NavCad

2009
User's Guide
HydroComp, Inc.
13 Jenkins Court, Suite 200
Durham, NH 03824 USA
Tel (603)868-3344
Fax (603)868-3366
info@[Link]
[Link]

Use of this product is authorized solely to registered companies and individuals, and is subject to all terms and conditions of
the HydroComp Software License Agreement. No part of this manual, nor the software described herein, may be used,
copied, modified, or transferred in any way, except as expressly provided in the License Agreement or by obtaining written
permission from HydroComp, Inc.

Copyright
Copyright (c) 1984-2009 HydroComp, Inc. All rights reserved.

Trademarks
NavCad is a trademark of HydroComp, Inc.
HydroComp Software License Agreement
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aforementioned section. These restricted countries include: Afghanistan, Cuba, Iran, Iraq, Libya, North Korea, Syria, Sudan.
Table of Contents
Chapter 1: Introduction and Getting Started ......................................................................1-1
1.01 - Installing NavCad .....................................................................................................................................1-1
Take care of your security key ...................................................................................................................1-1
Starting Up .................................................................................................................................................1-2
1.02 - Additional Setup for Network Licensing....................................................................................................1-2
SuperProNet client shortcuts .....................................................................................................................1-2
NetSentinel-C client shortcuts....................................................................................................................1-2
Chapter 2: A Quick Tutorial..................................................................................................2-1
2.01 - Getting Around NavCad ...........................................................................................................................2-1
2.02 - A General Example ..................................................................................................................................2-2
Step 1 - Beginning a new project ...............................................................................................................2-2
Step 2 - Configuring NavCad for the new project ......................................................................................2-3
Step 3 - Enter vessel condition data ..........................................................................................................2-3
Step 4 - Enter hull data ..............................................................................................................................2-4
Step 5 - Enter appendage data..................................................................................................................2-6
Step 6 - Build a resistance prediction ........................................................................................................2-6
Step 7 - Select the bare-hull prediction method.........................................................................................2-7
Step 8 - Enter remaining prediction parameters ........................................................................................2-7
Step 9 - Run the resistance prediction.......................................................................................................2-8
Step 10 - View and print reports ................................................................................................................2-9
Step 11 - View and print graphs.................................................................................................................2-9
Step 12 - Begin a propulsion analysis......................................................................................................2-10
Step 13 - Define the propulsor .................................................................................................................2-10
Step 14 - Run the propulsion analysis .....................................................................................................2-11
Step 15 - Create an engine data file ........................................................................................................2-11
Step 16 - Propulsion sizing ......................................................................................................................2-12
Step 17 - Update the propulsion analysis ................................................................................................2-13
Step 18 - Closing NavCad .......................................................................................................................2-14
2.03 - Toolbar Guide.........................................................................................................................................2-14
Edit Results Toolbar.................................................................................................................................2-15
Chapter 3: Program Examples .............................................................................................3-1
3.01 - Starting a New Project..............................................................................................................................3-1
Creating a project data file .........................................................................................................................3-1
Creating a task list......................................................................................................................................3-1
Configuring NavCad for a new project .......................................................................................................3-1
3.02 - Entering Data For a Resistance Prediction ..............................................................................................3-2
Enter vessel condition data ........................................................................................................................3-2
Enter hull data ............................................................................................................................................3-3
Estimating data values ...............................................................................................................................3-4
Enter appendage data................................................................................................................................3-4
Enter environment data..............................................................................................................................3-5
Enter a design margin ................................................................................................................................3-5
3.03 - Running a Resistance Prediction .............................................................................................................3-6
Select the prediction method .....................................................................................................................3-6
The "Method Expert" ..................................................................................................................................3-7
Enter prediction parameters.......................................................................................................................3-8
About clearing prediction data ...................................................................................................................3-8
Run the prediction calculation....................................................................................................................3-9
3.04 - Evaluating a Resistance Prediction..........................................................................................................3-9
Reviewing and modifying results ...............................................................................................................3-9
Sensitivity analysis ...................................................................................................................................3-10
3.05 - View, Edit and Print Reports ..................................................................................................................3-11
Tabular reports of results and data ..........................................................................................................3-11
Graphical reports of results ......................................................................................................................3-11

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Interpolating points from a plot.................................................................................................................3-12

Chapter 4: Resistance Prediction........................................................................................ 4-1
4.a.01 - Numerical Bare-hull Prediction ..............................................................................................................4-1
4.a.02 - Geosim Coefficient (Ct-based) Method .................................................................................................4-2
Overview ....................................................................................................................................................4-2
4.a.03 - Viscous Resistance ...............................................................................................................................4-4
Friction lines ...............................................................................................................................................4-4
Form ...........................................................................................................................................................4-5
4.a.04 - Residuary and Wave-making Resistance .............................................................................................4-5
Three-dimensional system .........................................................................................................................4-6
4.a.05 - Resistance/Weight Ratios .....................................................................................................................4-7
4.a.06 - Equilibrium Planing Case ......................................................................................................................4-7
Longitudinal dynamic instability (porpoising) .............................................................................................4-8
4.a.07 - Catamaran Interference.........................................................................................................................4-9
Nature of interference ................................................................................................................................4-9
CT-based interference prediction .............................................................................................................4-10
Planing interference prediction ................................................................................................................4-10
Catamaran "whole-system" methods.......................................................................................................4-10
4.a.08 - Model-Ship Correlation........................................................................................................................4-10
4.a.09 - Modifying Existing Prediction Methods................................................................................................4-11
4.a.10 - Hydrodynamic Dimensions..................................................................................................................4-12
Length ......................................................................................................................................................4-12
Longitudinal center of buoyancy ..............................................................................................................4-12
Data at "midship"......................................................................................................................................4-12
4.a.11 - About Bare-Hull Prediction Methods ...................................................................................................4-13
4.b.01 - Correlating Bare-hull Prediction to Known Performance.....................................................................4-14
4.b.02 - Aligned Prediction................................................................................................................................4-14
Ct-based hulls ..........................................................................................................................................4-15
Planing hulls.............................................................................................................................................4-15
4.b.03 - Expansion ............................................................................................................................................4-17
Ct-based analysis.....................................................................................................................................4-17
Planing analysis .......................................................................................................................................4-17
4.b.04 - Using Full-scale Trials Like Model Data ..............................................................................................4-17
4.c.01 - Appendages.........................................................................................................................................4-18
4.c.02 - Wind and Seas ....................................................................................................................................4-18
4.c.03 - Restrictive Channel Effects..................................................................................................................4-19
4.c.04 - Towed Nets and Barges ......................................................................................................................4-20
Chapter 5: Propulsion Analysis........................................................................................... 5-1
5.a.01 - Principal Analysis Formula ....................................................................................................................5-1
Effective Power ..........................................................................................................................................5-1
Delivered (Developed) Power ....................................................................................................................5-1
Shaft Power................................................................................................................................................5-2
Brake Power...............................................................................................................................................5-2
Quasi-Propulsive Coefficient (QPC) ..........................................................................................................5-2
Overall Propulsive Coefficient (OPC).........................................................................................................5-3
5.a.02 - Propulsive Efficiency .............................................................................................................................5-3
5.a.03 - Hull Influences (Propulsive Coefficients)...............................................................................................5-4
Wake Fraction ............................................................................................................................................5-4
Thrust Deduction........................................................................................................................................5-4
Relative-rotative Efficiency.........................................................................................................................5-4
Tunnel Stern Correction .............................................................................................................................5-5
Shaft Efficiency ..........................................................................................................................................5-5
Gear Efficiency...........................................................................................................................................5-5
5.a.04 - System Analysis ....................................................................................................................................5-5
Free-run......................................................................................................................................................5-5
Towing........................................................................................................................................................5-5
Fixed RPM..................................................................................................................................................5-6

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Acceleration ...............................................................................................................................................5-6
5.a.05 - Evaluating Acceptable Performance .....................................................................................................5-7
Engine RPM ...............................................................................................................................................5-7
Cavitation ...................................................................................................................................................5-7
Tip Cavitation .............................................................................................................................................5-7
Face Cavitation ..........................................................................................................................................5-8
Back Cavitation ..........................................................................................................................................5-8
5.b.01 - Calculation of Propulsor Performance...................................................................................................5-9
Thrust and Torque Coefficients..................................................................................................................5-9
Propeller Open-water Efficiency ..............................................................................................................5-10
Series Types ............................................................................................................................................5-10
5.b.02 - Series Corrections ...............................................................................................................................5-10
Thrust and Power Factors (KT/KQ multipliers)..........................................................................................5-10
Geometric Corrections .............................................................................................................................5-11
Cupped Propellers ...................................................................................................................................5-11
Scale Correction.......................................................................................................................................5-12
Cavitation Breakdown ..............................................................................................................................5-12
Shaft Angle Correction (Oblique Flow) ....................................................................................................5-13
5.b.03 - User-defined KT/KQ ..............................................................................................................................5-13
5.b.04 - Aligned Series .....................................................................................................................................5-13
5.b.05 - Comments on the Nature of Propellers ...............................................................................................5-13
Pitch, Speed and RPM.............................................................................................................................5-14
Diameter and RPM...................................................................................................................................5-14
5.b.06 - Controllable Pitch Propellers ...............................................................................................................5-15
5.b.07 - Waterjet Performance..........................................................................................................................5-15
Waterjet Data ...........................................................................................................................................5-15
Thrust and Torque Coefficients................................................................................................................5-16
5.b.08 - Oblique Flow........................................................................................................................................5-16
Cosine Effects ..........................................................................................................................................5-17
Added Rise of Run and Inflow Angle .......................................................................................................5-17
Inflow Angle Effects..................................................................................................................................5-17
Net Thrust and Torque .............................................................................................................................5-18
Calculation Technique..............................................................................................................................5-18
Ducted Propellers and Oblique Flow .......................................................................................................5-19
5.c.01 - Finding Optimum Propeller Performance ............................................................................................5-19
Propeller Series........................................................................................................................................5-19
Diameter...................................................................................................................................................5-20
Pitch .........................................................................................................................................................5-21
Blade Area ...............................................................................................................................................5-21
Number of Blades ....................................................................................................................................5-21
Skew.........................................................................................................................................................5-21
Revolution ................................................................................................................................................5-22
5.c.02 - Choosing Conditions for Sizing ...........................................................................................................5-22
Design Speed...........................................................................................................................................5-22
Load Identity and Design Point ................................................................................................................5-23
Engine Considerations .............................................................................................................................5-24
Numerical Propeller Selection Procedures ..............................................................................................5-24
5.d.01 - Engine Performance............................................................................................................................5-25
Fuel Rate..................................................................................................................................................5-26
Chapter 6: Supplemental Tools............................................................................................6-1
6.01 - Dynamic Trim ...........................................................................................................................................6-1
Ct-based hulls ............................................................................................................................................6-1
Planing hulls...............................................................................................................................................6-1
6.02 - Vessel Squat ............................................................................................................................................6-1
Ct-based hulls ............................................................................................................................................6-1
6.03 - Blade Scan Analysis.................................................................................................................................6-1
Propeller data.............................................................................................................................................6-2

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Scan data ...................................................................................................................................................6-2

Parameters.................................................................................................................................................6-3
Data plot .....................................................................................................................................................6-3
Buttons .......................................................................................................................................................6-4
Example .....................................................................................................................................................6-4
Improving accuracy of Mean pitch with more data ....................................................................................6-5
6.04 - Barge Train Resistance ............................................................................................................................6-5
Prediction methods ....................................................................................................................................6-7
6.05 - Synchronous Pitching...............................................................................................................................6-8
Prediction ...................................................................................................................................................6-8
6.06 - Hydroacoustic Analysis ............................................................................................................................6-8
Hydrodynamic parameters .........................................................................................................................6-9
Blade impulse pressures............................................................................................................................6-9
Tip Vortex Index (TVI) pressure and noise ................................................................................................6-9
6.07 - Export Propeller CAD Shape....................................................................................................................6-9
Example ...................................................................................................................................................6-10
Appendix A: References...................................................................................................... A-1
A.01 - References .............................................................................................................................................. A-1
Symbols..................................................................................................................................................... A-9
Appendix B: Errors and Warnings ..................................................................................... B-1
B.01 - Calculation Errors.................................................................................................................................... B-1
B.02 - General Errors......................................................................................................................................... B-4
B.03 - Project Errors .......................................................................................................................................... B-5
B.04 - Procedural Errors .................................................................................................................................... B-6
B.05 - IDF File Errors......................................................................................................................................... B-7
Appendix C: Data Entry Pages ........................................................................................... C-1
C.a.01 - Main NavCad Form (Resistance) ........................................................................................................ C-1
Vessel drag ............................................................................................................................................... C-1
Added drag................................................................................................................................................ C-3
C.a.02 - Main NavCad Form (Propulsion) ......................................................................................................... C-4
Propulsive coefficients .............................................................................................................................. C-4
System analysis ........................................................................................................................................ C-6
Acceleration .............................................................................................................................................. C-7
C.a.03 - Condition Data ..................................................................................................................................... C-7
Description ................................................................................................................................................ C-8
Water properties........................................................................................................................................ C-8
Speed ........................................................................................................................................................ C-8
C.a.04 - Hull Data .............................................................................................................................................. C-8
Hull type .................................................................................................................................................... C-9
General...................................................................................................................................................... C-9
Parameters.............................................................................................................................................. C-10
Catamaran............................................................................................................................................... C-10
Ct-based.................................................................................................................................................. C-10
Planing .................................................................................................................................................... C-13
Thrust line................................................................................................................................................ C-14
Flaps/wedge............................................................................................................................................ C-14
C.a.05 - Appendage Data ................................................................................................................................ C-14
Holtrop set............................................................................................................................................... C-15
High speed set ........................................................................................................................................ C-15
Sailing yacht set ...................................................................................................................................... C-17
C.a.06 - Environment Data .............................................................................................................................. C-18
Wind ........................................................................................................................................................ C-19
Seas ........................................................................................................................................................ C-21
Channel ................................................................................................................................................... C-21
C.a.07 - Misc Data ........................................................................................................................................... C-21
Margin ..................................................................................................................................................... C-22

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Towed net dimensions ............................................................................................................................ C-22

