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AD NUMBER
ADA800698
CLASSIFICATION CHANGES
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FROM: restricted
LIMITATION CHANGES
TO:
Approved for public release; distribution is
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FROM:
Distribution authorized to DoD only; Foreign
Government Information; JUL 1946. Other
requests shall be referred to British Embassy,
3100 Massachusetts Avenue, NW, Washington, DC
20008.
AUTHORITY
DSTL, DSIR 23/15846, 15 Oct 2009; DSTL, DSIR
23/15846, 15 Oct 2009
VtoiäiOH,
INTELLIGENCE DEPARTMENT
HEADQUARTERS AIR MATERIEL COMMAND
WRIGHT-PATTERSON AIR FORCE RASE
DAYTON, OHIO
cm i
D.S. GOVERNMENT
IS ABSOLVED
l__
TRESTRI RESTRICTED
REPORT No: AERO. 2143.
SUITABLE FOR CONTROLLED DISTRIB
A PRELIMINARY EXAMINATION
OF
by
K. M. TOMASZEWSKI, lnz.Lotn.(Warsaw),
and
G. F. CHALME
wcrcFt. JK
IT IS INTENDED FOR THE USE OF THE RECIPIENT ONLY. AND FOR COMMUNICATION TO SUCH OFFICERS UNDER
MM AS MAY REOURE TO BE ACQUAINTED WITH THE CONTENTS OF THE REPORT N THE COURSE OF THEIR
DUTIES. THE OFF« ERS EXERCISING THIS POWER OF COMMUNICATION WILL BE HELD RESPONSIBLE THAT SUCH
INFORMATION IS IMPARTED WITH DUE CAUTION AND RESERVE
ANY PERSON OTHER THAN THE AUTHORISED HOLDER.UPON OBTAINING POSSESSION OF THIS DOCUMENT, BY
FINDING OR OTHERWISE,SHOULD FORWARD IT, TOGETHER WITH HIS NAME AND ADDRESS.M A CLOSED ENVELOPE
to» THE SECRETARY. MINISTRY OF SUPPLY,
THAMES HOUSE . MLLBANK . LONDON S.WJ.
ALL, . HSONS ARE HEREBY WARNED THAT THE UNAUTHORISED RETENTION OR DESTRUCTION OF THIS
DOCUMENT IS AN OFFENCE AGAINST THE OFFICIAL SECRETS ACT IBII-I920.
•-
July, 1946.
by
K.M. Tomassewski, Inz. lotn. (Warsaw)
A.G. Smith, B.Sc., D. I.C.
and
G.F. Chalmers
3U:^:JJ«
Range of Investigation
The unducted hull in th.. correct air flow is in turn better than
the screened hull by about the same amount, although when corrected
for air forces these differences can bucome very large. These air
forces are however measured with the hull ju3t clear of the water and
are of doubtful value.
The tests in air flow and with dynamio head ventilation demonstrate
the beneficial effects of ventilation and further tests are required
with increased ventilation.
R.A.E. Report No. Aero. 2143.
LIST OP CONTENTS
Page
1 Introduction 5
2 Range of Investigation 6
3 Description of model 7
4 Results 7
4.1 Air Drag and Lift 7
4.2 Air Flow through the ducts 7
4.3 Total Resistance Characteristics 8
4.4 Total Lift Characteristics 9
4.5 Total Moment Characteristics 9
7 Discussion 11
9 Conclusions 13
List of Symbols 14
References 15
Circulation 16
- 2
R.A.E. Report No. Aero. 2143-
LIST OP APPENDICES
LIST üF T..BLES
Table
Air lift and air drag for 1:19 scale Shetland hull measured
just clear of the water on No. 1 R.^i.E. carriage II
LIST OP ILLUSTRATIONS
Fi£.
Model hull lines showing position of ventilation ducts 1
General View- and Exploded view of hull with ventilation ducts :•
Air drag of model Shetland hull on R..\.E. No. 1 towing carriage
(model just clear of water) 3
Air lift of model Shetland hull on R.A.E. No. 1 towing carriage
(model just clear of water) _ 4
Measurement of air flow through ducts 5
Variation of air flow through duct with draft at constant attitude 6
Variation of air flow through duct with attitude at constant lift
coefficient 7
Variation of air flow for take-off conditions at 62 knots full
scale _ 8
Total resistance characteristics of Shetland hull at 4° 38' attitude 9a
Water resistance characteristics of Shetland hull at 4° 38' attitude
with correction due to air drag and air lift forces 9b
Total resistance characteristics of Shetland hull at 6°38' attitude 10a
Water resistance characteristics of Shetland hull at 6°38' attitude
with correction due to air drag and air lift forces 10b
K.-i.E. Report No. -ifiro. 2143.
