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    Sailing Vessel Aero Hydro Dynamic Cupling

    Uploaded by

    Naseef Thalib

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    © All Rights Reserved
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    of 135

    SAILING VESSEL DYNAMICS:

    INVESTIGATIONS INTO AERO-HYDRODYNAMIC COUPLING

    by

    GRAHAM TABER SKINNER

    AB. Brown University


    (1975)
    B.M.E., The Catholic University of America
    (1980)

    Submitted in partial fulfillment of the


    requirements for the degrees of

    Master of Science

    in

    Naval Architecture and Marine Engineering

    and in

    Mechanical Engineering

    at the

    MASSACHUSETTS INSTITUTE OF TECHNOLOGY


    June 1982

    f, Graham T. Skinner

    The author hereby grats to .I.T, permission to reproduce and


    to distribute copies of nii'doqumenV/X whole or in part.

    Signature of Author
    DOpartment of O0ean Engineering

    Certified By
    J-tip E. Kerwp, Thesis Supervisor

    ,wIn R enovl--
    Thesis Reader

    Accepted By A. Dougtas Carmichael, Chairman


    Departmental Committee on Graduate Students,
    Department of Ocean Engineering
    -la-

    SAILING VESSEL DYNAMICS:

    INVESTIGATIONS INTO AERO-HYDRODYNAMIC COUPLING

    by

    GRAHAM TABER SKINNER

    Submitted to the Department of Ocean Engineering and Mechanical Engi-


    neering, June 1982 in partial fulfillment of the requirements for the
    degrees of Master of Science in Naval Architecture and Marine Engineering,
    and Master of Science in Mechanical Engineering.

    ABSTRACT

    An investigation was undertaken of the extent to which the


    motions and added resistance of a vessel sailing in waves
    could be attenuated by the aerodynamic damping of sails.
    The analysis used quasi-steady inviscid lifting line and
    lifting surface approaches to the aerodynamic problems.
    The primary focus was the attenuation of added resistance
    by aerodynamic pitch damping, which was 14% for an example.
    The value depended strongly on the viscous drag. In addition,
    it was shown that pitching can increase the driving force
    slightly and that rolling is overdamped by aerodynamics.

    Thesis Supervisor: Justin E. Kerwin


    Title: Professor of Naval Architecture
    -2-

    ACKNOWLEDGMENTS

    The author wishes to thank Professor M. Triantafyllou


    for his helpful hints and Professor J.E. Kerwin and
    Professor J. Milgram for providing the direction which
    was needed to conclude this investigation. Thanks also

    to Professor Hedrick for his advice and encouragement.

    I am grateful for the excellent typing service provided

    by Jessa Frankel, Joanne Sullivan and Marilyn Staruch.


    -3-

    'CONTENTS

    I
    Title

    Acknowledgements
    Contents . . . . . .
    . . . . . . . . .

    Nomenclature . . . . . . . . .

    Introduction . . .
    .....
    . . . . . . . . . . . . . . . . . . . . . .
    Abstract . . . . . . . . . . . . . . . . . . . . .

    . . . . . . . . . . . . . .
    . . . . . . . . .

    . . . . . .
    .

    0
    -9

    4.
    Page

    la
    2

    3
    5

    Formulation of the Problem . . . . . . . . . . 8


    I'I * 0

    11
    II'I The Effect of Vessel Motions on the Apparent Wind * *

    IIV Derivation of the Linearized Aerodynamic Pitch

    .
    ...
    12
    Damping Coefficient . . . . . . .

    fI

    VIII

    VI]I

    IX
    Numerical Modeling of Sail . .

    Seakeeping . .

    Reduced Frequencies
    . . .....
    Approximate Calculation of the Aerodynamic Pitch Damp ing
    Coefficient Using Lifting Line Theory . . .. . . .

    . . . . . .

    The Effect of Aerodynamic Pitch Damping on Added


    Resistance Due to Pitching .
    .

    . . . . . . .

    . . . . . . . .
    .
    . . .

    a··

    · · ·
    15

    17

    24

    28

    30

    X The Effect of Pitching on the Average Drive Force . . 32

    Other Motions: Roll ... . . . 33

    .
    XI · · · 0 e* · 0

    XII Other Motions: Surge, Sway, Heave, Yaw 0 0 * 0 39

    XIII Other Motions: Pitch Coupling . . . · · · 40


    * 0 0 0

    XIV Conclusions . . . . . . .. 41
    * * 0 0 . * * 8

    References . . . . . . .. . . . . . · o· · · · · ·
    43
    ·

    Appendices: · · · ·

    1. Rough Calculation of Aero Pitch Damping 56

    2. Explanation of Program Cyclone 58


    · ·

    3. Transformation of PSF2 Output 63


    o· ·

    4. PSF2 Output . . . . . . 65
    · · · ·

    5. MIT 5-D Output . . . . . . . . 86


    -4-

    LIST OF FIGURES

    Page

    1. Sstems ..
    Vessel-ixedCoordinate . .
    .. 45

    2. Wind Triangle . ...... . . . .. . 46

    3. Sailplan for Lifting Line Analysis .... 47

    4. Geometry for Lifting Surface Analysis . . . 48


    -5-

    NOMENCLATURE

    a Wave amplitude

    Aj Added mass coefficients

    A Aspect ratio s2/S

    c Chord

    CD = D/ - SVA Drag coefficient

    Cji Hydrostatic restoring force coefficients

    CL = L/- p SV~ Lift coefficient

    d Vertical distance between hub surface and center of lateral


    resistance

    D Drag Force

    Fji Exciting force (or moment) in jth direction due to motion in


    in ith direction, i, j = 1,2..6

    Fn Froude number v/vji

    FR Driving force

    Gj. Element of the generalized mass matrix

    GM Metacentric height

    1
    GRAD Vertical true wind gradient, sec

    k Reduced frequency

    L Lift force

    n Propeller rpm

    L,M,N Aerodynamic moments corresponding to i = 4,5,6

    p,q,r Aerodynamic notation equivalent to x4, x5, x6

    RHUB Radius of Propeller HUB

    s Span

    S Sail planform area

    t Time
    -6-

    T Period of oscillation

    VA Apparent wind velocity

    VB Steady (average) vessel velocity

    XCAM Ratio of Maximum camber of section to chord

    ~X Displacement in jth direction (surge, sway, heave, roll, pitch, yaw)

    ; YVessel velocity in ith direction

    a Apparent wind angle to vessel centerline

    A Displacement (lbs.)