Towed barge dimensions ........................................................................................................................ C-22
C.a.08 - Propulsor Data ................................................................................................................................... C-23
General ................................................................................................................................................... C-23
Engine/gear data..................................................................................................................................... C-25
Propeller options ..................................................................................................................................... C-26
C.a.09 - Propulsion Sizing ............................................................................................................................... C-28
Analysis parameters................................................................................................................................ C-28
Parameters to size .................................................................................................................................. C-28
Design condition...................................................................................................................................... C-28
C.b.01 - Engine File Editor............................................................................................................................... C-29
Parameters.............................................................................................................................................. C-29
Performance envelope ............................................................................................................................ C-30
Combinator/min fuel line ......................................................................................................................... C-30
Graph ...................................................................................................................................................... C-30
C.b.02 - Propeller File Editor ........................................................................................................................... C-30
Parameters.............................................................................................................................................. C-31
Pitch type ................................................................................................................................................ C-31
Options .................................................................................................................................................... C-31
C.b.03 - Waterjet File Editor ............................................................................................................................ C-33
Units ........................................................................................................................................................ C-33
Parameters.............................................................................................................................................. C-33
Waterjet performance.............................................................................................................................. C-34
Available impellers .................................................................................................................................. C-34
Graph ...................................................................................................................................................... C-34
C.b.04 - Custom Kt/Kq File Editor.................................................................................................................... C-34
Propeller parameters............................................................................................................................... C-35
Water characteristics............................................................................................................................... C-36
Custom Kt/Kq curve ................................................................................................................................ C-36
Graph ...................................................................................................................................................... C-36
C.b.05 - Model/Parent File Editor .................................................................................................................... C-37
Condition ................................................................................................................................................. C-37
Hull .......................................................................................................................................................... C-38
Performance............................................................................................................................................ C-43
C.c.01 - Options ............................................................................................................................................... C-44
Units & References ................................................................................................................................. C-45
Reports.................................................................................................................................................... C-45
C.c.02 - Minimum Drag Analysis ..................................................................................................................... C-46
C.c.03 - Optimum Trim Analysis ...................................................................................................................... C-48
Condition data ......................................................................................................................................... C-48
Analysis................................................................................................................................................... C-49
C.c.04 - Estimate ............................................................................................................................................. C-49
C.c.05 - Check Method .................................................................................................................................... C-50
C.c.06 - Select Method .................................................................................................................................... C-50
C.c.07 - Graph Data......................................................................................................................................... C-51
Plot .......................................................................................................................................................... C-52
Data......................................................................................................................................................... C-52
Options .................................................................................................................................................... C-52
Compare files .......................................................................................................................................... C-52
C.c.08 - NavCad User Apps ............................................................................................................................ C-53
C.c.09 - Performance Sensitivity ..................................................................................................................... C-53
Appendix D: Symbols and Values ...................................................................................... D-1
D.01 - Symbols and Values ............................................................................................................................... D-1
Appendix E: Importing and Exporting Data ....................................................................... E-1
E.01 - Importing and Exporting Data ................................................................................................................. E-1
File Versions ............................................................................................................................................. E-1

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Appendix F: External Programs ..........................................................................................F-1

F.01 - External Programs....................................................................................................................................F-1
Run-time data transfer ...............................................................................................................................F-1
Running user programs..............................................................................................................................F-1
Appendix G: Reference Standards..................................................................................... G-1
G.01 - Reference Standards.............................................................................................................................. G-1
Water Characteristics................................................................................................................................ G-1
Miscellaneous Standards .......................................................................................................................... G-1
Appendix H: Resistance Prediction Methods.................................................................... H-1
H.a.01 - BSHC ................................................................................................................................................... H-1
H.a.02 - BSRA Full............................................................................................................................................. H-2
H.a.03 - BSRA Light .......................................................................................................................................... H-2
H.a.04 - BSRA Medium ..................................................................................................................................... H-3
H.a.05 - CRTS ................................................................................................................................................... H-4
H.a.06 - DeGroot HC ......................................................................................................................................... H-5
H.a.07 - DeGroot RB ......................................................................................................................................... H-6
H.a.08 - Delft 1................................................................................................................................................... H-7
H.a.09 - Delft 1/2................................................................................................................................................ H-8
H.a.10 - Delft 1/2/3............................................................................................................................................. H-9
H.a.11 - Delft 2................................................................................................................................................. H-10
H.a.12 - Delft 2/3.............................................................................................................................................. H-11
H.a.13 - Denmark Cargo.................................................................................................................................. H-12
H.a.14 - Hamburg LBS .................................................................................................................................... H-13
H.a.15 - HSTS.................................................................................................................................................. H-14
H.a.16 - Holtrop 1984 ...................................................................................................................................... H-15
H.a.17 - Jin 1980.............................................................................................................................................. H-16
H.a.18 - Jin 1988.............................................................................................................................................. H-17
H.a.19 - Mercier ............................................................................................................................................... H-18
H.a.20 - Michigan GLBC.................................................................................................................................. H-20
H.a.21 - NPL .................................................................................................................................................... H-21
H.a.22 - NTUA ................................................................................................................................................. H-22
H.a.23 - Oortmerssen ...................................................................................................................................... H-23
H.a.24 - Roach Tugboat .................................................................................................................................. H-24
H.a.25 - Savitsky Planing................................................................................................................................. H-25
H.a.26 - Series 60 ............................................................................................................................................ H-26
H.a.27 - Series 62 Planing............................................................................................................................... H-27
H.a.28 - Series 65B Planing ............................................................................................................................ H-28
H.a.29 - Simple Displ/Semi.............................................................................................................................. H-29
H.a.30 - Simple Planing ................................................................................................................................... H-29
H.a.31 - SSPA Cargo....................................................................................................................................... H-30
H.a.32 - UBC Trawler ...................................................................................................................................... H-31
H.a.33 - USNA YP HC ..................................................................................................................................... H-32
H.a.34 - USNA YP RB ..................................................................................................................................... H-33
H.a.35 - VTT HC .............................................................................................................................................. H-34
H.a.36 - VTT RB .............................................................................................................................................. H-35
H.a.37 - Gronnslett........................................................................................................................................... H-36
H.b.01 - Ct-based Interference Factors ........................................................................................................... H-37
H.b.02 - Planing Interference Multiplier ........................................................................................................... H-37
H.c.01 - Blount/Fox Planing ............................................................................................................................. H-38
H.c.02 - Holtrop 1988....................................................................................................................................... H-38
H.c.03 - Hoerner .............................................................................................................................................. H-39
H.c.04 - Radojcic Planing ................................................................................................................................ H-39
H.c.05 - Simple Sailboat .................................................................................................................................. H-40
H.c.06 - Teeters/DeBord.................................................................................................................................. H-40
H.d.01 - Hughes............................................................................................................................................... H-41
H.d.02 - Iwai Large Ship .................................................................................................................................. H-41

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H.d.03 - Taylor Head Wind .............................................................................................................................. H-42

H.e.01 - Hoggard ............................................................................................................................................. H-42
H.e.02 - Modified Aertssen .............................................................................................................................. H-43
H.e.03 - Modified Fridsma ............................................................................................................................... H-43
H.e.04 - NavSea Small Naval .......................................................................................................................... H-44
H.f.01 - Landweber Channel............................................................................................................................ H-45
H.f.02 - Schlichting Shallow ............................................................................................................................. H-45
H.f.03 - Sturtzel/Graff Shallow ......................................................................................................................... H-46
H.g.01 - Bottom Trawl...................................................................................................................................... H-47
H.g.02 - Dai Towed Barge ............................................................................................................................... H-47
Appendix I: Propulsive Coefficient Prediction Methods.....................................................I-1
I.01 - Blount/Fox ..................................................................................................................................................I-1
I.02 - Denmark Cargo ..........................................................................................................................................I-2
I.03 - Simple Waterjet ..........................................................................................................................................I-3
I.04 - Holtrop 1984 ...............................................................................................................................................I-4
I.05 - Oortmerssen...............................................................................................................................................I-5
I.06 - Series 60.....................................................................................................................................................I-6
I.07 - Series 62.....................................................................................................................................................I-7
I.08 - Simple.........................................................................................................................................................I-8
I.09 - Simple Planing............................................................................................................................................I-8
I.10 - Simple Towboat..........................................................................................................................................I-9
I.11 - Simple Yacht ..............................................................................................................................................I-9
I.12 - SSPA Cargo .............................................................................................................................................I-10
Appendix J: Propulsor Types ..............................................................................................J-1
J.01 - B-series..................................................................................................................................................... J-1
J.02 - Gawn AEW ............................................................................................................................................... J-2
J.03 - Gawn KCA ................................................................................................................................................ J-3
J.04 - Kaplan Ka 19A.......................................................................................................................................... J-4
J.05 - Kaplan Ka 33 ............................................................................................................................................ J-5
J.06 - Kaplan Ka 37 ............................................................................................................................................ J-5
J.07 - Kaplan Kc 19A .......................................................................................................................................... J-6
J.08 - Kaplan Kc 37 ............................................................................................................................................ J-7
J.09 - SP Series .................................................................................................................................................. J-8
J.10 - Cycloidal ................................................................................................................................................... J-8
J.11 - Aligned Series........................................................................................................................................... J-9
J.12 - User Kt/Kq ................................................................................................................................................ J-9
J.13 - Waterjet..................................................................................................................................................... J-9

vii
Table of Contents

viii
Chapter 1: Introduction and Getting Started
NavCad is an integrated propulsion design tool for the parametric analysis of
resistance and propulsion, as well as for the selection and analysis of propellers. This
section will provide information about installing NavCad on your computer, and
additional setup instructions for network licensing.

1.01 - Installing NavCad

Follow the instructions below to install NavCad on your system.

Step 1 - Install the software

NOTE: As with all installations, we recommend that you close virus scanners or
other applications before installing NavCad. Follow the instructions below to install
NavCad on your computer:

1. Insert the NavCad installation CD-ROM.

2. If the NavCad installation does not automatically start, click Start | Run.
3. Type d:\setup (where d is the CD drive letter) and press ENTER.
4. If this computer has never run any HydroComp software with a security key,
then run Setup Security Key Driver. Do this before attaching the security key.
5. Install NavCad and follow the setup instructions.

Step 2 - Attach the security key

Attach the security key. Some computers may take a moment as it finds "New
Hardware" (the key) or launch a "New Hardware" wizard. Let the wizard use its
recommended source for the driver.

This will be either a parallel printer port key or a USB port key. NavCad uses the key
(also know as a dongle or lock) as a means of software protection by insuring that
the program will only run on a computer that can access the key.

• Printer port keys can be placed on any parallel printer port, and is transparent
to printer functions. (If the port is being used to drive a printer, place the key
between the port and the printer cable.)
• USB keys are placed into an empty USB port.

Refer to the HydroComp License Manager help file that is installed for additional
details.

Take care of your security key

Without a properly functioning security key, you will not have access to the software.
When you purchased the software, you bought much more than what you received in
your shipment. You bought the right to access the intellectual property that makes
up the software. The security key gives you that access. So, the most important part
of your purchase is the key itself.

One suggestion - use a USB hub for your security keys. These are inexpensive USB
"extenders" that you can put in a convenient location to keep your security keys out

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Introduction and Getting Started

of harm's way, and from getting lost. They also can help protect a key by using the
hub cable to insert and remove the key from the computer, rather than pulling on
the key itself.

Starting Up

If you have not installed NavCad and attached the security key as described above,
do so first. Then click on:

Start | Programs | HydroComp | NavCad 2009

You will then see the NavCad main screen. If you see a security key error message
instead, check that the key is fully seated or try placing it on an unused port. If you
see a computer configuration error, then contact HydroComp.

1.02 - Additional Setup for Network Licensing

If you have purchased and are running NavCad with a network security option, you
will have received a Network security key and a Network License Management CD.
Please refer to the Network Security Setup document included with that CD for more
information.

To run NavCad under network licensing each end-user (client) shortcut must be
modified to include a command-line argument which will vary depending on the
security key in use.

SuperProNet client shortcuts

A SuperProNet security key requires a "/s" command-line argument to indicate

SuperProNet network licensing. It is recommended that you include the static IP
address of the computer hosting the network key (server) where possible.

General: "C:\Program Files\HydroComp\NavCad\[Link]" /s

With IP address:
"C:\Program Files\HydroComp\NavCad\[Link]" /s192.168.1.100

NetSentinel-C client shortcuts

A NetSentinel-C security key requires a "/n" command line argument for general
network access or "/nt" for TCP/IP (recommended). With the TCP/IP option, you can
also include the static IP address of the computer hosting the network key (server).

General: "C:\Program Files\HydroComp\NavCad\[Link]" /n

TCP/IP: "C:\Program Files\HydroComp\NavCad\[Link]" /nt

TCP/IP with IP address:

"C:\Program Files\HydroComp\NavCad\[Link]" /nt192.168.1.100

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Chapter 2: A Quick Tutorial
This chapter is an 18-step introduction to the operation of NavCad. It is intended to
allow you to investigate the entire interface, calculation procedures, and output. The
demonstration example uses data for a 78 m fast monohull vessel.

2.01 - Getting Around NavCad

NavCad is based on a "document-centered" architecture, correctly known as a

Multiple Document Interface. In other words, the main NavCad window contains and
processes graphs, as well as controls the operation of the data entry and
calculations. Most Windows business applications (e.g., word-processors,
spreadsheets) are arranged in much the same way.

At the top of the window is the Main Menu (File, Edit, etc.) containing the many
menu commands which bring up data entry forms and launch calculations.
Immediately underneath is the Toolbar with buttons for frequently-used commands.
To the left of the screen are the Resistance Analysis Parameters and Propulsion
Analysis Parameters, as well as a Task List To the right is the Graph Window.
Below the graph is the Performance Summary spreadsheet.

NOTE: A Toolbar Guide is found at the end of this chapter. This guide describes the
function of each toolbar button.

Resistance & Propulsion Analysis Parameters

The Analysis Parameters (left side) change depending upon which view is
displayed - Resistance or Propulsion. Each entry table is specific to the type of
analysis being performed. Having these analysis parameters always shown allows for
quick entry and revision of the parameters, and rapid re-calculation.

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A Quick Tutorial

Graph Window

A graph of the current job results is always displayed. A different graph is shown
depending upon the type of calculation being performed (e.g., for Resistance
calculations, the graph might show Rbare (bare-hull resistance), for Propulsion it
might be PBtotal (total brake power). The currently displayed graph will be updated
after a calculation.

Task List

A user-definable Task List is available to help with project management. A variety of

standard task lists are available as initial templates.

Performance Summary

A performance summary spreadsheet is shown above the graph which holds the
active performance results. The values shown in the summary are different for
resistance and propulsion results, and all of the results are updated on every
calculation. This insures that all data and results are properly related to their
equilibrium resistance-propulsion relationships.

