Systematic Resistance and Propulsion Tests with Models of Single screw, Full boided, Oil Tankers

SYSTEMATIC RESISTANCE AND PROPULSION

TESTS WITH MODELS OF SINGLE-SCREW

FULL-BODIED, OIL TANKERS

Kiyoshi Tsuchida

Koichii Yokoo

Atsuo Yazaki

Shigeo Moriya ma

Seizo Oliashi

yf1611

TOF

kNiI

THE

DEPAqrMEN

00000000

~~"It~tURAMRINE

ENGINEERING

SYSTEMATIC RESISTANCE AND PROPULSION TESTS WITH

MODELS OF SINGLE-SCREW, FULL-BODIED, OIL TANKERS.

by:

Kiyoshi Tsuchida Koichi Yokoo Atsuo Yazaki Shigeo Moriyama

Seizo Ohashi

Translated by:

James L. Moss

Young T. Shen

The University of Michigan

Department of Naval Architecture and 'Marine Engineering Ship Hydrodynamics Laboratory

This paper contains much useful information for estimating still water resistance and propulsion performance of full hull forms with single screw propulsion, specifically large bulk carriers.

The naval architect finds that for purposes of perform-ance prediction of full hull forms systematic series data is largely non-existent. The more commonly used series, such as

Series 60, Taylor Standard Series and the BSRA Series, are

often not applicable since the type of hull form may be

inap-propriate, the range of major ship proportions covered may not

encompass proportions of interest or the basic fullness of

series hull forms may not be great enough. Usually information

on hull forms with low length-beam ratio and with block coef-ficient greater than 0.80 is scarce.

The series reported on in this paper tends to fill the void in the existing literature. Block coefficients as high as

ledged.

J.L. Moss Y.T. Shen

Ann Arbor

a: Wetted surface area coefficient

B: Breadth, m

CB: Block coefficient

d: Draft, m

F : Froude number

n

g: Acceleration of gravity, m/sec2

lCB: Location of the center of buoyancy, %Lpp from

',

L, L : Length between perpendiculars, m

pp

LDWL: Design water line length for full load conditions, m

rF: Frictional resistance coefficient

rR: Residuary resistance coefficient

R: Total resistance, kg

RF: Frictional resistance, kg

RR: Residuary resistance, kg

R : Reynolds number

n

S: Total wetted surface area, m2

S': Wetted surface area, without bilge keels, m2

t: Thrust deduction fraction

v: Speed, m/sec

w : Model ship wake fraction

wQ: Wake fraction based on torque identity method

w

T:

I: Propulsive efficiency

ro : Propeller efficiency (open water)

nR: Relative rotative efficiency

I.

'.

II.

III.

Model Propeller.

IV. Test Conditions . . . . . . . . .. . . . . . . . . 5

V. Analysis . . . . . . . . . . . . . . . . . . . . 6

1. Resistance Experiments 2. Self-Propulsion Experiments VI. Application of Resistance & Self-Propulsion Factors 10 VII. Numerical Example.. . . . ... 13

About ten years ago, in the Ship Research Institute

Propulsion Branch (previously the Transportation Research

Institute Ship Propulsion Branch), several series of

systematic model tests were conducted on large tankers.

Recently, because the size of tankers has been increasing

in tonnage and length, it was decided to continue those

tests and to include all test results up to the present.

This report contains information from all the model tests

that will be of value in the basic planning of the

II. Model Ships

Thirty-five models of different block coefficients

and of different proportions, as shown in Table 1, were

tested. All model lengths were 6.00 meters between

per-pendiculars. Models 1188, 1189, 1190, 1321, 1322, 1323,

1324, and 1325 were made of wood and the rest were made of

paraffin wax.

The model tests were divided into several series, as

indicated in.Table 1. Since most of the tests were made for

shipyards, it was necessary to choose the following

character-istics in uniform order to compare hulls from different parent

forms.

1. CB Series

Aside from the rate of change in CB, the shape of the

sectional area curve was kept the same as that of the parent.

The auxiliary body line shape in each transverse section was

made so that the body plan, b/b' = 1P,. (The symbols are

explained in the figures.) However, around the stem and

stern some refairing was necessary.

2. L/B Series

The shape of each transverse section was considered to

be similar to the others. Therefore, actual dimensions were

3. B/d Series

According to the increases or decreases in draft, the

shapes of the cross sections were expanded or compressed in

the direction of the draft. However, this resulted in bilges of elliptical shape, which was considered impractical. The bilge shapes were therefore replaced by circular arcs approxi-mately equivalent to the previously obtained ellipse.

