Sname Estabilit Dinamic

'SNAME Transactions, Vol. 94, 1986, pp. 197-214 Research Plan for the Investigation of Dynamic Instability of Small High-Speed Craft ‘Steven H. Cohen, ' Member, and Donald L. Blount, Fellow ‘Small hi-speed craft have been known to lose stably while underway eventhough they possess adequate stably at rect. Instability has boen reported In both the wransverse and longitudinal ‘rections with motions ranging trom 3 rapld starboers, or a sudden combined rl-yaw motion. ‘damage and crew injury. The probiem is not in running ‘tim, progressive healing to port or The result ofthe stably can include structural Understood and no guidlines exist to assure ‘adequate dynamic stability. The primary objectives ofthis paper are to focus attention on this ‘ertcal design problem, describe recent evelopment, and presenta long ange research plan. Tho ‘objective ofthe plan isto provice a means to assess underway stablity based on craft design feetures {and sea conditions. Prior research efforts and recont Navy and Coast Guard experiance with ful ‘Scalo bale are reviewed. Introduction ‘Tue sraDILtry of a vessel is generally assumed to be inde- pendent of speed. This assumption is so ingrained in tra tional naval architecture that it is rarely given much thought However, in the cate of snl high-speed craft ts becoming increasingly evident that this assumption isnot valid. Small craft have been known to exhibit a loss of stability at high speed even though they possess adequate stability at rest In some instances the instability can result in violent and/or erratic motions which can ead to structural damage and crew Furthermore, the problems are not always readily ‘apparent. Often they are uncovered after extended time in service, and only after the customary explanations for unusual handling characteristics, uch as improper seamanship, inade- ‘quate operator training, or the ubiquitous freak wave, no longer seem plausible. "Despite the relative severity of the problem, very litle is known about the fundamental characteristics and no guidelines presently exist to assure adequate ‘dynamic stability. The technical literature is scattered with examples of high: speed vessels having underway stability problems. “The earli- estreference isthe work by Thornyeroft and Barnaby in 1895 regarding high-speed torpedo-boat destroyers [1] A recent ‘example appears in the October 1964 isaue of Marine Tech. nology in a paper by Lundgren and Storch [2] describing the cerratic stability of «small fishing boat. Among their conclu ‘sions, they call attention tothe fact tha inital static metacen: tric height (GM) is not a completely adequate measure of stability. Other examples of dynamic instability have been 7 Chi, Boat Technical Section, US. Coat Guard Headquarters, Washingion, De ht Gombatnt Cat Combat Systems Engineering Stat Numbers tn brackets dest ‘The views expresed herein are the opinions of teats aa not necesarly thor of the US Const Cuard or US. Navy ‘Presented at the Annual Meeting, New York, NX, November 19- 22,1968, of Tu SocIETY OF NAVAL ARCHITECTS AND MARINE ENcineens necting Department, Naval Sea rfolk Virginia ‘References at end of paper. discussed by Jones[3}, Suhebier (4), Blount (5]and others [6,7] hen, omg aed pene i ‘undoubtedly, there are others which have gone unreported, Unfortunately, the Coast Guard and Navy have not escaped tho problem and at least two of their craft are known to exhibit unstable characteristics. ‘The extent of the problem is [perhaps best described in the German shipbuilding magazine Hansa(S, which states that “the phenomenon isnot so seldom asone might expect, but mostly is carefully concealed.” ‘The present paper provides a general technical overview of the problem and highlights relevant research. Recent trials conducted by the Navy and Coast Guard are discussed. ‘These trials along with research on seaplane bulls, which until snow has not been widely disseminated, substantiate the fundamental cause of the problem. The primary purpose of the paper is to extend this knowledge into a proposed research plan which has the ultimate objective of developing, sound technical guidelines to prevent dynamic instability. An es sential element of the plan requires participation by design- ters, builders and operators. It is hoped that the paper will help focus attention on the ertical nature ofthis long-negleet- lem and generate the cooperative research required to Background ‘Types of instabilities ‘Outward manifestations of dynamic instablity are varied ies dere ecraPs slr of ac speeds di Placement and hull form, The exact relationship between the various forms of instability is aot known with any degree of certainty. ‘Table 1 provides an asued relationship bused tn Froude uber, At zero ped stability sof course gor termed entcely by hydrostatics As the Froude number in- Crease yddymamic eet cme ino play and ate considered to comprise tro separate Components, one duis to the so-called “hull wave" and the other due to hydrodynamic 197Table 1 General types of Instabties Jago oe eae DIRAGENT sod DIME RAN TeReaTS FOE RS = 7 ™ > wmorms | sera | “wan” | Smears er | tees | “Segre aes es ee - ee inenaael oa ire | sa i SEL caone | mee pressure distributions along the bottom. In the firs, the hull ‘wave causes more of the vessel to be supported atthe bow and the stern and less along the midbody.. The redistribution of buoyancy can lead to a reduction in the metacentric height, resulting in a loss of stability. This effect is known to be ticularly troublesome for very finely shaped. high-speed Fils operating ator near diplacemen speed. Hyd namic bottom pressure effects ean also come into play under those conditions. Beyond displacement speed, the hull wave effect diiminish- ¢s and the influence of bottom pressures tends to dominate. In general, instabilities at high speed can be characterized as being oscillatory and nonoscillatery. The osillatory-type instabilties inclade period rangers roll ollations kee known as “chine walking,” and “propoising.” the analogous situation with longitudinal pitch oscillations. Both are usually associated with high-speed, hard-chine planing craft operating in smooth water. Fortunately, design guidelines devel- ‘oped for propcising [10] have proved effective in predicting and preventing the problem. Nonoseillatory instabilities can occur at more moderate speed than that associated with oscillatory instabilities and generally occur on relatively heavily loaded eraft that i, low projected chine area for a given displacement). Unstable [behavior has been reported in both the transverse and longitu dlinal directions with motions ranging from a rapid loss in running trim, progressive heeling to port or starboard, or a sudden combined roll-yaw motion. A recent study on the los of transverse stability was conducted by Wakeling et al [10), who reported a series of pressure measurements on « model of a round bilge hull form. With adequate stability at rest, the ‘model would remain stable only up to eritical speed after which it would take on a steady heel angle. Carefl bottom ‘Pressure measurements revealed that the behavior was due to negative pressure developed along the afterbody and was attributed to the hull form. Other studies of round bilge forms haye been conducted (11,12) The adverse pressure distributions on planing hull forms has received yry iti attention, ‘Thismay be dueto the fact that planing hulls, unlike round bilge hulls, are always assoei- ‘ated with large positive bottom pressures. This fundamental Afference between the two hull forms led Millward [13] to speculate that the round bilge form is “inherently an unsatis- factory hull shape for high speed.” Experience shows, however, that nonescllatory_ planing hull instabilities include trim changes where a craft can be ‘operating at steady trim and suddenly reduce (bow drop) toa new, lower trim angle, Or similarly, a craft can operate at zero heel angle and then for no apparent reason roll, staying at this new angle until some corrective action is taken by the ‘operator. Combinations are frequently observed. Even though nonoscillatory instability can occur at moderate speeds, itis nevertheless dangerous since itis known to occur rapidly without any advance indication, particularly in a seaway. Asa result of this, and the fact that it affects a wide ‘ange of practical eraft sizes (that is, moderately high speed and relatively high loading), it often creates the most concern timong designers, and thus isthe foes of the proposed re search effort, ‘Relevant studies What literature that does exist concerning planing hull instability is mostly qualitative, Frequently cited references ‘on the subject are Du Cane 4] and Savitsky and Koelbel {15}. ‘These investigators, as well as others familiar with the problem, call particular attention to the bow and forefoot shape as a likely cause especially in conjunction with forward trim. Also, Saunders [16] makes specific mention of instabilities arising from forcbody curvature causing adverse negative bottom pressure. The concept is further supported by re= search on seaplane hull forms [17-19]. Nevertheless, some designers subscribe to the theory that the instability is caused solely by forces and torque developed by the propeller. Also, rudder effects, as described by Grenfell (20), are sometimes blamed since the rudder créates lift forees and moments hich tend to depress the bow in a tum—particularly, when the rudder is on an aft-raked stock. Causes less frequently mentioned include Magnus effect foro developed on the ‘exposed shafting and engine gyroscopic effects, ‘Other theories have been advanced by Gill [21] and Well ‘come and Campbell [23]. Gill describes the phenomenon based on changes in lift caused by different trim angles when thehull is vawed relative tothe low. ‘The so-called “deadrise effect’ is derived from the basic lift equations as presented by 198 ‘Dynamic instability of Smail High-Speed CraftTRANVERSE, Lenorrna core presure distribution along the bottom. Inthe fist, the ll dearetasbes ioraet fla pel besoin tele the stem and less along the midbedy. "The redstrbution of buoyancy can lend to rection in tho metacentic height resulting ina lo of stability. "This effect is known to be particularly troublesome for very finely shaped. high-speed Fils operating at or near deplacement speed. Hydrody- ‘amie bottom prestre effect can also come into play under tesco oe e Beyond displacement speed the hull wave effet diminish es and the influence of betom presses tons t dominate In general, instabilities at high speed can be characterized as being latory and omits. The osiatery ope instabilities chad period transverse roll oilatons better Enown at “chine walking,” and “propasing’ the analogous sutton wien pthnilatins Beth are twa iy astocated with high-speed, hard-chine planing erat oper ating in smooth water.” Fortunately, design guidelines devel Ope for proposing 0] have proved ellective in pedltng tid preventing the pe ‘Nonosiltory instabilities can occur at more moderate speed than tha asoeiated with eclatory insulitis and enerally oouron