Getting Help Within NavCad

NavCad contains a context-sensitive help system that is attached to the various

windows and fields. It contains program guides and technical information useful for
the successful operation of the program. Pressing F1 or the Help button at any time
will display the help screen.

Within the Help menu are particular Help items that may be of general interest.
These items describe the interface commands and menu selections.

2.02 - A General Example

After you have installed NavCad, run it like you would any other program.
Instructions are shown below for the 18 illustrated steps of the Tutorial.

This Tutorial example is used to illustrate many of NavCad's various program

functions, and will be a good introduction to the operation of NavCad. A resistance
prediction, as well as a propeller selection and analysis of a fast displacement vessel
is used to demonstrate a typical job session.

Step 1 - Beginning a new project

1. Run NavCad and you will see the main screen.

2. Set up a task list for this project by double-clicking the first cell in the Task List. Select the
Standard speed prediction option as the task list template for this project.
3. Click on File | New project (or the corresponding toolbar icon ) to create a new project.
4. Create and save the project file to disk by clicking on File | Save project, or by pressing
Ctrl+S or clicking the Save project toolbar button.
5. File name = enter Fast78m.nc5
6. Check the Create new project line in the Task List to indicate that this task is finished. As
you proceed through this tutorial, check off the tasks as they are completed.

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 A Quick Tutorial

Step 2 - Configuring NavCad for the new project

1. Open the units entry window by clicking Edit | Options… from the menu.
2. Under the Units & References tab, click on SI to set all of the units to SI (metric).
3. Display LCB/LCF from = select AFT of FP
4. Click on Reports to set up your Prepared by name and a Standard footer. This
information will be displayed on reports and graphs. Select Viewer as your Default viewer.
5. Then click OK to continue.
6. You will want to configure NavCad for the appropriate dimensional units and report
formatting. Each job may require that you select different units, but we will use SI (metric)
units for this example.

Step 3 - Enter vessel condition data

1. Define vessel speeds and water parameters by clicking Edit | Condition from the menu (or
with the corresponding toolbar button ).
2. Enter or select the following data:
Description = Fast 78 m displacement vessel
3. Click on Std salt to set both Mass density and Kinematic visc to standard ITTC values.

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A Quick Tutorial

4. Speeds = enter 6, 8, 10, 12, 14, 16, 18, 20 and 22. Values shown in red warn that the
array of performance results has not been calculated for these speeds.
5. Click the Hull project data button to immediately proceed to the hull data form.
6. The process of building a resistance prediction will be to first enter complete condition and
vessel data, then use this data to predict resistance per your particular design
requirements.

Step 4 - Enter hull data

1. If you had not proceeded directly to the hull data entry window, you could have opened the
form by clicking Edit | Hull data from the menu or by clicking the corresponding toolbar
button.
2. Enter or select the following data:
Data for = select Monohull
Length between PP = 78
WL bow pt aft FP = -0.05
Length on WL = 78.05
Max beam on WL = 11.5
Max molded draft = 4.25
Displacement bare = 1859.4
Wetted surface = skip this field for now
Chine type = select Round bilge
Cx = 0.771 (for Max section area)
Cw = 0.765 (for Waterplane area)
Trim by stern = 0
LCB aft of FP = 39.42
Bulb ext fwd FP = 0 (no bulbous bow)
Bulb area at FP = 0
Bulb ctr abv BL = 0
Transom area = 14.8
Transom beam = 0 (assume unknown)
Transom draft = 0 (assume unknown)
Half ent angle = 11.4
Bow shape = select Average flow [Normal]
Stern shape = select Buttock flow [V-shape]

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 A Quick Tutorial

1. All data is now entered, except the Wetted surface. We will let NavCad suggest an estimate
for this item.
2. Click the estimate button located next to the Wetted surface field. Choose the Holtrop
estimate and click OK to bring this value into the field.

1. Click the Appendage project data button to immediately proceed to the appendage data
form.
2. There may be a warning message asking if you want to define the Transom beam and
Transom draft. This is an example of data checking that you might encounter throughout
NavCad. We will come back to these parameters later, so for now, click No.
3. A full description of your hull is necessary for a reliable analysis. This screen is used to enter
information about your hull. The data is parametric - meaning that the shape is described
by individual numerical values (such as length or displacement) rather than by three-
dimensional geometry.
4. The basic hull parameters (Lwl/B, B/T, Cb, Cws) are calculated when data is entered. You
can also enter data directly into these fields and the dimensional data is recalculated. For
example, enter a value into Lwl/B and a new Beam is calculated.
5. NavCad provides a broad range of estimated values for many data items. We have searched
out the many parametric relationships developed for the various prediction methods and
have presented them in this window. While reviewing the available estimates for a given
field, NavCad provides you with the appropriate range of hull parameters for each estimate.
This will help insure that you select the most suitable and accurate choice.

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A Quick Tutorial

Step 5 - Enter appendage data

1. You can also open the appendage data entry by clicking Edit | Appendage or by clicking
the corresponding toolbar button.
2. Enter or select the following data:
Rudders = 33.9
3. Click the Estimate button next to the Drag coefficient field, select Balanced 3.00 and click
OK to apply the suitable value.
4. Type the remaining appendage values as shown below. Use the average estimates for the
drag coefficient values.
Shaft brackets = 6.9
Skeg = 58.5
Strut bossing = 8.4
Exposed shafts = 13 (use 10 deg est)
Bilge keels = 35.3
5. Click the Done button to close the project data entry form.
6. The prediction of resistance is not complete with the analysis of the added drags.
Appendage drag can be a significant portion of the total drag.

Step 6 - Build a resistance prediction

1. You will now select the Bare-hull resistance prediction method from
the Resistance Analysis Parameters to the left of the main screen.
2. Select the following data:
Vessel drag = select Calc to tell NavCad that you want to predict
the bare-hull drag. (Other options are to set this to Off to clear the
data or Lock to keep user-entered data). The Select method button
next to the field will be enabled.
Technique = select Prediction (Other options allow you to select a
resistance calculation technique based on an Aligned prediction or
expansion of Model coefficients.)
Prediction = Click the popup button next to the displayed bare-hull
method to display the NavCad "Method Expert" selection table.

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 A Quick Tutorial

Step 7 - Select the bare-hull prediction method

1. One important aspect of resistance prediction is properly selecting a prediction method.

NavCad's prediction "Method expert" is a prediction ranking system that can help you
determine which of NavCad's many prediction methods can provide the highest reliability
and success. The ranking evaluates a variety of characteristics, from speed, to hull, to
hydrodynamic details (like bulbous bows). The ranking is based not only on the published
limitations of the methods, but includes the results of extensive internal R&D and
collaboration with many of the original authors.
2. Continue with the selection of the bare-hull resistance prediction method by reviewing the
recommendation provided by the Method Expert window. NavCad has indicated that the
Holtrop 1984 method meets all of the parameters. It also points out that it has been
shown to slightly underpredict resistance for this type of hull, so you should keep this in
mind.
3. Click Help to see additional details about the method, and close the help window when you
are through.
4. Select the Holtrop 1984 method and then click OK to close the window.

Step 8 - Enter remaining prediction parameters

1. A full resistance prediction requires you are describe a number of

additional parameters for the bare-hull prediction method, and to
define what additional drag methods you wish to use (e.g.,
appendages). You will now define these various parameters to be
used in the prediction. Enter or select the following data:
Expansion = select Standard. This option sets a number of the
following entry fields to industry standard prediction methodologies,
such as the ITTC-78 protocol for Ct-based (i.e., non-planing)
predictions.
2. For this Tutorial example, which will use the ITTC-78 protocol, the
fields that are set include:
Friction line = ITTC-57
3-D form factor = ON
Speed corr = ON (This is a speed-dependent form factor
correction.)
Correlation allowance = a value calculated using the ITTC-78 formula
3. The only other resistance prediction parameter that will be set for this Tutorial is for
appendages. (In many cases, you would also consider drag for wind, seas, even shallow
water.) In the Added drag group, select the following:
Appendage = select Calc, then click the popup button and choose Holtrop 1988 method
4. Once all of the data is entered for the hull, appendages, and prediction parameters, you can
build a resistance prediction.

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A Quick Tutorial

Step 9 - Run the resistance prediction

1. Once you have entered all data and defined how you want the prediction calculation to
proceed, you can run the analysis. Click Analysis | Calculate Resistance from the menu
or click the corresponding toolbar button (shown here). You will see that the button
background had turned red to indicate that the active results do not correspond with the
data. In other words, something about the data or prediction definitions have changed, and
a new calculation is needed.
2. Results are presented in a spreadsheet called the Performance summary. You can view the
entire resistance prediction results - including all of the coefficients - from within this table.
Expand and contract the Performance summary with the Expand button. (This is the plus-
sign [+] in the upper right corner of the spreadsheet.)

1. You can also investigate the results a bit deeper, and even modify results using the
Performance summary. Changes to results can be made from within the Performance
summary table when Edit results mode is enabled by clicking the Analysis | Edit results
mode menu command or the corresponding toolbar button. A small Edit results toolbar
will be displayed above the spreadsheet (as is shown in the graphic).
2. Click the Show as percent button to see the appendage drag figures shown as a
percentage of bare-hull drag.
3. Sometimes you may have a hull that does not fully comply with any prediction method.
Some piece or parameter of the hull may be outside the range of the prediction method.
NavCad's sensitivity analysis evaluates the performance "sensitivity" of each hull data item.
Perform a sensitivity analysis by clicking the Show sensitivity analysis button. Review
the information, then click OK to continue.

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 A Quick Tutorial

Step 10 - View and print reports

1. NavCad generates all reports via an integrated "report viewer". Reports can also be opened
in a Spreadsheet or Word processor. The viewer is best for display and printing reports.
Opening a report in a spreadsheet allows for the easy manipulation of data. A formal report
can be printed from a word processor.
2. Generate a report with Tools | Create report | Data and results from the menu or click
the Create data and results report button from the toolbar.
3. The options for reports can be changed through Edit | Options… (Reports tab), where you
can select your report preferences. (For now, keep the default viewer as the Viewer.) Close
the Options form when finished.
4. If hard copy is desired, use the viewer to print the NavCad generated report.

Step 11 - View and print graphs

1. A graph is always updated and displayed in NavCad for quick viewing of the most recently
calculated results. Create a new graph by clicking the Edit graph data toolbar button.
This will launch a special page for creating and formatting graphs.
2. Choose Vel:Rtotal from the list box. (You can also define a Custom graph which can
contain any axes.)
3. Click the Spline option to show a smoothed line on the graph.
4. To view the new graph, click OK.
5. Look at various other graphs, including multi-component graphs, like [Coefs] which shows
the resistance coefficients.

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A Quick Tutorial

Step 12 - Begin a propulsion analysis

1. After your resistance prediction is completed, you can proceed with

a propulsion analysis. The first part of this analysis will run
calculations for a pre-defined propulsion system. Then you will have
an opportunity to optimize your propeller. Select View |
Propulsion mode from the menu or click the corresponding toolbar
button to activate this set of calculations.
2. In the Propulsion Analysis Parameters table, define the parameters
to be used in the prediction:
Select Calc for Wake fraction, Thrust deduction and Relative
rotative efficiency.
Click the Select wake fraction popup button. Select the Holtrop
1984 method and click OK to close the window.
3. Repeat the selection of Holtrop 1984 for Thrust deduction and
Relative rotative efficiency.
4. As the Holtrop 1984 method predicts values at full-scale, no additional Viscous corrections
need to be applied. Use the existing value for the 3-D form factor.

Step 13 - Define the propulsor

1. A variety of propulsors can be used in NavCad, including many different types of propellers
and waterjets. The specifications of the propulsor and the power delivery are described
here. Click Edit | Propulsor from the menu or click the corresponding toolbar button.
2. This initial propulsion analysis will use a representative propeller with no consideration of
engine or reduction gear - much as would be the case for a self-propelled model test at a
towing tank. So, select or enter the following General data:
Number of propulsors = 2
Propulsor type = B-series
Blades = 4
Exp area ratio = 0.55
Diameter = 3
Pitch = 3
Immersion =1.95
3. In the Engine/gear data group, enter the following data:
Engine file = ignore for now
Gear efficiency = 0.97
Gear ratio = 1
Shaft efficiency = select 0.98 estimate
4. From the Propeller options:
Scale corr = select Full ITTC-78
Pitch type = select FPP
Cav breakdown = check ON
Shaft angle corr = check ON, set the angle to 7 deg, and the Added angle of run to 2 deg.
Ignore all other fields.
5. Click Done.

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 A Quick Tutorial

Step 14 - Run the propulsion analysis

1. NavCad offers four different propulsion analyses - Free run, Towing, Acceleration and Fixed
RPM. The objective of each analysis is to find the RPM that meets the analysis objectives.
For example, in a Free run analysis, the resulting RPM is the one which provides just the
right delivered thrust to match the total resistance at each speed. Define the various the
Propulsion Analysis Parameters for a free-running vessel, then run the analysis.
2. Select the following options in the System analysis group:
Cavitation criteria = Keller eqn
Analysis type = Free run
3. Click Analysis | Calculate Propulsion from the menu or click the calculation toolbar
button. You can now review the analysis results in the Performance summary
spreadsheet, as well as view or print any reports and graphs.

Step 15 - Create an engine data file

1. At this point, you typically will have enough information to select an engine. Review the
PB/prop (brake power per prop) and PropRPM figures in the Performance summary to help
determine required engine power and to point you to a reduction gear. For this example,
you will define a 2800 kW engine. Click Library | Engine… from the menu to open the
engine file editor.

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A Quick Tutorial

2. Select or enter to following:

Description = Diesel engine 2800 kW @ 1000 RPM
Fuel rate = lph
Power units = kW
Rated power = 2800
Rated RPM = 1000
3. Enter the following combinations of RPM, Power and Fuel:
1100, 0, 0 (no-load point)
1000, 2800, 779 (rated)
900, 2600, 666
800, 2375, 568
700, 2095, 472
600, 1680, 389
4. Click Use now and save the file as [Link]. Then click Save to continue.