The ranges of CB, L/B, B/d for the models are shown in

Figure 1. Taking M.S. 1321 as an example, the following figures are presented:

Body plan, stem and stern contour. . . . Figure 2

Prismatic curve. . . . Figure 3

Stern frame and rudder . . . Figure 4

Geometric characteristics. . . . Table 2

4

III. Model Propeller

The propeller used was M.P. 487. Its shape and main

dimensions are shown in Figure 5, and its open water

characteristic curves are shown in Figure 6. The propeller

IV. Test Conditions

Three different loading conditions were used in the towing tank tests.

1. Full load condition (even keel)

2. Half load condition (65% of the full load displacement, 1% L stern trim)

3. Ballast condition (44% of the full load

displacement, 2% L stern trim).

The resistance and self-propulsion tests for the models

were always conducted with all apendages except bilge keels.

Turbulent flow was stimulated by trapezoidal studs 1 mm high,

spaced 1 mm apart and located in a single row at station

9 1/2.

V. Analysis

1. Resistance

From the resistance test results, the calculated value of residuary resistance coefficient, using the following

equation, was plotted in the shape of contour curves with L/B on the abscissa and CB on the ordinate:

R

r R = R/pV2/3v2

where RR =R - RF

V = Displacement (m3)

v = Speed (m/sec)

p = Fluid density (kg sec2/ma)

R = Total resistance of model ship (kg)

R = Calculated model frictional resistance based on Schoenherr's equation (kg).

The results shown in Figures 7 through 50, the contents of which are as follows:

Figure

Number Load Condition B/d Fn = v/ I g LDWL

7-14 2.46 0.14,0.16,0.17,0.18,

15-22 Full Load 2.76 0.19,0.20,0.21,0.22

23-29 2.46 0.14,0.16,0.18,0.19,

30-36 Half Load 2.76 0.20,0.21,0.22

37-43 2.46 0.14,0.16,0.18,0.19,

44-50 Ballast 2.76 0.20,0.21,0.22

full load condition, is shown with L/B as abscissa and F and

n

B/d as parameters. Figures 55 and 56 show the full load con-dition residuary resistance coefficient, rR, versus Fn for

values of L/B in the case of B/d = 2.76 with CB as the parameter. 2. Self-Propulsion Factors

l-t

From the test results, 1-wT, 1-t, BR and l-w

T

were obtained. Their variations, with respect to CB and L/B are shown in Figures 57 and 59. During the process of making those figures, the possible effect of B/d was also investigated. Inside the B/d range for this series test, no systematic vari-ation with respect to B/d was observed.

In Figures 60 to 65, the factors mentioned previously are shown in contour curves with L/B as abscissa and CB as ordinate. However, the self-propulsion factors given here were based on the Froude number of 0.16. If application is made using Figures 60 to 65, the following considerations

should be taken into account:

a. The correction when the Froude number is not 0.16 According to the test results, 1-t and nR could be con-sidered as constants with respect to Froude number within the

The variation of 1-wT with respect to Froude number

between values of 0.16 and 0.20 can be given approximately by

the equations:

Full load condition:

(1-wT) 0 .2 0 = (1-wT) 0 .1 6/ 0.980 (2)

Half load condition:

(1-wT)

Ballast condition:

(1-w T) 0.20 = (1-wT

)0.16094()

1-t

The value of

l-wT UR also varies with respect to Froude

TT

number; however, this is due to the variation of 1-wT as

mentioned previously.

b. The value of 1-wT was obtained by the thrust identity method, so if the wake coefficient, w4, based on the

torque identity method, is desired, a conversion is required.

This conversion can be expressed approximately as:

nR

(l-wQ) = (1-wT) (l+ )(5)

c. All the values given in Figures 60 to 65 were

based on the model data, and possible scale effects must

there-fore be considered. _{The self-propulsion factors 1-t and}

can be used in practical applications without significant error. However, in the cases of 1-wT or l-wQ, scale effects cannot be ignored.

d. The values of self-propulsion factors, as stated

previously, were based on the use of a four-bladed propeller in the self-propulsion tests. If the ratio of propeller diameter

to ship dimensions was remarkably different from our case (as

VI. Application of Resistance and Self-Propulsion Factors

By using the figures, the resistance and self-propulsion factors for a super-large ship can be investigated. Also, the

effective horsepower and delivered horsepower can be estimated. For example, first, using Figures 7 to 50, and using the appro-priate values of CB, L/B, and B/d, the residuary resistance

coefficient, CR, for a given ship hull can be read for each

Froude number. If the value of B/d is between 2.46 and 2.76, a linear interpolation can be used.