relatively heavily loeded raft that low Projected chine aren fora given dioplacemen!). Unstable bets atime predate anes and gt tin ection with motes ang om ed a Tuning tim, propesive being eat Se galeelape sudden combined rlryaw motion, recent study on theloss of transverse ability yas conducted by Wakeling ta (10, ‘who reported serie of presure measurements ona model of 2 round bilge ll form, With adequate seaty tres the todel woold remain table only up toa ertical sped after which would take on a steady heel angle. Careful bottom Dremire measurements revealed thatthe behave was du negative pres developed along the afterbody and was attributed to the hull form, Other sudies of round bilge fess bon conde 18, a "The adverse presue distributions on planing bull forms hasreceved very itleatention. ‘Thismay be de tothe fat that planing hulle like round bilge hulle ate always aos ted with arg postive bottom presures, “This fundamental Aifercnce between te two hull forms led Millward [15] 19 speculate that the round bilge form is “inherently an unsatis- factory hull shape for high speed.” Experience shows, however, that nonoscillatory planing hnull instabilities inelude trim changes where a craft can be ‘operating at steady trim and suddenly reduce (bow drop) toa ‘new. lower trim angle, Or similarly, a craft can operate at zeroheel angle and then for no apparent reason roll, staying at this new angle until some corrective action is taken by the ‘operator. Combinations are frequently observed. Even hough nonosilatory indabilty can occur at moderate speeds, it is nevertheless dangerous since It Is known to occur rapidly without any advance indication, particularly in a sew, AS teu of this and the fact that it affect wide range of practical craft sizes (that is, moderately high speed and relatively high loading), it often creates the most concern among designers, and thus is the focus of the proposed research effort Relevant studies What titerature that does exist concerning planing hull, instability is mostly qualitative. Frequently eted references on the subject are Du Cane dJand Savitsky and Koelbel (15) These investigators, as well as others familiar with the prob- Jem: call particular attention tothe bow and forefoot shape as 4 likely cause especially in tion with forward trim. Also, Saunders [16] makes specific mention of instabilities atising from forebody curvature causing adverse negative bottom pressure. ‘The concept is further supported by research on seaplane hull forms (17-19), - Nevertheles, some designers subscribe tothe theory thatthe instability i caused solely by forces and torque developed by the propeler. Als, effects, as described by Grenfell [20}, are sometimes blamed since the rudder creates lit forces and moments ‘which tend to depress the bow in a turn—particulary, when the rudder is on an aft-raked stock.» Cautes less frequently Iontioned ince Magnus elect frees developed om the ‘exposed shafting and engine gyroscopic effets Other theories have been advanced by Gill [21] and Welli- ome and Campbell (22), Gill deseribes the phenomenon based on changes in lft caused by different trim angles when thehullisyawed relative tothe flow. ‘The so-called deadiise effect” is derived from thetic it equations as presented by 198 Dynamic instability of Small High-Speed Cratt,‘STATION Fig. 1 Measured and calculated pressure cistibutons [25] Savitsky, More recently, Wellcome and Campbell developed a theory based on an analytical model and experimental data that considers the effects of coupled sway and roll motion Research on seaplane hull instability is particularly interesting since the descriptions of the unstable phenomena— “sticking” on takeoff and “diving” upon landing—are re- imarkably similar. Richarson [23] refers to the problem in a paper presented at the SNAME’s Annual Meeting a long ago 5 1916. Of the many studies conducted on the subject, the ‘most relevant to the planing boat problem is by Leshnover [18], Leshnover conclucted tests to consider the effects of bow deadlrise and quarter beam buttock shape using a system- aie variation of six hull forms having 20-deg deadrise. The results show clearly the adverse influence of buttock curvature. His work isextremely significant and represents point of departure for the research plan, It is discussed in greater detail later in the paper. Recent experience Cohen (24) report the results of full-scale trials on a 30 single-serew, deep-vee planing boat to asses possible causes of unstable behavior and identify corrective measures. One ‘outcome of the trials was that the propeller, rudder or other appendages were not found to be directly responsible for the istable behavior. Adverse bottom pressure as caused by forebody curvature was strongly suspected based on visual ‘observations and an analysis of the propeller and appendage forces. The propeller was thought to bea problem since the instability occurred to port which corresponds to the torque and off-center lft forces developed by the propeller. How- ever it was found that the instability would also occur to starboard, although les frequent. Consequently, the instability could not be explained by propeller action alone Blount's and Koelbel’s experience with twin-serew craft having unstable characteristies cast aside any further doubt about the propeller as a primary influence. ‘Subsequently, Codega and Lewis[25] conducted additional trials with full motion instrumentation and pressure transdue- cers and showed that negative pressure was developed on the bottom as suspected. The pressure signature during the instability, shown in Fig. 1, reveals that negative pressure oceurs atthe forward sections from approximately station 2 to mid- ships. ‘The body plan of the boat isshown in Fig, 2. Examin- {ng the data records [25] shows that pressure aslow as approxl- imately negative 2 psi was recorded at the transducer located between sations 4 and 5. Te should be noted that the effects associated with the propeller, and rudder, as mentioned, are not to be entirely discounted [24] since it is clear that their action can reduce Torward tim, accentuate flow curvature and, consequently, contribute to the instability. “The nropeller lift forces can be te rectly i the low ino tho propeller entilated, which tends to augment the Ht eect Also, the propeller is important in that it causes the instability to occur Tore frequently toport,a result of fight hand reaton ‘Handling characteristics observed during the instability vary but can be generally described by relatively distinetive characteristics. This includes reduced running trim to the Dut that heavy sheets of spray rise up and over the bow The stability inthis condition ic best described wx precarious and the boat is stable only to the extent that it remains rela- ely level” Asn, thre is ile rudder control and the boat io prea ig ne The edued tn a) o tay notbe accompanied by heling Changes in thot can be used to change trim and/or heel and, if the throttle is sien iti eb wien sel an resume A conventional planing att ‘analy the pty is associated with both reduced trim ane hee! thug thas been eoncaded [2425] that the reduced trim precedes other manifestations. If the throttle is ‘not ot under these conditions, the heel angle will pro- ‘gressively increase and then suddenly roll and yaw will occur. Pet sea dress veg tte ch oui coolog ing the bow and a larger rooster tail astern; virtually all control is lost. However, coxswains familiar with the beha rete eetatie ie voce tickle wad prope t ssa condition 194.5 SODEL SCALE Fig. 2 Mode! moment im charactoristics Dynamic instabilty of Small High-Speed Craft 198a = Fig. 3 Wing section analogy Simplified descriptive mechanism ‘The prewure distribution measured during the instability tas boom corrclated by Codege and Low's using a potential flow computer medel developed by David W. Taylor Naval Ship Reseach and Development Center (26-28) As shown in Fig I the agreement i elatively good despite the differ ences between the potential flow mote), whietasimes fully iimord fo: ah the al eceufae few cons ‘suming for purpose of illustration tal the re surface en te ignored and the potential flow tlations are teasonbly valid some insight into unstable motions ean be reasoned Considering analogous presare dstibutions on symmetrical, sringed shaped sections Ths is becawe thelr prewure dit. Bhattons are very snilarto that shown in Fig ad he lage body of information om wing section geomet 29] provides simplified means to explain the motions observed in the cnet heb ; “The flow over a sytmetrical wing section is analogous to the low over the bottom in that the thickness to chord tio of the wing shaped section is iia to the maxim daft the Forefoot hati one hall the section thickes) to wetted length zatio ofthe immersed buttock as depicted in Fig. 3 ain the minintum pressure onthe ving shaped surface st. characteristic value of bottom presite, the minimum pres Surecante readily approximated by equation), "The valid iy of this asumption can be reasoned by comparisons with Similar foi sostions [29 Prin = 1/2(Coigh V9) a where P= pressure, lb/ft V = velocity fps p= mass density, shags/ft® Conia = pressure coefficient, nondimensional ‘The values of Cpnig have been experimentally determined for 4 variety of symmetrical, wing-shaped sections and it was found [90] that the minimum value canbe determined bythe ‘empirical equation Cynin * -{Alt/c?? + BUC/e)] ® where A and B= empirical shape coefficients {= section maximum thickness = section chord length rom this it ean be seen that thickness-o-chord ratio (t/c) is the primary influence and that increased values result in lower values of Cyaix Following the analogy for flow along the hull buttock, increased immersion of the forefoot will result in lower values of Cymin, Fuster, if the velocity re- rains relatively unchanged, the lower value of Cyn, results ina lower value of Py, which follows from the principle that increased curvature results in reduced pressure. At this point it should be recognized that the reduced bottom pressure increases forward trim or draft or both. The result is an increase in the immersion of the forefoot, which results inan increase in curvature that is, increased ¢/¢ ratio). It follows that the minimum pressure is reduced, which increases forefoot immersion, and so on. This simple result illustrates the characteristic behavior of any instability, that i, the natural tendency for a force to increase, by itself, once itis initiated. OF course, as a practical matter, the bow will ultimately drop just sofar. Amonga numberof other factors, the boat speed will decrease asa result of increased drag and will adjust to an equilibrium position ‘The boat can remain stable in this reduced trim postion, though this is not usually the case since the instability is almost always associated with heeling, One reason for this isthat the boat tends to be less stable because of reduced hydrostatic righting forces. Consequently, the influence of the external hheeling moments developed by the propeller, rudder or other external heeling moments is more pronounced