Step 16 - Propulsion sizing

1. Once you have conducted a propulsion analysis for a representative propeller and have
selected a main engine, you can refine the propulsion system by sizing the propeller (and
optionally the reduction gear ratio). This step will allow you to find the best propeller
diameter, pitch and blade area ratio for your application. Click Edit | Propulsor to open the
Propulsor page and then click the Propulsion sizing button to set up and run the propeller
sizing.
2. Enter or select the following Parameters to size:
Gear ratio = select Keep and enter 4
Exp. area ratio = Size
Diameter = Size
Nominal pitch = Size
3. The propeller will be sized for the following Design condition:
Size for = Shaft power
Design speed = 20
Reference load = Click the estimate button, and select the calculated Shaft Power value
Reference RPM = Click the estimate button, and select the Rated RPM value
Load design pt = 100 (to size for full power)
RPM design pt = 100 (to size for full rated RPM)
Max prop diam = 3
4. Click the Size button, review the results and click OK to update the propeller data with the
new results.

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Step 17 - Update the propulsion analysis

1. Run the analysis on the hull (and its performance characteristics) and selected propulsion
equipment to review thrust, power, efficiency, fuel and cavitation. Click Analysis |
Calculate Propulsion from the menu or click the corresponding toolbar button.

1. We will now be able to prepare an interesting plot of propeller power overlaid onto the
engine curve. Create a new graph by clicking the Edit graph data toolbar button.
2. Choose [PSprop/eng] from the list box.
3. Click the Spline option to show a smoothed line on the graph.
4. To view the new graph in NavCad, click OK.

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Step 18 - Closing NavCad

1. As you ran this example, you saw an overview of NavCad in action. You will find many more
features and capabilities described in greater detail in Chapter 3 - Program Examples.
2. From the menu, click File | Exit to close NavCad.

2.03 - Toolbar Guide

The toolbar enables quick access to frequently-used tasks. The first section holds File handling
buttons. The second group selects the Calculation mode - Resistance or Propulsion. The Edit and
Calculate groups follow. Graph file handling buttons are followed by Graphing and Reporting
buttons. The last group holds the Help button.

File handling

New project - creates a new NavCad job file.

Open project - opens a previously saved NavCad job file.

Save project - saves the current NavCad job file.

Calculation mode

Resistance analysis - enables the resistance analysis mode.

Propulsion analysis - enables the propulsion analysis mode.

Data editing

Edit condition data - opens the condition edit page.

Edit hull data - opens the hull edit page.

Edit appendage data - opens the appendage edit page.

Edit environment data - opens the environment edit page.

Edit margin/towed barge/towed net data - opens the misc edit page.

Edit propulsion data - opens the propulsion edit page.

Calculations and results

Calculate resistance analysis / Calculate propulsion analysis - performs a resistance or

propulsion analysis (depending on the selected Calculation mode). Note: When the button
background is red it signifies that the results shown are not current with the data. A
calculation is needed to display the correct results.

Edit results mode - enabled/disables the editing of Performance summary (described in the
Edit Results Toolbar section that follows).

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Graph file handling

Save graph - save the currently displayed graph as an image file.

Print graph - prints the currently displayed graph.

Graphing and reporting

Quick plot - creates a plot of the currently selected column in the Performance summary
vs. speed.

Edit graph data - set up and display a custom-defined graph, or one of a selection of pre-
defined graphs.

Create results report / Create data and results report - generates a results only report or a
data and results report.

Send report to Viewer / …to Spreadsheet / …to Word processor - selects the type of report
viewer type (integrated viewer, spreadsheet, or word processor).

Help

Help - opens the NavCad help file.

Edit Results Toolbar

When NavCad is in Edit results mode an Edit Results Toolbar is shown between the graph and the
Performance Summary. This toolbar holds buttons that affect the results in the Performance
Summary. Each of the two views - Resistance and Propulsion - has its own Edit Results Toolbar.

Resistance

Select data to recalc from - Select the item to be the basis for the re-calculation.

Show as percent - Shows the added drag resistances as percentages.

Show sensitivity analysis - Performs and displays the results of a sensitivity analysis.

Fill selected column - Fills the selected column with the currently selected cell value.

Zero selected column - Fills the selected column with zeros.

Clear all results - Clears all results in the Performance summary.

Propulsion

Select data to recalc from - Select the item to be the basis for the re-calculation.

Fill selected column - Fills the selected column with the currently selected cell value.

Zero selected column - Fills the selected column with zeros.

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Chapter 3: Program Examples
This chapter contains individual examples which will illustrate most of the features of
NavCad. When taken together, these examples will describe a comprehensive
resistance prediction and propulsion analysis.

3.01 - Starting a New Project

Creating a project data file

When starting a new project, it is suggested to define the new project name and
create the file on disk.

1. Click File | New project from the menu to create a new project or click the New project
button.
2. Then create and save the project file to disk by clicking on File | Save project (or Ctrl+S)
or by clicking the Save project toolbar button.
3. File name = select Fast78m.nc5
4. Click OK to continue.

Creating a task list

NavCad offers an integrated task list that is save with the project. The
list is shown on each of the principal Resistance and Propulsion
pages.

1. Set up a task list for your project by double-clicking the cell in the list
that reads Double-click to add a task. This pops up a list of standard
templates that can be selected as your initial task list.
2. Select the Standard speed prediction option as the task list
template for this project.

1. Double-click any task or cell to edit or add tasks.

Configuring NavCad for a new project

If you have already configured NavCad for your most commonly used dimensional
units, the active units that you see will be those that you have saved in the
configuration file. Each job, however, may require that you select different units. For
the examples in this chapter, SI (metric) units will be used. Follow the instructions
below to configure the new project.

NOTE: If you choose to define the location of the LCB/LCF from the After
Perpendicular (AP), then the Length PP field will always be required. Also note that
while reports will show the desired orientation, NavCad project files store LCB/LCF
location as the distance aft of the Forward Perpendicular (FP).

1. Open the units entry window by clicking Edit | Options… from the menu.
2. Under the Units & References tab, click on SI to set all of the units to SI (metric).
3. Display LCB/LCF from = select AFT of FP as the origin reference. (See the note above for
additional information.)

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Program Examples

4. Click on Reports to set up your Prepared by name

and a Standard footer. This information will be
displayed on reports and graphs. (Many companies
use the footer for copyright and standard disclaimers.
A typical disclaimer has been provided in the
configuration file.) Select Viewer as your Default
viewer. Click the Layout button to define your
standard page layout for Viewer reports.
5. Then click OK to continue. If a units conversion
warning is displayed, click on OK to continue without
converting existing data, as we have not yet created
any.

3.02 - Entering Data For a Resistance Prediction

Enter vessel condition data

The process of building a resistance prediction will be to first enter complete

condition and vessel data, then use this data to predict resistance per your particular
design requirements.

NOTE: All data is active. This means that any data which you enter is part of the
active data set. There is no cancel button to recover old data. The purpose for
making all data active is to insure complete compatibility between the data and
analysis results.

1. Define vessel speeds and water parameters by clicking Edit | Condition from the menu or
with the Edit condition data button.
2. Description = Fast 78 m displacement vessel.
3. Click on Std salt to set both Mass density and Kinematic visc to standard ITTC values.
4. Speeds = enter 6, 8, 10, 12, 14, 16, 18, 20 and 22. Values shown in red warn that the
array of performance results has not been calculated for these speeds.

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 Program Examples

Enter hull data

A full description of your hull is necessary for a reliable analysis. The following form
is used to enter information about your hull. The data is parametric - meaning that
the shape is described by individual numerical values (such as length or
displacement) rather than by three-dimensional geometry.

1. Click Edit | Hull data from the menu or by clicking the Edit hull data toolbar button.
2. Enter or select the following data:
Data for = select Monohull
Length between PP = 78
WL bow pt aft FP = -0.05
Length on WL = 78.05
Max beam on WL = 11.5
Max molded draft = 4.25
Displacement bare = 1859.4
Wetted surface = skip this field for the moment
Chine type = select Round bilge
3. The basic hull parameters (Lwl/B, B/T, Cb, Cws) are recalculated when data is entered.
You can also enter data directly into these fields and the data is recalculated. For example,
enter a value into Lwl/B and a new beam is calculated.
4. Continue entering data into the Ct-based group:
Cx = 0.771 (Max section area is calculated)
Cw = 0.765 (Waterplane area is calculated)
Trim by stern = 0
LCB aft of FP = 39.42
Bulb ext fwd FP = 0 (the vessel does not have a bulbous bow)
Bulb area at FP = 0
Bulb ctr abv BL = 0
Transom area = 14.8
Transom beam = 7.25
Transom draft = 0.70
Half ent angle = 11.4
Bow shape = select Average flow [Normal]
Stern shape = select Buttock flow [V-shape]

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Program Examples

Estimating data values

All data is now entered, except the Wetted surface. We will let NavCad suggest an
estimate for this item.

NOTE: NavCad provides a broad range of estimated values for many data items. We
have searched out the many parametric relationships developed for the various
prediction methods and have presented them in this window. While reviewing the
available estimates for a given field, NavCad provides you with the appropriate range
of hull parameters for each estimate. This will help insure that you select the most
suitable and accurate choice.

1. Click the estimate button located next to the

Wetted surface field.
2. Choose the Holtrop 1030.1 estimate and click OK
to bring this value into the field.

Enter appendage data

The prediction of resistance is not complete with the analysis of the added drags.
Appendage drag can be a significant portion of the total drag.

1. You can also open the appendage data entry by clicking Edit | Appendage or by clicking
the Edit appendage data toolbar button.
2. Enter or select the following data:
Rudders = 33.9
3. Click the Estimate button next to the Drag coefficient field, select Balanced 3.00 and
click OK to apply the suitable value for a balanced rudder.
4. Type the remaining appendage area values as shown below (using the average estimates
for the drag coefficient values):
Shaft brackets = 6.9
Skeg = 58.5
Strut bossing = 8.4
Exposed shafts = 13 (use 10 deg estimate)
Bilge keels = 35.3

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 Program Examples

Enter environment data

In addition to appendage drag, you must consider the drag of wind (static or
applied), running in seas, and the effect of shallow water or channels.

NOTE: Longitudinal centers of effort are not needed for this example, but they can
be influential for planing hull analysis.

1. Open the environment data entry window by clicking Edit | Environment or by clicking the
Edit environment data toolbar button.
2. Enter or select the following data:
Wind speed = click on the estimate button and accept the estimate for Sea state 2
Tran hull area = 64
VCE above BL = 4.9
Tran superst area = 42.7
VCE above BL = 15.6
Total longl area = 340.7
VCE above BL = 9.1
Wind location = select Free stream
Hull type = select Passenger
Sig wave height = click on the estimate button and accept the estimate for Sea state 2
Modal wave period = click on the estimate button and accept the estimate for Sea state 2

Enter a design margin

Frequently you will find it useful to apply a design margin to the prediction of drag.
For example, if you are in the conceptual design stage where hull geometry is not
well defined, you may wish to add a sizeable margin (such as 10%). As the design
matures and your data become more well-defined, you can reduce the margin.

NOTE: This allows an 8% design margin to be applied to bare-hull drag plus the
prior added drags.

1. You can access the miscellaneous added drag data entry window by clicking Edit | Misc or
by clicking the Edit miscellaneous data toolbar button.

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Program Examples

2. Enter or select the following data:

Type = select Margin
Based on = select All drags
Design margin = click the estimate button next and select Preliminary 8% as the method
and click OK.

3.03 - Running a Resistance Prediction

Once all of the data is entered for the prediction - condition, hull, appendage and
environment - a resistance prediction can be built.

Select the prediction method

One important aspect of a resistance prediction is properly selecting a prediction

method and to provide any margins that may be justified. While the background
information that is necessary to make a successful decision can be found in this
User's Guide as well as the NavCad Help file, it sometimes can be difficult to keep up
with all of the parameters, hull types and industry experience regarding the various
methods. NavCad provides a variety of methods to assist in the proper selection of
prediction methods.

1. Select the following data:

Vessel drag = select Calc to tell NavCad that you want to predict the
bare-hull drag. (Other options are to set this to Off to clear the data
or Lock to keep user-entered data). The Select method button next
to the field will be enabled.
Technique = select Prediction (Other options allow you to select a
resistance calculation technique based on an Aligned prediction or
expansion of Model coefficients.)
Prediction = Click the popup button next to the displayed bare-hull
method to display the NavCad "Method Expert" selection table
described below.

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 Program Examples

The "Method Expert"

The Method Expert is a prediction method ranking system that can help you
determine which of the many prediction methods can provide the highest reliability
and success. The ranking evaluates a variety of characteristics, from principal vessel
characteristics to speed range to hull details. These quantitative assessments are
supplemented by more subjective comments based on information from NavCad
users and industry experts. It also takes HydroComp's extensive knowledge about
the various methods' behavior into account. Warnings are raised if a particular
method has shown poor results for vessels of the type you have entered.

For example, the Method Expert looks at many different aspects of each group to
determine the rank of each method:

• Are speeds fully within the range of the data set?

• Does the method support important hydrodynamic details (e.g., a bulbous bow)?
• Are all principal parameters within the data set?
• Is there experience with this method on similar hulls that eliminate it from consideration?
• Does the method support use of detailed data (e.g., half angle of entrance)?

All of NavCad's hull prediction methods (resistance and propulsive coefficients) are
evaluated when you select a method to use. Reviewing the potential of all methods is
especially beneficial for vessels that might cross a standard hull type definition - such
as for a fast displacement hull, or a semi-displacement hull that shares the shape of
a sailing yacht.

The Method Expert screen brings up a grid

showing methods, rankings (from highest to
lowest) and comments. Rankings are OK if
fully acceptable, Check if it requires
additional review, Fail if it is clearly
inappropriate, or Missing if some hull data is
missing which might make it a possible
candidate. Rankings are color coded from
Blue (Best) to Red (Poor). Blue rankings are
suggested and red rankings are to be
avoided. The important elements of the
Method Expert window are:

• Method - the name of the prediction method

• Speed - a speed regime ranking
• Hull - a primary hull data ranking
• Details - a ranking of available hull data details
• Parameters - the parameters for a specific method and the current project values, valuable
for direct comparison
• Notes - important considerations

NOTE: It is important to remember that Method Expert is meant to help you decide
which method is most likely to provide the best answers. We encourage you to
investigate the details of the prediction methods which have been placed into the
User's Guide and Help file in Appendix H and Appendix I - particularly to review the
hull form graphics associated with each method.

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Program Examples

1. Review the recommendation provided by the Method Expert window. For the data entered in
the previous section (Entering Data for a Resistance Prediction), NavCad has indicated that
the Holtrop 1984 method meets all of the parameters. It also points out that it has been
shown to slightly underpredict the resistance so you should keep this in mind.
2. Click Help to see additional details about the method, and close the help window when you
are through.
3. Select the Holtrop 1984 method and then click OK to close the window.