4 -
R......E. Report No. Aero. 21^3.
Introduction
In the last few years several experiments have been made model and
full scale to find whether any improvement in ventilation efficiency
can be obtained by supplying air direct to the afterbody. These
experiments have however been made empirically without examining the
nature of the air and water flow over the hull bottom, and had very
little success. 3»^f5 '•'-'
(d) the volume and pressure of air flow at the duct exits,
(e) the position of the air intake to the ducts when using the :
dynamic head of the free stream for the air supply.
Attitude Percentage
degrees deduction
5 6
7 10 •
• 9 11
2 Range of Investigation
a) screened
b) unscreened, without ventilation
c) unscreened, with ventilation.
The air flow under the carriages was modified by means of flaps
to give reasonably 'correct1 air flow conditions. 11 iVeasurements were
made on both carriages, Nos. 1 and 2, but only the results on No.1
carriage are given in this report. Results on No.2 carriage confirmed
the effect of ventilation but were othervn.se unreliable in absolute
value because of drag balance difficulties.
Measurements of air lift and drag were made in air flow with the
model just clear of the w:;ter.
Measurements of the air" flow through the ducts were made with
pitot static tubf;s, Pig. 5, for different drafts and attitudes over a
range of speeds.
- 6 -
R.A.E. Report No. Aero. 2143.
3 Description of model
Tests .werts made on a 1 : 19 scaje flat topped resistance model of
the Shetland hull. The hull lines and position and dimensions of the
ducts are given in Fig.1. Photographs showing a general view and an
exploded view of the- model are given in Fig. 2. .
4 Results
The results are presented on a generalised banis in terms of: -
R/A = Resistance/Load on water
VAb = Moment aboyt G.G./Load on water x beam
V&A/Or 2v,2 1* = Lift coefficient
[*/wVb
draft/beam
attitude of keel at main stop.
It is assumed that
R d
/A, VAb, A *(*V. *K>
i.e. independent of Froude and Reynold's Numbers. The lift efficiency
is defined in terns of the relationship between &/b and ^/Cy, which is
usually linear at constant attitude. On a simple wedge one would expect
the lift to be zero when the draft is aero, Generally ^AV is toton
to define draft at any given attitude.
The results for the noael in the unscreened condition will include
both air and water forces. In the first instance the results have been
presented as total forces i.e. air + water. Later, in paragraph 6, an
attempt is made to separate out the ajur f crces.
4.1 Air Prä« and Lift
The results of measurements of the air drag and lift forces on the
1:19 scale model held just clear of the water surface arc given in
Table II. Fig3.3 and 4 represent the change in air drag and lift over
a range of attitudes and speed for the model hull respectively with and
without ventilation. They show that for the model without ventilation
there is a change cf air flow conditions in the attitude range
a
hull = ^° to 60, Tni3 »Uggests that bet-ween these two angles there
exists an attitude' at which the air flow separated frda the forebody
bottom at the step rejoins the :.fterbody bottom.
Ventilation improves the air flow conditions, smoothing out the
lift/attitude curves and reducing the model drag.
4.2 Air flow through the duct3
The results of measurements of air flow through the ducts ore
tabulated in Table III for a range of attitudes speed and load on water.
Fig3.6 jid 7 represent the variation of air flow with draft and attituc'v-.
The volume of air passing through the duct3 nuiy be conveniently
expressed a3 follows: -
If Dj = diimeter of duct
b = beam at main step
Va = mean speed of air flow over the cross section of the duct
V0 = carriage speed or speed of aircraft,
the volume of air passing through two ducts per second is:-
- 7 -
R.A.E. Report No. Aero. 2143.
2 x % x 2jL x Va
c
vol = 2 " <• b ' • V
The energy in the air-stream passing through the ducts may he expressed
in H.P. by the formula:-
The volume of air flowing through the two duct3 at 62 knots full
scale is of the order 500 cu.ft. per second and the corresponding energy
in the air stream 6 H.P.