compared to normal planing equilibrium conditions. Als, the reduced trim may cause a forward shift in the lateral center of resistance and the boat may become directionally unstable, losing rudder control and yaw. Whether heeled or yawed, the effect sto cause the pressure distribution to become asymmetrical about the centerline. For instance, ifthe boat is yawed relative to the flow, a8 a result of directional instability, the curvature ofthe flow lines ‘may change such that the inbosrd flow lines tend to increase in curvature (that is, Increased t/c ratio creating lower pres sure), whereas the outboard flow lines may tend to straighten ‘out (that is, decreased ¢/¢ ratio causing increasing pressure) as shown in Fig. 4. Similarly ifthe boat heels, the more deeply Jmmersed buttock has greater curvature and thus lower pres surethan the opposite side, This sshown in Fig 5. Ineither the heeled or yawed case, once initiated, the heel tends to increase, The heel equilibrium condition is limited by the hiydrostatic righting moment and the increased hull rei tance, which serves to reduce the speed and moderate the ressire While the simplified flow analogy may prove helpful in illustrating unstable behavior and the influence of curvature, there should be no doubt that it isnot a comprehensive view of the problem. ‘The proposed research effort deseribed below {san engineering approach intended to quantify the relationship between unstable behavior and hull form. Research program objectives ‘The overall objective ofthe research efor isto provide a ‘means to sues dynamic stability mits based on character tie design features of an individual craft and on the sea conditions in which it is expected to operate. The desired reaultisa method enabling designers to nake routine ales 200 Dynamic Instability of Small High-Speed CrattHALFEREADTH PLAN Fig. 4 Effect of yaw on curvature tions to assure the adequacy of a proposed design, orto assess the effect of corrective measures on an existing design 1m general this effort is distinguished from other research efforts [10-12] in that it does not seek to develop solutions based om a particular hull geometry. The thrust ofthe effort isto develop useful engineering criteria based upon a technical approach like that used for conventional transverse stabi ity analysis. Major elements of the progeam include literature search and craft survey, model tests, full-scale trials and criteria development. Figure 12 providesa general overview ‘of the proposed approach and the interrelationship between various tasks. A description of each major element is given in the following, Literature search and craft survey ‘The literature search and craft survey have several obj: tives. Foremost is developing a database of existing craft wrth unstable handling characterises. Its a critical part of the effort because, abng with defining the extent of the problem. it provides the basis to develop the model series, lenifies craft which might be tested fll sale and, perhaps ‘most important, ultimately forms a rational means to vale date dynamic stability criteria Other objectives of the Geach tached idsksfyingepeticabte atl eal reese bad Uncovering research in related areas such as the stability problems asoclted with seaplane” References pertaining {oseaplane dynamic instability ate expected tobe particular: Jy ucla sce descriptions of unsiable landlng bela are remarkably similar tothe small craft problem. The literature search sto encompass in particular, Iteration yours and {inpublihed reports or previously clasifed data. Unwritten tctounts may aso be seul to track down speci cases Unfortunately, the literature searches t0 date show that information on specific craft is infrequently reported in sll tient detail if at all. Not surprisingly. designers are rarely ak lst Pyles acon of cent efor. Th foved thatthe industry survey wil previdoa misane to make the data more readily available. No doubt, manufacturers tre belt bo bean to crcteibnin iy the hora say be soa the ero cure aation dsgn Recognizing this potential obstacle, a solution may be to use third party such asthe National Marine Manufacturers Asso tlaton to act as intermediary or "honest broker." For in ae craft specific information could be identified ty a serialized code known only to the third party. In any event, the survey may make avalable nonsenstive data not oqltingthistnconure, en ay bots cas for one-off deatens, detonate desig which re ot foo fuction Dynamic Instability of Small High-Speed Craft Required information would include, as a minimum, wel- defined physical features such as length, beam, speed, and displacement Other desired data are lines plan, weight Dreakdows, locudling vertical and longitadinal positions of the eentr of gravity, and the propeler/appendage exrange- ment, Descriptions of unstable behavior require, at a minimum, the speed(s) at which the instability is known to occur, the observed sea conditions, and the general circumstance uunder which it may occur such as in a turn oF under certain loading conditions. Because documenting the actual behavior may prove to be difficult, typical sketches or descriptions could be provided for comparison. Following an asessment Of individual eases, further information may be requested depending upon the particular significance of the case and especially if full-seale trials appear warranted. "The survey data will be analyzed with the objective of identifying eritcal performance and design factors affecting, instability. Particular emphasis would be to correlate insta- Fig. § Effect of ool on curvature 201sear Burren ~ MeTTED SQN oxeveo surrocis - vere [Jose asrrocks ~ anerres os as yer ‘Barrace Fig. 6 Characteristic mensions bilities on the basis of nondimensional parameters such as Froude numbers (that's, ength, beam, volometi), projeted chine area/displacement ratio, slenderness ratio, length-to- beam ratio, and longitudinal center of gravity (LCG) to Jength ratio, “Other nondimensional parameters to describe the extent of hull curvature might include ratios based on the dimensions defined in Fig. 6; for example, Ly to Lip ratio, Dto Liptatio, and Lato Ly rat, Model program Objective The objective ofthe systematic series isto derive charater- istic dynamic stability parameters related to hull form and Teading conditions. The hull forms and loading conditions sll forthe med ris atotobe based pon compton of eraft characteristics identified from the Iterature search, industry survey, and recent experience. The model hull forms are to encompass the range of important nondimen. sional parameters asocated with unstable craft and extend tothose parameters believed to reclt in stable characteries As, potentialflow ealelations, as mentioned before, may Drove useful to identify sensitive parameters which most ie Finence dysamie tublity. ‘The inital fous ofthe model tests is aimed at trim nstabil ity om the bass that it sa primary unstable indicator. This follows from references (24) and (25) and observations of otis which nate ta he nay sit ith eduction. While this may be an oversimplificatfn in view of the high sa states where boats frequently sme altbone And produce any numberof trim, roll and yaw attitudes, Wim ‘s mninant influence in that it i usualy associted swith all unstable manifestations. In a sone, rll and. yaw instability are considered « consequence ofthe trim instil ity. Nevertheles, the tests can be really expunded to con. side ol yaw and combined effects The tet approach follows toa very great extent, the methodology succenfuly used by Leshmover [18h that charac. terization of the dynamic stability by evaluating forees and ‘moments onthe model over arangeofsteady-flow et condi tog ths man rrr tage ay del condition (rim, loading and speed) provide a stepwite, ua: Stdyzamie representation of the unstable behavlog the ‘overall premise is thatthe steady flow behavior provides @ Telative measure of ultimate dynamic performance Leshnover used captive models (aed in tim and heave) and measured forces and moments on the model vera range 202 ~~ of trim angles for different hull immersions and speeds. Fig- te ahowsthe eis for Medel W., whic, er ong ts six models tested, most resembles a conventional planing boat hull form, The lift, drag and pitching moment are reported fora fixed depth of immersion and speed. Asshown, reduced trim angle causes a reduction in the pitching moment. At negative and low positive trim angles, negative pitching (bow diving mets developed, a stuston which sen be liectly to trim instability on planing Very simier ment nd im rat a sen carer 2, have been reported by Chatterton [31] using a 5-ft tnbicloftheS0it hh preva dene ‘Test procedure While Leshnover's procedure is useful, the captive model results are limited in that they do not assess the performance uundet equilibrium conditions as experienced on a pli hull. For this reason, a modified procedure is pt where the model is free to heave and trim, As shown in Fig 8 the tet setup and procedure is much like a conventions planing hull tet rig except that a means is provided to apply anexternal couple. The couple i applied about the center of gravity to provide forward trim 30 that moments can be determined for incremental changes in running trim. A. similar arrangement can be used to determine the core- spouding, transverse moment versus heel “characteristic, which might be thought of as a dynamie inclining experi ment Itshould be noted thatthe trim couple is applied only after the model is running atthe design planing conditions." Since the external couple is mathematically equivalent to forward LOG shift, it might be expected thatthe same results could be achieved by having the model ballasted at equivalent LOG location and using a conventional model test. This fs not so, hhowever, because the moxel may not be capable of achieving the design planing equilibrium and may not properly show the dynamic effect of an external moment applied at speed Its interesting to note that conventional model tests can indicate trends which suggest tendencies toward dynamic instability. For example, Fig. 9 [82] shows a pronounced ddouble-hump characteristic at forward LCG locations where the negative slope in the trim curve may indicate « potential problem. Designing the test rig could present some challenges and unique problems for the experimenter. For one, the model will become unstable once a negative moment occurs. A possible solution would be to design the test rig to carry the negative moments, or pethaps a more straightforward solu- Dynamic Instability of Small High-Speed CrattSeaplane tstresuits, Model W-3 [18] tion would be to provide flexible rope restraints to restrict extreme bow down and lateral motions. Further, tis expect ‘ed that spray may present a problem since the models will be operating at relatively low trim angles. This may require special consideration when the models are selected. Characteristic stability parameters ‘The moment versus trim characteristics derived from the model series are expected to have similar form as the six model tested by Leshnover (18] and also as developed