Next, the frictional resistance coefficient, CF, for

each Froude number can be obtained according to Schoenherr 's

equation. To this is added a suitable correlation allowance

coefficient, CA.

Using the following equations, residuary resistance, RR, and frictional resistance, RF, are calculated for each Froude number.

RR = rR

pV2,Av2

RF = (CF + CA)1/2pSv2 (7)

Where V is the actual ship displacement (m3), v the ship speed

ship wetted surface area including bilge keels (m2), CF is the

calculated ship frictional resistance coefficient based on

Schoenherr's equation with the Reynolds number corresponding

to the Froude number, CA is the correlation allowance coefficient,

and p is the fluid density.

The value of wetted surface area, without bilge keels, in

case it is unknown, can be approximated as follows:

S' = aLd + (8)

where L is the length between perpendiculars (m), d is the

average draft (m),

V

constant. In the full load condition, a is 1.81; in the half

load condition, 1.76; and in the ballast condition, 1.75.

The total resistance, R, is obtained from RR and RF, and

the effective horsepower, PE, corresponding to the appropriate

Froude number can be expressed as:

P E = R v(9 )

Next, using the ship's CB, L/B, B/d, etc., and Figures

60 to 65, the self-propulsion factors of the model ship can

be obtained. Of the self-propulsion factors, the value of 1-wT

can be corrected to the actual ship's value since the value is

affected significantly by scale effects. During this process,

if 1-w is used instead of 1-wT, equation (5) can be applied.

dimensions is different from that is this systematic series,

an additional correction of 1-w must be made. The constant

propeller efficiency n o is obtained from the figure and table

relating to the propeller.

Finally, the propulsive coefficient can be computed from

PE

P- E.(10)

From the computations demonstrated, it is possible to

obtain the effective horsepower curves and delivered horsepower

curves for various Froude numbers and loading conditions.

The computations just outlined can be applied to compute,

with good accuracy, the horsepower for a super-large ship if

the ship has a similar form, as shown in Table 1 and Figure 1.

If the ship form is quite different, the accuracy of the

The horsepower of a tanker is calculated by the method stated in Section VI and is compared with the towing tank re-sults.

The procedure used to compute the horsepower is shown in Table 3, and the comparison with the towing tank test is shown in Figure 66.

For this numerical example, the tanker is: Ship body: General stem and stern shape

LDWL = 221.60 m

1CB

L = 217.00m

B

pp

d = 11.49

m

Propeller = single-screw, 5-blade AU type

D = 6.60 m

H/D = 0.764

AE = 0.610

CA = 0.0002 (Schoenherr's equation).

1-w

sw = 1.20

1-w

From Figure 66, according to the results computed by

this method, the propulsive properties can be estimated with

Thanks are due to Japan Jouson Institute, Nichelizu

Shipyards, Incorporated, Michuldo Shipyards, Incorporated, and

Kawazuki Heavy Industry, Incorporated for supporting this

series test.

Thanks are also due to each staff in Michuido Shipyards,

Incorporated and Kawazuki Heavy Industry, Incorporated for their

IX. References

1. Atsuo Yazaki et al, "The Relationship in Wake Fraction

Obtained from the Thrust Identity Method and Torque

Identity Method," The Transportation Research

Reports 43 and 58.

2. Koichi Yokoo,

Correlation,"

English) 45.

3. T.P. O'Brien,

1962, p. 143.

"An Investigation into Ship Model

Transportation Institute Report (in

/.0

/

pP

0a~

A.P.

CP Curve

b

Body Plan

M.S. No. 987 988 989 990 1125 1126 1127 1188 1189 1190 1321 1322 1323 1324 1325 1152 1153 1154 1155 1506 1507 1508 1509 1548 1549 1550 1564 1565 1566 1567 1551 1552 1553 1554 1555

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0.79

0.78

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b

0.81

0.80

0.79

C19

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n

0.77 rrX y

6.2 6.4 6.6 6.8

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T.0

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Fig. 7 Contours of Residuary Resistance Coefficient

Fn=O.16

1%1L*

B/=2.46

0..84

080

0.83

078.