    AF1 Added resistance

    Y True wind angle to vessel centerline

    X Leeway angle between course and vessel centerline

    P Density of fluid

    e Pitch angle

    Frequency of oscillation

    X Angle of incidence of waves (for head seas - 108° )

    Damping ration between actual damping coefficient and damping


    coefficient required to just damp out oscillations

    Superscripts & Subscripts

    -A Aerodynamic

    -H Hydrodynamic

    -n Natural (frequency or period)

    -p Derivative with respect to p

    -q Derivative with respect to q


    -7-

    I. INTRODUCTION

    Analysis of sailing vessel performance in a seaway is complicated

    by the coupling of hydrodynamic and aerodynamic forces and motions.

    Performance of a vessel sailing in calm water has been analyzed by

    Kerwin 3. Behavior of a yacht hull moving through waves has been analyzed

    by Gerritsma and Moeyes 4 . A program has been written to combine these

    analyses for performance prediction for a vessel sailing in a seaway 5 ,

    but neglects the contribution of the rig to the equations of motion.

    For downwind sailing results have been reported for studies of

    hull-sail interaction, such as the coupling between wave induced roll and

    wind induced sway moment, which can lead to the instability known as

    broaching 6 '7

    For upwind sailing the possibility exists that aerodynamics provides

    substantial damping of wave excited motions. If so, then added resistance

    due to wave radiation should be less than that predicted by models which

    neglect this coupling.

    No investigations of this phenomenum are known to have been reported.

    Such an investigation was the primary purpose of this work.

    A corollary result of this work was the development of a program to

    facilitate the analysis of a single sail using numerical lifting surface

    techniques. Use of such techniques for sail design has been reported 1 ,

    and such techniques have been used for wing and propeller blade analysis 8

    However, no previous use of this technique for sail analysis is known.


    -8-

    II. FORMULATION OF THE PROBLEM

    Observation of the motions of vessels sailing in waves shows that

    pitch is the most severe motion and probably contributes most to added

    resistance due to wave radiation. These observations are supported by the

    results of the seakeeping analysis of a sailing vessel hull moving through

    waves, (see later chapter).

    Since pitch motions seem to make the largest contribution to added

    resistance, the initial and primary focus of this investigation was in:terms

    or the aerodynamic contribution to pitch damping.

    It is easiest to model this flow using quasi-steady inviscid theory 9

    First, however the relative importance of viscous and unsteady effects must

    be evaluated.

    The most significant effect of viscosity is separation of the boundary

    layer from the sail surface. When this condition is severe the sail has

    -"stalled", and the effective mean camberline of the sail is so different

    from the actual sail shape that inviscid flow modelling based on the actual

    shape is invalid.

    Experiments have shown that stall occurs when the lift coefficient

    exceeds a value of about 1.9.2 For a sail of fixed shape the lift coeffi-

    cient varies with angle of attack. Then as long as the pitch induced change

    in angle of attack is small, separation is insignificant.

    Unsteady effects include periodic changes in sail shape. Because the

    sail is a flexible membrane, its shape is pressure distribution dependent.


    -9-

    When the angle of attack is "ideal" the fluid velocity at the leading edge

    is directed along the mean camberline at the leading edge. Below ideal

    angle of attack the pressure drop across the fabric at the leading edge

    will tend to deform (or "luff") the sail. For small pitch induced changes

    in angle of attack not much less than ideal, the change in sail shape due to

    luffing can be neglected.

    Unsteady effects also include periodic changes in the inviscid flow

    alone. Outside the boundary layer the flow is essentially inviscid. Here

    the vorticity must be constant so that vorticity must be shed into the flow

    as the lift coefficient varies. As this vorticity is convected downstream

    it changes the effective angle of attack. If the rate of convection is

    large with respect to the pitch rate, then this effect can be neglected.

    A measure of the importance of this unsteady effect is the reduced

    frequency,

    k
    TVA

    For small k unsteadiness of the flow can be neglected.

    The magnitude of all the effects considered above is proportional to

    the magnitude of the change of angle of attack due to pitch. This change is

    small in high winds. Since high winds generate the large amplitude waves

    which excite large pitch motions, the simplification of the problem to a

    quasi-steady inviscid analysis should be valid.

    Further assumptions, which will be repeated later as they are applied,

    are
    -1 0-

    (1) Heel, leeway are negligible for hydrodynamic motions, and

    (2) Groundplane, heel, boundary layer effects, aspect ratio,

    sail interaction, optimal sail trim are second order aero-

    dynamic considerations.

    Two different approaches were taken to the evaluation of both the

    aerodynamic and hydrodynamic pitch damping coefficients.

    The first approach consisted of simple rough estimates.

    The second approach consisted of very accurate evaluations using

    numerical methods.
    -11-

    III. THE EFFECT OF VESSEL MOTIONS ON THE APPARENT WIND

    Two equivalent vessel fixed coordinate systems are given in Figure

    1. The one without subscripts is usually used for analysis, the other

    for comparison of results.

    Sail interaction is neglected.

    Consider the effect of pitch and roll on the apparent wind. Assume

    axes of motion pass through center of waterplane area, (which is at

    least consistent with hydrostatic theory). Define the true and apparent

    wind angles y,B with respect to the vessel centerline. Then the local

    instaneous apparent wind is given by

    VA(pqz) = [(VTsiny - VBsinx - pz) + (VTcosy + VB q)]1/2

    (1)

    and the instaneous apparent wind angle is

    o(p,q,z) = arctan[(VTsiny - VBsinx - pz)/(VTcosy + VBcosX + qz)]

    (2)
    -12-

    IV. DERIVATION OF THE LINEARIZED AERODYNAMIC PITCH

    DAMPING COEFFICIENT.