by Chatterton (31), Fig 2. The generalized form of the curve is shown in Fig, 10.” This curve is suggested as the bass to efine the characteristic stability. parameters. Proposed characteristic stability parameters defined in Fig. 10 are the threshold trim angle (r,) and the area under the moment ‘curve (A). The threshold trim angle is the point where the pitching moment becomes ero. Beyond this angle, the negative pitching moment causes the model to become unstable by augmenting negative trim and hence leading toa progressive, lunstable trim reduction. The area under the curve, A, repre- sens the energy required to bring the bot from ts design planing attitude to the unstable condition, Itis interesting to note that the trim moment curve and the defined stability parameters are analogous to the righting arm curve and stability parameters used for U S. Navy transverse stability anal is [33]. Tt ean be reasoned from the preceding that stable inl forms have a low trim threshold compared with the design operating trim (72) anda largearea (4). On thisbasis, ‘Craft A depicted in Fig. L would be more dynamically stable than Craft B, assuming identical initial design trim, displace- ‘ment and speed ‘Specific stability parameters, r¢ and A, are to be determined for model series over the range of selected test conditions, From this, stability parameters given particular craft features and loading conditions ean be determined by either interpolation ofthe series results, as the common practice for Dynamic Instabilty of Small High-Speed Craft resistance prediction, or a generalized prediction algorithm based on empirical or semi-empirical analysis of the series Full-seale trials The extent of full-scale trials sto be asessed upon comple- tion of the exaft survey and the possible need to obtain adali- tional data. For example, ifthe survey identifies a raft with pronounced instabilities, mote precise performance information may prove desirable. This could include measurements to determine trim vers sped characteristic te, The full. scale information has particular importance in correlating ‘model and full-scale performance. Criteria development ‘Thestability parameters, as already noted, provide a means toassess the dynamie stability on a comparative bass (that is, whether one design is more stable than another) Tt does not, however, offer a means to assess performance limits under certain sce conditions—a key objective of the program, As- sessing operational performance limits requires using a criterion. This approach is common to many engineering design Fig. 8 Model test configuration 208‘TRIM IN DEGREES ‘VOLUMETRIC FROLDE NO. Fig. 9 Test results, Model 187, Series 62, 25-09 deacrse [32] problems involving random loading ete. For example, in structural analysis the safe design load (operating limits) is determined based on a factor of safety (criterion) applied against material strength (quantifiable characteristic parameter). OF course, vessel stability analysis, as in Navy’ criteria [83], is deeply rooted inthis principe ‘The specific form of the criteria and required values must bean outgrowth of the correlation between the craft database and characteristic stability parameters. However, for purposes of illustration, one possible way in which the criteria ight be established is to compare characteristic Tye PRs TIM ‘he besien TRIM ere Fg. 10 Characteristic stability parameters parameters, 7, and A. with operational limits as defined in Fig. 13. The threshold trim angle r, is compared against the maximum eraft pitch angle, may Presumably, a design which pitches to the threshoid trim angle could potentially face a risk of becoming unstable, A proposed eriterion might take on the form ofthe ratio of the threshold trim angle to the ‘maximum pitch angles as formulated in Fig. 13. ‘Thiseriteri on in itself is not totally sufficient since itis known (18] that the stability characteristics change with heave. To account for this, a second criterion is introduced based on the quasi- dynamic displacement changes resulting from the heave motions of the eraft. Figure 14 shows two limiting eurves for ‘maximum and minimum displacements. The area bounded by the maximum and minimum pitch and heave suggests a measure of the energy associated with the motion of the era. This area, Ai, is defined in Fig. 14. ‘The area, A, is that defined previously in Fig. 10 and is considered associated with the energy requited to bring the craft to an unstable condition. The ratio of areas suggests a possible criterion hased on a balance of energies similar to U'S. Navy stability criteria [33} It should be noted that the pitch and heave curves can be determined through the use of existing motion prediction methodology. However, whatever technique is used, it must be applied consistently for all craft; if not, the alternative anethalogy could represent bia should t not produce identical results. Recommendations Developing engineering criteria to assure adequate dynamic stably is a important obfetive to prevent the com. tinuing repetition of poorly performing craft. The authors believe that there fnew slficent understanding of dynamic instability, and a practical test procedure, to develop mean {ingful engineering eriteria. ‘There is no doubt that going beyond a qualitative understanding isa dificult undertaking. We believe the proposed approach represeas a realistic and tractable means to meet this objective. However, the re- Searcher cannot go at it alone. A 'successful result must start with cooperation from designers, builders and operators. For this reason the authors recommend that the project be put under joint sponsorship of the Society and the National Ma- rine Manufacturer's Association. It is further recommended that the project be managed under the guidance of the Small Graft Committee, Panel SC-1 Fig. 11. Arbitrary craft comparison Dynamic instability of Small High-Speed CraftReferences 1 Thomycroft J. 1 and Barnaby. S. W., “Torpedo Boat De- stroyers." tng, Insttution of Civil Engineers, Vel. 122, 1895. 2° Lundgren, GA. and Storch, 8.L.,"Small Fish Boat Stability: ‘A Case Study,” Marine Technology, Vol 21, No, 4, Oct 1984, 8° Jones,'M. P., “Static and Dynamic Stability Tests on a 27° ‘Command Bridge Cruiser," Naval Sea Systems Command, Norfolk Division, Report No. 666049, March I ‘¢ Sehrubter, KR, "An Experimental Investigation of Roll ta- bility of a Semi Displacement Craft at Forward Speed.” Proceed- ‘ngs, Symposium on Small Fast Warships and Security Vessels, Lan- don, Mareh 7-8, 1978, 5. Blount, B.L, Stunts, C. R. Jr, Creyory, DL. and From, M. |, “Correlation of all Seale Trike and Mel Tes for 4 Small Planing Boat.” Transitions, Royal Insitation of Naval Architects, 1968, © Du Cane, P., “High-Speed Planing Craft,” The Motor Boat ‘and Yachting, Mid-Dec. 1961 Boat/US Reports, 7 alm Water Capszing Conse Recall.” Vol 19, No 2 March Apel 1964 . ce rom Fe Larsen Weef tS. H. Cohen 21, 1965, with translation of “Rescue Craft Stepphe,” HANSA, ed TF 1s, p 1058 gh Seis D., “Hydrodynamic Design of High Speed Planing lls" Marine Technology, Vol, No 1 Os 196 10” Wakeling. BP Spreston,j 1 and Niwa A, “Trans vere Sabi ofa Fat Round Bilge Hil,” International Conference ‘mB Considerations for Small Cat 19-15 Fb. 1084 11 clon Graf. Band Sehmiechen, M.."On the Stbity of Semi Dinlacement Cra" Tneratonal Conference on the Stab ivf Ships and Goean Vehicles Toys, Os 1985, 12 i Asi and okt NA Smalaton Study nS alvaw Coupled init of Sent Dapacement Tye High raft” Second Iteration Conference on te Sy of sand Ocean Vehlles. Tokyo, Ot 1982 15 Milward, A, “Preliminary esrorements of Presre Diss tation to Deterinn the Teaser Sabiy ofa Fart Round Hull" International Shpbutdong Progress, Vol, 25, No 307, May i 14 Du Cane, P, High Speed Small Craft, David and Cares, Newton Abbot UR. 1964 TE "uel, Dad adel |G. “Seaoping Condon in Dexgn and Operation of Had Chis Planing Hull” Combatant Galt Enainerng, Department, Naval Ship Engineering, Center, fy i Saunders HE, Hydrodynamucs tm Ship Design, SNAME, 195 17 Leshrover,, “A Study of the Ff of Dea-se Disb. tion and Battck Curvature onthe Diving Tendency of Fyn Best oe curt ” errofSoue | on i | Vv, a costae . tb Be T | eeaget ‘ote 7% carterta csr Fig. 18 Concoptualized pitch criteria fs| een a eG |___ pager os am Fig. 12. Program flow chart Forbiy During Landing.” Experimental Towing Tank Stevens Insitute of Technology, Report Ne. 419, Hoboken, NJ, Feb. 1953. Me Lahoover, 8° As Eaperinental ody of the Elects of Bk Curiae tnd Dealt Teenie of Six Png Boat Farcbodie Daring Landing Experinerial Towing Tank, Stvens Initaeet Fecaagy tego Ns 216 Hboken Oc 1058 ii" Weiafase Re “Hyeaymamie Prewre‘Datbutin Ob tained witha Sealine Bidy Eulpped wid Cine Sia" NACA HMI LSOPDD, National Advisory Catmiee for Acrnatic, Sept 1955, 20. Grenfell, T. E. “Some Notos on Steering of High Speed Planing Hulls" SNAME, Northern California Section, Sept. 1952. ASN OO AX = cttenta constant Fig. 14 Concoptualized pitch and heave erteris, Dynamic instability of Small High-Speed Craft 205,21. GillJ.D, “A Note onSome Roll Phenomena Associated with ‘igh Peformance Bouts" Broceedings, Symposium on the and Construction of Recreational Power Baas, The Univery of Michigan, Arm Arbor, Aug 0-35, 1970. 32 Welcome, F and Campbell S. “Transverse Dynamic Sts balty of Planing Graf” Univers of Southhampton, Ship Science No, 12, OX. Jan, 1964 Richaron, i, “Aeronautes in Relation to Naval Arcitec: 25 ES Nee 24 Cahen, Seven Th, “Dynamic Isat of a High 5 ning rl“ prac othe roi, SWAN Power ost Sympestom, Miami, Ee 1985. 8 Codag, 1 and Levis E bility in ¢ Planing Hull” SNA 1988, 2) Dean, J and Cheng, B, “Instructions for Using the XYZ Potential Flow Program,” Clas Notes, Davi W. Taylor Naval Ship Research and Development Center, Bethea, Md, Sop 198. HT" LefebeoP., Stheoreveal Consideration and User's Mansal {or a Modified Xz Potential Flow Program for Caliating Five Degree of Freedom Veloty Potentials” Naval Underwater Systems Genter, Newport Laborstory, Technical Memorandum 8230764, Newport Re Now 19,1082 Denny, 8, “Applicablty of the Douglas Computer Pro “A Case Study of Dynamic Ints- Hampton Roads Section, April 7am to Hull Presure Problems." Daid Taylor Model Basin Hyaro- Inechanis Laboratory Report 1786, Washington, Dic, Oc, 1963 20°" Abbot, 1H. and von Doenhof, Theory of Wing Sections, Dover Publcaions New York, 1059. 