Enter prediction parameters

A full resistance prediction requires you are describe a number of additional

parameters for the bare-hull prediction method, and to define what additional drag
methods you wish to use (e.g., appendages, windage).

1. Define these various parameters to be used in the prediction by entering or selecting the
following data:
Expansion = select Standard. This option sets a number of the following entry fields to
industry standard prediction methodologies, such as the ITTC-78 protocol for Ct-based (i.e.,
non-planing) predictions.
2. For this example, which will use the ITTC-78 protocol, the fields that are set include:
Friction line = ITTC-57
3-D form factor = ON
Speed corr = ON (This is a speed-dependent form factor correction.)
Correlation allowance = a value calculated using the ITTC-78 formula
3. The only other resistance prediction parameter that will be set for this Tutorial is for
appendages. (In many cases, you would also consider drag for wind, seas, even shallow
water.) In the Added drag group, select the following:
Appendage = select Calc, then click the popup button and choose Holtrop 1988 method
Seas = select Calc to predict added seas drag and then click the Method Selection button
(Choose NavSea small naval method for the example.)
Channel = select Off to omit channel (i.e., shallow water) drag (We will not use evaluate
shallow water or channel effects for this example.)
Misc = select Calc to include a design margin (The heading should show Margin and the
field All drags. These were set previously in the example data.)
4. Once all of the data is entered for the hull, appendages, and prediction parameters, you can
build a resistance prediction.

About clearing prediction data

Selecting Off for a prediction will clear the prediction results. For example, if an
appendage prediction has been performed and a column of results exists, setting the
Appendage method to Off will zero out the data. However, selecting Lock for a
method will not clear a column of data, but will use whatever values currently exist.

NavCad functions this way to allow the user to import of a column of results from
some source outside of NavCad and thus insure that these results are not deleted.
By selecting Lock, the existing column of entered results will not be overwritten by a
resistance prediction calculation.

All results can be cleared via the Analysis | Clear all results menu command, or
from within the Analysis | Edit results mode spreadsheet (described in a later
section).

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 Program Examples

Run the prediction calculation

Once you have entered all data and defined how you want the prediction calculation
to proceed, you can run the analysis. This is as performed with a single button click.

1. Click Analysis | Calculate Resistance from the menu or click the Calculate resistance
analysis toolbar button . You will see that the button background has turned red to
indicate that the active results do not correspond with the data. In other words, something
about the data or prediction definitions have changed, and a new calculation is needed.

3.04 - Evaluating a Resistance Prediction

Reviewing and modifying results

Results are presented in a spreadsheet called the Performance summary. You can
view the entire resistance prediction results - including all of the coefficients - from
within this table. You can also investigate the results a bit deeper, and even modify
results using the Performance summary. We will review some of the characteristics
of the results using this table, and also make some small changes.

1. Changes to results can be made from within this table when Edit results mode is enabled by
clicking the Analysis | Edit results mode menu command or the toolbar button . An
Edit results toolbar should now be displayed above the table.

Suppose we wish to modify our margin to 10%. We could go back and rebuild the
prediction with a new 10% margin - or we can change it right here.

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Program Examples

Before making any changes, however, we want to tell NavCad how we want the new
margin values to affect the results. For this example, we want the 10% margin to be
added to the bare-hull drag, so we will set the analysis to do this.

1. Click the Select data to recalc from button and select the Recalc from Rbare option. (If
we were interested in analyzing a sea trial, however, then we might want to use Recalc
from Rtotal to derive the bare-hull drag by deducting the added drags from the total drag.)
2. Click the Show as percent button to see the added drag figures shown as a percentage of
bare-hull drag.
3. Click into any cell in the Rmisc column. (This tells NavCad that the next command is for
this column.) Then click the Zero selected column button to clear all values in the column
(i.e., set them to zero).
4. Now, enter 10 into any cell, then click the Fill selected column button to paste the value
of 10 into each cell and recalculate the total drag with the new margin.

Sensitivity analysis

Sometimes you will have a hull that does not fully comply with any prediction
method. Some piece or parameter of the hull may be outside the range of the
prediction method. NavCad's sensitivity analysis evaluates the performance
"sensitivity" of each hull data item. This analysis calculates and displays the effect on
drag of a 1% change in a hull parameter (such as length or LCB). This feature can
help guide a designer in the optimization of hull geometry.

1. Perform a sensitivity analysis by clicking the Show sensitivity analysis button.

2. A review of the results tells you that transom immersion has a significant impact on drag at
the high analysis speed, but less of an impact at the low speed. If you were preparing an
analysis where the transom area was outside of the method's range, you might want to give
yourself a little extra design margin. On the other hand, if you see that a particular data
items has a low sensitivity, you can have more confidence in the results if you need to
extrapolate a parameter beyond the method's data set.
3. You can click OK to close this window.
4. Click the Edit results mode button to end editing of the results.

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 Program Examples

3.05 - View, Edit and Print Reports

Tabular reports of results and data

NavCad generates all reports using an integrated "report viewer". Reports can be
displayed in the "viewer" screen, or directly opened in a Spreadsheet or Word
processor. The viewer is best for displaying and printing reports. Opening a report in
a spreadsheet allows for the easy manipulation of data. A report can be opened
using a word processor to prepare a formal document.

The options for reports can be changed through Edit | Options… (Reports tab). On
that page you can define the specific viewer, spreadsheet or word processor
programs into which NavCad will open reports.

1. Create and open a report using the report viewer. Earlier in this example (3.01 - Starting a
New Project), we set our default report viewer to Viewer.
2. Generate a report with Tools | Create report | Data and results from the menu or click
the Create data and results report button from the toolbar.
3. If hard copy is desired, use the Viewer to print the NavCad generated report.

Graphical reports of results

Graphs of results can be viewed and printed. A graph is always shown in NavCad for
quick viewing of newly calculated results. The graph is also constantly updated using
the most recently calculated data.

1. Create a new graph using the toolbar, by clicking the Edit graph data toolbar button .
2. Choose Vel:Rtotal from the list box. (You can also define a Custom graph with any axes.)
3. Click the Spline option to show a smoothed line on the graph. (The Spline option is used to
choose whether the curve is shown splined through the points or with a straight line
between points. In general, a spline curve will provide the most visually appealing plot.

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Program Examples

There may be some circumstances, however, that the characteristics of a speed-dependent

spline fit produces undesirable inflections and curve shapes.)
4. To view the new graph, click OK.
5. Look at the various other graphs, including multi-component graphs, like [Coefs] which
shows the resistance coefficients.

Interpolating points from a plot

You can get any Y-axis value on a plot for a know X-axis value. For example, if you
have a plot of Rtotal vs Vel, then you can find any Rtotal value at its corresponding
Vel.

1. When a graph is displayed, click Analysis | Get Y from X from the main menu, or press
Ctrl+G. Enter an X-value, click Calc and the matching Y-value is shown.

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Chapter 4: Resistance Prediction
Reliable resistance prediction demands a consistent and systematic approach, but
experience is often useful in determining how a numerical routine is to be applied.
Thus, the user must be allowed to modify the process as is deemed appropriate.

Such freedom, however, can lead to confusion if all parts of a hull's resistance are
not included and carefully evaluated. This section will present the methodologies
used in NavCad to help the user understand each aspect of the process and to
reduce the window of error due to incompatibilities between historically different
approaches.

4.a.01 - Numerical Bare-hull Prediction

The methodology employed in the prediction of bare-hull resistance must initially be

determined in the context of the vessel's principal hull form. Marine craft follow a
number of different physical principles to support and move the mass of the hull
through the water. Each vessel's basic motion is useful in defining the technique that
is most appropriate to predict its bare-hull resistance.

A vessel can typically be categorized by the way the hull is vertically supported while
in motion (its lift), which in turn points to a particular methodology for the lateral
resistance to motion (drag). If a hull's lift is entirely supported by hydrostatic
buoyant forces and its drag is horizontal, it has traditionally been known as a
"displacement" hull. For our purposes, however, we call it a “Ct-based” hull. (You’ll
find out why in the next few pages.) A craft principally supported by hydrodynamic
bottom pressures is called a "planing" hull. Hulls operating in an intermediate regime
are traditionally known as "semi-displacement", "semi-planing" or "pre-planing".

Resistance methodologies for the two principal categories – Ct-based (for

displacement and semi-displacement hulls) and planing – have seen much
development over the years, but the most useful approaches generally fall into one
of three forms – a geosim coefficient (Ct) method for Ct-based hulls, a
resistance/weight (R/D) ratio method which is used to a lesser extent for the same
hull types, and an equilibrium state planing hull method.

It is important to mention that all of these methodologies are limited by a common

physical reality – that water viscosity is not scaled from a model's size to the full
scale vessel in the same magnitude as density and volume. Evolutionary changes in
model-to-ship corrections and correlating factors have been periodically introduced
so that full scale resistance can be more accurately predicted from models. As
techniques change, however, it is common to see older corrections improperly
applied to newer techniques, and the accuracy of the results has suffered. In other
words, all parts of the process must be compatible to be successful.

With this in mind, the various resistance prediction methods will be described – not
as the definitive authority – but rather as workable techniques used in NavCad that
reflect contemporary thought. Other methods may prove to be more appropriate in
the future, but given the extent of empirical testing that has been presented using
these methods, it is reasonable to establish logical systems along these lines.

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Resistance Prediction

4.a.02 - Geosim Coefficient (Ct-based) Method

One of the basic tenets of hydrodynamics is that the drag of a body immersed in a
fluid is related to the dynamic pressure surrounding the body. This pressure is
defined by the well known Bernoulli equation:

where,

P = dynamic pressure
ρ = mass density of water
V = ship velocity

This relationship became the core for a system of coefficients used to define and
non-dimensionalize resistance. By adding a term representing the square of the ship
dimension (the wetted surface area), pressure is converted into drag (a force) and
the equation now looks like:

where,

C = resistance coefficient
R = resistance
r = mass density of water
S = wetted surface
V = ship velocity

These coefficients are based on defining the hull size with wetted surface. As will be
discussed later, this approach may not always offer the best theoretical basis for
some aspects of resistance, but it has proven to be a reliable and thorough method.

Overview

The initial use of this methodology is very old. In the mid-1800s, William Froude
used this relationship to establish the fundamentals of correlating resistance between
ships, and eventually from models to ships. This technique is only truly appropriate
when comparing hulls that are geosims (i.e., geometrically similar).

The above relationship made resistance non-dimensional, and Froude added a

relationship for what he called the corresponding speed [Froude, 1888], which he
deemed was what controlled the wave-making system. In this methodology, ship
speed corresponds to the square root of its length. A non-dimensional coefficient for
this corresponding speed now bears his name – the Froude number.

Froude numbers can be length-based (Fn) for Ct-based vessels, or volume based
(Fv) for planing craft. Fn and Fv are defined as:

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 Resistance Prediction

where,

Fn = Froude number
Fv = volume Froude number
V = ship velocity
g = gravitational constant
L = ship length
∇ = ship volume

The first usage of these coefficients plotted the coefficient of total resistance (Ct)
versus Froude number (Fn). Froude ultimately determined that the total resistance
must be divided into a viscous component and a wave-making component, since the
viscous component is a function of speed, water viscosity and wetted surface, while
the wave-making component depends principally upon speed, water density and
displacement. The component terms for these two parts were frictional (Cf) and
residuary (Cr) – so named to represent all resistance over-and-above frictional. This
system has been the root of all for Ct-based prediction methods for over 100 years.

The division of the total drag into frictional and residuary is known as a two-
dimensional analysis, since the viscous component is solely made up of skin friction
(on the 2D wetted surface). Therefore, residuary resistance includes not only the
wave-making system energies, but also eddy and viscous energy losses due to the
hull form. A contemporary derivative of the 2D analysis shifts the viscous drag
effects of the hull shape (Cform) to a total viscous drag (Cv), isolating the wave-
making drag (Cw). This is called a three-dimensional analysis.

The figure below illustrates all of the coefficients in this Ct-based form. The topics
that follow in this section will provide greater detail into each component.

Figure 4.1 – Resistance coefficients (Principles of Naval Arch. [SNAME, 1988])

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Resistance Prediction

4.a.03 - Viscous Resistance

The viscous-based speed variable attributed to frictional resistance is expressed non-

dimensionally as the Reynolds number:

where,

Rn = Reynolds number
V = ship velocity
L = ship length
ν = kinematic viscosity of water

The development of appropriate values of the coefficient of frictional resistance (Cf)

have therefore been based on Rn. (The historical evolution of this frictional
resistance coefficient has been rather peaceful, compared to the controversy
surrounding other aspects of the problem.) Useful friction lines of Cf vs Rn were
derived from testing of plates and hull models of various size and roughness.

Friction lines

One of the earliest friction lines was developed by R.E. Froude in 1888 from data
developed by William Froude in the early 1870's [Froude, 1874][Froude, 1888]. This
system - deemed the "constant 'O' system" - was derived exclusively by towing
smooth planks of length 50 feet or less. The original curves were subsequently
extended at numerous times, and a formalized equation was adopted by the
International Conference of Ship Tank Superintendents (ICSTS) in 1935. The method
does not use Rn as a variable to calculate Cf, rather it calculates Rf based on length,
wetted surface and speed. A Cf-compatible version of the ICSTS Froude line is
implemented in NavCad.

In 1947, the American Towing Tank Conference (ATTC) applied the work of
Schoenherr [Schoenherr, 1932] as their recommended method to predict Cf from Rn.
This is the ATTC line. Much of the model testing for the next two decades or so used
this relationship for the determination of the frictional component in the two-
dimensional analysis:

where,

Cf = frictional resistance coefficient

Rn = Reynolds number

While the Schoenherr ATTC friction line was developed by towing a variety of objects
of widely differing aspect ratios and types, Hughes conducted his friction line
experiments on pontoons and plates, some of which were over 70 m in length
[Hughes, 1952] [Hughes, 1954]. He developed the following relationship that is

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 Resistance Prediction

considered to be a minimum turbulent drag line for two-dimensional smooth plane

flow.

where,

Cf = frictional resistance coefficient

Rn = Reynolds number

As hulls grew smoother and three-dimensional influences became apparent, the

International Towing Tank Conference (ITTC) adopted a new line [ITTC, 1957] that
improved the friction coefficient at low values of Rn – as needed for smaller and
slower models. This formula, the ITTC-57 line, has become the most widely-used
"friction line" since its introduction:

where,

Cf = frictional resistance coefficient

Rn = Reynolds number

Form

Contemporary research has suggested that the two-dimensional analysis does not
adequately reflect the contribution of hull shape to viscous drag. This has resulted in
additional refinement of residuary resistance into two parts – wave-making, and
what has come to be called “form” resistance. Form resistance contains the viscous
effects of the hull's shape, as well as the influences of flow separation, eddy-making,
and other miscellaneous effects. Figure 3.1 shows the components in geosim Ct-
based form, where the relationships between frictional, residuary, form, viscous,
wave-making and total resistance can be seen.

