. W.J. and Baisev. D.. ttflsjgn Data for High-Speed Displace-
42 ment Hulls of Round-Bilge Form." Ship Division, HPPL, Report No.99,
Fe Itsanr En land.
5-.arwBotroeA
od, W.J. and Bailey
High-Speedi 7 D., 'Transverse Instabiht- of Round-
Crft Underway," Ship Division, HNF.,
+ -F
14Z 'oLt D-J., "An Acsscmnt of N.P.A. Resisi-ance Daa on Oc- r
Goi.m, Ships.' NP!1. Remo- no. 47. 1963.
15. Sabiz, A. S., '-A Tabuliated Analical Procedure ando anes
Analysis for the Dc-tcrmint-arz of t-e Form Coe-f fici -nts and- SIP
frShivs Des-igned ccdigto Series 2-.- Euooa Shibuld;
&8 Hfavelock, T.H., The Wave-.flekin; Res ics'rnce of Sh ips: A Tt'.-et icalI
and Practical Ana-lysis." Proeeelic-s R-al Sod-- fic-dn
A, Vol. 82, np274, 1909y9f.onon
19. Clement, '.J "A Critical Redlew of SvrlRecorts on Rond&nM
Boats, " Davi-d Taylor Mtdei 3aHn ydrarchanics Laboratory Tech-
nical Wee4.Jsuly 1963.
23. 4-i~iscn,7 K.S.M. and Suarez, A-. "Tests-l of Twenty Reated No delIs of
V-Oottm o ir u Boats M Ser--es 5 DR.-lt Rezorr -7 ac
l%9.
q1667
TABLE ]a
M Remarks A
Th~s series -deals solely with vessels intended to operate between F. 0.3-
1.19 (VA/L = i.0-4.0). These vessels, therefore, do not operate .n the pure
planing vcg'on although they may overlap Into it at the higher end of the Soced
range. The fotm has therefore been designed as a round-V ine hull. The charac-
tertics of~ such a hull -are:
(a) fine straight lines forward
(b) transomn stern
(c) the afterbody fncorpoarates a rounded bilge section
(d) the buttock lines in the afterbodv' arc- uinat - strai ght with
a small stead,/' rise aft
Presentao'n
~~33
f:f
77
"
R-
1667
Table la (Cont'd)
cross-faired results were taken from curves for use in analysis. Curves af
wetted surface underway, running trim and rise of CG are also given. Actual
model data have been tabulated in a separate technical memorandum.
Friction Correction
IfI
1. Study of rolF stability vt certain speeds for some narrow-beamed
models (Ref.).
INI
95-
Z ~ ~ --
R-W67
TABLE lb
LWL LWL8
1 4 A CO-
1/3 C e aw PVL P XAXL
I5.65
to
0.518
c
15..1
o
0.373
0.390
o.576
0.589
o.775
to
4.83
to
3-57
3.34
0
o.6
00.0179
o.66 0.10 O.G2li9&
7.72 0-877 22.5 and and 0.761 6.94 an6 and and and 0.0288
0.410 0.599 116 0.13 0.72 M45 aft of
Model Characteristics
Royal Institute of Technology, Stockholm; 60M lone x 3m, wide x 1.35m deep.
Rip Remarks
Presentation
Xz Friction Correction
35
ME R-1667
TABLE 1c
A B T-
1/3 c rB T T T LCG
e cWL,/B B /T - T I
X AX x x pp
5.23 0.550 13.5 0.421 0.650 M.87 4.55 3.57 0.!7 0.75 m.8 0.06
to to to .37 0.661 to to 3.34 S 23 0.78 0.24 0-02156-
7.75 1.039 22.-4 and 0.796 7.39 and and and
3nd and 0. 02!P4
0.457 0.677 3.!6 0.3C 0.79 0.29 aft of
Model Charac-Zerktis-,
Remp-ks
trim by the bz- 'these results were not. used ltur trie present analysis).A
Presentat ion
Friction Ciorrer-tion
- V-
R-i667
TABLE Id
L CW r T TT LCG
0 09-6 8.24 0.40 0.68 0.73 4.623 3 0.42 0.77 o.41 m.415
lan t to to 3.5 aft of
8 0.821 14.4 8.2134
z Model Characteriqtics
4 9 paraffin wax models, with lengths in the range 3.3 to 4 .4.-. Turbulence
stim.ulation by lrvm diam trip,-ire 1/'40 of length from F.P. .3peed Range, Vi'r-
L.0 tn4.3 (F =0.3 to 1.3)
Test Far-ilty
Swedish State Shipbuilding Experime~ntal Station. Goteborg; 2 4 0m long X
lI-Cn wide x Sm deep.
Remiarks
7 '~the pare-it ;form is based on a series of fast torpedo boats bull,- for the
Swedish Navy.
'(a) Straight V-f;-or-.ned transverse sections in fcrebody,
()Round bilges along the whole hulwith reduced bilge radius going aft.
INK (c) Docking keel from Sta.16 aft foIIow'ng the baseiine OL
'd) Relativei- wide and deep transom stern.
(e) Deadrise anole in 4transom stern is small bkut is sus'cessively in-
creased going forward."
Presentation
Residu.ary resistance coeffi'Ciept, CRP as function of ~FL
Friction Correction
X~ deriveJ fra-. ?*del tests wiith 1957' IUTC was used, with 1947 ATTC
a(Schoenherr) uzsed for faill size (100,000-lb -d.bplac.-mnt) with CA 0.0.
~ I LCont'd]
L
37
R-1667
Table ld(Cont'd)
Related Work
L -4-
R-1607
TABLE le
SERIES: Series 64 (Rud jle
c AUTHOR: Yeh (Reference 10)
A T T,~ LCG
1/ e CP .1X BX/
LW~ AT ST T
V/3 Ce B 7A x 8x Tx pp
8.04 0.740 3.7 0.35 0.63 0.76, 8.44 23 0.405 0.86 0OA 0.0656
r!to to to 0.45 to and 0.37 aft oif
F12.4 4.877 7.8 and 18.264 4 and
0.55I 0.29
V5 Model Characteristics
Remarks
ZZ Presentation
Tabulaitions and curves of residuary resistance in lb/ton displacement as
function of V/r and &/(0.011.) .Curves of change of bow and stern level
versus V/i
Friction Correction
-A
300
E,
- -~R- 1667V
TABLE I-f
SEIS Seis6 (Round Bilge) A T I
A e B w AT B- TT
4.5 m.61 16.9 0.383 0.577 0.755 2.524 2.891 0.03 0.26 0.065 0.058
to to to to to to to to to to to att
6.4 1.204 28.6 0.636 0.774 0.815 5.750 9.503 0.74 0.91 0.770 0.003
fwd of
Model Characteristics
5 wood models, all with L1 3 ft. Turbulence stimulation by 0.04 -in diam
wire strut with dep--h equal to miodel draft towed 5-in ahead of F.P. Speed Range.
(FV=0.05 to 2.75).
Test Facility
Rema~rks
Five models of round bottom utility boats each tested at several displace-
me-its with level trim (at V=0). Additional tests with varying LCG positior
are reported in the Appendix of the present report.
Presentation
Friction Correction .
Related Work
40
cif-
R-1667
TABLE 1g
SERIES: Series 62 (Hard Chine)
AUTHO0RS: Clement 'and Blount (Ref.3)
GEOH4ETRI C PARTICU AS OF MODELS
C~ LAT BT T U
C C T T T LC
1/3 e B P W WBXA X X T I
3.07 0.003. .4 08 0.795 1.67 3.25 0.75 to9 ;5. 0.052&
Test Facility
j NSRDC high-speed tank, Washington, D.C.; 2968-ft long x20-ft deepx 16-ft deep).