    Consider the linearized single degree of freedom equation for pitch

    motions:

    (G5 5 + A55 )q + B5 5 q + C 55 X5 = F5 sinwt (3)

    It can easily be shown that this is the truncated Taylor series expansion
    18
    about the equilibrium condition = q X=5 0 . The aerodynamic contribution,

    BA ,to the damping coefficient is to be determined. Taking the partial


    -55
    derivative with respect to q yields

    BA -a5M- Mq (4)

    Now the moment of the aerodynamic force can be written

    M(q) =dM(q,z) (5)

    where for rigs of high aspect ratio and neglecting heel, the moment increment

    can be approximated by

    dM(q,z) = -z[dD(q,z)cosa(q,z)-dl(q,z)sin(q,z)] (6)

    where

    dD(q,z) = : P[VA(q,z)]2 c(z) dz C(q,,z ) (7)

    and

    dL(q,z) = Pp[VA(q,z)]2 c(z) dz C(q,z) (8)


    -13-

    Combining (4) and (5) yields

    BA5 =;(dM)q (9)


    S

    Combining (6), (7), (8) yields

    2
    dM = zV c dz(CDcos - CLsinB) (10)
    Z ADL

    implicitly dependent on q, z.
    Taking the derivative

    (dM)q = -p

    -z
    with respect to q:

    z VA VAq c dz(CDcosS

    V c dz(Cqcos
    - CLsinS)

    - CDsinB q +
    +
    -CLqsin - CLcosS q) (11)

    This expression can be simplified. Note that

    VAq
    z cosB (12)
    and
    -z sinB
    q VA (13)

    at = 0. Combining (11), (12), (13) and substituting into (9) yields for the

    linearized aerodynamic damping coefficient

    A
    - PVA cz2 [2CDCos2 3 + (CD + CLB)sin2B- 2(c L 2 ]dz
    + CDB)sin
    55
    S
    (14)
    -14-

    Here VA and are found from the steady state and CD, CL, CL, CDS may

    in general vary with spanwise position,


    -15-

    V. APPROXIMATE CALCULATION OF THE AERODYNAMIC PITCH

    DAMPING COEFFICIENT USING LIFTING LINE THEORY

    Equation (14) was used to get a rough idea of the order of magnitude

    of the pitch damping coefficient for a 12-meter yacht. This example was

    chosen because data was already available in a useful form for calculation

    of the hydrodynamic coefficients of the 12-meter yacht "Valiant".

    Gross approximations to the lift and drag coefficients were made on

    the basis of diagrams in a handy reference11. Although no constraint was

    placed on the heeling moment, the lift coefficient was set low.

    Accordingly, the lift and drag coefficients were assumed to be spanwise

    constants, The lift coefficients were assumed to be

    CCL = 0,7

    and
    (15)

    CL = 211 AA
    LO A+2

    which would be correct for an elliptically loaded foil. To account for

    viscous drag the lift to drag ratio was assumed to be fairly low:

    L/D = 6 (16)

    whence

    CD = .1167 (17)

    and-
    4
    CL
    CD8:
    Da TL
    -1 6-

    The assumed sailing conditions throughout are

    VT = 20 knots

    VB = 8 knots

    'y = 360 (18)

    X = 40

    Then for steady state from (1) and (2)

    VA = 45 fps

    B = 29 ° (19)

    The damping coefficients were calculated for the typical 1 2-meter

    mainsail and genoa jib shown in Figu Sail interaction was neglected.

    The result obtained (in Appendix ) for the overall aerodynamic pitch

    damping was

    BA555 = 79,000 (ft-lb)/(rad/sec)


    -17-

    VI. NUMERICAL MODELLING OF SAIL

    An alternative and more accurate method than lifting line theory

    was desired for evaluation of aerodynamic pitch damping. A set of computer

    programs 1 0 for propeller analysis were available, and could be adapted to

    the analysis of a single sail by specifying a one bladed propeller. A

    very large ratio of hub radius to blade (sail) span was specified so that

    the helical nature of the geometry and wake was linearized on the sail and

    in the neighboring flow.

    The spanwise distributions of chord, camber, and twist, (see Figure 4),

    were specified. Precise relative displacements of the sections in the

    y, z directions (corresponding to dihedral and sweep) were neglected on

    the assumption that these caused only higher order effects. Heel was not

    modelled, on the assumption that the effect of heel is also analogous to

    sweep. The ground plane (water surface) was not modelled either. The

    programs only model lifting surfaces (not the propeller hub for example).

    These assumptions were justified by experience from modelling and testing

    propellers.

    Sail Specification and Design

    For the 12-meter used as an example, a sail was specified with the same

    span and area as a typical mainsail and jib combination so as to provide

    approximately the same forces and moments.


    For simplicity a sail with an untwisted planform equivalent to an

    isoceles triangle was selected. It was also convenient to specify N.A.C.A.

    a = 0.8 mean camberlines2, since they could be generated automatically

    by the program.

    The following sectional properties remained to be determined:

    (1) camber ratio, defined as the ratio of maximum camber to

    chord length, and

    (2) twist defined as the angle between the chord of the sail and

    the centerline of the vessel,

    so as to optimize the driving force subject to the constraint of maximum

    allowable heeling moment equal to 150,000 ft-lb. This limit was chosen

    because it corresponded to a maximum allowable heel angle of 30° and a

    5,000 ft-lb righting moment per degree of heel. (This is the rate of

    righting moment generated by a 65,000 lb vessel with a GM = 4.4 ft).

    At this point it might have been convenient to design the optimum sail

    shape for these specifications by using the design program of Milgram1 .

    Instead an iterative approach using the analytical package was undertaken.

    This was a very expensive and time consuming procedure.

    As a practical approach to the problem, optimization of the driving

    force was interpreted as maximization of the lift coefficient.

    Also, the independent variables were subject to various constraints.


    -19-

    Twist was assumed to vary linearly with height. Observations1l indicated

    that camber ratio, as well as twist, increases with height. Furthermore,

    the package included a spline curve fitting routine which required a smoothly

    specified spanwise distribution of camber ratio.

    Finally, it was recognized that large pressure differentials across

    the leading edge could not be tolerated in the real flow, as indicated in

    Chapter I.

    The iterative procedure was complicated by (1) the presence of downwash,

    whose effect on the vertical distribution of load was hard to predict, and

    by (2) the extreme sensitivity of the leading edge pressure distribution to


    18
    the angle of twist.

    An attempt to design a suitable sail with a camber ratio of 0.11 was

    abandoned due to indications that such a sail could not meet the heel

    constraint without excessive luffing.


    -20-

    Finally a sail was found which came close to meeting all the design

    requirements.

    It should give a fairly good idea of the quasi-steady inviscid

    pitch damping.