30. Brodin, |-P. and Landweber, L.,“A Maowal for Caleultion o{ Inception f Cavitation on Two en Three Dimensional Forms, SNAME Tan Bulletin No tal Oct 191, 5 hater, pwn of nails in High Speed Planing Craft” US Navel Academy Hydromectanis [a ‘atery Report, EW10-86, Annapolis Md. Feb. 1990 ‘32 Keuning JS. and Germs, P,"Hesttance Tess of Series of Planing Hull Forms with 25 Degrees Deadse Angle Intemation- al Shipbuilding Progress, Val 2), No S97, Sep. 1683 33°70 Novy Bigg Data Shoct—Sablity and Buoyancy of US. Naval Surface Ships" DDSOTO1, 1 ug 1979 (ao se 25) ‘Metric Conversion Factors 1ft = 03048 m 1p, = 254mm 1b fe = 0.012 kgm? 1 fll = 1.355 Nem Ups = 6.804 KPa 1b = 045 kg Discussion Gerhard Grote,* Visitor The authors’ paper gives confidence that their intended systematic tests will bring light to bear on the obscure phe- ‘nomenon of dynamic instability. Itseems regrettable, however, that they concentrate mainly ‘on longitudinal instability, whieh I think oceurs less frequently than transverse instability. If « eraft becomes longitudinally unstable it cannot, of course, be handled safely, and sudden trim changes clearly indicat the presence of instability, But on the other hand, a craft may already prove trans- versely unstable without showing any effect on the trim. From my own experience I know of two cases which showed rol nstabilty(aononllatory) without any effect on the trim, and a third case where roll instability was accompanied by « slight trim change. In that case, aft trim was 0.5 des less than. in the tank test, being thus still far below threshold trim, All three craft are of the semidisplacement type Te would be very interesting if the authors could also exe- ute those experiment they cal, on page 202, a “dynamic inclining experiment,” by applying transverse moment. One ont Tere Bel Gh eae (Fig. 15 herewith) and thereby calculate GM versus Fy, ( 16). Such curves reveal clearly the presence of roll instability, and comparison with other raft or witha “eurve alas’ not required. Unfortunately, the application of such a “dynamie inclining experiment” for all practical purposes will be limited because of the need fora special (nonstandard) test rig ‘and the expenses thus incurred Inany event, the authors’ attempt to come up with a design fie fobelp avoid at eas dam lngiudinal inability is Fighly appreciated, and their means of achieving this looks very encouraging, "Tthink we are all keen to se their results. Ket L. Kiekman, Member “The purpose ofthis discussion ito put forward th specifics of a particular “joyless account” of an unsiccesol effort lving one type of instability Included in the paper. In this casee coincidence of designer /bulder /owner leaves litle finger-pointing to discourage publication, “Fr, Linton Werlt (GmbH & Co), Bremen, West Germany. 208 Fig. 15 pea eoe Fig. 16 = ‘The characteristics of the vessel are given below and a body plan sketch in Fig. 17 ie a 2 ee ics His ee “4 ‘counteration ‘The parent of the hull form had been of doublechine configuration with double spray strips longitudinally on the Dynamic instability of Small High-Speed Graftbottom and large spray strip on each chine. AAs an aid to the FRP construction, it was decided to omit ‘one bottom strip, omit the lower chine strip, and make the upper chine strip a step as shown in the lines. ‘On trials the vessel demonstrated the instability described, in the paper as progressive heel. At interme 21-26 knots, it would, when perturbed in roll, diverge in roll to large angles, causing the operator to reduce power. Suffi- cient courage did not exist to see where whether equilibrium ‘would be reached. At high speeds above 30 knots, the behav- for was absent: Some minor reballasting to correct a trim problem by weight forward tended to worsen the behavior somewhat Observation of the phenomenon indicated that the basis was wetting of the topsides above the molded-in spray ral After much agonizing, the yacht was hauled and the strip at the upper chine induced as shown in Fig. 18. With this change, the instability vanished completely and, not surpris. ingly, side benefits of less deck wetness and slightly higher speed also resulted thas been the experience of this discusser that full-scale experiments with “externally applied” spray strips before incorporating them into tolingisa prudent mean of dealing with thee problems for production boas: nonethelesy Ti Acinit astonishment at the level of improvement frm an apparently small modification Prior to the modification, T ‘tas unwilling to operate the bot inthe speed regimen men tioned except fora limited amount of testing to character the problem without passengers | am now comfortable let ting'my young children operate, with supervision, ever the speed range ofthe bent Tencourage the authors o push ahead withthe research as described in the paper and congratulate them for the rather Innovative approsch of wing ths forum teal attention tat important, and unsolved, problem Daniel Savisky, Member Research on the maneuvering and dynamic stability of high-speed marine craft slong overdue andthe author eo be complimented for bringing this subject othe attention of the technica community Itmight be sated that the searcity of such basie studies was not due to a lack af Interest by fesearchers, but rather Is attributed to higher priorities a Signed by sponsering agencies to restane, powering ad seakoeping Fig. 18 Asboat speeds have increased over the years, some specific hulls have experienced various types of instabilities at high speeds. ‘The suthors describe some of these events and specu- Tate as to the hydrodynamic causes, even suggesting possible criteria for characterizing stability fmt, Tn preparing this necessarily limited discussion of the paper, my comments have been restricted to these eritera, ‘The authors have placed a substantial emphasis on the work of Leshnover, who measured the lift, drag and pitching moments ona seaplane forebody at fed depth of immersion and fixed trim angles as low as negative deg. The data in Fig. 7 show that the pitch moment changes from “bow-up” to “bow- down’ asthe trim angles deereased from positive to negative values. Similar results were obtained by Chatterton as shown in Fig. 2. This pitch-moment characteristic curve was then used asa basis for suggesting a stability criteria Leshnover's tests, which wore conducted at arbitrary combinations of fixed heave and trim, defined only the dynamic component of lift and pitching moment and neglected the hydrostatic loads. This procedure is meaningful for water based aircraft where, at high speed, the weight of the craft is nearly entirely supported by the aerodynamic forces on the wing and arbitrary combinations of heave and trim ean be expected. In the case of Chatterton’s tests of a planing craft again, only the dynamic components of force and moments were measured and the model was towed at arbitrary fixed heave and trim combinations which did not necessarily devel- opalift force equal to the model weight. Although both sets of results are devoid of hydrostatic effects, they are useful for demonstrating the existence of negative dynamie pressures sociated with high-speed flow over the convex bottom surfaces in the forward regions of a planing hull. For the case of a high-speed planing eraft running free-to- heave, however, the negative dynamic pressures will increase the draft so that the integrated total bottom pressures are equal to weight ofthe boat. In thiscase,itisexpected that the characteristic moment versus trim curve will be different from those in Fig, 2and Fig, 7 of the present paper. Very recently, the Davidson Laboratory conducted free-to- heave bat fixed:trim tests on « hard-chine planing model Both resistance and total pitching moment (dynamic and static components) were measured and observations made of the equilibrium draft for a range of fixed trim angles from 2 to—3 deg and for a range of speeds. Figure 19 accompany- Dynamic instability of Small High-Speed Craft 207Fig. 19 Draglift and pitch moment at 30 knots—haré-chine planing ul ing this diseussion presents some typical results ata full-scale speed of 30 knots. Teisseen that, for these free-to-heave test, the tolal pitching moment increased as the trim decreased from 2 to ~3 deg; the total resistance increased rapidly with decreasing trim; and, although not shown, the draft increased with decreasing trim angle. The characteristic ofthe pitch moment curves obtained in these fre-to-heave Davidson Laboratory tests are substantal- ly at variance with those shown in Figs. 2 and 7 and itis suggested that the effect of inereasing draft with increased ‘negative trim is responsible for thisdifference. In any event, the application of the stability criteria proposed by the at thorsis not appropriate for thiscase._ Tteould be argued that the Davidson Laboratory test model had excessive stability, but 1 would rather witold such a eaplsion until tone i known about the hydrodynamics of high-speed instabilities. Whe th der comunity iol ee ‘ment of simple dynamic stability criteria such as y the authors, I believe that further studies ofthe ull hydrody- nnamles are first required to establish a basie of the phenomena. In this regard, [endorse the authors re- 208 search plan which will document the nature of known instabilities, and then use analytic and model test procedures to ‘quantify the hyclrodynamics ofthese events. I would partic- larly recommend that the yaw-roll-pitch coupling be emphasized inthese studies, The development of stability cite- ra based on hull geometry and operating conditions can then be rationally developed. John Zsoleczky, Member, and Andrew Krumel, Visitor "The views expresed herein the opinions of the dscuners and not fee ibe Bp Deter the Dept the Navy] ‘The model test work reported by Chatterton [81], which was done at the US. Naval Academy Hydromechanies Lab- oratory, has been extended and more data are now available Figure 2 shows the 30-ft planing hull used inthe tests. Addi- tional force and longitudinal moment measurements have been made using a restrained model positioned at incremental values of trim and heave, over a much broader range than explored by either Chatterton [1] or Leshnover [18). Here is ‘brief summary of these efforts Figure 20 herewith shows what could be considered a fam- ily of dynamic longitudinal righting moment curves which are similar in character to traditional static transverse righting moment curves. Each curve shows the longitudinal bow-up ‘or bow-down moment exerted by the hull at 25 knots when restrained with the center of gravity (CG) located at @ constant level above the water surface (constant ZCG). It is important to realize that since the hull is restrained, there is ‘only one point on each moment curve where the vertical force at the CC measures zero. At 25 knots, the fll sale craft orally operates with trim angle of 5 deg and a ZOG of 9 ede eee vale codes fe vrlal fxed co restrained model measures zero. A reduction in trim, with the ZCG held constant, results in a large downward foree on the hull. Without restraints the hull would aecelerate downward to balance that force, immediately changing all of the forces and moments A wealth of information can be obtained from restrained model testing, Figure 21 showsthe combinations of trim and vertical position where vertical force and longitudinal righting moment about the CG measure zero. With a ZCG of 5 in. the plot shows that righting moment is zero when trim is either 8 or =2 deg, With § deg of trim, however, there isa large upward force at the CG and with ~2 deg there i large downward force. Itfollows that if the craft were to come off ‘4 wave with a trim of ~2 deg and a ZG of 5 in. the downward force would accelerate the model into the bow-down ‘moment region shown on the plot ‘There are probably an infinite number