Remarks
Five models of hard chine planing boats each tested at several displacertents
AS ~ and several LCG positions. Pull characteristics are:
'(al The deadrise angle at the transom should be fairly high
~ (127'-deg was selected).
(b the after portion of the hull bottom should have a constant
deadrise angle so that the high-speed planinc area would be
zntw isted.J
(c) the stern should be narrow, with the transom width equal to
about 65 percent' of the maxi-=. chine width.
Friction Correctionfi
1947 ATTC (Schoenherr) using measured wetted surface information, with
-0.0D.
V Related Work
Re-sulIts of some porpoising stability observations Included in e(3.-
414
R-1667
4- - -
ait, -Z OND P
-- m C3.
N0c: Nc '' CCi o'oci .o 6
I t 00C
c.D Qi 01 OO jO _____
-1
: I I
JOOLC a%O OC 0 c0
3:0 co'j
*oL ON t-
Jt .0
U_ _ _ _) _ _ N C a
(a
2;L1
C a -c8%
nr rI uLc~r~A
U c
W% VZ ;nQ
0 Oa l 0. 0
1'- _ __ _ _ __ _ __ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _A
C4 cr14c 4-?Ccno
~ m 0G 100-aw0 a-m
C- Nl
Z7 -V If, -
R-!667
TABLE III(a-c): GEOMETRIC CMARA.CTERISTICS OF ALL MODELS USED IN
DERIVING RESISTANCE-ESTIATING EQlATiON
dLWL
epp
L T TBr
AL.
-- T-
_T
4 1 (a) NPL
4-50 20,,.5 0-397 '-- 05
_Lz
e a
0-55-
p 1 wp 8 T ' aft
of
3-33 3-.28 6-40 0-52 0.82 3.51
*
A BX TX
PLB 5430 2 0-5397 0-693 n.573 0-753 3.33 -47 6*40 3-52 0-82 0.51
HPLC 5-50 20-5 0--_97 C-c-93 -57 0.753 3.33
5- 5 -966-40 0-52 C-8 0-51
NFPL! 5.00 20.-5 0.39? 0-63 C3-5 73 r,-75
-W 3-33 7-73 864 O 3.*
-52 0.-82 0.-51
SPLE 6- 0 20.5 0-39? -697 C - 3-3 9-83 6-!43 0-52 0.02 -5 !
SFLF 4-50 15- 5 0.39? 0.7693 .573 0.753 4.55-1-75 -40 052 0-82 ^-52
N?LC- 5 -0 15-5 0-397 0-693 0 .-
73 -753 4-55 2 - 6-40 0-52 0-82 .,-51
NPL 5 . l5-5 0.39 -Z-?3 1
0-573.753 4-55 3-19 6-4-0 052 0-82 0-51
6-03 15-5 0-397 0693 0-573 0-753
6PI 4.55 4-14 6-4 C-52 0.82 3.51
SP. 6-50 15.5 0- 7 0.693 0-5732 C- 3i5 5.-27 5-40 0.52 0-82 0-51
NFL! 23 15-5 0.397 03- l93 C".575 '%Z5 4.55 6-58 - 6-4 0o52 W-
UFLI 5.30 12.5 -33 390-93 -- '573 0.79W 5- 41 1-'? 543 3.52 08 2 0.51
1:J 5-5C 12-5 - -7 0-593 0 -57 0753 5-41 2.25 5-40 0-52 0.82 .51
)Pjij -0 12-5 0.39? 0.693 0-5n753 5.41 29.Z 0.52 0.P2 0-51
lPLO 6-5C 12.5 0.-97 0-593 0-573-53 1-411 -'72 -40 -52 O6Z 0-51
UPLP 7 .3 12- 5"3.39-7 3.593 C-573 3.783 5.41 4-65 6 -40352 0-82 0.51-
M-0O 55 -0W 0-39? --693 0 -573 0-.- b3 6-25 1769 5-40 3.5 3.235
NPiSR 6-3 11-0 C.39? 3 -6&t'3 0-57 0?53 6 -25 2-23 52 !a-82 0- 5.
G-40 ---
I PLS 6-50 11-0 0- 90- 3 -5753
07556,5 2-?79 6-40 0-52 3-82 3-SI5
SF-^7 -339?
C.31 0. 693 0-573 5-3 6-25 3-49 5.43 3.-532 0-51
PLJJ 7.-3 11-0 0-39? 0-693 0-573 0-753 6-25 4-29 6-40 0-52 0-82 0-51
~ - =- 11.0 O-Z.97 0 -93 --573 C-5
--- 6-25 5-23 6-40 05- 082 0-51
IIPLY 8-0 ^1-- -39? 0-693 05 73 3-753 6525 6-2' 3.-40 0-52 0-82 ^-;51
431 -8 15-1 0-373 o-50 -646 0-2 5- 6.94 3-5? 9 -79 3-3 0
432 7-36 15- -39
7 - 748 0-591 63 Z3-3 2-49 0-26 0-c6 C-
-
W 7.06 16-4 0-410 -59960-4 0.761 6-76 Z16 2.88 013 0-fl 3.15
1 55- 0 I - -1- 6 -8 3
592 6-63 1.-3 0-390 0-5 0-662 3-78 - .- . 49 3-010.5 0-13
Ma- 6 57 22-1-,35 4 -1 0-3 4 C-6?1 -83 3-1- 2-88 ^-!3 3-7? Z-t5
Dc
IGEOUT
5ga 5-!9 19-1 ^-44 599 ^.Ga. _-7
-19
0 -75 K - 5 -90
41 :;ac:;cn.:S; n.;ta? n: 59f 3-5?- 1.-6:2 0317 3?5 0*16
XF -42 74 1 '4
.4-?-7 61 3.661 3-79 7-27 3.35 2-15 .233 . 0.24
51 6-77 20. 3-421 ^60 ^-64 0-ta?? 4 3 5P- 1-6 01? 375 018
Z2 5--.17
21 0-437 3-661 ^U-661 0- 79D 4- 3 3-54 2- 15 0--23 -fl?2o-4
03 ^__QZ6
5.57 0, .-77 -674 0-79 153 3-16 2-64C 0-30 0-9 0-29 M-61
73 5L-63 Z2 0-45? C-67fl 0-674 -79645 3-156 2-64 0.!'3q7 0-29 otd
C-8-42 1W^-480 7
77 -? A ?357 -: -27--5 !M-
[W WMR.-~ I -
R- 667
-x
--,L BX -- 8
ModeL I C C w
CXT Lpp T T
a B aft A BX TX
(d) SSPA of
1215A 6-0 14-4C0-40 8- 0-.590 0-7 4-62 3-0 4-15- 0-42 07-? -41
1212A 6-CC 11-5 0-40" 3-680 0-590 - 3 5-82 3-0 4-15 '--A2 --77 0. 1
1203 6 "-5- 0-4CC 0-6S0 C-&) 3- 7-12 4-' 4-15 0-42 C-7? 0-41
:2161 7.0 -5 0-.-400 - &-2 0-590-- O-W7C 4-94 3-0M 4-15 0-42 0-77 0-41
11. 7-0 0- " 0-a.
6 -- 0-733?. 6-23 3-50 4-15 0-42 77 C-41 --
1210.1 7-0 8-9 C-'. a-63 S-59 0-753 7-61 4 -. 0 4-15 C42 C-7? 0-41
12171 8-'0 12-6 0.00 0.C-0 0-594 0-7"0 5- - ..