As was described in the previous figure, the overall viscous influence includes both
form and frictional resistance. In the three-dimensional scheme put forth by the ITTC
in 1978 [ITTC, 1978], a viscous coefficient (Cv) is defined as Cv = (1+k) Cf, where k
is a factor that accounts for the three-dimensional effects. The form coefficient
(Cform) is then defined as Cform = k * Cf. The table below shows how each of the
coefficients relate to the other, and how model results compare to full scale in both
systems.

The term 1+k is called the "form factor" which is typically a value between 1.0 and
1.5. This factor is found during model testing, but NavCad offers estimates to predict
reasonable values.

4.a.04 - Residuary and Wave-making Resistance

The remaining resistance components – residuary (Cr) for the two-dimensional case
and wave-making (Cw) for the three-dimensional system – are not viscous

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Resistance Prediction

dependent, so the Reynolds number is not a suitable speed parameter to plot

against. As mentioned above, Froude established that the “corresponding speed”
(now described by the Froude number) is the parameter that controls the wave-
making system.

Cr (two-dimensional) or Cw (three-dimensional) values can be obtained from model

or full scale testing, and plotted against Froude number. This approach offers a very
comprehensive means to predict resistance if applied correctly within the limits of
the original data.

Ct-based vessel resistance components

Two-dimensional Three-dimensional

Viscous Cf Cv = (1+k)Cf = (FF)Cf

Cform = k Cf

Residuary Cr Cr = Cw + k Cf = Cw + (FF-1)Cf

Total Ct = Cr+Cf Ct = Cw + Cv

Comparative ship(S)-model(M) relationships

Two-dimensional Three-dimensional

Viscous CfS < CfM CfS < CfM

CvS < CvM
CformS < CformM

Residuary CrS = CrM CrS < CrM

CwS = CwM

Total CtS = CfS + CrS (+ Ca) CtS = CfS + CformS + CwS (+ Ca)

Three-dimensional system

A few final comments regarding this methodology should be addressed. First, there is
some discussion about the real theoretical validity of the three-dimensional system.
Studies have shown that use of the three-dimensional form factor method greatly
improves the correlation of model results to full ship values [ITTC, 1978]. The
empirical derivation of the form factor, however, is difficult to attain and often
requires a subjective analysis of the test data. So far, no conclusive means to obtain
or calculate the form factor exists, and there is conflicting evidence regarding the
hull shape's real influence on viscous resistance [Tagano, 1973] [Weighardt, 1976]
[Dyne, 1977]. Therefore, the three-dimensional system should simply be treated as
the best structure currently to predict resistance.

NOTE: Fortunately, the form coefficient generally has a smaller magnitude than
either wave-making or friction, so a small error in estimating form factor does not
significantly degrade the overall prediction. Even with an inaccurate form factor,
three-dimensional prediction results are generally superior than two-dimensional.

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 Resistance Prediction

Lastly, there is some risk that the separation of frictional resistance can cause
inaccurate analysis of the total resistance for fast displacement vessels. Ct-based
coefficients rely on wetted surface, which in these vessels change with speed as
increasingly more lift is generated by hydrodynamic forces rather than buoyant
forces.

Measuring the wetted surface on a moving model or vessel is not easy, so the at-rest
wetted surface is typically used as the datum value. This can lead to a somewhat
incorrect contribution of the various applied resistance components, and in turn to
inaccurate extrapolation of the model results to full scale.

NavCad includes a speed-dependent form factor correction to address this problem.

Based on work at MARIN [Holtrop, 1988], this correction modifies the contribution of
the form factor – and thus the division of frictional and viscous resistance – based on
a speed relationship. The correction applies a slight increase in form drag at Fn of
about 0.3 and the correction diminishes at about 0.6 Fn. This is consistent with
observations from high-speed testing. It also supports the exclusive use of the two-
dimensional analysis that has been continued at some facilities.

4.a.05 - Resistance/Weight Ratios

Resistance/weight ratio was one of the first methods developed to represent

parameters of vessel resistance [Froude, 1888]. This ratio offers the designer with a
useful “merit criterion” so that we may qualitatively compare one hull design against
another. The advantages and simplicity of this method are clear – our ship design
objectives more directly relate to displacement than to wetted surface.

It is common to plot R/∆ values against Froude number. This offers a completely
non-dimensional approach for comparing hulls and creating a system by which
empirical tests can be numerically described.

To include all aspects of resistance, the total resistance (Rt) would be used in the
ratio (as in Rt/∆). This is suitable for both displacement and planing craft. In fact,
due to the complexities of planing resistance (which will be mentioned later), it is
really the only “merit criterion” that is useful for these vessels. Following the
evolution of two- and three-dimensional analysis, however, the numerical
relationships derived from this system for Ct-based hulls can be improved by using
the residuary or wave-making components in the ratio – Rr/D∆ and Rw/∆.

Resistance/weight ratio has been used extensively to collect databases of systematic

series for the creation of resistance prediction charts and equations in the form of
R/∆ versus Froude number. Most existing prediction formula were based on Rt or Rr,
rarely Rw. Many of the methods in NavCad were originally presented in R/∆, so
resistance results are displayed in both the Ct-based coefficient and
resistance/weight systems.

4.a.06 - Equilibrium Planing Case

One of the principal differences between the prediction of planing and Ct-based bare-
hull resistance is actually due to non-hull resistances. For Ct-based hulls, appendage
and wind resistances can simply be added to the bare-hull drag to derive a final

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Resistance Prediction

condition without a noticeable loss of accuracy. This is not the case with planing
hulls.

Planing hulls are different in that propulsive thrust energy is used to overcome vessel
weight as well as drag, and the draft and trim (and the resulting resistance) is
greatly affected by applied forces and moments. To accurately model a planing hull's
condition it is necessary that it be viewed and evaluated in its “equilibrium” state. In
other words, the resistance components cannot be calculated independently of the
others – they must be addressed simultaneously as the effect of appendages will
contribute to changes in the bare-hull trim and resistance, for example.

NavCad incorporates hull and wind drag, flap and appendage lift and drag, and the
propulsor thrust vector in the equilibrium analysis. Sea-state and margin drags are
treated as simple added values.

The most widely used expressions for describing planing hull drag was presented by
Savitsky [Savitsky, 1964]. This is a two-dimensional relationship described in two
parts, where planing resistance is composed of a resultant drag (as the craft is
pushed “up hill” along its trim angle) and a frictional component in the pressure and
spray area. The expression of this total drag is:

where,

D = hydrodynamic drag
∆ = vessel weight
τ = trim angle
Df = frictional drag (from hull parameters)

The above relationship is theoretically suitable for all vessels in full plane. The trick,
obviously, is to predict suitable values for trim angle and the components of the
frictional drag. In the same paper by Savitsky, relationships were presented to
determine these parametric values for pure wedge shaped “prismatic” planing
surfaces with no warp or curvature. The results of this work have been used
successfully for hulls with bottom shells other than a prismatic shape and to speeds
below full planing [Blount, 1976].

NavCad allows the use of a correction to the Savitsky method presented by Blount
and Fox [Blount, 1976] to accommodate operation in the "hump-speed" range. This
correction – called the M factor – is a resistance multiplier to modify the prediction of
resistance in speed ranges below the scope of the Savitsky method.

NOTE: The Blount multiplier should probably only be used with the Savitsky method
since there is no experience available for its use with other methods. Also, from
conversations with leading powerboat designers, the magnitude of the multiplier has
recently been recommended to be cut in half, so a reduced application is suggested.

Longitudinal dynamic instability (porpoising)

NavCad provide a prediction of the likelihood of longitudinal dynamic instability

(more commonly known as "porpoising"). Porpoising is a complex coupling of heave

4-8
 Resistance Prediction

and pitch that are dependent on a variety of hull properties, such as loading, speed
and LCG position. It is critical to evaluate the possibility of porpoising during early
design stages.

Three different evaluation algorithms are used in NavCad [Savitsky, 1976][Celano,

1998][Colton, 1990]. The well-known Savitsky algorithm is a based on a limiting
"critical trim" indicator, as is the Celano algorithm (an implementation of earlier work
[Day, 1952]). The Colton algorithm uses a relationship between the center of
pressure (relating to LCG) and a speed coefficient to indicate regimes of stability and
instability. NavCad evaluates all three indicators and presents the likelihood of
porpoising as Stable (none indicate porpoising), Check (some indicate porpoising)
or Unstable (all indicate porpoising).

4.a.07 - Catamaran Interference

A catamaran is made up of two hulls in close proximity with each other, and this
proximity causes some measure of hydrodynamic interaction. In some cases, this
interaction is extremely small. In other cases, it can be quite significant.

This chapter is intended to give a basic introduction to catamaran interference. There

are numerous references on the subject of catamaran drag that can be reviewed for
a more thorough discussion of the topic (e.g., Principles of Naval Architecture).

Nature of interference

The total drag of a catamaran is something more than just twice the drag of each
"demi-hull" (i.e., the individual hull of a catamaran). For a reliable prediction of
catamaran resistance, you must also consider how the existence of the other hull
affects drag - good or bad. Catamaran interference is generally a function of hull
geometry, spacing, and speed.

Viscous interference - There will be a change in the viscous (frictional) drag due to
a number of factors, such as a "blockage effect" between the hulls where the local
water speed increases, flow under the hulls which is no longer symmetric (i.e.,
crossflow), a change in the wetted surface (particularly between the inside and
outside of the demi-hulls), and a difference in the sinkage and trim (also due in part
to the accelerated water speed).

Wave-making interference - Many of the same characteristics which affect viscous

drag also affect wave-making drag. For example, the increase in local water speed
between the demi-hulls changes local pressures and wave systems, non-symmetric
flow changes the stern wave system (particularly with a transom stern), and the
reflection of waves off of the other hull interact with the principle waves. The
amplitude and length of these new wave systems vary with speed, resulting in an
interference "phase" and new humps and hollows in the drag curve.

Planing interference - There is an additional effect with planing catamarans,

whereby the altered waterflow results in a different "angle of attack" of the planing
body.

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Resistance Prediction

CT-based interference prediction

The methodology used in NavCad follows an approach whereby the interference

effect is modeled as a correction to the form factor and the wave-making coefficient
[Insel, 1992].

where,

CT = total resistance coefficient

CF = frictional resistance coefficient
CW = wave-making resistance coefficient
β = viscous interference factor
τ = wave-making interference factor

The drag of the individual demi-hull is based on one of the monohull prediction
methods (e.g., Holtrop, NPL). The individual hull drag is then doubled and modified
according to the above methodology to account for the interference.

HydroComp has developed algorithms for the prediction of beta and tau using a
variety of model tests, CFD analyses, and full-scale trials. The algorithms are based
on speed, LWL, BWL, and hull spacing (S).

Planing interference prediction

The interference of planing catamarans in NavCad uses a simple multiplier to the

bare-hull drag. HydroComp has developed an algorithm for the prediction of an
interference multiplier based on analysis of a 10 deg deadrise prismatic form
[Sherman, 1975].

The drag of the individual demi-hull is based on one of the monohull prediction
methods (e.g., Savitsky). The individual hull drag is then doubled and increased
using the predicted "interference multiplier".

Catamaran "whole-system" methods

NavCad also contains "whole-system" catamaran prediction methods. These methods

(e.g., Gronnslett) include the effect of interference as a fundamental part of the
prediction - there is no separate analysis of interference.

4.a.08 - Model-Ship Correlation

The bare-hull prediction methods offer systematic approaches to numerically define

the various components of a ship's bare-hull resistance. As they are non-dimensional
in nature, they can ultimately be used for vessels of any size. It would therefore
seem reasonable to simply use model values translated into full ship units to predict
a ship's resistance. Unfortunately, the actual process is not so simple, and the
corrections that have been applied over the years to address this issue have been at
the root of much discussion and controversy.

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 Resistance Prediction

The difficulties are basically due to the fact that even though accurate models can be
built to a small scale, it is impossible to create model-scale water. Viscous flow,
boundary layers and separation cannot be fully modeled correctly between model
and ship. This led to the use of the “model-ship correlation allowance” (Ca) to
provide an empirical scaling factor from model to ship. At the same time, additional
items that make up hull roughness differences between model and ship (welds on
the shell, fouling, corrosion) were folded into Ca.

As the determination of the individual components of resistance became more

accurate, the value of the applied Ca changed to reflect these improvements. It is
important that the chosen value of Ca suit the bare-hull resistance method, and
reflect components of both hull roughness and scale phenomena in all uses.

NOTE: Unfortunately, well-known values of Ca (such as the well-used 0.0004 which

was derived for a 2D analysis with the ATTC friction line) often are used
inappropriately. However, NavCad provides suitable estimates for both 2D and 3D
methods.

4.a.09 - Modifying Existing Prediction Methods

Some of the prediction techniques in NavCad are based on what might be considered
“obsolete” methods – such as two-dimensional versus three-dimensional, or the
older ATTC versus the newer ITTC-57 friction line. Better correlation to full scale can
be achieved by numerically modifying the results of older methods to suit the newer
body of knowledge.

NOTE: NavCad insures compatibility between methods by first numerically rebuilding

proper model scale performance using the method’s original system. Then, NavCad
appropriately expands these results to full scale. NavCad uses information about the
original tests to achieve this, such as the type of friction line and the original model
length.

The key to NavCad's modification of these coefficients is finding the model's frictional
resistance coefficient, CfM. This is achieved by using Froude's corresponding speed to
calculate the model's equivalent velocity. In this system, the Froude numbers are
equal between model and full scale, and the Reynolds number is calculated to suit
the model length and corresponding model speed:

where,

RnM = model Reynolds number

VS = ship velocity
LM = model length
ν = kinematic viscosity of water
LS = ship length

Then, NavCad converts a Cr prediction from the original test friction line to the user's
desired friction line ( say, the ITTC-57 friction line) as follows:

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Resistance Prediction

CtM = Cr + CfM(ORIG)
Cr' = CtM – CfM(ITTC-57) or,
Cr' = Cr + CfM(ORIG) – CfM(ITTC-57)

And, it converts Cr from two-dimensional to three-dimensional in a similar fashion:

Cw = Cr – k CfM
Cr' = Cw + k CfS or,
Cr' = Cr + k CfS – k CfM

This assumes the same friction line for model and ship. If not, the friction line
modification should be performed first. Also, remember to use a suitable Ca as
described in the preceding section.