of ways to quantify the dynamic stability of «given hull, bt the important point is that it should be given some attention. ‘The authors’ sug- ested criteria outlined in Fig. 14 appear to be a logical Approach to the problem. We hope that other investigators and members of the design community develop an interest in planing hull stability in the operating condito James A. White, Visitor {The views espresed herein are the opinions ofthe dscuser and ast necesaily the of the Department of Transportation or the US Goast Guard ‘The authorsare tobe congratulated for calling the attention of this Society to a class of problems—the dynanie instal sign, USN: Hydromechanies Laboratory, US. Naval Acad ‘my, Annapolis, Maryland. Advanced Marine Vehicle Branch, US. Coast Guard Office of Research and Development, Washington, D.C. Dynamic instability of Small High-Speed Craft‘ \ na sie, TRIM GREES) Fig. 20 Dynamic longtusinal righting moment versus rim for $0- planing hl at 25 knots ities ascociated with small high-speed eraft—that have, by and large, suffered from benign neglect in America. It is hoped that the publication of ths paper will spur members of the Society to support this cal for research. Itis useful to keep the words of George Santayana in mind whenever embarking upon a program of research: "Those who cannot remember the past are condemned to repeat it Therefore, I would like to trace some of the history of the mans efforts to understand the nature ofthe phenomencn of porpoising, one of the common instabilities associated with planing hulls, and to draw some lessons that may be learned from this effort. J.E. Steele [84] (additional references follow some discus sions) discussed the porpoising ofa high-speed skimmer, Mir- ‘anda IV, in 1913. Steele's paper has a great dealin common ‘with the present paper in that it attempted to describe a dynamic phenomenon through the use of a heuristic descrip tion of situations invalving the instantaneous balance of forces and moments which vary with time. It was therefore of Jimited value. We had to wait until 1993 before W. A. G. Percing (35) applied Newton's Sscond Law to the problem in an lant paper which addressed the porpoising of Miss England ITT ‘The result moved the designer, Sir John Thornycrof, to write, “The results he hes produced conform with what actually happens.” There are some deficiencies in Perring's hydrod namie expressions but his work must be considered a magnif- icent achievement. It is, to my knowledge, the first. true study of the longitudinal dynamie stability ofa vessel. Thisis the approach that, must be followed. Equations must be written and solved. Then we will really understand the nature ofthe problem. Inthe carly 1950's, Day and Haag [36] studied the porpoising of planing lle andr contol ons na ong tank. ‘This carefully thought-out work, completed under the direction of that wise and energetic research professor, B. V Korvin-Kroukovsky, should have acted as a spur to further research, Instead, today it stands a the only piece of experi ‘mental evidence that can be cited in theoretical paperson the subject [97,98] This work formed the basis for the design Fig. 21 Combinations of trim and ZCG where dynamic righting ‘moment and vertical force measure zero, suidelines developed by Savitsky (9] (cited by the authors) and more recently by Brown [99) “These Rudelines did not arse from wishful a prior specu- Jation on what might be deduced from a consideration of curves of static longitudinal stability. They arose naturally and inevitably from an experimental program which was designed to give the naval architec, “useful data on Uhe inception of porpoising in terms of the boat trim. speed. weightand deadtise” [Bh i T would be happier ifthe authors’ Fig. 12 made provision for the inclusion ofthe use of equations of motion in deni. ing fundamental modes of instability, ‘The U.S. Coast Guard Office of Research and Development is currently suppo Dynamic Instability of Small High-Speed Craft 209‘a modest, general study of the dynamic stability of planing hulls which are operating inthe planing regime. ‘The york is being done in the spirit of Perring (35). Dynamic problems will be treated using Newton's Second Law.” Hydrodynamic forces and moments are being investigated as a function of trim angle, yawangle, roll angle, and the appropriate angular Vehatterandrtene" Wer emicoer tte eae son Laboratory in the high-speed towing tank and on the rotatingarm, Additional hydredynamie work will be done at the University of Michigan using an oscillator. Pressure dis- Uuibutions are being measured at the U.S. Coast Guard Acade- ‘my ina circulating water channel. The authors are familiar with most of this work. The results of this effort will be placed in the public domain as individual portions of this ram are completed, We will cooperate fully with the thor in ther efforts and wish them every succes In thet endeavor Additional references 54 Stel, |. E.,"The Longitudinal Sabity of Skimmers and vind ees re INA al Put 4 Posing, W. G. A. The Porpoaing of igh Speed Motor ats Tow INA. Yl 189 = 36'Day.J- Pad Haag, RJ, “Planing Boat Porpoising,” Thesis submitted to Webb Ist of Naval Architecture, Clen Cove, New York May 993 ‘57 Martin M, “Theoretical termination of Porpising Insab- ity of High Speed Planing Boats," Journal of Ship Rewerch, Vol 32 Noch March 1878 98 Payne. P- "Coupled Pitch and Heave Porpsng Instablty in Hydrlynamle Planing Journal of Hdronauti Vol Ne Apa see 39 Drown, PW." Daxidso Laboratory TN SIT “Technolgy Heboken, NJ, uly 1998 (M. Schmiechen, Mombor ‘The authors and the Society aro to be commended for the sion of phenomenon of great practical importance, which mostly fs not ony eareflycnealed but the ‘existence of which is even denied by some designers until they experience it on their own boats, In view of the fundamental work we have already done and are going todo with constrained modelsat the Versichsanstalt fir Wasserbaus und Schiffbau (VWS), the Berlin Model Basin, the research plan outlined in the paper appears rather ambi- tious and rather vague in structure and detail at the same time. ion is restricted to steady states of motion in nous work the problem formidable srough In my view it can be solved only by carefully structuring ti rocedure and 1 would therefore like to repeat briefly the undamental arguments underlying our own work so far. First, steady states of motion are equilibrium states. -Run- hing trim, negative pressure, ete. are per se not indicative of the stability of the equilibrium state under consideration. In our carefully conducted measurements we saw, for example, decreasing stability with increasing emergence and trim. Second, in order to investigate at least the initial static stability of an equilibrium state a complete set of stability derivatives has to be known. Individually these derivatives may tellus something, but only their invariant combinations are adequate stability criteria Third, what happens if a state of motion is unstable is more at sf academe interes Instablty hs tobe sraided from the beginning of the design process as outlined by my clue Malle Geet tocedd aoe tl ene the second point In order to change a stable tate of equilibrium, work has to bbedone; in mathematical terms, the matrix of stability derivatives has to be positive definite. Asymmetries of the bottom pressures due to heel and yaw are natural and as such not implying instability. If we talk in terms of hydromechanic stability derivatives, ‘we may define neutral points in straight forward generaliza, tion of the concept of meta-center at rest. The task will be to study the heights of these neutral points above the keel, de- ling on design and operational parameters. A research program to this end is underway at VWS. ‘The goal isto establish rules which will result in designs not ig the dramatic drop of the neutral points with increasing speed, at least not within the range of operation. There will be cases where stability tests of the type we have done must be performed with self-propelled models. In one case we studied an inherently stable hull that lost its stability due to the action of the propukor We have to continue with very detailed case studies and attempts to analytically solve the flow problem at hand. The foal must be to predict the abrupt changes in all stability derivatives at about hull speed. Burkhard Miller-Grat,” Visitor would like to congratulate the authors on their very inter- ‘esting paper related to the problem of dynamic instability of high-speed small craft, a phenomenon which became more and more important for designers during the past 10 years, Due to the increase in speed, but also due tothe igncrace of the findings and experiences of the 1950's, the trouble with dynamic instability started at first with round bilge hulls Due to the growing use of hulls with a constant deadrise in the afterbody instead ofa twisted bottom, the same problem arose with hard-chine hulls, which were famous for their inherent stiffness increasing with speed. Tread the statements and observations of the authors about the development of the negative pressuresat the bottom of the hull like rediscovery anda modern confirmation ofthe well proven theory of planing, set up 54 years ago by Herbert Wagner in Germany. This theory is based on the findings thatthe bottom of a high-speed eraft acts, depending on the type of buttock curvature, asthe upper or lower side of a wing section. Wagner emphasized that alo at the half wing seo: tion a circulation exists which is given and manifested by that part of the spray which is thrown inthe direction of advance By means of this theory the development of negative dynamic Bresures at the bottom of the hull ean be easly explained. ‘The reduction of the bottom pressures is the main reason for the dynamic instability The theory of Wagner was very well known and used in Germany up tothe end ofthe 1950's. Therefore the phenom_ tenon of sudden lass of transverse stability of round:-bilge hulls hhas been unknown to designers, yards and owners in our country up to this ime. ‘The authors state that in general dynamic instability starts at low running trim angles. On the basis of our systematic studies related to the dynamie stability of high-speed round- Bilge hulls and hard-chine hulls, but also on the basis of captive stability tests which are performed at the Berlin Mo- 1 Basin (VWS) routinely as follow-up tests to the resistance tests, we cannot confirm this observation ‘At VWS we found that small trim angles, smaller then @ = 1.0 deg, are not always a trustworthy sign for an approaching loss of stability, and vice versa, that large trim angles, larger than 2.0 deg, are nota gurantee against dynamic instability “The critica speed at which this phenomenon oceurs depends {inmost cascson the magnitude of the metacentrichheight GME Bul large GM-values are not a safety-belt to avoid dynamic "Berlin Model Basin, Berin, P.R. Germany: 210 Dynamic Instability of Small High-Speed Craftinstability problems, if the hull is equipped with a transom edge Figure 22 shows a small hard-chine pleasure