0----1--0.77

6.2

6.C.

.

.

.

0.8 0 - -- - -- .0.62

0.7~

0.77 0.77

6.2

7.2

Fig. 9 Contours of Residuary Resistance Coefficient

Fn=

0.18

'Full

15/&-2.46

0.84

0.63

0.82

0.81

0.80

.84

ROM-T1 L 4 r- - 1 T~I-.4I

---- 0

-7

7/

7

2

4 -7

//

7,

~dt~V1~tT

7 7

I

0.81

CB

0.80

0.7/8

0.77

62

0.84

0.83

0.82

0.81

0.84

f0.83

0.82

0.81

0.80

0.79

0.78

0.

5

3

0.

CB

0.771 X -0.77

6.2 6.4 6.6 6.8 LB7.0 7.2 7.4 7.6

F ig . 11 Contours of Residuary Resistance Coefficient

Fn=

LL

0.84 - --- 0.84

0.82 .8

0.81 08

CB

C8

0.80 0.80

0.79 07

0.78 ---- 0.78

0.77 0.77

6.2

I7.0

Fin= 0.21

ILK

B/d-2.46

0.84 --- - 0.84

0.63 -- -- 08

0.62 - 0.8?

0.81 - -- - - -- = '0.81

0.79 .

0.76 0.78_

0.77

-0.77-6.2 6.4 6.6

68

Fig . 13 Contours of Residuary Resistance Coefficient

FPn=0.22

Full

0.64 -- - 0.84--

0.83 0.83

0.82 - - - - - 0.82

0.80 .8

0.78 - - - --- -0.78

0.77 07

6.2 6.4

6.6

7.2

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0.84--0.83

[zf~rz~9

0.62

0.81

0.80

0.79

0.78

0°a

0.83

0.82

0.80

0.60~

0.78

n 71

6.2 6.4 6.6 6.8 7.0 7.2 7.4 7.60 77

F ig . 15 .Contours of Residuary Resistance Coef ficient

F-n-0.16 Fu

LL

1_/(__2.7

0.84 0.83

0.82 0.82

0.81 °0.81

0.78~ - A

~0.78

0.77 20.77

6.2 6.4 6.6 6.8 7.0 7.2 7.4. 7.6

4

A

0.83-

0.82-0.61

C15

4

0.82

0.81

CB

0.L

0.-0.

b0 __ __0

79

.80

.77 6.2 6.4 6.6 66L 7 .0 7.2 7.4

7.6

Fig. 17 Contours of Residuary Resistance Coefficient

Fn- 0.18

Yu

l

0.84 -- - - -- .840--

0.83 - --- __ - - -0.83

0.8

0.8f- -

~

0.77 -- -- - -- - -- .77

6.2

L/7.0

0.8

0.8 -- - 08

0.3 b - -- - - -- - 0.82

0.8 - - - - - - - - - 0.82

0.87 -- -- 0.77

0 . . . .0 7.2 7. 7. 0

0.79 .2 0ul.'/= .79

0.84 .-- - - - - 0.8

0.77 0.83

L0.8

0.84 0.84

CB

CD

0.80 -=0.80

8A-0.77- 0.7

6.2 6.4 6.6 6.8LA7.0 7.2 7.4. 7.6

'Fn

o

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o 00

o.83

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1f {~ I I I

TT1I

0.82 -4 G.81

0.80

0.78

0.005~

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-0.83

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0.81

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-0.78

52

077 -1jJL J. J{1 L 4 0.77

6.2 6.4 6.6 6.8 L7.0 7.2 7.4 7.6

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Fig. 21 Contours of Residuary Resistance Coefficient

Fn.

022

- -3 - - 0.32

C

CB

0181Q.

82 64 6C8~7 2 4

0.84.~

2

0.83

na?

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0.80.8

0.80 -5

0.81

CB

0.80

0. T9

0.78

0.7T

0.7 21

-- 4

--0.7

0.7

6.2 6.4 6.6 6.8 7.0

7.2

Fig.