    The Designer's Choice: (Also see Appendix )

    Geometry:

    Span = 80 ft. Area = 2320 ft2

    Camber Ratio = .075 to .095

    Twist Angle = 11.5 ° to 29.5°

    Operating conditions as in (18), plus wind gradient

    Grad = 0.05 (ft/sec)/ft

    Performance:

    CL = 0.68

    CD = 0.167 (including viscous drag coeff = 0.1)

    L = 159,000 ft-lb
    -21-

    Damping Coefficients:

    Damping coefficients were calculated using a simple finite difference

    method.

    For the design sail, approach velocities were perturbed to correspond

    to small changes from equilibrium in the rates of pitch, roll, and sway.

    Then the damping coefficients for the jth force due th motion were

    -[F( + i) - F(i )]
    Bji =
    Ak.

    Following linear theory these coefficients were evaluated for xi = 0,

    and Axi small. The velocity increment Axi was considered small enough if

    (1) Sectional lift coefficients were low enough for unseparated flow,

    (i.e. less than 1.9)2.

    (2) Bji(-Axi) Bji!(xi).

    Results:

    The damping coefficients for the designed sail were, for

    Pitch:

    BA 5 = 80,000 (ft - lb)/(rad/sec),


    55
    Roll:
    BA = 700,000 (ft - lb)/(rad/sec),
    -22-

    Sway:
    A
    B22 = 300 lb/(ft/sec),

    Pitch due to roll:

    BA = -350,000 (ft - lb)/(rad/sec),

    Pitch due to sway:

    BA2 = 7,000 (ft - lb)/(ft/sec).

    Summary of Results of Numerical Investigation of Aerodynamics:

    The results of the numerical analysis using vortex lattice techniques

    for realistic sail shapes confirmed the results of the approximation which

    assumed constant spanwise coefficients of lift and drag. Additional

    damping coefficients were obtained. These indicated that roll damping of

    roll is probably the largest aerodynamic contribution to damping. It is

    suprising to note that the damping of pitch by roll is very negative.

    However, this unusual coupling is not significant since roll is heavily

    damped.
    -23-

    In addition it was found (see Appendix 4 ) that when the viscous

    drag coefficient was decreased by 10% from 0.1 to 0.09 then the aero-

    dynamic pitch damping coefficient was decreased by 20%.

    Next the hydrodynamic characteristics of this vessel are investi-

    gated, making it possible to determine (1) the relative values of the

    aerodynamics and hydrodynamic damping, and (2) the absolute value of

    the total damping.

    . .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
    -24-

    VII. SEAKEEPING

    To quickly obtain a very rough idea of the order of magnitude of the


    hydrodynamic pitch damping coefficient published data14 was used to

    calculate the hydrodynamic pitch damping coefficient for a merchant vessel

    hullform. For a series 60 hullform of block coefficient 0.6, with water-

    line length of 50 feet, it was calculated that the hydrodynamic pitch damping

    coefficient would be about 500,000 (ft-lb)/(rad/sec).

    To obtain a more accurate value, the M.I.T. 5-D seakeeping program 15 was

    run using available data for the hull of the 12-meter "Valiant". The

    1 6
    theoretical basis of the program can be found in Salveson, et a1 and in

    7
    Gerritsma and Beukelman . The program calculates the frequency dependent

    added mass and damping coefficients, and the Froude-Kriloff and sectional

    diffraction force coefficients using two parameter Lewis forms. The program

    can use these results to compute various responses such as motions in

    irregular waves and added resistance due to waves.

    The input and output are presented in Appendix 5. The operating

    conditions correspond to the example used throughout, except that it is not

    possible to specify a nonzero leeway angle to the program. Therefore the

    angle of incidence of the waves was set at

    = 180 - + X/2 = 1420

    as a compromise between accurate modelling of the encounter frequency and

    the angle of incidence.


    -25-

    The program assumes the vessel has port-starboard symmetry, i.e. it

    neglects the effects of a mean heel angle. Experiments reported by


    4
    Gerritsma and Moeyes have indicated that this may be acceptable4

    The vessel geometry is specified by the sectional area coefficients

    and centers of buoyancy. For motions not in the vertical plane there is

    also a multiple choice of sectional shapes. Viscous roll damping due to

    twin bilge keels can be calculated by a stripwise method. To model a yacht

    keel it is necessary to specify an equivalent pair of bilge keels. This

    was not done because pitch response was the primary focus of this investiga-

    tion, and the program assumes pitch is uncoupled from roll.

    Results of the Seakeeping Program

    Displacement, A:

    The displacement is calculated from the shape and appears in units of

    tonnes divided by gravitational acceleration

    G22 = 1.04318

    so that in yacht sized units

    A = 75,000 lb.

    This is high, but in the rightrangel3

    Natural Frequency of Pitch, 5n:

    Since the added mass is frequency and speed dependent the natural
    -26-

    frequency in pitch was found by interpolation to be equal to the encounter

    frenquency, we, at which the following equation was satisfied

    e +A5n
    G55

    Here C5 5 is the pitch restoring coefficient (tonne-ft/radian); Grr is the

    pitch moment of inertia

    2
    G55= G 22 (RYY)

    where RYY is the specified pitch gyradius; and A 5 5 is the added moment of

    inertia for pitch. The result was

    m5n = 2.1 rad/sec.

    This corresponds to a natural period of pitch for these conditions

    T - 2 2.9 sec.

    which is somewhat high for a 12-meter but also in the right range 3
    . Since

    these results were fairly accurate it was assumed that the results for the

    hydrodynamic damping coefficients were also within the correct range.

    At the natural frequency the pitch damping coefficient was (by

    interpolation):

    B55 = 378 tonne-ft-sec


    55
    -27-

    or, in yacht-sized units:

    H
    B5 5 = 847,000 lb-ft-sec

    The damping coefficient decreased moderately with frequency of encounter to

    about 255,000 at = 3.0, we = 5.97.

    The hydrodynamic damping ratio at the natural frequency was


    H

    = B5 5 = 0.24.
    2(G55 + 55)w5n
    VIII. REDUCED FREOUENCIES ......
    _
    .....
    - i~~~~~~~~~~~~~~~~~~~~~~~~~~

    A typical reduced frequency along the span is

    k(z) ¥(z)TVA
    -_c(z) x 15
    T VA 2.9 x45

    A weighted average reduced frequency can be defined:

    Jz. c dz 841,500 + 1,796,320

    j
    =

    TV 2
    ~A T V
    _ TA : 65 z'8 -6386
    TAzdz .T VA z

    -A (9.1967 + 8.4753)

    k = .4254

    This is quite high. Therefore unsteady inviscid damping will be even

    less. than the quasi-steady result, (still assuming steady geometry).