IAA 8. 10-3 0-400 0- 0-5n 0 - .73 3-5 4-15 0-42 0-7? 0-41
1211A 8-0 8-2 C- 0-6O 0-59 0-30 8-21 4-30 4-15 0-42 -77 -1
48C7 12-4 -3 0-:5 -, -5--6 -0-?C1 15-2S 2-=0 6-5 0-41 0-8 .0-29
L -td 1
U4F
Vk
TABLE Jlt~f-g)iContinued
f
T-4-LE I - t.
ii;:4--_
T
-p B '.i hG'.
at A BX
472C5 4-50 27-5 0520 .64 ^.815 C-"1 21-3 5 5-44 4-93 0-4? 08 04
472 2 577 -- 6 3. 0-5_ 7 ?-S6C 0-796 3-8 .. 9-20 -1- 33 3- 3.-? a-
4652-OS t
5.32
2"!--iS'- 5-a_5 75
- 52-.5 C
81' Z C -a 534' 1.~E?-
- 6,6-- 9; t:s
a
-
U_ -c4 aW Q 4's' 8= i. 695 0-05 C-C- I
4C I S
3-': -S 5- 3 -715 c-, 4-15
7- 5-F :-5 .7....00
42 4-51 2- 0-53? 0-812 3-660 0-7f 2-990 5" 0n. - 0=89 1--
C- 5- 5?00 - a a .- 1
K'45e6-
40683: 4-4 3 -942-C5 3-810b 3-640 0-tf.
7Z.6 37i., . Q%
4
2~
3-590= 4' 800 5-3
C -0
7-10 5-2w
5-G. -20691
350-7a i-.
466-1
43.g a
Fcl 46 &-60
6-,3- -2 -.4--
L - -5
061i0 CNa _S4_
-f 6-75 5-;6 0.-S -69 1- 0
__
3
TABL- VL TOTAL RESISTANCE A UES FCA ALL iICELS USED IN DERIVIN- RES'STAJXCE-
Ia-c) ESTItATIMtG EKUATICON. TABULATED MA*ISERS ARE 100 RT/ S h/ib) FOR 900,="0
- +1 CAFT IN 59OF SEA WATER. 1947
LS+,,. ATC A LES V .
n . ($CtOENI-E.) FRICTION COEFFICIENTS
VITH Ct 0.0, USED FOR SHIP P
&2- 2---
t5-
i0 5 4 -;a -..
) 9-45 9-2 I
s-r -Z-5 .5
S1 --- 2-IC6 3- _ 4-45 4-95 5-40 5-55 6-3C - w" 7-25 ?-7
-
2.0
0 2--70 3-60C !-_Z4At4-5 5-25 575 6-30 -35 7-40 7-S,_,
r 43 2-1C -0 3-9e 4-62 5- = S-S 6--- :5 , 7-10z 7-'1-
51 2-4C Z- 4-4^ 5- 2_ z- 70 C-_=; &95 7-30 ?-50 S-02 8--4-
55 2-4a -N-85 5-10 E-95 6-6f I
7-1 -v 8-C 8-55 9-'0 9-45
53 2-9< 44S 5 5-5 5-32 a 1-95 7-55 8-tS a e0
-80
a -9 4-25 s5- *7s6 S-2o S-Zs 75 8-!S 6-6_' 8- S-= 9-4Z
3-0
31 3-4'5
-00 -5 -4
-02 6-=C ?-a
7
8-40
8-C5 8-0
S--5
-65
8-s'- S-45 8-75 -95
'-35
3-W=
9-7- !--
- S-WO
1-15 C~20
.1- 3-9, 0 0 -6: S-65 9 -40 99 1^.-r^-a7
fI
F - 834-2 9-c
263
___
10-65 I I-
O ID~1 -cc PaS=M& Cttatd
%M
- - -o
R-1667
F
fl
HODEL 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2,0
d) SP
1215A 3-25 4.40 5.35 6.21 6-9? 7-60 8,12 8.59 8.90 9.11 9.32
1212A 3-30 4tlu0 5.45 6032 6-9C 7-53 8.05 8.50 8.83 9.20 9.53
1204 3.2B 4.40 5.45 6.39 7.15 7.73 a-20 3.66 9.00 9.32 9.71
1216A 2.30 3.13 3.90 4.60 5-17 5.68 6-11 6-52 6.90 7.25 7-63
1213A .30 3-5cW 3.90 4-58 5-13 5.68 6-i : 6 58 7.0 ?.40 7-82
_ 2i.LOA 2-15 3.10% b-91 4.53 5-24 5.80 6.29 6-75 7.19 7.80C 8.-00O
121 A 1.70 2-40 3.V2 3.60 4-10 4.56 5.00 5.40 .,,?6 5.13 6-50
1214A 1-77 2-43 3.08 3.60 4.09 4-55 5.00 --4^ 5-81 6.22 r.62
1211A 1.64 2-36 3.02 3.60 4.11 4-60 5,04 5.49 b-92 6-38 6-82s
4?84 1.70 2-23 2-80 3.40 3-87 4.20 4-55 4-90 5.20 5.5.5 5-90
4%88 1.60 2-00 Z.30 3-03 3-50 .3.85 4.25 4-60 4.90 5-20 5"50
4789 1"40 1.75 2"05 2.40 2-75 3"10 350 3"85 4".50 4-e5 5-^0
4790 1.-
70 2. 0 2.65 3.15 6.85 4.10 4.60 5.00 5.45 5.90 6.25
47i9 1-45 1,80 23w0 2.80 3.25 3.7# 4.07 4. 4.30 5.17 5.-5(
4?92 1.4^ +1#551.95 2.25 2.65 3.05 3.50 3.85 4.2Z 4.60 4.95 z
479.3 1.80 2.20 2.80 3.45 4.05 4.45 4.95 5 .j 5-65 6-.3 6-.38
4794 1-65 2-00 2.40 2-90 3-W5 I'-00 4-4_5 4. 5.30
S0 5-70 61^0
4?95 1-35 1-60 1.90 2-25 2-6 2,95 3-35 3.70 4-10 4-45 4-80
4793 1-45 1-90 2-40 2-90 3-35 3-75 4-15 4-:50 4.-" 5 10 5-40
*,97 1-45 1.80 2.20 2.60 3-05. 3-45 3-85 4.15 4--io 4-80 5-10
4798 1-20 1v40 1-70 2-00 2-35 2-?0 3-05 3,- W 3-60 3-95 4.30
4799 1.80 2.?0 2.65 3-10 3.55 3-95 4-35 4-,70 5.10 5-45 5-75
48%'V 1.35 1-65 2.00 2,40 2-85 3.35 3-70 4 00 4.30 4-60 4.95
Ing, ]4801 1-10 1?5 1.5 1-90 2-25 2.55 2-90 3-25 3.65 4.00 4-.30,
4802 1-50 1-4O 2.35 3 -.
00 3.50 3.95 4-35 4:.75 5.05 5.35 5.70
48s3 1.35 1. -*W 2.40 2.85 3.25 3.70 44.0 4.50 S.90 5.20
4804 1.30 1.50 1.75 2.05 2.35 2.70 3.05 3.4 3.75 .10 4.40
4805 1,50 1-90 2-30 2.80 3-30 3.80 4-20 ,1.60 4-95 5.50 5-60
48, 1,35 !-C70 2.00 2.35 2.75 3.20 3-65 4.05 4.45 4.85 5-15 '
807 1 1.6 205 2 2.0 3.i0 3.80 ,.085 4-20 4-50
480 1.z-5,5 1,90 2,-12 2-. 3.15 3-.5 4,05 ,1,45 4-80 5.-2^ 5-65
809 1-3 1-75. 2.-M 2-W 2o? 3.20 3-.^ ,w.S 4-40 4.80 5-.15 -
4811 1-60 1 -9' 2-30 2-?', 3-2" 3-65 4-l5 4.-' 5-1^ 5.55 8,00
4813 1'35 1.60 1.85 2-15 2 .452.85 3.30 Z-75 4.20 4.60 4.5
rf --.