> (Vcy^) + n
(a) the smallest drafts are for a ventilated model, and the
biggest for a screened model over the- complete range of
attitudes and /CA/CV in Table VII,
(d) over the range of GA/CV given in Table VII the slopes of
the lints decrease with increase of attitude, except when
«K = 8°38'.
(a) the model with ventilation will run .-,t smaller attitudes than
the model without ventilation in the high speed planing range,
but at higher attitudes on the low speed range when the rear
step is immersed,
From the results for pitching moment, draft, and resistance of the
Shetland hull model the attitudes, drafts, and resistance char'-cteristics
over the range of speed from just before hump speed to take-off speed
were estimated for the zero applied moment case. The attitudes for zero
applied moment are plotted in Pig.19, and corresponding draft and
resistance coefficients in Fig. 20 us a function of speed or speed
coefficient
(G, )
(<*) above Cv = 6.1 the screened model has two values of the
attitude at which M = 0 and in -the region of Cy = 7 the
smaller is lower than that for the model with ventilation,
d/b = m . (/CVCV) + n
where m and n are constants (tabulated in Table VII).
A
(h) over this- range of /Cv the smallest drafts are for a
ventilated model, and the highest for a screened model.
If,
R.A.E. Report No. Aero. 2143.
6 Separation of air and water forces
Gott showed that it is pot possible to consider the water flow as
independent of the air flow,0 but made a suggestion that, if a dynamic
model is very stable, the resistance tests on a screened model are not
likely to be much in error.
In order to check this conclusion in the case of the model of the
Shetland hull, the force characteristics a3 measured behind the screen,
have been compared with those measured in air flow, corrected for air
lift and air drag as measured for the model ju3t above the surface of
the water.
If Ra = resistance of a screened model
A = load on the water for a screened model
D = air drag of the model just above the water surface
L = air lift of the- model just above the water surface
R = total resistance of an unscreened model
by, = load 'on the water for an unscreened model
Rw = water resistance of an unscreened model for the normal routine
of water resistance measurements
Rff = Ä - D
Aw = L _ L.
In Table VI values are tabulated of *"/Aw for a model of the
Shetland hull with and without ventilation over a Cange of attitudes,
together with the corresponding lift coefficients 4/Cy. Pigs. 9b,
10b, 11b and 12b represent water resistance coefficients over a range
of attitudes and lift coefficients '^CA/CV for an unscreened model with
and without ventilation, and for a model in screened conditions.
Comparison of those resistance characteristics shows that:-
(b) It reduces the attitude for zero applied moment in the planing
condition between the hump and take-off speed. ' For the
Shetland hull the average value of reduction being about ^°.
(c) It reduces the resistance and draft of the model, i.e. increases
lifting force at constant draft. •
The general effect of air flow on water forces, based on the tests
on screened and unscreened model of the Shetland hull shows that:-
(b) The total resistance and draft for a screened model of the
Shetland hull are greater than when unscreened.
(c) tfhen corrections are made for air lift and drag forces the
water resistance of en unscreened model becomes much smaller
than that of the screened one and at high speeds the differences
may amount to over lfO?j in the critical range of attitudes.
(d) The air flow reduces the attitudes for zero applied moment
by about ^°.
Both the effect of the ventilation ducts and the effect of air
flow would appear to correspond to different degrees of afterbody
ventilation. Unfortunately there is as yet no data on whet standard
of ventilvtion is achieved under full scale conditions.
- 13 -
R.A.E. Report No. Aero. 2143.
LIST ÜF SYXBJIS
Angles;
attitude relative to the forebody keel
afterkeel angle relative to the forebody keel
«a°
ß° overall deadrise angle
deadrise angle at keel
doadrise angle at chine
A ° mean doadrise angle
Lengths:
b bean
b' local beam
a draft
diameter of front part of ventilated duct
la. distance aft from main step along datum line of hull
distance beamwise from central line of hull
Forces:
R total dri.g of hull
R« afterbody drag due to pressure distribution on bottom
D air drag
L air lift
A. load on the water at rest
A load on the water
A. afterbody lifting force due to pressure distribution
on afterbody
Force on afterbody bottom due to pressure distribution
Pressures
P local pre33ure
Pin mean pressure
Velocity:
speed of aircraft or towing carriage
va 3peed of local uir flow
Acceleration:
g = acceleration due to gravity
Density:
w = density of sea .water • 64.4 lb./ft. 3
P = density of air '= 0.002378 slugs/ft. 3
Coefficients:
• = velocity coefficient (Froude Number)
r
g.b
- 14 -
R.-i.E. Report No. Aero. 2143.