4.a.10 - Hydrodynamic Dimensions

Throughout the historical development of resistance prediction methods, there has

been a number of different uses of principal dimensions. HydroComp has attempted
to reduce the various differences into a consistent set of "hydrodynamic dimensions".

Length

In many early design formats, the length of record was the length between
perpendiculars (LPP). This is most often defined as the length from the stem at the
design waterline (DWL) to

a. the aftermost point of the DWL, or

b. to the center of the rudder stock.

Hydrodynamically, this parameter has no value. Many of the older prediction

methods, however, used the LPP as the defining length for the statistical formulation
of the prediction equations.

The length on waterline (LWL) is the important hydrodynamic parameter of length.

(Recently, however, there has been a push for the overall submerged length, LOS, to
replace LWL as the principal hydrodynamic length.) The forward point of the LPP was
consistently located at the most-forward point of the waterline at the tested
conditions. NavCad uses this characteristic to determine an effective “hydrodynamic
LPP” for all loading conditions by shifting the length as necessary to suit the actual
forward point of the defined LWL.

Longitudinal center of buoyancy

As outlined above, many of the older prediction methods use the LPP as the defining
length for the statistical formulation of the prediction equations. In the manner
described above, NavCad also properly locates the longitudinal center of buoyancy
(LCB) to the actual LWL or "Hydrodynamic LPP".

Data at "midship"

In current methodology, traditional values of beam, draft and section area at

"midship" have been replaced with maximum values of each parameter (i.e.,
4-12
 Resistance Prediction

maximum beam on WL, maximum molded draft, and maximum section area). These
are considered to be more hydrodynamically significant. In virtually all of the
methods found in NavCad that use a “midship” parameter, the midship value was
also the maximum value.

4.a.11 - About Bare-Hull Prediction Methods

There are two principal types of calculation procedures that are used to predict
resistance (and propulsive coefficients). These two approaches – which use model
tests and occasionally full-scale trials – are known either as a methodical series or a
random data analysis.

Using a numerical analysis technique called multiple regression (the landmark work
in this area for resistance applications was by Doust [Doust, 1959]), one can reduce
a sizable amount of model test or full scale trial data into a numerical expression
which uses a variety of hull parameters as independent variables. These expressions
(equations) can then be used to predict performance based on what is known to be
true for a group of previous vessels.

To keep the accuracy of the prediction equations as high as possible, these

collections of empirical data are often grouped into a "series" of like hull types. For
example, a well known cargo hull series, called Series 60 [Todd, 1963], is made from
a single parent hull. The basic shape, sectional area curve, turn of bilge, bow flare,
entrance angle, of each model in the series are consistent and similar. The purpose
of a methodical series analysis is to vary the principal shape parameters – L/B, B/T,
Cp, etc. – in systematic order to determine the effect on resistance of each of these
parameters.

NOTE: The accuracy of a series-based resistance prediction can be very good if the
hull closely matches the series parent hull. However, due to the use of a single
"parent" hull, series prediction is weak when a design falls outside of the original test
limits of the series. It is the ability to effectively evaluate hulls different than those
within a series that makes the following method – the random data analysis – so
attractive.

Random data methods typically use multiple combinations of hull forms and test
results – in fact, the more the better. While not able to discretely evaluate the
effects of a single parameter on resistance, these methods can often produce a
better prediction of the quantitative "value" of the resistance. Ideally, the resistance
is broken down into as many different pieces as possible and each numerically
evaluated independent of the others. By incorporating as much model and full scale
data as possible, the various effects of each parameter is folded into the resulting
formula and a very comprehensive tool can be generated. A highly touted example of
a random data resistance method is the work published by Holtrop and Mennen
[Holtrop, 1982] [Holtrop, 1984] at NSMB.

One question that you should always yourself is "Can I have confidence in the
results?" It is important to remember that numerical methods rely on past history to
forecast the future. With this in mind, you can gain confidence in the prediction
results in three ways.

The first "confidence builder" is an inherent characteristic of the regression process

used to create the methods. While any one test point may be somewhat inaccurate

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Resistance Prediction

or not truly represent the effect of a particular change in a hull parameter, each test
point is "faired" into the results of the other tests during mathematical regression.
This minimizes the effect of a poor test point. In other words, the regression process
itself is self-regulating.

Secondly, well developed regressions have the independent variables carefully

chosen [Fung, 1991]. In a well planned system, no variable will depend on or directly
relate to any other. (We would not use both Cx and Cp, for example, as one is
directly related to the other.) One quick analysis of the validity of the regression
itself can be made by looking at the number of test points (P) and parameters (N) in
the equation. The statistical rule is that P must exceed (N)*(N+3)/2. The use of
correlation and error analysis by the original authors can assure the statistical
integrity of the resulting expressions.

The user has little influence on the above two items, but does have great control
over the third. Even with statistically accurate expressions and the beneficial
characteristics of data reduction, highest prediction accuracy can really only be
assured if the prediction is "anchored" to real-world performance. This point must be
strictly observed if a designer needs to very accurately predict resistance using these
numerical methods.

NOTE: A user can best anchor a prediction to a known point by

1. using a statistical series whose parent hull closely matches that of the subject
hull,
2. using a random data method which contains full-scale trial data,
3. or best of all, correlating a prediction to a model test or sea trial of the hull
itself, a sister ship, or a similar "family" vessel.

4.b.01 - Correlating Bare-hull Prediction to Known Performance

As mentioned above, many of the numerical methods found in NavCad (detailed in

full in Appendix H) must strictly adhere to the extents of their original data or
significant error is likely. The best of these methods have some statistical error and it
is universally accepted that when applied correctly, a designer must typically still
contend with some small margin of error.

This error is quite acceptable for many design predictions. Even so, relatively simple
techniques are available in NavCad to improve the prediction by "anchoring" the
prediction to known performance. These techniques go by a number of names, but
generally fall into two types - aligned prediction (also known as model correlation)
and expansion.

4.b.02 - Aligned Prediction

An aligned prediction uses a numerical prediction method (e.g., Series 60) to

evaluate the resistance characteristics of a given hull in conjunction with a model
test which will "realign" the prediction. The resulting resistance figures then reflect
the qualitative "shape" of the method's predicted results, with the quantitative
"magnitude" derived from the correlation. The following sections will illustrate how
this is achieved.

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 Resistance Prediction

Ct-based hulls

Following Froude's corresponding speed vs. resistance relationships, NavCad's aligns

a prediction as follows:

1. Predict resistance coefficients of the model using the chosen prediction

method.
2. Compare how well the prediction of the model fares against the test results
by saving "actual-to-calculated" ratios of the coefficients.
3. Record these ratios versus Froude number to create a correlation curve.
4. Modify the calculated prediction for the new subject hull per the correlation
curve.

NOTE: The choice of which correlation parameter to use (Rbare, Rr or Rw) should be
made based on the maturity of the design. In conceptual stages where hull
parameters - particularly wetted surface - are not established, use Rbare. For a more
fully defined hull, Rr (2-D) or Rw (3-D) is recommended.

For the three-dimensional system, NavCad also correlates the form factor to the
model/parent value. Based on observations of bodies of revolution [Oortmerssen,
1971], a correlating relationship was suggested:

If a model/parent form factor has been entered, NavCad will use this to determine a
suitable value for the subject hull as per the correlation relationship above. If no
model/parent value exists, NavCad will then use the entered ship value to determine
a model/parent value.

Planing hulls

Correlation of planing hulls to model/parent data is more complex than for Ct-based
hulls. The effect of trim also needs to be correlated along with resistance. The choice
of parameters and coefficients is different than for Ct-based hulls (while generally
following the same basic approach).

The key to the new system is in the use of a non-dimensional scaling coefficient
reflecting the location of the longitudinal center of planing lift pressure (CP) [Colton,
1990]. This coefficient obviously is sensitive to the longitudinal center of gravity from
the transom (LCG) and thus incorporates the effect of LCG into the picture. This
coefficient is:

where,

ε = longitudinal center of lift vs. beam ratio

CP = longitudinal center of lift (pressure) forward of the transom
Bpx = maximum chine beam

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Resistance Prediction

Resistance and trim coefficients will need to be fit to a coefficient of speed. This
speed coefficient is a beam-based Froude number divided by the lift-beam ratio:

where,

Cvε = speed coefficient

V = vessel speed
ε = longitudinal center of lift vs. beam ratio
G = gravitational constant
Bpx = maximum chine beam

The resistance and trim parameters utilize a weight coefficient as follows:

where,

Cwε = weight coefficient

L = planing lift of hull (weight less thrust, appendage and flap lift)
ε = long'l center of lift vs. beam ratio
ρ = mass density
G = gravitational constant
Bpx = maximum chine beam

The final trim coefficient is:

where,

τε = trim coefficient
τ = trim angle
Cwε = weight coefficient

The resistance coefficient is:

where,

DLε = drag-lift coefficient

DL = bare-hull resistance vs. planing lift ratio
Cwε = weight coefficient

The model/parent's actual coefficients versus calculated coefficients form the basis of
the planing hull aligned prediction in NavCad.

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 Resistance Prediction

4.b.03 - Expansion

A slightly different approach to using known performance in resistance prediction is

called expansion. An expansion is actually a scaling technique which predicts a
vessel's resistance using only one model.

This naturally requires the model and subject hull to be quite similar in form. All of
the important hydrodynamic parameters - Cp, L/B, stern type, etc. - should be as
alike as possible.

Ct-based analysis

NavCad fits a curve of resistance/weight ratio vs. Froude number to expand results
from a model test by scaling speed, length and displacement. The choice of which
resistance/weight parameter to use follows the same recommendations noted in the
section about aligned prediction.

Some methods use the two-dimensional Cr as the correlating resistance parameter.

HydroComp's experience, however, has shown that a three-dimensional correlation
(with form factor) offers better results, and that the resistance/weight ratio typically
produces better quantitative results than Cr by using displacement rather than
wetted surface as the basis for the coefficient.

Planing analysis

The same coefficients described in the section on aligned prediction (DLε and τε
versus Cvε) form the basis of the planing hull expansion method in NavCad.

4.b.04 - Using Full-scale Trials Like Model Data

The expansion technique is also quite useful in predicting resistance values using full
scale trial data from a single ship. Even though the term "model" is used, equivalent
full scale data may be created and used successfully.

Acquiring and reducing full scale resistance data can be easily performed
numerically, although it can suffer from the problem of accumulated errors. The
recommended procedure is as follows:

1. Build a complete prediction with NavCad to create required hull data (such as
wetted surface) and to determine values for appendages or environmental
effects.
2. Enter known values or run a prediction values for the wake fraction, thrust
deduction and relative-rotative efficiency.
3. Enter the trial RPM into the View/edit spreadsheet, and NavCad will
recalculate the delivered thrust from the propeller and shaft power . (More
details about the calculation of propulsive coefficients can be found in Chapter
5.)
4. Save this data as a Model/parent file under the Library menu (see Appendix
E).
5. Then use this data to align or expand as if it were a model test.

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Resistance Prediction

Even though numerical errors can accumulate, these errors are typically offset if the
same prediction methods used to derive the model/parent results are also used to
work back up to shaft power. In other words, a final power prediction based on
correlation to full scale test results will display reliable power values, although the
individual resistance parameters may be slightly in error.

4.c.01 - Appendages

Predicting appendage resistance is often a difficult task due to scaling problems

between model size and full scale. However, since appendages can sometimes add
up to almost 20% extra resistance, its evaluation is absolutely necessary. Review
Appendix H for additional information about NavCad's available appendage resistance
methods.

The fundamental problem arises because model scale appendages are incompatible
with a model hull's boundary layer and Reynolds number. Since the addition of an
appended model's resistance would not scale correctly to full size, NavCad's methods
to predict appendage additions typically rely on empirical formula or on theoretical
calculations which are often modified with empirical corrections.

Detailed methods are typically based in some form or another on a drag coefficient
of an appropriate lifting surface [Hoerner, 1965] [Holtrop, 1988], such as an air-foil
shaped control surface.

NOTE: Experimental test data [Kirkman, 1980] [Kerczek, 1983] has suggested that
methods based on individual drag formula (like the Hoerner method in NavCad) tend
to overpredict appendage drag for displacement/semi-displacement speeds and
underpredict for planing craft. This is probably due to an inability to accurately
evaluate the effect of scale on the boundary layer. NavCad allows the user to enter a
Standard or Double multiplier to account for this tendency.

4.c.02 - Wind and Seas

One aspect of the environmental surroundings that can contribute significantly to the
overall resistance is wind. Even if the "true" wind is calm, a ship still must overcome
some "apparent" wind, simply because of its forward motion through the still air.

Evaluating the wind addition generally includes the use of pseudo-drag coefficients
based on empirical testing [Taylor, 1943] [Hughes, 1930] of the form:

where,

R = added wind resistance

C = drag coefficient
ρ = mass density of air
A = affected area of hull and superstructure
V = ship velocity

All of the methods in NavCad (see Appendix H) are derivatives of this form and use
various combinations of transverse and longitudinal hull and superstructure area, as
well as the direction of the "true" wind relative to the direction of ship motion. The
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 Resistance Prediction

apparent wind speed and angle is then derived by NavCad from the vectors of ship
speed, and true wind speed and angle. Added wind resistance can - and should - be
calculated for the advancing ship even if wind speed is zero.

Wind resistance methods based on model testing have been estimated to

significantly underestimate the added wind resistance of displacement hulls in still air
by 20% to 40%, and about half of this when a head wind equals ship speed.

A correction often overlooked in the wind addition is the "free stream gradient" of
natural wind [SNAME, 1988]. Due to laminar effects similar to a boundary layer on a
ship, the wind velocity near the surface is some measure less than the "free-stream"
values as presented by meteorological agencies. NavCad makes it possible to define
the actual wind velocity that is acting on the hull and superstructure.

Wind of any magnitude is usually accompanied by wind-driven seas. Unfortunately,

theoretical analysis of added seas resistance requires detailed evaluation of ship
motion in waves. This is a complex analysis and is not suitable to a parametric
application. Parametric prediction of added resistance in waves is typically based on
empirical relationships that follow no particular theoretical form. Some methods
include wind effects, and NavCad removes these wind components so the user does
not double the contribution of wind.