    To see this intuitively, consider what happens while pitching forward.

    Angle of attack is reduced. Therefore circulation must be shed into

    flow parallel to span, leaving upwash behind as it goes. This tends

    to increase the effective angle of attack temporarily. The amplitude

    of attack oscillation is inversely proportional to the frequency.

    Consider now the aerodynamic terms in the analytic expression

    for the pitch damping coefficient, (14). By far the most significant

    factor here is the variation of lift coefficient with angle of attack.


    -29-

    (See also Appendix I )o This suggests that the damping coefficient

    will decrease at high frequencies, since as we have just seen the

    effective angle of attack changes less at high frequencies.

    Thus, since the pitch damping coefficient is most highly dependent

    on changing angle of attack, and since the angle of attack changes less

    at high frequencies, it may be concluded that the pitch damping

    coefficient decreases with frequency.


    -30-

    IX. THE EFFECT OF AERODYNAMIC PITCH DAMPING


    'ON ADDED RESISTANCE'DUE TO PITCHING

    Given that the results of the hydrodynamic investigation and the

    results of the aerodynamic investigation are correct, then the effect

    of aerodynamic pitch damping on added resistance due to pitching can

    be calculated.

    For pitch alone 2 0 the transfer relation between pitch amplitude

    and wave amplitude is

    a5-

    recalling the results

    H
    = 0.24

    BA .
    = 0.1 H
    55 55

    A comparison can be made between the transfer relations with and without

    aerodynamic damping. The largest difference occurs at resonance,

    05 W5n' where

    -5 = .927 a
    a aX
    -31-

    The pitch amplitude is proportional to the amplitude of the

    radiated waves, at least within the range of validity of any linear

    theory. But the added resistance due to pitch is proportional to the

    energy lost in the radiated waves, which is proportional to the square

    of the wave height. Therefore

    AF 1 f- aF 1 H

    H
    0.86: aF1

    is the added resistance at resonance.

    Thus the added resistance calculated by the seakeeping program

    should be adjusted downwards by up to 14%.

    e
    -32-

    X. THE EFFECT OF PITCHING ON THE AVERAGE DRIVE FORCE

    In a linear analysis the average driving force, FR, will equal the

    steady state driving force. But for nonvanishing pitch amplitudes

    there may be a difference. To get a rough idea of the difference,

    the driving force was calculated (see Appendix )from the PSF program

    output for the three conditions ~ = 0, +.1


    -±0 rad/sec.

    From the results

    _ ·. F R A FR

    0.1 830.3 -175.8

    0.0 1,000.1 ----

    -0.1 1,191.3 +185.2

    it can be inferred that the average quasi-steady inviscid driving force

    was higher than the steady state value by a fraction of a percent.

    (The exact nonlinear quasi-steady inviscid average thrust requires

    integration of the instaneous thrust throughout a half period of

    oscillation.)
    -33-

    XI. OTHER MOTIONS:' ROLL

    ..Natural Frequency of Roll, W4n:

    From the output of the seakeeping program it should be possible

    to calculate the natural frequency for roll, 4n, defined as that

    frequency at which the following relation is satisfied

    44'
    : e 44.
    G44 +A : 4n
    44

    Recall, however that the displacement calculated by the program was

    probably high, and that both the radius of gyration and the metacentric

    height were somewhat arbitrary inputs to the program. Therefore values

    were used which were consistent with the assumptions made in the chapter

    on numerical aerodynamics:

    C4 4 = 5000 (ft-lb)/degree

    G5 = (Ryy)2
    65,000 50,506 slug-ft2

    Then, (using the value of A 5 5 at the encounter frequency me = 1.78

    without interpolating), the natural frequency in roll is

    . .... .. 5000 ]/2


    '4n = l0.4619x 2240 + 50,506

    = 1.97 rad/sec
    The corresponding natural period is

    .T4n : 3.19 sec


    Wn
    4n

    which seems high, although less so than if C4 4 and G44 had been taken

    directly from the output.

    From this data the damping ratio, 54 for uncoupled rolling can be

    calculated:

    ........ .
    B44
    *4 -(G4
    2 + A 4) w4n

    .B 44 (ft-lb)/(rad/sec)
    291,326

    Roll Damping: Linearized Aerodynamic

    Here the approach is identical to that of the pitch damping

    derivation. For a chordwise strip of the sail the increment of rolling

    moment is

    dLA = z[dL cosB + dD sin.]

    z c dz 2 VA [CLCCSs + C sin3].

    Taking the derivative with respect to the roll rate p, using the

    derivatives

    VAp = -zsin.
    VAp
    -35-

    and

    p VA

    and integrating over the span yields for the linearized quasi-steady
    invisicid aerodynamic
    roll dampingcoefficient

    BA IdL
    44 - AP
    SA

    2
    'PAVA 2 2
    A2A X c z [2 CDsin2 C+ LB) cos 2

    1
    2 (CL+CD)sin2S] dz

    For the elliptically loaded example of (15), (17), (19), the value is

    BA44 = 580,000 (ft-lb)/(rad/sec)

    and the dampingratio is


    A
    = 1.99

    which is very highly damped.


    Aerodynamic Roll Damping by Numerical Lifting Surface Methods

    Recall the results presented earlier:

    BA = 700,000 (ft-lb)/rad/sec) C
    -36-

    Then the aerodynamic roll damping ratio for the numerical sail model is

    44 = 2.4

    which is still well over damped.

    Hydrodynamic Roll Damping from the Seakeeping Program

    At an encounter frequency close to the natural frequency, the

    seakeeping program output is

    B4 = 1.796 tonnes/(rad/sec)

    = 4023 (ft-lb)/(rad/sec)

    The value changes only moderately with frequency.

    The corresponding damping ratio is

    H
    = 0.014

    However observations indicate that hydrodynamic damping is much higher.

    As :aforementioned, better modeling of roll in the seakeeping

    program requires the specification of an equivalent pair of bilge

    keels. Recall also that leeway is neglected. To improve the results

    here, revision of the FORTRAN code may be necessary.

    Hydrodynamic Roll Damping by an Approximate Lifting Line Approach

    Here the same approach is used as previously for the aerodynamics

    of pitch and roll.