A
'VCv ( 2)2 = lift coefficient
W.v2.b
R-R^ A-Ar
( R "*) . (~~S ) . 100 = percentage reduction of
drag due to removing
suction on afterbody bottom
Volume of air through 2 ducts per sec.
°vol
b2.Vc
REFERENCES
15 -
R..-..E. Report No. Aero. 2143.
Circulation: - C.S.(A)
D.G.S.R.(A)
D.S.R.(A)
A.D.A.H.B.(Res.) (.tction copy)
A.D.S.R. (Records)
S.D.D.A.R.D.
P.D.T.D.
R.T.P./T.I.3. (110 + 1)
IJ.D.A.R.D. (Serv. )
D.D.A.R.D. (Ci.-.)
D.D.R.D. (Perf.)
A.D.R.D.S.
A.D.R.D.N.
A. & A.E.S.
M.A.E.S. (2)
A.R.C. (40)
16 -
E.-i.E. Report No. ,-j.ero. 214-3-
.-LPFEHDIX I
17
' R.-1.E. Report No. Aero. 2143«
T.3LE I
Particulars of Ventilated Shetland Hull
Model Scale 1:19 '•-""
All up .Weight 120,000 1b.
Static Beam Loading Coefficient C^ 0.96 •
:
Beam (at step) b = 12 ft. 6 ins» ""
18
R.A.E. Report No. xiero. 2143.
TABLE II
Air Lift and Air Drag for 1:19 Scale Shetland Hull
Measured .just clbar of the Water on No. 1 P.. i.E. Carriage.
T.3LE III
Model Scale v
a nr Flow Sueed _ _. . . _ ...
(b = 7 .88") —-=.- : r"—• for Pitot Position:
«K° Vc Carriage Speed
Keel Speed Load on
water
(f.P. s.) A (lb.)
1 2 3 4 5
19 -
"O
0.312 i
0,056 !
-0.102 I
a KN CM CO ON
0.259
-0.012
-0.519
-i-CO KNCO
0.571
o KNO ON K <B i> 0 CM rTN mvQ
•rl
•P
a <¥ 00 -*0
•
o o o
•
i
•
4QOCM
....
OOOO
1 1
CM O 1- 3
OOOO
• . . •
1 1 1
•rl <0
1 •P ß
G IB
Cv) ON UN ON
r^cp m
ON j- o
CO ONVD
ON r*- in
•r1 "r1 ^~
Q co r>- m
co m KN T-
r>» CM
J- CM ON CO
co -i
•n\f> -J *N"NCM CM CM CM r- t-. O O
.... . •• « . • • . • - • • • • • •
•p w o o o o o o o OOO OOOO OOOO
r-H
_d-CO CM O i^f»>ir m oNvp CM m*- 0 ON
KN ON ON T- ON ON CM P^ ON CM «NCM KNf>.
•H «k. CM T- *- CM •«- ^ CM T- •«- CM CM T- CM CM CM CM CM KN
• • • • • • • • • •*• • • • . • • • •
o o o o o o o OOO OOOO OOOO
d \D ^- ON J O ON CM KN m in in ON |--CO ON
o UNr~ CM vo 75 5 in vo>oo O KNCO CM 1^-CO CM CO
•rl
»|4 m CM o ">
o o o o d d di
CM O 1-
0 d d 6 0 0 d
*- 0 CM m
d odd
1 1 1 1 1
•rl
10
J>
«N KN UN J
O l^- KNCO
KNONCO
CG KNON
T- CM NO
ONf^ -3
4<OOcO
r- -J- KN 0
0 ON 0 in
•Ö|P -4- KN KN CM CM CM T- *- T- v- T- *- O O
• a . • . • • • . . . . ....
-p o o o o o p o d d 0 OOOO OOOO
CM O ON -d-mvo CO CM O O
-p ON O CM T- CO CM IT K^ O ^ CM
•rl «lo CM CM CM CM T- CM CM 1- CM CM CM T- CM CM CM CM CM J
• • • • • • • . • •. • ....
