Kapal Cepat

Dr. Eng. Samuel, ST, MT

Pertemuan IV : Kapal Planing
Reff : Hydrodynamics of High-speed Marine Vehicles
Steady and dynamic stability
• Steady heeling stability of a vessel depends on the steady heel (roll) restoring moment W · Gz
about the center of gravity of the vessel as a function of the steady heel angle φ. Here W is the
weight of the vessel and GZ is the moment arm. GZ at zero speed is a result of the hydrostatic
pressure.
• However, as the ship speed increases, the influence of the hydrodynamic pressure on GZ
increases.
Ikeda and Katayama (2000 a)
presented measured GZ of a planing
vessel on a straight course in calm
water as a function of the heel angle φ.
The TB45 model (see Figure 9.10) with
a length of 1 m was used. Figure 9.22
shows their results for Fn = 0, 1.4, 1.6,
and 1.8 at a trim angle τ deg = 2 deg
.
• This is also evident from the roll (heel) time history presented in Figure 9.22 for Fn = 1.8. The
vessel is initially in an upright position (φ = 0◦). It then quickly heels to an angle φ = 15◦, and the
vessel continues to move forward with this statically stable heel angle.
• The behavior at Fn = 1.6 and KG = 0.074 m is clearly different from Fn = 1.8 (see Figure 9.22). The
GZ-curve then only becomes negative in a small vicinity of the heel angle 10◦. There are two static
equilibrium positions for non-zero heel. The vessel will in this condition heel over to a mean heel
angle of about 10◦ at the beginning of the run.
• The GZ-curve depends strongly on the trim angle at high speed. If we generalize this to unsteady
motions, it means that the roll-restoring moment is a function of pitch
Porpoising
• Porpoising is unstable coupled heave and pitch
motions.
• It is based on comprehensive experimental studies by
Day and Haag (1952) and was presented by Savitsky
(1964).
• This can, for instance, be achieved by moving the
longitudinal center of gravity forward or by using trim
tabs. The effect of trim tabs on porpoising has been
experimentally studied by Celano (1998).
Kim, D. J., Et al (2013)
Kim, D. J., Et al (2013)
• Let us first define a coordinate system (x, y, z) that does not oscillate with the ship (see Figure
9.24).
• The time-dependent motions are denoted ηk, where η3 means the vertical motions (heave) of
COG and η5 is the pitch rotation in radians.
• Both the trim angle τ and pitch angle are positive when the bow goes up. The vertical distance
between COG and the keel is called vcg, and lcg is the longitudinal center of gravity measured
from the transom stern.

Here LK is the wetted keel length.

Figure 9.24. Coordinate system (x, y, z) moving with forward speed of a ship and fixed relative to mean
oscillatory position of the ship. Definitions of heave (η3), pitch (η5), and positions lcg and vcg of the center
of gravity (COG) relative to the ship. zwl is the height of COG above mean water surface with no heave.
• The linear coupled equations of motion in heave and pitch have the same structure as eq. (7.35)
for semi-displacement vessels. By setting the excitation force in heave and pitch equal to zero it
follows that:

where M is the vessel mass and I55 is the vessel moment of inertia in pitch with respect to the coordinate system defined in Figure 9.24. The
added mass (Ajk), damping (Bjk), and restoring coefficient (Cjk) are separately discussed below. An important difference from the analysis of a
semi-displacement vessel is that the added mass and damping coefficients for the planing vessel are assumed to be frequency independent by
using the high-frequency free-surface condition.