'd
47[
R- 667
Fn
V DOEL 1.0 1.1 1.2 1.3 14 1.5 1.6 1., 1.8 1.9 2.0
47811 3%-10 4-30 5-3! 6-20 6-85 7-40 7#75 8.05 8-3'_ 9-55 8-65 ;
7312 3,6-85 ,5 P-56 3-90 9915 9-35 9.4 980
0, 1C-05
4?813 4. 6.90 8.50 S -=95 100 i.- 10.75 1 .o i1.25 11.6 f
4'2801 3 - C 4.
- %f515a-160 S-g 740
? 790 s. *65 9,040 9.-
0L
4aM 4.20 5-80 7.1C 8.25 6-50 s, -9-? .60 E -,931025 10.60
4?O3 4.5C 6"90 8.40 940 9-90 1;.20^ C l 5 11.05 11.40 11-85
4?806~~+og
Oi ID1 1 - I.,7 2,O
*p116-4a9
11.850
47771 3,65 400 5486 6-7.53 87-0 8.65 9.15 S-4.5 .80 10.20
47r? -W
4* 5,380 ?-2.5 *ICo3-rv 9-15 9.55 9-90 10 I1- 5 1U-903
,
47M 4-80 6,80 8.7O 9.70 10- 1-1.105 1,10. *70
47774
4?775 5,3 8.50 10-20 1085 1!,2 0I11250
6,40 10 -D 11-75 12-50 130-0 63 e0 12-1v 12#40
13320 13,40 13.70 14.00 13-16
12.70 14-35 '1
47M 'i60 4-90 6-5 7,45 8-30 E;80- 9.10 9,55 10.05- 10-65 11.30
47992 4.10 6-10 7.85 8470 9.3 9.70 10-10 10,50 l.-^- 1-6 120
2
4M3 4*T3 7*50 9.0 9;90 10 -20 0-45 10.80 l- 1185 12-40
47?94 6-50 9-20 10-60 11-05 - 1185 1240 19-v40 12-7 1325 13-85
4975 7.W 10-40 11;39# l2 12.40 12,)0 13, P0 1365 1 41445 15.3
477?8 4-25 6,8. 8,40 9.30 9*SG 10-15 10.45 10-?t i100 1*5-0 11.&95-
4 M 5-.30 7.60 9.30 10.20 10.75 11-0 '1.45 11.0 12-30 i2,65 UZ-aD
41164
6 6- , 98-C 11-30 11,>95 12-10 12-40 12-70 12 95 i3,20 13,.50 1- C - .
47785 7 .40 i 12-3190
o..- 1--.C 13-50 13.%S 14. -15, 8.0 15-W8
3 -30 1-40221522.85
4661 22,-' .25522. 05 2-02Si5210
466&52 j!).-70 15,55 18 ,25 IS.Z- 1'-50 ~?2c 1.6*95 16-63 15-25 15&84; 15.%40
4658,3 8'-90 1 2,r20 15*4:& 15.65 14.90 i435 15.9d 13-50 13. 2. 5
466%5
46661
8 12#40
.90 14.45 14-.5 14-25 13-65 1Z-25 11-90 -12-45
11195l-,
10.0'I.45 16.40 1",0 17-65 17-55 18.35 181r'- 19-20 19 25 "
7I
46652 8.05 14V-85 12-90 13-65 !Z.30 13-90 14-.-0 14N.1 14.25 14-45 -- ---- 0
46663 7.25 S-40 1CA-9- 11.80 1212 12.25 12-3G 12,30 725 12.0,5- 11-85
4564A 8.25 8-'%" 9*4510 -o: 101-210 10_-35 10-7,;I1- 1' 11-25 11-2^%11.0
45572 6,,0 5 7.-903 9-65 1u-Z0 .9 1145 11.58 -11.-90 12-19-42-4012-.55
46 6'f 5.25 67?5 S-1 8.90 9.35 9.7 995 10C.-20 'U',-45_ 10.75 11.&3M
46674 4-W 5-83 6,9 7.45ZO 8- 8*3 5 c85 9- y.-
30 9-55 9-95
46682 4.55 5-85 7400 8 -n0 BA?0 8-93 9.00 9-25 9.3 00 O4
46633. 3-8 5 4.80 5-70 6-50 ?.*.5 7aO 8'-Cal 8.s40% 8.?5 _01 9*40
466B4 3-50 4-25 543~- .5 6.30 6.-70_T 01'6 1*.0 ?c.9^ 8.35 8-8z0
46692 5-80 4.80 5.06.90 V5 8.10D 8.5 S.~..Q9 9.8c
ir74CV93 a .5 " &5'6 W1 ?-^0a4) SO 790 -8.3"
7.53 8-70
4GG4 3 Mv 3.- 4*.35 5.00 5-35 5-30 6-65 ?,'05 )-75 - --
Chn
~ t f d.
-' Ze{ --- ;:
R.-1667
U-, TABLE V:
7"ZE7
RESI.LMRY RESISTANCE VALUES FOR ALL MODELS USED IN DERIVING
RESISTANC-ESTI.ATING EQUATION. TABULATED NUMBERS ARE 100 RR/A
(Ib/ib) BASED ON i947 ATTC (SCHOENHERR) FRICTION COEFFICIENTS
iEXCEPT FOR SSPA, WHICH ARE BASED ON 1957 ITTC LINE.
F
MODEL 1.0 l1. 1.2 1.3 1.4 1.5 1.6 . 1.8 1.9 2.0
la) NPL
NPLA 5-29 8-48 9.94 10-22 10-17 9.88 9647 9.98 9.34Z, 11-34 11-40
NPLB 3-89 6.20 -7.7 8-46 8-71 8-65 8-66 8-58 8.74 8-78 8-81
HPLC 3-13 4-83 5-93 6-87 7-12 7-2? 7-22 7.31 7-36 7-63 7-67
.JILD 2-90 4-18 5-02 5.86 6-15 6-37 6.50 6-51 6-63 6-88 6-98
NPLE 2.38 3.64 4-41 5-23 5.67 5.93 6-31 6-41 6-57 6-74 6.79
iPI F 4-88 7.31 9-37 9.40 9-49 9-34 9-29 9-12 9.34 9-49 9-60
NPLrG 3-16 5-53 7-51 8-13 8-#40 8-44 8I-42 8-34 8.34 8-4080
NFLb 2-51 4'26 5-92 6-79 7-20 7-33 7-40 7-39 7-40 7-25 6-W9
NPI1 2-13 3-53 4-71 5-25 5-83 5-93 6-2 6-19 6-20 6-37 6-31
J fl.1 1-83 2-89 3,69 4-21 4-68 4-90 5-10 5-23 5-36 5.44 5-62
Vs KPLK 1-61 2-,4 2-69 3c 56 3-86 4-12 4-44 4-53 4-64 4-79 4 88
SPLL 3-.9 5-5t 6-99- 7-64 8-00 8-29 8-47 8-46 8-40 8-41 8-51
54PLK 2--8 4-32 6-02 6-78 7-07 7-3W 7-46 7-50 7.56 7,57 7-53
WPLE 2.17 3-81 4-69 5.45 5-91 6-05 6-12 6-33 6-43 6#5-4
S12LO 1-88 2-54 3-42 3-96 4-6 4-81 4-82 5-25 5-29 5-45 5-45
Sf.? 1-64 2-15 2-76 3-16 3-60 3-95 4-25 4-43 4-63 4-75 4-74
IPLO 2-24 4-09 5.76 6-24 6-66 6-75 6-99 7-3r -33 7-30 7-38
SPL5 1-88 3-21 4-57 5.32 5-l 5-88 6-10 6-22 6-35 6-41 6-52
97FLS 1-61 2-45 3-52 44^4 4-42 4-79 5-02 5-29 5-37 5.52 5-60
NPL? 1-48 1-90 2-84 3-22 3-55 3-98 4-19 4-44 4-62 4-79 4-79
57.0 1-30 1-70 2-25 20fl 3-12 3-50 3-70 3-93 4-13 4.24 4-26
NFLV 1-20 1-47 1.92 2-30 2-f2 3-11 3-31 3-50 3.67 .3.81 3-94
YPLw 0-93 1-23 1-63 1.88 2-37 2,80 2-99 3-19 3-35 3-4C 3-71
431 0-1 1435 2-0 2-75 3-30 3-70 4-0 4-30 4-50 4-60 4-70
4Z2 C-85 1-5C 2-45 3-15 3-70 4-20 4-50 4-80 5-' 5-2 5-35
433 1-10 I.90 2,80 3-50 4 5 4-45 4-75 5-00 5-20 5-30 5.35
5--1 0-80 2-10 3-20 3-90 4-60 5-05 5-40 5-60 5-80 5-90 5-95
W2 1.45 2-65 3-60 4-35 5-00 5,45 5-70 5-90 5-95 6-- 5-90
' 59, 1-60 3-00 4-15 4-95 5-50 5-90 6-15 6-30 6-3 6-25 5.85
W^: t-85 3-50 4-a5 5-75 6-40 6-85 7-10 7-15 7-10 7-00 6-90,
W2i 2,-5 4-0 5'40 6-5 c-85 7-20 7-40 7-45 7-30 7-05 6-85
63 2-45 .35 o- 0 7-25 7-50 7-70 7-6C 7-40 7e' 6-50
S41 1.10 1-55 2-45 3,.15 3-504 3-?5 4-,') 4,n 44.8 -:.