1 o o o o o o o • odd • OOOO OOOO
1 ON »- O C-
r^co i~- r-
Wr r
T- r~ T-
ON CM 0> vo in CM T- ON 0 O m
vo in T- j-
VO t JT
m
. a
o
•H -H co i*\ o vo
• . • *
o o o o
1
T- -J-CM
• • .
T- O O
1
^ O O
• • •
OOO
1
• . . .
OOOO
1 1
•
OOOO
1 1
....
1
-r N . t •
|
H
•H CM KN KN mr^eo m O -*V0 CM
•P CTNVO KM«~ N- T" CO [». in KN vo CM O a* N^ ONVO VD
a -d|,0 KV KN KN CM CM CM ^ *— *- T~ ^- 1- 1- 0
> o o o o do© •OOO • OOOO OOOO
•C
KNCO Q VO
•P
•H
«K
in O Q O
•r- O O CM acts?
T- T- CM
VO ON CM
T- T- CM
ONvo O fn
T- T- CM CM CM •<- CM RS
CM CM CM CM
• * a • . • • • • . • • . . . • . •
o o o o o o o OOO OOOO OOOO
Ö -P rH -* KN KN CM CM T- o O ON 00 0 co r^vo CO r~- UN «N
•<— "r* v* •r* T-
3*<
v-
O CO i
•—
B II
d n
J) o . CM NO O CO
o> > p. 1*: CM
/l Vi
CO CO CO CO CO ro co CO CO CO CO CO CO CO co co co co
o KN KN KM^ KN KN KN m NN fni*N KN *n KN l*N
i CD O O o o o o o OOO 0 0 OO 0000
-J-VO CO O VO CO o VO CO O j-vo co 0 ^(•VO CO 0
I -ö
1
• w
o o o o o'o o
us
(T\cO ON o> no
+> r>- IT» fico mcO
«H" CM <M m N"I
'-•-.
. •. • * «
o o o o o o
Q ON rr\ ir\ OMN CM
c O lT\ mvo r*-cM vo
• •1P"•
o .-...o
OIMI^»- OrCO
•rl • . • • • •
•P O O O CM o o o
III 1 1
1-1
•H
•g O i^co _* so T- CM
R ^- (TN lf> •- cT> so co
Cd <Ö|43 i- O O CM O O O
• > •. • • • . • '• '• "
o o o o o o o
1 1
1
+»
«l< •
CJ\ CM •<- T-
1 i T- T-
CM CM -d- -tf
. • • . • • .
o o o o O O T-
o
a ^€ O f>vo LT\
....
CM -i-^
• • »
o o o r-
•H i i i i 9i 9i 7.i
.
1
+>
•rl
-P •d|,o
CO CM CM O
C3M^ N^ J-
• o o © o . Scf c!•
§ • • . • • •
6 O O O O . O O O
> 1
+> Q CO O "1 *- VD KN
. .rl • -3- o f\ f\ • r- o\ M»I
7 «l<3 CM CM CM N"\ CM CM »^
. • !• •
O O Ö o
...
o o -^
vo iniv. (M •«- vo in
0> II
T3
«
-Ö 10
O X> •u
JOB ^^ 'J
u .
> p
CM
*~l
m
PS
[i,
C"
.: - .
oo oo co ob ob eg co
o
ws
M O O OO o o o
a -i-VO CO o • J-M5CO
R.A.E. Report No. Aero. 2143.
TABLE VI
Speed of
0 iodel ;.ith Ventilation without Ventilation
a
K (h = 7.88"]
Keel
(f.D. 3.) ST Ew
'^äBLE VII
- 23 -
it.A.E. Report No. Aero. 2143.
TABLE VIII
24 -
R.A.E. Report No. Aero. 2143.
TABLE IX
Pressure Pn (lb./ft. 2) 2
Point Pm x aiz] ß x bl (lb./ft. )
No. a = 5° a = 70 a = 90 a = 50 a = 70 a x 90
TABU-: X
Drag and Lift on Afterbody Bottom on 1 : 16 Scale
"Kmpire" Boat at 24 f.P. B. Due to Air Pressure Distribution
P P x Ra = P x sin
0 _
A
5»
ix *-° - a„° (lb.)
2 lb.)
(«K° " ?a°)
ObJ
2°30' 0.252 0.252 0.011
70 0030' 0.336 0.338 0.003
-1°30' 0.319 0.319 -0.008
TABLE XI
R Ra. E A R' = •
a
0 K
" A _ A K n« *• z ioo#
(lb.) (lb.) (lb?) (Ibf) a (lb.)