craft at @ speed of V = 960 knee with's sunning Wa of 0S ‘Under this condition the convex area of the buttock was completely immersed. ‘The boat was s0 stable that the wheel could be left without control, and despite shifting ofthe whole cerew of three persons to one side, the craft proceeded on straight course. ‘The inherent stiffness ofthe craft was caused bya very large metacentric height of GM = 3.0m (9.8ft) due toa relatively large beam, Almos the contrary happened during systematic resistance tests with NPL round-bilge hull form designs. As shown in ig, 28 for « hull of length-to-beam ratio (L/B) = 625 and GM = 2:38 m (7:8 ft), the full-scale vessel experienced a steady heel of 0.3 deg starting at a running trim of 6 = 1.25 degand ata speed of F, = 1.16. Forthe same hull equi with an advanced spray rail system (Fig. 24) the heel of 03 deg occurred at a running trim angle of more than double, 0 = Meant. am (9) ‘208 20002 jas 4 30 20: @.trim by stern bwe Litt of Wedge Figure 24 Adktonal hydrodynamic lit forces due to transom wedge and spray rails Dynamic instabilty of Small High-Speed Craft without Spray Roit ‘witht Spray Rai oe ley Tamla pie Spray Rails Lwilawi-6.25 | | Fig. 22 LSBK Runabout, 9.3 m, with Lyg/Eyq = 2.54 at knots; Fay = 4.8 resp. Fy = 2 8.15deg. and atthe higher speed of Fy = 1.3, By arranging Pere en oe i ee hel of 03 deg could be oberved tthe remarkably saller running rim of = O5 degandat the ower speedo Fa = 1 fl of Spray Rats auFrom a designer's point of view, the development of guide- Iines to avoid dynamic instability should also be a main objec: tive ofthe research program. Instability starsat the drawing board and should be prevented there af an early design stage. Im addition, the research effort should include the development of measures to improve the reduced stability of an existing vessel without changing its hull form, main dimensions, or GM. ‘These measures must therefore be based on ddynaiie effects to balance the dynamic instability, For this purpose an effective spray rail system was developed at VWS nace il d “The proposed characteristic stability parameter does not take into acount the effects of GM and speed. ‘The reduced trim angle is not necesarily a characteristic sign for ap- prosching instability. In addition, the requited moment of trim has to be determined experimentally. This means that the stability check is pomible only at the end of the design procedure and requires additional time and funds. ‘There- fore, a characteristic stability parameter would seem to be niecestary which should be based on the remaining restoring ‘moment in the transverse plane. This characteristic quantity Includes the effects of speed, buttock curvature, lll foraa parameters, GM, and the propeller normal force due to Oblique inflow conditions. To obtain this parameter, bottom ‘pressures and GM must be measured with the sell-propelled model. "The oblique propeller inflow condition for high-speed smal vesels produces a propeller normal force which hfs the alterbody. In addition, the thrust eeentriety i increased. ‘This phenomenon initiates a yaw-heel moment to port in the case of a righthanded propeller—a distinctive feature that "must carefully be taken into account in the proposed investc zations. Joseph G. Koelbel, Jr Member As you would expect from the til, the authors take a cool rather cerebral approach to the instabilty problem. And Tightly so. The problem is real, and @ numerical way to redict the occurrence of such behavior is needed. There is ite T can add to their recommendations for a research program to fill this need My response, on the other hand, is somewhat visceral and pethaps cavalier. Ihave had occasion to ride a number of boats withthe bow-down instability problem. My reaetion to most of these was, "Why was the boat designed like thisin the fitst place?” Of course, T understand that boats are almost always designed unde constants tha thee conan are frequently sovere, and that they are sometimes imposed by nomsnaval architectural conditions or by individuals who have noknowledge of the consequences of theirdecisions. (To eite just one example, the design of pleasure boats for the mass market is sometimes dominated by the sales and styling department and thelr gal sto maximize the saleable wohume per dollar and therefore per foot of length.» Such boals are Blunt-ended and high. If they are also wide, they at least retain some stability which will mitigate one of their problems.) The naval architect who labors under these conditions aay design the es boat posible ut itmay ill he poor boat. He may not know because, at least in part, Re ema instability, So the proposed research is y, but while we're waiting forthe results I would like to offer some guid- lance which may help avoid disasters. “The boat whose body plan isshown in Fig. 2of the paper is a good! example of how to get into trouble. A higher author- ity with apparcatly no knowledge of the consequences pro- hibited the use of a vee-drive, thus eausing an adverse weight distribution, and then limited the length to30ft. Thiscombi- 212 , nation required a center of buoyancy too far forward in the boat and this could be achieved only by the use of very full waterlines and buttock lines inthe bow. Given the present state of the art, and given that no one person knows all that is embodied in the state of the art, it ean still be said with some certainty that no good planing boat has looked like Fig. 2, and no planing boat that looks like Fig. 2 has been good. ‘The wonder isnot that the boat sometimes performs badly, but that it performs as well as it does (and credit for this goes to the designer, who labored under difi- cull circumstances). Perhaps its poor performance (above 25 Knots) could not have been predicted, but itis also true that the best design guidance available (in my opinion) would not have led to the hull form, Much ofthat guidance can be found in reference [15] of the paper. Some of it was first presented tothe Society in 1966 atthe Southeast Section Small Craft Hydrodynamics Symposium. This material does not discuss dynamic instability, but recommends hull form chat- acteristics which provide generally good performance. ‘While it cannot be sad that following the guidance given in that reference will guarantee there will be no dynamic instability, fasthand experience with several boats which reflect this guidance indicates that not one has shown any tendeney toward bow-down instability even during very hard use under difficult sea conditions." Therefore I recommend the use of this reference to minimize, and probably eliminate, the chance of having dynamic instability problems, I suggest to the authors that atleast one such boat be included in the test program. Itshould be tested by expert boat handlers familiar With the problem to sce if they can get it to exhibit this bochavior. If they ean’, data obtained from the test can be used asa sort of end point or. if they can, the data will stil be close tothe end point and wil give a more immediate indication of the hull form characteristics which will not have the instability problem W. A. Cleary, Je, Member [The views exprese herein are the opinions ofthe discuser and not Necesrily dhe of the Department of Transportation or the US. Coast Guard} be as ‘The authors are to be congratulated for more than just an ‘excellent paper, because by placing the spotlight on a design weakness which has been only partially examined by special- Ist designers, they have shown how little we know about proper design in a major marine industry ‘They have noted that the natural reictance of designers to publicize problems has been a major stumbling block to well- planned research which could help identify and solve the problem. They have properly noted that this problem will not get solved unless there is fuller correspondence among researchers worldwide. As a start they propose a cooperative effort between this Society and the National Marine Manufacturers Association. an action which this discusser strongly supports—but I dom? Consider it anywhere near enough Participation must be worldwide. palmar comment concerns commercial high spend raft ‘authors are employed on development of military-type high-speed craft. However, similar civilian high-speed craft are already in use carrying fare-paying passengers. The are craft whose stability must be approved by a different office of the Coast Guard before they can carry passengens Does this mean thatthe other office ofthe Coast Guard knows something that the authors do not know? No, of course sat ‘The authors probably know 3 great deal more bout Sian safety of small high-speed eraft because they are specialists this field, but regulatory safety has to be understood by ai Tn order to obtain approval for a commercial venture ase Dynamic instability of Small High-Speed Cratt4 small boat of any sort Coast Guard regulations presently call foronly a tatiostablty review ofthe design, Whiiedooae ic stability may be factually more important, we eos ont nists on which part of dynamic dabilty to mesuse enna ‘measure itor what the limit shoud be” Wess edt that, so far, we donot know the precise stability softy Wears ol pals ese a TherlrGout Card regulations fr lack of other valid methodology ‘ose dann Purely on relative comparison of stale sabiiiy snd Statistical acident rate. This may wellavold the dnvet or onal whether the evaluation actually protects the ncn directly in any single acident scenario beeaeee fhe plesityof different accidents and the multipicty cf dike boat designs. But this must be considered better than ge ing Since the requirements for regulations do demand specie formas it should not have toe rererct acne clesigner and operator of small high-speed vesels havea mick oeener responsibility for safety than the designers/operatone fae large vessels, where the degree of experience i igh the speed of vesel reaction is mach slower and the sin ee vewel often offers more residual safer Several years ago, in a local Section paper, reprinted in Marne Technology in july 18651 noted Sha a est 34 different types of stability casualties are posible, “Ties fot could be expanded by simply nang tara ig stze or speed of boat/vesal in each category tay rend completely different coefficients for safety” Meighan zesull in the elimination of a need for some tabilty cote the ship i very large Only very recently has the ship stability research field developed an international forum. “This tesarchoon oo for ship and ocean vehicle stilt has had tines mechs 1oT5Clasgow. 