    The underbody is modeled as a lifting line rather than a slender

    body.
    -37-

    The differential cohtribution to the hydrodynamic rolling moment

    along the span is

    dLH = zC-dz LV (CLcosX + CDsinx)

    where CD includes all hydrodynamic drag.

    Differentiating with respect to the roll rate, p, using the

    derivative forms

    VBp zsinx

    and

    _ zcos
    p V

    and integrating over the span yields for the quasi-steady inviscid

    hydrodynamic roll damping coefficient

    H 1 2 2 nz"
    44 ==2
    B44 P PH
    H V; IciBc f sin
    z2[2CDsin2z DLx
    + (CD+CL)COSx LD
    + (CL+CDxd 2 dz

    Assuming elliptical loading, constant chord of 14 ft, and span of 9 ft,

    and neglecting all bracketed terms except CLA cos2x, a very rough

    estimate is

    BH4 - 92,000
    44

    The corresponding damping ratio is

    4 = 0.3
    'Summary of Results of Investigation into Aero-Hydrodynamics of Rolling

    Both the lifting line and lifting surface approaches indicate that

    roll is aerodynamically overdamped. The hydrodynamic roll damping needs

    improved analysis techniques.


    XII. OTHER MOTIONS: 'SURGE; SWAY, HEAVE; YAW

    No investigations were made of these motions, except that it

    was possible to calculate from the available data that for-sway

    B2 A = 300 lb/(ft/sec)

    and
    H
    B2 2 = 4,000 lb/(ft/sec)

    depending somewhat on operating conditions.

    Surge is not modeled by the seakeeping program.

    Heave could be modeled by the lifting surface program but was

    neglected as uninteresting. Presumably quasi-steady inviscid heave is

    similar to variable sweepback since in both cases the angle of attack

    is constant, but the angle of the streamlines to the midchordline

    changes.

    Yaw could not be modeled by the lifting surface program unless

    the sail was rotated 900 about its y-axis. Such geometrical magic

    was not essayed.


    -40-

    OTHER MOTIONS: PITCH COUPLING

    The seakeeping program does not indicate any pitch-roll coupling,

    but coupling arises due to the asymmetry of the aerodynamic surface.

    Recall the results from the numerical sail analysis:

    B54 = -350,000 (ft-lb)/(rad/sec)

    B52 = 7,000 (ft-lb)/(rad/sec)

    The pitch damping due to sway, B52, ought to be negligible except

    under conditions of extreme sidewise motion. The (negative) pitch

    damping due to roll is surprising. However its effect is likely to

    be small since, as it has been shown, roll is very heavily damped.


    -41-

    XIV. CONCLUSIONS

    Observations indicate that for a vessel sailing in waves, pitch is

    a large periodic motion which generates significant added resistance.

    This was confirmed by results of the M.I.T. 5-D Seakeeping Program.

    An investigation was undertaken of the extent to which the added

    resistance in waves could be attenuated by the aerodynamic damping of

    sails. Quasi-steady, inviscid lifting line and lifting surface models

    were used to solve the problem for a 12-meter yacht sailing to windward

    in a twenty knot breeze. For this problem it was found that aerodynamic

    pitch damping attenuated the added resistance by 14% when the waves

    were encountered at the natural pitching frequency.

    It was found that a 10% decrease in the viscous drag coefficient

    caused a 20% decrease in the aerodynamic pitch damping coefficient.

    The quasi-steady assumption was not particularly good. Unsteady

    effects probably diminish the significance of aerodynamic pitch damping.

    According to the linearized analysis, there are six contributions

    to an aerodynamic damping coefficient: three due to drag and three due

    to lift. For both drag and lift the three contributions are due to

    (1) Changing apparent wind speed,

    (2) Changing lift or drag coefficient, and

    (3) Changing apparent wind angle.

    The sign and magnitude of each contribution depends on the motions, sail

    geometry, and operating conditions.


    -42-

    For example aerodynamic damping of roll appeared to be very highly

    over-damped.

    Some motions were not investigated due to lack of interest or

    modeling difficulties.

    It was found that pitch motions could increase the average driving

    force by at least a fraction of a percent.

    The development of an aero-hydro-integrated performance prediction

    program for vessels sailing in waves could be developed. In the process,

    further investigation into coupling should consider the remaining motions

    Such as the aerodynamics of yaw and the hydrodynamics of rolling and

    sideslipping.

    Another exciting development which could be undertaken is the coding

    of a versatile program for analysis of sailing vessel aerodynamics using

    numerical lifting surface methods.


    -43-

    .REFERENCES

    1. Milgram, Jerome H., "The Analytical Design of Yacht Sails", S.N.A.M.E.

    Trans., 1968.

    2. Milgram, "Sail Force Coefficients for Systematic Rig Variations",

    S.N.A.M.E. T&R Report R-10.

    3. Kerwin, Justin E., "A Velocity Prediction Program for Ocean Racing

    Yachts Revised to June, 1978," M.I.T.

    4. Gerritsma, J., and Moeyes, G., "The Seakeeping Performance and Steering

    Properties of Sailing Yachts", H.I.S.W.A., 1973.

    5. Warrick, Alexander, Jr., "Racing Yacht Performance in a Seaway", M.I.T.

    Master Thesis, O.E., 1976.

    6. Newman, J. Nicholas, "Stability and Control in Quartering Seas",

    Symposium on Sailing Yacht Research, M.I.T., November, 1966.

    7. Letcher, John S., Jr., "Steering Qualities off the Wind", A.I.A.A.

    Symposium "The Ancient Interface", 1971.

    8. Greeley, David S., and Kerwin, Justin E., "Numerical Methods for

    Propeller Design and Analysis in Steady Flow", to be published.

    9. Newman, J. Nicholas, "Marine Hydrodynamics", M.I.T. Press, 1978.

    10. Greely, David S., "Introduction to Propeller Steady Flow Computer

    Programs", unpublished.

    11. Marchaj, C.A., "Sailing Theory and Practice", Dodd, Mead, & Co., 1964.

    12. Abbott, I.H., and Von Doenhoff, A.E., "Theory of Wing Sections",

    Dover, N.Y., 1959.


    -44-

    13. Spens, P.G., DeSaix, P., and Brown, P. Ward, "Some Further Experi-

    mental Studies of the Sailing Yacht", Stevens Institute of Technology,

    Hoboken, N.J., 1967.

    14. "Principles of Naval Architecture", Comstock, J.P., Editor, S.N.A.M.E.,

    1967.