25
Nf 1*1111.
MMRT Af M II«
FIG. I.
® » 1 1::S |i
r- - r- *
® 8'i 1 5 • » &o •m i_
1 S
© ini 1 s •• 3 * S
t N Ml •.
® Ü! 1 0 •. | Z 8
<=> 8«II • > > »j I 3
» <i • t» • •
® ; i e •
•> 0
® 5-! « 1 1 1 1
®
> S
1 TjTi
1
«
<r) 1 I i 1 «
® 5 •1 » 1 i I l 8
in *
® 5 •i ä 1 i i i
W 4 •
® fit a 1 I i 1
m 4
® i ä> a 1 I i 1
<• *
® 3 S> a 1 I i i
w < 0
© 9 S 1 l 1 1
•
o -J 1I «*
I
d •> or l_ t.
5
FIG. 2
'FsT? I 9 5 4«
I9.»9U2.S:
REFT.AE.RO 8J4-3.
FIG. 3.
0-5
WITH VEVT " -
0-4- /
/
Ifl
-J
2° 38
00-3
V 38' "
< Itf 6° S8' Y MEMH CURVE
a 8-38'
JO» 38',
tf 0-2
+^
0-1
•«""""""
0-Q V F.PS.
5 20 25 30 3!
£^^b
8
1
to
u> l—
in
ö
in
t r-
6
<•> s
Ö
CVI
8
ö
o
o
2
— o
1-
i *k
UJ
INOJSIZ.JI
FIG. 7
O- 14
OI2
0-10
O-0810-015
EEZZI3 FIG.9.
0-3
0-35
— WITH VENTS.
• WITHOUT VENTS
* WITHOUT VENTS (SCREENED)
CK50
025
020
015
02
0-1
0-3
02
0-3
0-2
0-3
0-2
0*2
FIGS. 13,14.
l^^4-38'l FIG. 13.
i
/7s
01
0
1- WITH VENT.
&• — WITHOUT VENT.
X WITHOUT VENT. SCREENED.
<te- TJT
I 1
Cv
-
•WITH VENT.
I FIG.I4-.
WITHOUT VENT.
•*--— WITHOUT VENT. SCREENED,
0-2
* r FIG.16.
0 4-
03
02
0 1
00- t
01
02
0-3
04
1 WITH VENT
« WITHOUT VENT
* WITHOUT VENT SCREENED
05
FIG. 18.
-O'S -0-4
FIGS.I9CZO.
F.RS.
»,
FIG22.CONT
WITH VENTIWTION WITHOUT VENTOTTON
>
^^TJ B
«EL9*29'Ca» 0-30
Cv'436 « KEEL 9*14 CA= 0-49
SPRAY CHARACTERISTICS ON CALM WATER WITH & WITHOUT
VENTILATION FOR ZERO APPUED MOMENT (N<> 2 CARRIAGE.)
fSSSESPJSSrl
«1*74 IT*H«|
FIG.22.CONT.
WITH VENTILATION WITHOUT VENTILATION.
I
MAIN STEP.
Measurements of air and water forces and air flow through hull ventilating
ducts were made for a range of attitudes and drafts in the planing region
with model under various air flow conditions. Tests indicated that for given
speed and load conditions, ventilation of afterbody bottom of the Shetland hull
by dynamic Bead pressure reduces resistance and draft of hull approximately
10% over whole planing range.
DISTRIBUTION: Copies of this report may be obtained only by U.S. Military Organizations
DIVISION: Water-borne Aircraft (21) SUBJECT HEADINGS: Hulls - Afterbody - Ventilation (49698.12)
SECTION: Planing (4)
Measurements of air and water forces and air flow through hull ventilating
ru
ducts were made for a range of attitudes and drafts in the planing .region
with model under various air flow conditions. Tests indicated that for given \&
speed and load conditions, ventilation of afterbody bottom of the Shetland hull
by dynamic dead pressure reduces resistance and draft of hull approximately
10% over whole planing range.
JMQV li
DISTRIBUTION: Copies of this report may be obtained only by U.S. Military Organizations
DIVISION: Water-borne Aircraft (21) SUBJECT HEADINGS: Hulls - Afterbody - Ventilation (49698.72)
SECTION: Planing (4)