4.95
43 1-2 -80 2-50 3-25 3-65
.?9^ 'l-40 - 3 0 ,M 4-,-25 4-90
5-3 0 5-20-
-5 4 -1W 4-60
I Z,
43 -t-5 2 4.55 4-90
51 60 2-& ", O -95 4-45 4-80 5,15 5,35 5-42 5- 5,75
" 52 !-B^- 3-^-^ 4-10 4-7b% 5-25 4.5 5-9-3 6-!5 6-4-- 6-60 6 ,5
53 2% 3-40 4.50 5-20 5-; 6.10 6-45 6 -5 6 .0S
S61 2-V0O 3-65 4*?5 5-45 5-90 6-25 6-4,9 6.4'f- 6-43 6- 50 6-00i
62 ;2 -sA0 3-90 5-05 5-80 6-2 6-58 6-75 6-80 6-75 6-50
;_ 3 63 2-75 4-25 560 6-30 6-75 7-05 7,45 7-W 6 85
71
f 3-. 5-6e 5 - 5 i2 47r45
'382 9.C5 -t 7-3 7-. [r
72 3-10 5-35 6-75 7-55 8.10 8 -53 8-080 -8-%1
V3 3'55 5- a= 7-40 8 -3 8-85 9-3i 9-5 9-0 cond
~49
-r -- -- -' -
i '
I v TABLEf V:, [..ont-inued]
t
i:j
1215A 2-40 3,45 440 15.02 8.W0 6'07, 640 6-, 68 20t 64080
1212A 2-52 5-4 5 4.30 6-9a b.W 6 , Ol Zi2 :4 Gf2 8B 8'82
INI 2-35J 3-4$ e So~& 6,a12 io-I
&.i33 042b :.r: 4:
12161Lid
146 5 .:P, 2453
* CZ ?".0 -tb428 t 5W 4,62 470 44&b
1213i 1.562 Z-. 2.78 3,f-0 3-C; Sb 4.20 4,40 4#W0 4*75 4-92
[ 48'92 5OFO
C 0,60 065
1420 0,85
0-90
1:#50 1,W200 0Z:01.,5
1,.9 1.1
20 2:40 P25
'140 Z:0 P-.'+
,7
40
4800 0- o eo
W% 43 -C P0. 1t
^ 1 '140 1,0 1'6 I
48 .6$ t45 1.05 1. 1-60
4FM"9
41
I!
0-50
.40
;L-6 P.a
0-3 .-
4 . 1, - 30I
143
il
2- -05F .15 2.1
1-7c
-r 1. - 1
2-5 2' Y
-97142
=- -#
24
45
1#19
0.4c5 ..43
0-4 '5 .'00 '.
0'.?0 P40 1".6
4&V
4815
1
4812
4813
^-Z^6 -! -01
,1
70
0.05
0.35
014-l
090
-7
0-0
5 -D1W19-
1-0
TABLE V: [Continued)
flOtEL 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0
r -~- -,,SRIES 5Z
47811 2:60 3:73 4,35 5-05 5-55 5.90 6,15 6-75 6-30 6-35 6-35
47812 305 4)0 6"10 7:05 7"45 7,60 7-65 7.70 7-70 7"75 7-75
1,"v.39 8"35 e-1 8.9*905 1 9.'1, 18 9-25 9.35 9-45
V4801 2.25 3-10 4-25 '85 5-35 5.85 6,05 6.30 6-.45 6-55 6-70
47802 3-20 4-0 6-15 6.75 7 *20 7-50 7-70 7-90 8-00 8.10 8-15
47803 3.75 6.35 7-95 8-63 8-80 8-90 9 - =v 9-15 9.25 9.40 9.70
47804 4"15 6"15 9-30 9-90 10-20 10-38 10.55 10.70 1075 10-85 11-05
47771 2-65 3 - .50 5-45 5-90 6-45 6-80 7.00 6-90 9-80 6.90
47?72 33-30 4.90 6-30 7-10 7.50 7-70 7.65 80" 8-10 8-20 8.25
4773 4.10 6-55 7-95 8.65 P-90 16905 9-18 9-25 9-25 9-25 9-30
! 47"74
477o.574 4-55 7-4C0 9-30
9 9 " 10-05
.30
94, 1-" 104-5 10-30 10.3.5 1,0-42 10.50 10-65
[O 477?5
47791
47?92
5. -
9-10 10-95 11.-5 11-9? 11-75 11-65
2-55 3-60 4-80 6-10 6-65 6-85 6485
3-20 5-OP 6.70 7.40 7-75 7-90 8-05
11-75 11-90
6-95 7-05
8-20 8-50
12-00 12-20
7-40 7-80
8-75 9.10
4'f93 4-0 6-60 7.90 8-05 8-85 8.65 9-00 9.20 9-50 9.75 10-15
11 47794
47795
47782
6-0 8-40 9-75 10.10 10-15 10-20 10-25
6.80 9-0 11-10 11.15 11-15 11-0 1.65
360 5-90 7.00= 7.70 8-10% 8-*70 8.30
l
1-40 10-60 .90 11.0
11.90 12.10 12-30 12-55
8.25 8.25 8-35 8.60
47383 5.05 6.3W 8.25 9.10 9.30 9-30 9.40 9.55 9-70 9-85 10-05
47984 523 8-20 10-10 1 10530
- 10.710-80 10-90 10-95 10-45 10.95 10-95
4M7-85 7.40 10"00 11.7 11.90 11.65 11-75 124 5 12.35 12.4?, 12.40 12.40
15 46651
46552
46653
13.-
10.05
S30
18-05 21.05 22.05 21-95 21-55 21-15 20.40 19.65 18.85 17.90
14-20 17.10 1-7"45 1690 1655 15"65 15-20 14-85 14.20 13.70
11-25 14-0 14.55 13.60 12.85 12.25 11-65 11-15 10-70 10.20
4665-4 8-10 1^-'70 12-75 1350 12.80 11.95 11-33 10"8? 1020 9-40 8.65
I655i 9-A3 12-6? 15_65 16.60 1C_5 16-80 17.30 17.80 18-0 1800 17.8
466-2 7-35 10-0 11.95 12-65 12.60 12-60 12-60 12.55 12-65 12'80 12.80
t 40663
46664
466792
5-60 8-55 9-95 10-7W 10-70 10.65 10-45 10-30 10-15 9-80 9-50
5-25
5-3
6.85 8.45
6'85 8,35
8,90 8.80
9-55 9-65
8.25 8-45 8.75
9-80
8.80 8.50
9.90o 10.05 !0.20 10.35 10-40
8.15
- 46673 4*50 5-80 ?- = 7-70 8- C5 8- 10 8.-'- 7.,95 ?-95 8-0 9.i0
4664 3- 404. 5.60 6'25 6-25 .; 6-35 645 6--b5 6-55 6.10
746692 3-W2 b5-05 6 -IC 6.90- 7.33 7-53 7-50 7.-45 7-5C 7-75 8-00
A-1 46v63 -- -'-I0 34,3 4.65 5.,2N 5,.60 5-05 6-10 6-25 6- 6-50 6-65
? 4 '6,5 '30, -" -t -". 1C A.55- 4. -90'9 1C 5#25 5-45 5-55
4-59 2
A-51693 3-!