    15. User's Manual, M.I.T. 5-D Seakeeping Program, Design Laboratory,


    Department of Ocean Engineering, M.I.T.

    16. Salveson, N., Tuck, E.O.,Faltinsen, O., "Ship Motions and Sea Loads",

    S.N.A.M.E. Trans., 1970.

    17. Gerritsma, J3. and Buekelman, W., "Analysis of the Resistance Increase

    in Waves of a Fast Cargo Ship", International Shipbuilding Progress,

    Vol. 14, February, 1967.

    18. Marchaj, C.A., "Aerohydrodynamics of Sailing", Dodd & Mead, N.Y. 1979.

    19. Hedrick, J. Karl, Paynter, Henry M., "Nonlinear System Analysis and

    Synthesis: Vol. 1 - Fundamental Principles", A.S.M.E., 1978.

    20. Thomson, William T., "Theory of Vibration and Applications", 1972.


    -45-

    X3·F 3 X 1 F, :
    . I

    X2

    z, Z,w

    N,r J, XP

    Mq
    yl Y v

    VESSEL-FIXED COORDINATE SYSTEMS

    Figure 1
    -46-

    p2

    WIND TRIANGLE.

    Figure 2
    -47-

    rf'
    """ o I X " _ _ _ _ _ _ ___
    7

    SAILPLAN FOR LIFTING LINE ANALYSIS

    Figure 3
    -48-

    Figure 4

    LIFTING SURFACE ANALYSIS: GEOMETRY


    WITH WAKE FOLLOW4ING FREESTREAM

    (a) Sail, Hub, and Flow


    -49-

    Ily ___ _ _ _ __I _ __i

    (b) Planform view


    -50-
    L __ __ __ _1___
    ______ ___

    i
    II

    I I__ _ _ I __

    I
    A
    ~ ~
    It
    y Y __

    I
    i
    ~ m __ _

    lI i½
    i'll

    .am I

    ___ ___I__

    V _ __ - - - zs- --

    ii~

    i
    i
    I

    -- ---
    \.1 \- -\ -- I C--·~--LIII · 11-*---
    - ---
    _
    --

    (c) Front view


    -51 -

    00
    t-

    LL
    -J
    ct,

    Li
    XZ

    0
    I-

    Li
    C-)
    ul

    -I
    LL

    LLJ

    0-0
    -52-

    k,~~~~~Z

    N--t1
    ··~~~~~~~~

    (e) Pitching forward


    -53-

    (f) Pitching aft


    -54-

    (g) Rolling
    -55-

    (h) Swaying
    -56-

    APPENDIX

    ROUGH CALCULATION OF AERODYNAMIC PITCH DAMPING

    Recall Equation (14)

    BA P2VAjcz2[2CCDcos2 + (CD + CL)sin - (CL + CD) sin2¢]dz

    Assume bracketed portion is spanwise constant (as for an elliptical load

    distribution)9 Recall (15), (17), (19):

    CL 0.7 CL_ 211 A

    4C
    CD= .1167 C
    D A-+2

    VA 45
    p = 0.00234
    8 = 25

    From Figure 3:

    s2 602
    A = 3.53 = 0.638
    jib S - => A+2
    2 60 34
    jib

    A
    Amai n = 5.39 => A- = 0. 7294
    + i
    main

    Hence

    jib main

    CL 4.0087 4.5838
    _1

    .5063 .3789
    CD B
    -57-

    then

    jib main
    2 C COS2 5 = .1906 .1906

    (CD + CL )Sin2B = .7367 .8394

    -(-CL +CDS) sin2~


    = -.4620 -.4132
    .4653 .6168

    and the moments of area are

    4
    34(65 z3 65
    jCZ
    cz2 dz
    dz= *0 = 841,500
    5
    jib

    I cz2 dz= 27 (86 z3 z4486


    836 2~(402 2 - 462) 3 92 z 4
    5

    1
    86
    7)6 4-
    + 40 [ 3 +4 5 6
    main 80
    main

    = 1,796,320

    then

    BA = 78,950
    55
    -58-

    APPENDIX2
    ·EXPLANATION OF PROGRAM CYCLONE

    This program takes a sail and whips it into a propeller.

    This program reads a datafile (with filetype DATA), containing

    generalized coordinates for a sail's geometry and operating conditions.

    Then it transforms this DATA into propeller coordinates. Finally, it

    writes the converted geometry into two files (filetypes INPGEO and ADIINt!)

    for analysis using the PSF2 package of lifting surface programs.

    For the most part the program is easily understood but note the

    following:

    * Geometry can be specified at spanwise stations. Since splines

    will be fit to the specified geometry, it must be smooth!

    - Alternatively, geometry can be specified by polynomial functions

    using the dummy variable "crew" which increases with height from

    its midspan origin.

    * The propeller must rotate(?). An RPM of 1 or less is recommended

    for ease of output interpretation and formating.

    : Heel cannot be accomodated at this time.

    · Bend is defined in the projection of the sail on the x-z plane as

    the displacement of the leading edge from vertical. The bend

    at the tack is zero.

    · Sag is defined in the projection of the sail on the x-y plane as

    the y-displacement of the leading edge from vertical. The sag

    at the tack is zero.


    -59-

    · Twist is defined as the angle between the chordline and the

    x-z plane

    · Chordwise thickness and camber distributions must be specified

    by editing an existing INPGEO file.

    * Use a large ratio of propeller diameter to sailspan!

    * x skew and x-rake are currently set to zero.

    · Due to an uncorrected error at this time, specifying positive

    sway velocity yields results for negative velocity.

    * z prime is a spanwise coordinate which increases with height

    from its origin at the foot.

    * Sailing vessel coordinates are

    x positive ahead = -x of propeller

    y positive to port = z of propeller

    2 positive up = y of propeller

    Origin is at center of waterplane area.

    Vessel sails directly upstream on starboard tack, "semisubmerged"

    with sailfoot at hub surface.