23

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7

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0.7Tr

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,

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6.? 6.4 6.6 6.6 7.0 7.2 7.4 7.6 L/B

Fig. 25 Contours of Residuary Resistance Coefficient

Fn=.84 -/ Hl - 2.4

00

0.63 - *0

.0.83-0.61

0.801~ - t

-C- e

--0.7q

-r

K

0 84

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3 2- 0.78

r - 0.77

6.2 6.4 6.6 6.8 70 7.2 7.4 7.6

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0.83. _

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6.2 6.4 6.6 6.8 7.0 72 7.4 7.6

F ig . 2 7 Contours of Residuary Resistance Coef ficient

0.84 0.8

0.80. - - - - -.. 0.83

0.82 0.82

0.81

K L

0.77

6.2~~~~ 6. . 680 7. 1. 6

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0.80.-3 0.80

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ig

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6.2 64 6.6 6.8 70 7.2 74 7.6

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0.83

7

f l _0.83

0.82 0.8. 0.8 CS 0.8 0.7 2 A I 0 04

9 'A Q

8 JA-0.81 Ce 0.80 0.7q 0.7 8 0.7 0.7 0.77

6.2 6.4 6.6 6.8 7.0 7.2 7.4 7.'6

L/B

Fig. 3 1 Contours of Residuary Resistance Coefficient

Fn° .18Hal Yd-

216

0.83 08

0._ 080

0.a. - - - _ _

0.80 _4 -_ -- = 0.80

6.2 6.4 6.6 6.8

70

72?

Va

Fn-0.1 THalf - 2.76

0.84

083- -

-0.81 V-

-CB

-0.80_ 079 0.78 0.77fi 09.84 .0.83

--- I

H

--- 0.82

_0.81 CB _0.80 _0.79 -0.78 -

-- -- - U----

--

I

-oa

i r-- r 0.77

i

6.2 6.4 6.6 6.8 7.0 7.2 7.4 7.6

Fig.

33

Fn-0.20 H~af B___-2.7

0.84 - - - .O84

0. - - - 0.83

-N - - -- - - - - 0.82

- - - 7 -8

6.2_ 6. . 8 70 276 7 .

CB L/B2 ___

0.81

083 01000.83

08 -08

0.77.-

0.1-

-C

0 00.7

4 --- - _-- - U.7

0.82 - - - -- -- 8

Q0. 0.78

.77 __ -0 7

6.? 6.4 6.6 _{68 70 7? .} .

0. n= 0.4 l -B -s 2.46 0.80 -4

6. 6.4 . 8 7 2 7 .

Fi.37 Cotor ofRsdur.essaceCefin

f5n-

Q

.6

ai

Q84 22 P8

e ₄₆

/46KV>~LVt

Q83

0.8~

*0.81

CB

0* 0.

11

-82

81

) 9.80

!30

7

/

r

Iz

0.79

07&.

077

00

7-o.

0.78

.T7

6.2 6.4 6.6 6.8 / 70 72~ T.4

7.6

0 83 - - -0.83

CB 6CB

6.2 64 6.6 6.8 7.0

72

74

Fig. 3 9

Fn = 019 B lst B -.246

0.84 __ 0. 4

Ca

0.78 .78

0.77 77

6.7 6.4 6.6 6.8 X7.0 7.2 74 7.6

s

Fn1 - 0.20 Ballast B%

24

084 0.83

0.81 - 0.81

-e

-

ow

0.7 - 078

6.2 6.4 6.6 68 7.0 7.2 7.4

76

Fig. 41 Contours of Residuary Resistance Coefficient

Fn 0.21 Ra1.asti B/d -24~6

(V-g3 10.83

0.82 0.82

0.7

1 0.

0 ' 0.

f 0"

0.

0.

Ce

7

0.7

6.2 6.4 6.6 6.6 7.0 72? 74

L8 7.6

Q7fS --. ₈

0.77-2

0.80 0.8

0.79

0.78 0.78.

o.7 0.77

6.2 64 6.6 Or~ 7.0 72

74f

Fn -

0.

LWZa

IIas1

0.82 -2 0.-

0.81 _08

0.79.7

0.75. -0..

0.7 - - 0.77

62 6.4 66 66 70 72 74 76

Fig.

4 5

0.34 -- - - -- - - 84

0.820.63

Ce Ca

6.2 64 6.6 6.8 70 72 74 7.6

0.84 .. 3 0.83 0.81. Ce 0.81 Ge n A

0.7

0.7~

q 0.

94

8 0.

' 0.

7

62 62 6.4 66 68 70 7.2 74 7.6

Fig.