2,- -1)S-0 4.-8
3-15 3-?C'- 5.7--
4 4-45 6155
6-3C 4-5 6 -75 6.9o0
4-95 -,.V'7.-C5
5-10 75- 5-50 7.10
5-60
46694 2-10 2-55 3-05 3-45 3-80 1-' 4-25 4-40 4"V3 4-55 4-50
____ I2
R1667
UN tA
~ UN
-T
%.0 N
-'.0 t
ON. t -
Nq co
o Or- - %0 0 N4 __ t - Nja
a% 0 -x 10 0 :r a%. v%
U'%
0N 0, 0, 4 0 C." 0 C0 - UN ~ 0-
L 0
C!
0 0
. -:-
0 0 0>
--
0 0
-
0 0
C.
0
I
N
r40 LA
un. N '
0' '.0 CO CO co C)0%
* U'.
n _r
.- O
co r
C;C; I i I I 0;
C; C O ' 0 CO 0'. iv O . N
a%.
NN 0a%-~ . '
m-
-~~ * .i' ~% O 'o0-~N U.q
0 0, 0 0 ' 0 - '.*-
0 0 0 0 0
0 a%
.N - 40. 0 '0 '0 r 0 '
0'!
fn 00 ~ 0. 4 . f.~O U
1 I.I'
Lii- 0 0l
C
0 0 0 0 0 - 0 0 i'
0D 0 0 0 0 0
I "4. ; (A
-
z - 0 4 % r^ -. CO U. - ~C
4 LM 0%. m 0 U' -'. i'
a
-.o
i5 i
w
4 0 '. a 5' v' '.0 CO N 0. ~ ;
r. N 0
~
- . ~ ~ C C;0U. ' ' 0 0' iv'.
co - 0_0'. L 0 me 0' 0o
in
t,, -
00 00 00^0 0
0 0 0
0 CO
0 0 - ;
t
0 0
ct
Ile 0 CO 00 UO . .
0& 0 0 - 0* 0 0k NUs
0 0l
I I I51
4
I R-1667
APPENDIXA
Four models of the Series 63, round-bottom utility boat series, were
tested in calm water to determine the influence of LCG position on resis-
11
gmaking ance. change-of-trim and heave over the range of speeds where large wave-
resistance occurs.
The models tested in this programi have nominal length-beam ratios of
SI3,4,5 and 6. A shorter, beamier model, having nominal 1/8 of 2.5 was not
included in the present program.All of these models were built by the
David Taylor Model Basin and had previously been tested for level-keel
~ I conditions at Davidson Laboratory. Full tesults ofl these tests and de.s-
cripticns of the models have been given by Beys in Davidson Laboratory
if eport No. 949.I A 10-station body plan and waterline and profile endings
are shown in Figure 8 of the present report.
same as for the earlier tests reported in Reference 11. Irim and heave M
:1were measured with heave indicators at the FP and A? of the models.
0.04-11n. diaceter wire strut, placed 5 inches ahead of the FP to a depth
A
~
_
Iequal to the model draft, was used to stimu.late turbulence.
-ere taken of most of the test runs.
Photographs
-A
K
R--i-667-WU
speed VM ft/sec
resistance PSI lbs
Reynolds No. REM VM x Lpp/V I
Resistance Coefficient CTh R! wr(V)
TABLE A-I
Model Characteristics: Lpp= 3 ft ; A = 9.21 lbs F.W. at 77F ; V.A. =1.74 ft2
Scale Ratio = 16.75 for 100,000-lb ship in 59FS.W.; CA 0 for prediction of Rship
' 3 VM RM REM CTH TRIM HEAVE FNL FED RROD RSOD
ft/sec lb - 3
xl0 3 x10 deg in
TEST I: LCG 2.27-in aft amidships (level trim)
3-98 0-343 1-241 12-85 0-65 -0-15 0-405 0-966 0-
t-5
.10
5-74 0-2 1-0 14-2 3-12 -0.05 0.584 Z.393 0.0621 0-741
7-53 1-008 2-348 10.55 3.50 0-10 0.766 1-827 0-0704- 0-0902
93 1-202 2.907 8-21 3-20 0-21 0.949 2-262 0-0729 01024
4-65
5-40 0-596
^0747 1-4V-%
1-684 16-36
15-20 2-24
3,-07 -0-18
"-*12 0-43
0-550 1-28
1-*3 10 0-4
0-Wre7 0-65
U-,,04
3-.59 ^-2-%' 1-120 11-79 0-62 10 -09 0 -365 0-871 u00176 O 0226
,.Mo-54 16o.