1982 Tokyo, and 1906 Gdansk Each mee was sponsored by a university or society of naval’ Only after thre meeting can we say thal ship sabi search is now actually beginning to find common deetoary ateas and a helpful exchange of ideas Two of the sano references cite the Second International Conference onog, bilty of Sbips and Ocean Vehicles, Tokyo 1082. "Tho wne such conference recently held at Cdamak at the Polneet nt Institute include about 80 papers on all aspects of sablte for all types and sizes of shipa The subject of ne ak te, Papers was dynamic instability of high-speed sllgg sara +an boats, which have been known tocapuee “ont cnet 1 would recommend the Proceedings of all three confer- ences to all members of this Society, not just 0 necro ta ability Olle Rutgersson,* Visitor First ofall would like to thank the authors for having the ‘ourage toaddress such an important characteristic of oeeecd ‘the stability and to admit that it snot fully understend Tnprinciple very much agree with the authors that theses a need for guidelines for the designers of small high seed }eselsto achieve better craft from the stability polite eo In Enrope ako we find many highspeed veucls with foo reasons, but sometimes poor stability is the reason One of the reasons for such an important issue as stability to be overlooked, I believe, i that generally too litle soney * SSPA Maritime Consulting. Gothenburg, Sweden {eves inmadel ets of this kind of vewel. For argrshipa whet for instance, thorough seakceping tests are poformey Fae the et tepBle sleady would be dincmered dar {ng the projecting phase 1n order to increase our understanding of the stability of High-speed craft in a seaway we have in'Sweden tend ao investigation of two similar ‘semidisplacement vercs Maves Both of the vessels are already built tn fall al Tia been chosen forthe study because they show nue Afferent behavior fom a stability point of view Model tests have now been conducted, bth free-running $d captive. Stability and maneuvering derivates he ‘een determined in calm water and in a scaway. Avast tatical model has boen developed where the behavior at te ‘Nessls can be studied and where different methods of 4. Proving the performance can be investigated. "We hoya (ee, this mera thee tok ill helps to understand the ability of high-speed vessels in calm water and ineancy therefore can say insummary that I very much agaes with the authors recommendation to develop guidelines for tte Stabilty of high-speed vessels. However I would recone amend that stability in a seaway als be incladed. Robert Latorre, Member The authors have presented a strategy for clarifying the odd be pe They include performing a sericsof model test asa meshed ty study this problem. In this contribution I would lke te indicate « possible difficulty which may require a spend correction when sealing the high-speed model et data fal seale. Over 50 years ago Perring published a mathematica stabil: ity analysis of the porpoising of high-speed motorbeate (ad indiscusion by . A. White as eference[35)). Inthisanclvea the horizontal component ofthe velocity wasassumed tnioce {anal influence on the porposing. Later Payne 40) fate lished results (Fig. 19 of reference {40] herewith) indbontng that the stable region (no porpotsing) increased dependiea ce the skin friction teria Ci. Analysts of various sof colon Water resistance data for planing plates and prismatic and smodel planing hulls has shown that the resulting Cy value doce not fall on the Schoenherr friction line [41.42) ‘Tt appeors that the planing surface G fora given Reynclde umibe y) is lager than the valusolained fom tg ote Sepa (Pg 101 refrac Special attention must be paid to this point when the aus thors Perform model tests and attempt to tortelate the reals with full-sale tests 1 recommend that tests be made with full-scale eraft te {aly the value of Cron fullscale planing surfaces, Teale lke the authors’ opinion on the point I have raised Ta closing, Loin them in recommending the complex problecy utlined in their paper be the focus of near-future reco Additional references {0 Payne, P, "On the High-Speed Porpoising Inability of « Prismatic Hull,” journal of Ship Revearch, Vol 25°No-. June Isat 7-89, Study of Prismatic Planing Model Spray and Resistance Components.” journal of Ship Resesroh Vol. fh Wet Sept 1985, pp 181-196 42 Latorre. R., “Planing Model ‘an Towing Tank Conference, Vol. I. Aug. 1985, pp" 180. 486 23 Niwa... ligh Speed Craft Engineering Shitel Kyokst Shup- ‘anbu, Ginza, Tokyo Gn Japance), 1971 Authors’ Closure We would like to thank the discusers for their spirited Dynamic instabaty of Smal High-Speed Craft 213‘comments. Such discussions enhance the value of this paper forth other perspectives and experiences related todynamie instability of high-speed craft.-‘The large number ‘of written responses and general interest in the paper show thatthe lack of technology related to dynamic instability isa significant problem, “There is general agreement that stability criteria need to be cstablished which would be useful to the naval architect during the design process. To be useful, the criteria must be based on overall design features such as hull geometry and mass distribution of the eraft, and operating, characteristics including speed and loading. However, the factors that are important to stability are not universally agreed upon. For this reason, a major objective of the proposed research program is to develop a database of full-scale craft information ‘which includes both craft considered to have an adequate iamnic stability and those which are considered jynamic stability. This database would firmly establish the technical direction and give researchers a benchmark to evaluate the sensitivity of design factors which might have significant influence on dynamic instability of high-speed craft. "The relative importance of instability in the transverse me vice the longitudinal plane was mentioned by several Aiscussers. The interest of the discussers may well be related to their experiences with particular hull forms. There isa suggestion that those working primarily with high-speed, semidisplacement round-bilge bulls place the most important need relative to design criteria for nonoscillatory roll instabil- y. For those working primarily with high-speed hard-chine hull, bow diving, possibly coupled with roll and/or yaw, seems to be the most important area in which to proceed initially in the development of the design criteria. While the research program highlights planing craft and the longitud- nal case, the authors recognize that the transverse problem and other manifestations are no less important. The initial focus on the longitudinal case is based on several considerations. Mostly, itstems from the fact that the flow along the hull s longitudinally oriented and from the need to understand the relationship between the buttock curvature and the resulting pressure distribution. It isan effort to characterize the hull form with respect to its propensity toward instability as a general phenomenon rather than a specific emphasis on bow diving as several discussers concluded. Some discussers viewed this as an oversimplification of a very complex prob- Jem not only because small craft instabilities are often observed in various other orientations, but alo because it does not address dynamie effects which are known to be impor: tant. We have proposed an engineering approach because of these things rather than in neglect of them. We believe its helpful to keep in mind conventional transverse stability cri teria as an example of the rudimentary level ofthe analysis, and its purpose, which is to provide some assurance of safety and nota method to predict capsizing, ‘As suggested in the paper, the moment-versustrim characteristics used to characterize dynamic stability. This follows from the tests performed by Leshnover and Chatterton and is further advanced by the discussion of Messrs. Zeleczky and Krummel. These tests are particularly useful in that they demonstrate and evaluate the hydrodynamic bow-down mo- iment for various hull shapes and immersions. However, au ee because they are fixed in heave, the tests do not account for hydrostatic effects as pointed out by Dr. Savitsky and as stated in the paper. Clearly, the relationship between the hydrostatic and hydrodynamic components is important and Dr. Savitsky's points ate all well taken, At relatively low Froude number for instance, hydrostatic moments would dominate much like the characteristic presented by Dr. Savitsky. We recognize that the best methodology may yet be defined as the research effort advances. The suggested test procedure outlined in the paper and Fig. 8 accounts for both the hydro- ynamic and hydrostatic forces and moments. ‘The proce- dre is intended to provide a measure of the hull form's total relative stability such tha testing two or more hull forms over 4 range of speed and loading conditions would enable a co parison ofthe relative merits of the hull shapes. By expand Ing this to a systematic series, the stability characteristics of the hull form considered in the design process could be assessed without the rigors of a specific model test or full-scale trials. ‘One point not well stated in the original paper was the definition of instability. As pointed out by several discusses, asymmetries of bottom pressures due to pitch and yaw are natural and, as such, do not imply instability. It was the authors’ intent to convey the view that whenever two or more hnonscillatory positions occur at the same high speed, the craft is operating at or near a condition of neutral stability ‘Thus, if asymmetries of bottom pressure occur for any reason and the craft assumes a new running pasition rather than Fetrnngtoty tal postion, sasumed tobe usable k then follows that some safe margins or criteria need to be defined s0 that at normal operating conditions the craft will operate only atthe one safe attitude. While the research effort focuses on hull form, propeller and appendages can produce significant forces and moments ‘which can contribute to dynamic instability. As discussed by Mr. Miller-Graf, these forces must be assessed and taken into account. ‘The foree and moment contributions ofthe propel- Jer and appendages ean be calculated in the design stage with a degree of confidence. However, interactions between the propeller, appendages, and the bottom can augment adverse effects on the craft. Unfortunately, these effects are not as welder and perhaps shouldbe the subject of further study Propeller and appendage effects are of special interest since they are often involved in correcting instabilities of existing craft. As many discussers were aware, methods must be developed to improve dynamic stability of craft already i= service. Several discussers cited model and full-scale examples correcting dynamic problems of high-speed craft by proper placement of spray rails The authors are aware of Correcting craft with nonoscillatory dynamic problems by making changes to hull shape, adding flow-separating devices forward, altering craft weight and its distribution, replacin towin-arin shaft struts with single-arm struts, changing shale “angles and, finaly, of course, reducing speed. Many of these changes were accomplished by the cut-and-try method. Tie ‘contributions of the many influences on dynamic sable must be defined in order to have the capability to Seat assess, and recommend fixes to existing craft. ‘We again wish to thank the discussers for their waiaiiie comments and many contributions Dynamic Instability of Small High-Speed Craft

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