47

En. 024

0.8

B/ -2.6

0.83

0.82 nA l

0.8

CB

0.8

I 1

CB

0.7q

07

78

T7

62

64

68

70

7B

72 74

76

Fig. 4

8

0.84

.II4

0.80 64 66 68 0 2 74 7

Fig. 49 Contours of Residuary Resistance Coefficient

F - .22

084

BIaastLZz

A' Rd

0.8 3 10.83

0.8

0.8

C8

0.8.

2 _ Q

a

.

07

9 0.

8 .7

cc I

82

CB

0.7

0.7

79

G2

631 0 2 74 7 04,14

Fig.5 Efetor/BadBdo

Fig.5CEffcient L/B an 0.78)n

C ERO u

1.

Q0IA~--2.76

00 .--- 01

Q01 .010

rR Yh

0.0---.008

00--- --- .0o6

0.00

~

000 002

62 64 66 68 YB70 72 74 76

Fig.52 Effect of L/B and B/d on Residuary Resistance

-2.76

0A14 - _ 0. 4

0012 j....0012

0010~

i

~

0008 - - - - o-- 0

0001 - - - ._. 006 000 -

-7iL

62 6A 66 68 70 72 74 76

Fig.53 Effect of L/B and B/d on Residuary Resistance

Coefficient (CB =

0.82)

Ca- .9ER

1.

- -276

Q077{93'0014

0.008---0.003

62 6-4 66 68 70 72 74 76

Ys

Fig.54 Effect of L/B and B/d on Residuary Resistance

0092 0010

0.00 000

W0295 016 017 a9l 014 020 021 022 Fa.

Fig.55 Effect of CB on

Residuary Resistance Coefficient

Li-a5

FEuLL

009---02

009--- 10

015 06 097' alS 09l 020 021 022

Fig.56 Effect of CB on

Residuary Resistance

0.6 ipn-1200*- 2 t Jz4, I-fiLL6

y4,06 0.6

0.78 080 0. ,-- 0

Ku

082 0 4

1

'i{J1K7

05 __ - -0.5

~-

--- Fn -0.26 0. 0 06

6? 64 66 68 70 7? 7.4 7.6

YBe

Fig.57 _{Effect of L/B and CB on 1-wT}

0.8 1 -. J-

08

0.7 - - 0.7. - - - 087

0.78 0.80 082 0 4 . .- .

.-0.8 I I .

0.8 - -- - - .- - ..

62 64 6.6 6.8 7.0 7.2 7.4 7.6

L I I.) I.I

I.l.0 .7 a.

0.78 0.30 a82 -0. 4

I__

_ _ 1.0

to~ '7'i

6.2 6.4 6.6 6.8 7.0 7.2 7.4 7.6 L/B

Effect of LIB and Ca on '7R

_Fn~ 0. 16

0883

-1 /

6. 4 66 68 TO 72 74 7'6

Fig. 60 Contours offlri- vl'and 1,w t (Full Load Condition)

Ha Lf

0.84 0.83 0.82 0.8 Ce 0.8

7

/fl ~j

-9.

A-

-'-7>

t1

'- - ON

/ 078

Z. .7

I / f

rz

ZLL'

4

62 ' 4 " 6 66 70 72 74 76

LYB

Fig

0.8

0.8

0.8

0.8

ce

0.8

0?

0.7

0.

4

-ii

r - / _T

,l 082

A'/

.84

/

/ J

/

, / r r 0/ /

T 'I.L / ii.

~

,/ r r r i y

Cs

T9

66 6.8 TO T2 74

7T

T6

Fig.

62Cnor

0.82 Ar.. - .. "T 82

Fn - 0.1 Hal

0. / .84

I I I

08 ' I I _ I _

I ,- - -

-0 * - b- -

-A I I 7

0 I - 771

0 84 -o8

0. 89 - - - - - -' -

~

O7~44- 7 7~ 0.7

I

-$I - -- Spl

0.8 0.80alas

08 ... . - -- 084

1 I - I t L

0079

0.71 I I- L 0.79

6.2 6.4 6.6 6.8 70 72 7.4 76

I I I I I I I

kF3Lt r3 0F 1'a' rEST

0 R3&fT3 OF E3JT/AnAv7

-/5,000

-5,000

SPEED OF J%//P, V; ANdl)

,/, 'j 14 /-5 S 7 /7

Fig.66

Comparison of Results of Tank Test

3

9015 095796218B