43
-3
4-96
25,-^-2
0-46Z 1-350 It.-65 1-59 -- 10 0-441 0D
1-051 0-0360 O-d430
1153 0-0634
TEST 2: LCG 4
= .C7-in aft amidships
TABLE A-11 a
Mode! 4780 L/B=5 ( Nomr 1inal ) 81Th3.33 (Noreirial) A
Model Characteristics: L =3.00 ft ;A=13.26 Tbs FAJ. at 760F W.A. =2.08 ft
Scale Ratio =19.43 for 100,000-lb ship in 590 F o rediction of F
p;W;-=
VM RH REM CTH TRIM HEAVE PaL FNO RROO RSO)
fft/sec lb dX0 6 x 103 deg in
;LTEST 1: LOPG =2.27-in aft anidship (level trigs j
7-53 1-685 2-319 14.75 4-45 %*0A 0.766 1.70 0W-';945 0.1114
6.73 1-4A0? 1.765 21-27 4.15 -0.16 083 1-=0 *00 0-09 64
C
11 -112 2-38:2 3-422 9.58 6.23 0.*53 1.-131 2.5v7 01136 0,1484
3.25 0.264 1.001 12.41 0-W 47.z 0.331 0.742 00128 0.0164
9-32 1-%85 2-871 11-34 4-37 0.*30 094 2-1m 0.1018e 0Q'1m6
4.59 0-921 1-445 20.?S 2.10U -0.33 0-4?? 1-072 9-355? 0-060
8-59 1.88% 2-61,6 12-70 4.19 0.-15 0.974 1-962 0.1011 C.1226
3-9? 0-458 1-223 14-43 0.64 -0.14 0-4C4 C0-907 0.0244 C'4295
6.46 1.55&9 1-990 18-54 4.35 - ,'.C09 0-657 1-75 0.09Z) 0.1056
8.95 1-88? 2.757 11-69 4-35 0-25 0911 2.044 0.09T 0;1210
11.50 2*840 3-542 1*0'56 7-06 0-53 1*170 2-626 Ct A438 0.1810 f
10.02 2-154 34286 10.65 4.92 C-31 1.023 2-266 01C77 0-13641
4-32 0- 6345 1.33 16.86 -153 -0-41-: 0.440 0z3,9? G0.0360 0.0419
3-26 0-256 140&4 11.96 -2015 -10-25- 11-332 0-745 00m2 0-05
1.S I~f
1. Z111 1.69 --0.41W .w8 4&30 0sir 3.Cgw
6&46 1.480 i-990 17-60 2.0 -027 0.-6-W 1-475 0rsW-' ; e sr
7-12 1-615 2.212 5 TLr.-; -15-22 0.f7Z1 1-642 ~V2a
. Q*1074
L "~240 l'4 240 051. -- 2-46 0-tll 1-146 *.s0704 0-08
4.69 916
OF- 1-445 ZC.6? -- iS -0-45 0.-41e I1471 Wm
.055 4
CAW tZ uw I-6 - :.zO w
A.c
-R-1667-
3.97 C-683 1.2 17.14 w.24 -045 0.4C4 0B2 U.0248 0-0290
5-73 2-?3 1-65 33.0 5.21 -0.35 0.583 i215 01163 01247
9.54 2-955 2.22 20.56 5-73
j 9-32 -3-433 2-871 15-64 6-2S
-02
0.4?
0-767
%-949
4599
1-976
0-1164
01272
0.1304
O.14F
*
4-9 1-402 1.445 25-22 2- .- 41 0-477 0^99( 00568 30C24
6-46 2o826 1-.99 26-79 5.7? -0-11 0-657 1,370
L5-38 2-413 1-657 32.93 4.89 -0.-32 0.548 1-141
0-1166
0102
0-1271
0.-109?
FV2 1-9^02 1-546 29-86 3.75 -0.32 0.511 1.061 0^-073 0.0808P
TABLE A-IV
modjel 4780 L/8=5 I m;-aI B/T=5.GOv (Nainal) 1
Model Characteristics: I 3 ft ; a 7.35 lt F V.14. at 7$0 F ;W.A. 1-71 ft
kScate
r
Ratio = 3.65 for 100,000-lb ship in 590F S~= for rediCt ion ofR
/f Pli REM c0Th TRIM HEAVE P1K FN RROGD P$OD0
ft/sec lb ?.0-6 xl$ depi
TEST 5: LOG 150-i aft amldst'lp ieve' trn
[C0236
4-32 0-305 1.33, 11.10 -01,r -- Z 3.4 1.08 PI0~ MW3
7.89 0930 2-4W0 90 ~ 1 -. 1 .0 -e C-U'f 40 010z
5,74 531
-. 1 f-62
US6 1.26 oa 8 1-446 ^0-56D, "0271a
5 -2 0-SZSB 1.645 12.1? OF0 -3-5 0.511 -Z 0-0W 0 a57
3.2 0-24 -001 7-49 -1-46 fl 033 .819 0.061 411
1.223 9*34 '-1.0 "0'.3D '4tC4 OwZ~ 047
1'3
2-2 9 Wf 18 -023 073c 43 000
I R-1667
rTABLE A-V
SModel 4777 L/8-4 (%l9m;nal) BIT 5.00 (crinal)
I ~pV Characteristics: L 3 ft; A
=Model = 11.48 lbs F.W. at 76 F ;W.A. = 2.14 ft2
Scale Ratio = 20.39 fr I00 000-lb ship in 59F S.W.; CA--O for prediction of P
3-99 ^-332 1-226 11-64 0-43 -0-25 0.4. 0^.931 =00211 0-0272
5-72 1-121 1-7a 16-55 3-70 -0-16 0-582 1-338 0-4742 0-0861
1.54
1.= 2-Z22 11-2 4-18 0-C. 0-767 1-764 0-76W 0-0961
46-4 1-213 1-90 144.2 4-12 -0.03 0.657 1-511 0-764 0.0913
- crc 1445
1-- i6-93 2-4C -. 2 0247? 1- 0.0509 0-.91
57
5-0z 0-890 1-5S6 17.04 3-04 --- 2 0.511 1-174 0-0590 o-DM3
6-11 11 1-82 14-99 4-10 -0-07 0-622 1i429 0-074 -S
4-33 0-551 1-334 14-18 1-42 -0-24 0-44-1 1#013 3.0338 0-0409
Z
TEST 6: LCG- 3.78 -in aft a.id45bip
3-98 0-4190 1.226 12-75 2.5 -01 045 -31 0044 0-OW4
W-73 1-219 1-765 17.91 5,71 0-08 0 -5b$3 1-340 0-4826 0-3946
7.5u 1-421 2-32Z 12-05 6.23 0.40 0-?7 1-784 r0650 0-1049
I5~,01 !.
1-028 1.5 19-75 5-21 0-2 0-510 1-172 ^-C711 -40
0.3 I- 45 19-59 4.61 -0-02 0-4?7 1-C97 0-064 0.0696
4-32 0-624 1-331 16-13 3-3% -0.05 0-44 1-011 -040 0-0473
3.97 0.567 1-223 17-97 5-15 0-16 04C4 0-929 0-3 0-0451
j-54 1- 29-.
2=
21-85
1-S25
8-6
9-0
04
0
0.4
0-767
j.f
1-7C4 0-1178 0-1-7
4797 1-278 1-531 241-96 7-W9 0-W 0-.5c 1-15-3 t0-0931 0-10.=
4-67 1-5 1 4.8 25-11 7-02 0-25 0-5475 1-CW 0-2 0-0908
4-33 0-840 1-354 21-62 6.06 321 0.441 1-1. '0--59 0.0661
3-97 10-376 1-223 !11.51 -1-85 --.et A-c A -929 207 0-28?
5-72 1-146 15 7 16-9D 1.n -0-43 ^e-=8 1-A ^-'w764 -6
7-53 1-.. 2.319 -,-5 1-94 -2 0-766 S-E2 0.084G7 0-1045
Scale Redo 16.83 for 100,00-lb ship in 590 F S.W.:-= fc'r prediction of R
Asnp
-.