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    -60-
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    APPENDIX 3

    the forces and momentsacting on the sail


    From the output of PSF2FOR
    are as follows:

    Heeling Moment:

    L = TORQUE - KFZ 600 (RHUB d)

    - - 688,072,320 KFZ
    TORQUE

    Lift Coefficient:

    [KFZ - KFX tan (-X)] pn 2 D4 cos(-A)


    CL = 1 V
    PS VA 3600
    2 A

    = 222(KFZ - 0.4663 KFX)

    Drag Coefficient:

    CD = 222(0.4663 KFZ + KFX)

    Pitch Moment:

    n2 5
    3600 KMZ - THRUST(RHUB - 5)

    = 1,617,410 KMZ - 515 THRUST

    Sway Force:

    = pn2 D5 KFZ
    3600
    -64-

    Driving Force:

    FR = THRUST cos + p n2D4 KFZ cos (90-x)


    3600

    = 0.9976 THRUST + 9,4020.5 KFZ


    -65-

    APPENDIX 4

    PSF2 OUTPUT

    CONTENTS: PAGE

    Geometry 66

    Analysis: Steady State 66

    DATA File for X 5 ±= 0.1 69

    Analysis: Pitching Forward 70

    Analysis: Pitching Aft 73


    with 10% Change in Viscous Drag 76

    DATA File for Roll and Sway 77

    ADMIN File for Roll and Sway 78

    Analysis: Roll 79
    with 10% Change in Viscous Drag 82

    Analysis: Sway
    83
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    APPENDIX 5

    MIT 5-D OUTPUT

    CONTENTS: PAGE
    INPUT DATA 87

    REGULAP WAVE RESULTS 90

    IRREGULAR WAVE RESULTS 134


    -87-

    VALIANT:8,0 KTS. 142,180 D. HEADINGS. BUZZARDS TOWER SPECTRUM, 20 KTS


    NSTA NROMS NENC NVL NMOT NSP NP MP NTURB HASBK N NBEND NWT NPCH NFQ NFR
    22 9 2 2 0 0 10 6 1 0 0 0 0 1 0 0
    NSEA NWX NSOMS NS NSPC IO NADR NEVT
    2 1 20 2 1 12 1 0

    CB XLBP BEAM DRAFT GRAV XCG VCG GM


    0.2193 49.5600 11.2700 9.5800 32.1740 0.1290 -1.0000 3.0000
    RYY RXX RZZ XZI RHO XRHO NU WSURFA
    15.2000 5.0000 15.2000 0.0 0.0008890 1.9898996 0.0000128 1000.00
    UNIT ORIGIN ZETAA ALFA
    0 0.0 1.0000 0.0
    STATION I XI(I) YM(I) ZM(I) SIGMA(I) ZCB(I) GIRTH(I) RIFLR(I) ALPH(I)
    1 25.9600 1.8700 0.4300 0.6467 0.1400 2.0000 0.0 0.0
    2 23.6000 3.5600 1.0800 0.6814 0.3600 4.1600 0.0 0.0
    3 21.2400 4.8900 1.7000 0.6881 0.5670 5.9500 0.0 0.0
    4 18.8800 6.0800 2.3200 0.6948 0.7700 7.6500 0.0 0.0
    5 16.5200 7.2000 2.9700 0.6902 0.9900 9.3000 0.0 0.0
    6 14.1600 8.2600 3.6400 0.6732 1.2000 11.0000 0.0 0.0
    7 11.8000 9.1500 4.4200 0.6350 1.5000 12.7000 0.0 0.0'
    8 9.4400 9.8500 5.2500 0.5952 1.7500 14.4000 0.0 0.0
    9 7.0800 10.4300 6.1500 0.5509 2.0500 16.0000 0.0 0.0
    10 4.7200 10.8700 7.0500 0.5110 2.3000 17.8000 0.0 0.0
    11 2.3600 1i.1000 7.8500 0.4797 2.6000 19.2000 0.0 0.0
    12 0.0 11.2700 8.5300 0.4485 2.8000 20.4000 0.0 0.0
    13 -2.3600 11.2000 9.0500 0.4227 3.0000 21.2000 0.0 0.0
    14 -4.7200 11.0500 9.4000 0.3924 3.1000 21.8000 0.0 0.0
    15 -7.0800 10.7000 9.5800 0.3610 3.2000 22.0000 0.0 0.0
    16 -9.4400 10.2400 4.9000 0.6314 1.6000 14.1700 0.0 0.0
    17 -11.8000 9.5900 4.6000 0.5885 1.5000 13.3000 0.0 0.0
    18 -14.1600 8.7500 4.2500 0.5566 1.4000 12.2000 0.0 0.0
    1 -16.5200 7.7000 3.8300 0.5290 1.3000 10.9000 0.0 0.0
    20 -18.8800 6.1800 3.4100 0.4669 1.1000 9.2000 0.0 0.0
    21 -21.2400 3.7800 2.9600 0.2824 0.1000 7.0000 0.0 0.0
    22 -23.6000 0.1500 2.8000 0.5238 0.9000 5.6000 0.0 0.0
    STATION I IWBK(I) BKRAD(I) BILRAD(I) BKGIR(I) BKWID(I) PHI(I) PSI(I) LIWO(I)
    1 4 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    2 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    3 i 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    4 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    5 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0'
    6 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    7 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    8 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    9 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    10 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    11 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    12 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    13 3 0.0 . 0.0 0.0 0.0 0.0 0.0 0.0
    14 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    15 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    16 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    17 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    18 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    19 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    20 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    21 3 0.0 0.0 0.0 0.0 0.0 0.0 0.0
    -88-

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    YAW WVDIFF -0.0561 -0.0719 -0.0003 -0.0004
    TOTALS -0.0570 -0.0729 -0.0003 -0.0004

    SUM OF ALL THE MODES AND THE DIFFRACTION POTENTIAL CONTRIBUTION


    ALL MODES FR-KRL 0.0825 0.1056 0.0005 0.0006
    ALL MODES WVDIFF -3.5919 -4.5974 -0.0219 -0.0280
    - - - - - -- - -- - - -- - - - -- - -- - --- -- --- -- ____ _ ___-
    TOTALS -3.5094 -4.4918 -0.0214 -0.0274
    DIFFR. POT. CONT. 3.5244 4.5110 0.0215 0.0275
    TOTALS 0.0150 0.0192 0.0001 0.0001

    ETA .0 .0 .462231E-01 .502922 1.00056 -.231467E-02


    -.726099E-04 .271906E-02 .281453E-03 -.632044E-02 -.153121E-02 .148432E-02

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    .0 .0 -.134571 .0 241.017 .0
    .0 .134571 .0 .0 .0 241.017

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    .0 .0 -61.9855 .0 1618.05 .0
    .0 8.21540 .0 4.93073 .0 904.412

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    -92-

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