Vo P T.E$
m Im HEAVE Fl P4D RROD .S00-
6
ft/sec lb x!(f xi0 en in
TEST i. LCG = 1.98-in aft isbip (level tris)
8-.2 2-143 2-5 1-3 &-3 0.21 0-6 1-e=1 -' C1_-
7-3 .845 2-.319 125 61? -09' 0-.l 1-.&C 0-110-4 C-22 --
., ^ 1._ t
-8 2.,1 ,.e. 2.51 ,6-2, -n0-37 0-3 -4 0-1.= 0 -,2.-
6-46 2-482 1-990 25-11 6-42 -0-07 0,.65?r 137 %.19
m -
6-10 2-806 1-'8'9 27-42 6-Z -4 0-62i !497 a
_-173 '2
4-60 1-4S3 1-44 24-51 2.59 -e-av ;I
0.riFl -ti -c
TST 3: LCG
[1____-
= 5.58-in e ft ac iASidas
3-94, 0.729 1
1S 162m -24 -47 0- _ C-4____
4
L_
75 2-88- 1-765 -14' 3,?Z -ar '12f3 ~
to
rouc~~~INFLUENCE OF LCG VAIAT!ONS sbt
difirnai craf
posrtionsaveenlyentoaivesapprimareeations
af lnoiuinaltandart
Thesrsults wchn
beedigte with sd6)ato
miimm
ow rane
the u f vrit oftmu /LC vmarsdendn )for Seis-6
ad eries 63 mode, ad welaol Fohr Series
ftherfcos models.on1bll
so n
an ppwh
ingrbo
theling appristhe! fora ted vitioe deeopr-
-~ ~ ~ proxpna
~ ( inguth ien elow fo vaproxations fr thvation odf re-.
s~stane
withvartiton of CG, - i eesaytoe .3t h seii
rk-1667
For most ad hoc hull forms, tnis may be simply assumed to lie at the
middle of the ranne of values exhibited in Figure 17, namely rLUr
4.5 percent aft of, and this may be asstpmed to correspond to the
optimum position. If, however, the designer, by virtue of his exper-
ience and knoviledge of test results for a huil form. sufficiently si'milar
to the ad hoc form, considers that the "standard" LCG position corresponds
to some other value and is not exactly optimum, Iv-- may develop alternative
procedures for applying the corrections for variations in LCG position.
For instance, if the ad hoc form is similar to a Series 62 model, withn z
L/B 'v 3, it- may be better to assume Eq. (6) applies foe the "standard-
LCG position about 5- /4 pp~rcent aft of a and that it is not exactly
optimum, and use the results described I;elow to estimate the variations
in R1.IA for variations in LCG/L from -. 0575.
pp
Data (Y..A for 100.000-Mb. ship in 59 F S.W., CA 0.0) for models
of Series 62 (Ref. 3) and Series '63 (Appendix A of this report) have been
tabulated f~orn faired curves for the conditions of displacemnts, and L',G
position available from these tests fo an o ., .,15
1.7 and 1.9. There are at least 4, and sometimes 5, Lt.- positions for
each of 20 model-displacement conditions. Least-squares curve fits of
these data according to the equation
I - ~standard ~+~ BI
where
'standard
is the value of -)corresponding to tti2 "standard"3
LCG position
-at.
[1 - __k
R-1667
II of the speed range except at the extremes, Fnv 1.0 and FnV
optimum LCG depends, in general, on the displace-ment and other hull form
coefficients in addition to the speed.
2.0. Tne
the 0i's
where X = V /LWL e' as for Eq. (6). Values for
and U =
and yi's for five Froude numbers, Fn = 1.1, 1.3, 1.5, 1.7 and 1.9, are
given in Tables B-1 and B-I. The 8. coefficients have been derived
using the data for Series 62 models only. For Series 63, the values
of 8 are rather small and ma',y be neglected.
43-
The application oil thase equations to a particular hull formi
isillustrated in Figure 21 for Series 62 midef s665, test 3, which
has L 11 3.6 and the assumd "standard" 6- LCG/L -- 6.5.
7t
CL A
ILit
TABLE B-I
14(ATtandard
K
'X Coeff Miultiplies
3 Coefficients (for Series 62 only)
Frm= 1. 1
7
1 '/LUj2
1.3 1.5 1.7 1.9
01 ~ 0.06266 0.11387 0.26617 -0.03665 -0.17794
02x -1.44723 -2.890942 -2.14275 - -0.22876
U -0-C-7)7 -0.01237 -0.06276 -0.05139
f~
RE4
3E
EE,
-~
R- 1667
TABLE 8-1
tj
77
Ie
R -1667
_ 3 TRIMS 20-100
3'
'v
V;A L +L,
2~ 28B
LL
A CHINJES DRY F
VJ
2X-o.16TANI3/TANT
ATIN
C..
I,66
0 COMPUTED BY PLANING EQUATIONS (REF.I)
-TEST DATA (RER3I
.......LCGO 'eLCG4%
0.4 ...----- 8
L--------
L -I1
~ -
jWL -a LCW
LrrN
onA ._____....___________0_
.-
"IO000B
i'pV10.O
-12
LC -c %
-
R -167
-t I
CD 0
-i v-f-I
VIEa 0--
r 0
- ! a
=-
r-
1o.-c 000
-j C
i
I-
CA'
Ii 0I
-J
i,. Ij :3g
. + +/I
FR1667 1
L fI
* 11
Ii'r
1/
to to
I LL
cm'i
- - - w,~----------16
IU
I
twAn
I j'XI
I Vo
42 1'
LL
IN
F
I
'~
1
NI -
ii-
KI 1 ii/1"'''I N
1-
_La
'C
_____
ill
I -, -
jar o
z
I z
'ZR
'-N4.
C,
-,
t
as
4' La
ft.
I-
La
____ in
j * 11,1!
11111 a-
I hi' '
__
-i/i'if
*
cr
(0
-j
4 I
I
I4 1 ___
ii -
II
I I -
Ii '6
Li'
I -,
1.~ ii I IL
'41' 1
Ii ' I
4 ~1
I
I
1 1 1 ~
-
J=-C7Z
I,
I II(
i NJ !
-_|I I llI
" f i II
II -" - ill.
1 a In /.
ju
: il i
i !
Pr
1 l -1.
II Ii : -
n NI I . i
- I . ,
II
II a----- ", us i 0
tt- I'
A
i ! I
| I .
i / i/ S
F 1
ii
l I
I
! !II.:-
- | I ! -
IC I
ni
IF. II ' at
166
ib
Iz
I<
It
vww
Na
:g_ It I ;
Rt-16671
N 0 o c
0
1~! A
000
w,-
(r Z
wW
r K L
tIu* z
N -w W
NN N
F"
1 z
0 0 0
if
<1 44 z w
C) a
2r 1, w
0
(0 4
r yoZ Cl
2 -U.
a: I
CL 00
LI
~
CC,
ainCC
-44 4
-Asp I ....
....
R--1667
0NPL(R.4
fl NORDSTROM (REF. 7)
<> DEGROOFT 'REF 8)
/\SSPA (REr. )
CS SERIES 64 (REF. 10)
JSERIES 63 (REF.,)
70 7SER-ES 62 (REF.3)
50
~307 7
20 0jBuNS AL.A
10
4 10 12 1-4
LWL / "
1.0
-I
0 NPL 6REF. 4)
Q NORDSTROM (REF. 7)
QB - V 7 Q ECROOT (REF. 8)
7 7 A SSPA (REF 9)
A I j SERIES 64 (REF. 101
I J I J SERIES 63 (REF. 1)
0.,]7 SERIES 62 (REF. 3)
0O O000000
? 0.4 CS0ts'
\ El o I o o BOUNDS OF APPLICABILITY
Io 42~ o 0
00 H2
14
F L
FIG.12. RANGE OF VARIATION OF AT/Ax AS A FUNCTION
OF LWL/V"
F
: FOR MODELS USED IN DEVELOPING RESISTANCE-ESTIMATING
EQUATION
I
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FIG.Z
2!a COMPAIRISON- OF PIREDICTED RESISTANCE ACCORDING TO
DERIVED RESISTANCE- ESTIMA rINc EQUATION AND TO
PLANING EQUATIN WITH MEASUREMENTS FOR MOtEL
4665 OF. SERIESz 62.
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FIG 24.
IFL E0 O6)VA-RITOS RTMI TO
OFTWE ATA- OF .
ULFR
FOR~~~~ A/ATCLR
T~
FIG
O VAI-~tNSOFA
2d-IN JNC A NR/a FOMEQ ( 1
T- Qi-~-Z~
-- T __ ~
~&2i
FORPARTICULAR A__ HULL=.FORM