NOTE: Some Ct-based seas and channel resistance methods are based on lost speed
relationships. NavCad uses a generic resistance curve shape (based on V2.5) to derive
an equivalent added resistance from a lost speed.

An interesting technique used by one of the seas prediction methods in NavCad was
the detailed analysis of a number of small U.S. Navy ships using a ship motion
modeling tool [Leibman, 1990]. A set of hull lines and conditions were run through
this tool to generate added resistance results. Then, the results were regressed into
simple relationships that require only a handful of basic hull parameters to predict an
added resistance value.

4.c.03 - Restrictive Channel Effects

The effect of shallow water or narrow channel on the resistance follows basic fluid
principles. The Bernoulli effect within the restrictive area increases water velocity
(affecting frictional resistance) and applies a suction pressure (causing sinkage and
trim). A secondary effect of this restriction is to change the characteristics of the
generated bow and stern waves.

A theoretical analysis is difficult, so empirical analyses form the basis of the available
restrictive channel resistance additions found in NavCad (see Appendix H). Some of
these methods are based on lost speed relationships and NavCad follows the
approach outlined above to evaluate a suitable added resistance.

Squat is the term for the sinkage and trim of a vessel due to shallow water effects.
An empirical prediction method [Millward, 1992] has been implemented for the
prediction of squat as part of a NavCad channel/shallow water drag prediction
[MacPherson, 2002].

4-19
Resistance Prediction

4.c.04 - Towed Nets and Barges

NavCad includes simple relationships for the prediction of towed fishing nets and
ocean-going box barges. The results of these resistance predictions are treated as
added resistances to the system - just as if they were very large appendages. Details
about the available method are found in Appendix H.

4-20
Chapter 5: Propulsion Analysis
The propulsion analysis will evaluate the system with the defined hull, engine, gear
and propulsor. It is used to determine equilibrium-state conditions for engine and
propulsor performance in the context of the actual vessel. In this chapter,
information will be presented about propulsive coefficient prediction, hull, engine,
propulsor relationships, propeller definitions and appropriate corrections, and criteria
to evaluate engine and propulsor results.

5.a.01 - Principal Analysis Formula

This section will describe the principal equations used to identify values of thrusts,
powers and efficiencies at various points on the system.

Effective Power

Effective power (PE) is a function of vessel resistance:

where,

R = total vessel resistance [kN, pounds]

V = ship speed [m/s, ft/s]

Delivered (Developed) Power

The power actually required by and delivered to the propulsor is the delivered power
(PD):

where,

n = propulsor revolutions per sec

QO = open-water torque [kN-m, ft-pound]
ηRR = relative-rotative efficiency

It can also be defined from effective power as:

where,

ηH = hull efficiency
ηRR = relative-rotative efficiency
ηO = open-water efficiency

5-1
Propulsion Analysis

Shaft Power

Shaft power (PS) is at the output side of the gear. It relates to delivered power (PD)
as:

where,

PD = delivered power
ηM = mechanical shaft efficiency

Brake Power

The brake power (PB) is measured at the flywheel (crankshaft coupling) of the engine
and is typically the value presented in manufacturer's literature. It relates to shaft
power (PS) as:

where,

PS = shaft power
ηG = gear efficiency

Quasi-Propulsive Coefficient (QPC)

This is a relationship between effective power and delivered power:

where,

PE = effective power
PD = delivered power

It can also be derived from the product of these efficiencies:

where,

ηH = hull efficiency
ηRR = relative-rotative efficiency
ηO = open-water efficiency

5-2
 Propulsion Analysis

Overall Propulsive Coefficient (OPC)

Similar to QPC, the OPC defines the difference between effective and shaft power:

where,

QPC = quasi-propulsive coefficient

ηM = mechanical shaft efficiency

5.a.02 - Propulsive Efficiency

Resistance can be defined in “power” terms as effective power (PE). Effective power
is used to find the shaft power (PS) through the prediction of an overall propulsive
coefficient (OPC), where:

The conceptual and preliminary design process has historically estimated the OPC
through simple relationships based on traditional experience, such as:

where:

OPC = overall propulsive coefficient

N = propeller RPM
L = ship length (in meters)

or, through subjectively chosen values (as in 0.55 for all planing craft).

Simple approaches, such as these, do not take into account contemporary

improvements in machinery and propulsors, nor the different characteristics of each
hull. They should be avoided. The technique employed by NavCad is to numerically
apply the same approach used by towing tanks in a self-propelled model test.

This method requires prediction of the propulsive coefficients – wake fraction (w),
thrust deduction (t) and relative-rotative efficiency (ηRR) – and the open-water
propeller efficiency (ηO). Using these values, in conjunction with the mechanical shaft
efficiency, the overall propulsive efficiency (also known as the overall propulsive
coefficient, or OPC) is built as follows:

where:

OPC = overall propulsive coefficient

ηM = mechanical shaft efficiency
ηH = hull efficiency = (1-t)/(1-w)

5-3
Propulsion Analysis

ηRR = relative-rotative efficiency

ηO = propeller open-water efficiency

5.a.03 - Hull Influences (Propulsive Coefficients)

The hull itself will influence propulsor performance and the system analysis. As was
described earlier, the vessel resistance plays a major part in the overall analysis – it
is the “load” on the propeller. In addition to resistance, both the effect of hull-
propeller interaction and mechanical factors contribute to the calculation.

The hull-propulsor interaction is rather complex, but can be described as the result of
three basic effects – a) the change in the water speed to the propulsor, b) the
reduction of the water pressure ahead of the propulsor, and c) the creation of local
turbulence. Individually defining the effects of these are difficult, but a set of
coefficients – whose true integration has been debated for years – has been
developed to present a system that produces reliable results. These "propulsive
coefficients" are wake fraction, thrust deduction and relative-rotative efficiency.

These coefficients are derived from model tests and have been reduced to numerical
formula in a fashion similar to those for resistance. All of the comments regarding
the development of numerical formula for bare-hull resistance described in Chapter 4
hold true for the propulsive coefficient relationships as well. Full descriptions of the
available methods can be found in Appendix I.

Wake Fraction

The wake fraction is a value representing the loss of water velocity into the
propulsor. Of the three propulsive coefficients, it has the greatest influence on
propeller performance. Since propeller models are tested without a hull at clear
open-water speeds, the propeller's performance as installed on a vessel must be
calculated using the actual velocity seen by the propeller (called the “speed of
advance”).

Thrust Deduction

Due in large part to fluid acceleration, there is a significant difference between the
calculated thrust of a propulsor and the useful (delivered) thrust that can be applied
to the hull. This difference – the thrust deduction – appears to be less a physical
relationship and more a historical correction that makes this complex mix of fluid
forces and motions reliably predictable in numerical calculation. While not directly
affecting propulsor performance, the thrust deduction does play a major part in the
capability of a propulsor to develop useful thrust that can be utilized.

Relative-rotative Efficiency

The least worrisome of the propulsive coefficients is the relative-rotative efficiency.

This value always approaches unity and reflects the difference between ideal and
actual efficiencies due to rotational disturbances caused by local turbulence and
shape changes at the stern. Typical values are 0.985 for multi-screw vessels and
1.02 for single-screw.

5-4
 Propulsion Analysis

Tunnel Stern Correction

Propeller tunnel corrections for high-speed craft have been adapted from research
into tunnel hull design for the U.S. Navy [Koelbel, 1979]. Charts of wake fraction,
thrust deduction and relative-rotative efficiency at different values of tunnel
immersion and tip clearance were used to establish plots of the change of these
values from a "standard" hull. Derived formula are then used to revise the predicted
values.

Shaft Efficiency

Shaft efficiency defines the losses between the output side of the reduction gear and
the propeller (i.e., the ratio of delivered power to shaft power). Principally due to
bearing friction and shaft torsion, shaft efficiency is relatively high – such as 0.97 for
single-screw vessels and 0.98 for multi-screw craft.

Gear Efficiency

Gear efficiency accounts for losses in the gear itself (i.e., the ratio of shaft power to
engine brake power). Typical diesel engine reduction gears will have efficiencies from
0.95 to 0.97.

5.a.04 - System Analysis

As stressed previously, no propeller selection or diagnostic analysis is complete

without a basic evaluation of the entire propulsion system for each important vessel
speed. This is a simple task once all of the above system components are in place.
The biggest system analysis hurdle is in the internal selection of the equilibrium RPM
(and pitch for CPP installations). This is based on locating the one RPM (and pitch)
that delivers either a particular thrust for free-running vessels or a limiting engine
power for towing. Once the RPM is defined, the analysis is simply the calculation of
the various equations and criteria at each RPM and speed.

Free-run

In a free-running equilibrium solution, a delivered thrust (thrust less the thrust

deduction) is matched to the vessel's resistance at each speed. For fixed-pitch (FPP)
propellers and waterjets, this means NavCad will identify the one RPM that produces
the appropriate thrust. With controllable-pitch applications, however, pitch and/or
RPM will need to be determined. (See the following section on controllable pitch
propellers for additional details.)

Towing

Towing vessels have a different equilibrium RPM requirement. By selecting the RPM
that uses all of the available engine power at that RPM, an analysis of maximum
possible thrust throughout the range of speeds is achieved [Gokarn, 1969]. The
useful thrust available for towing - called towpull - is found by subtracting the
vessel's resistance from this maximum possible delivered thrust.

5-5
Propulsion Analysis

Fixed RPM

This simply sets the analysis to a pre-defined RPM. It uses no physical equilibrium in
its analysis.

Acceleration

A fourth analysis type option is available in NavCad - Acceleration. This can be used
with fixed-pitch propellers and waterjets. For each entered speed, this option
calculates the vessel Acceleration (in G's) and the Time to speed (in seconds). One
constraint is that the first (lowest) speed is always considered the starting speed in
the free-run condition.

Hydrodynamic acceleration of a vessel is based on the principle of F = ma. (A good

overview can be found in Peach, 1963.) In hydrodynamic terms, the force (F) and
mass (m) can be expressed as:

F = T (1-t) - R (This force is equivalent to towpull.)

m = (1+k) W/g

where,

T = propeller thrust
t = thrust deduction
R = total resistance
1+k = added mass multiplier
W = vessel weight (displacement)
g = gravitational constant

This highly iterative internal analysis uses an equilibrium torque approach (i.e.,
Towing) to determine the potential maximum thrust at each speed. Therefore, the
engine's performance curve (i.e., torque curve) becomes a contributing factor in a
vessel's acceleration. More low RPM power sometimes means that there is more
thrust that can be applied to acceleration.

In real applications, however, more low RPM power does not affect the result as
much as one might expect. Control system constraints on the acceleration of RPM
(i.e., RPM per second) keeps an engine from spinning out of control. This constraint -
also referred to as the engine's slew rate - can be modeled in NavCad with the Limit
engine accel option. With this option turned off, the calculation allows virtually
instantaneous acceleration of engine RPM, which does not reflect the real behavior of
an engine. With the option turned on and a realistic value entered, the analysis is
limited to changes in RPM that comply with the entered slew rate constraint. Typical
slew rates vary from 50 to 200 RPM/s. You can contact the engine manufacturers for
this information.

Estimates are provided for the Added mass multiplier. For planing hulls, the
recommended value is 1.0 (i.e., no effect of added mass). Displacement and semi-
displacement hull estimates are based on coefficients derived from ellipsoids [Lamb,
1945] which take into account the 3D aspect ratio of the hull body. These coefficients
vary with hull data, and are typically between 1.04 and 1.15. (NavCad's estimates
are based on a ratio of length to the "hydraulic diameter" of the midship section
area.)

5-6
 Propulsion Analysis

Useful plots can be prepared by using the Time to speed on the X-axis and vessel
speed or engine RPM on the Y-axis. Of course, you can plot any result against Time
to speed.

5.a.05 - Evaluating Acceptable Performance

The propulsion analysis will need to be reviewed by the designer in the context of the
vessel’s mission. Criteria such as fuel consumption, efficiency and thrust will need to
be checked against duty requirements. Certain other criteria – engine RPM and
cavitation, for example – which are not specific to the mission are evaluated and
reported by NavCad. Details about the implemented criteria are described below.

NOTE: The user is encouraged to perform a check of propeller blade strength for the
application. Many examples of blade failure could have been avoided if such a check
were performed. Classification societies typically offer formula to evaluate blade
strength, but but there are also simple empirical relationships that may be suitable
[Taylor, 1943] [MacPherson, 1991].

Engine RPM

The user should insure that the engine is operating in as comfortable a zone as
possible. A comfortable point of operation – with good performance at minimum
thermal stress – is near full engine RPM and at some portion of full rated power. If it
is unfeasible to operate in this region – as it sometimes will be – then the system
should operate as close to the rated point as possible.

Even though reduced RPM may be necessary during times of low power demand, at
no time should the RPM ever be allowed to operate at less than about 35% of the
rated RPM.

Cavitation

A variety of cavitation checks have been installed for reviewing tip, face, and back
cavitation. Evaluations that fail NavCad's criteria will be noted with an asterisk (*) in
the reports. Cavitation has become the justification of choice for much of the
industry's failed propeller installations. While cavitation can contribute to a multitude
of ills – thrust breakdown, material corrosion and even structural damage – it is not
always the sole problem.

Cavitation occurs when the pressure surrounding the propeller is reduced to a level
below the water's vapor pressure. The vapor pressure is that point where a liquid
changes into a vapor under a vacuum. On a propeller blade, for example, excessive
lift (essentially negative pressure) on the blade causes the water to change state and
produce bubbles or cavities of water vapor. This tends to happen either on the back
or tip of the blade (and potentially the face), and this is where NavCad checks for
potential problems.

Tip Cavitation

At the end of any wing in motion there exists a vortex spinning off of the tip, and this
vortex is present as propeller blades move through the water. If the blade moves too

5-7
Propulsion Analysis

fast, however, this vortex can generate enough of a vacuum to trigger cavitation and
create a stream of bubbles that follows the propeller like a helix.

NOTE: More of an annoyance than a major concern, tip cavitation generally does not
affect performance, but contributes to noise and structural corrosion. By limiting the
speed of the tip through the water (linear speed, not rotational) with a reduced
diameter or RPM, tip cavitation can be avoided.

You can apply typical industry limits for tip speed – 175 ft/s (53 m/s) for 3- or 4-
bladed open propellers on free-running vessels, 150 ft/s (46 m/s) for 5-bladed
propellers on free-running vessels, 110 ft/s (33 m/s) for open-wheel towing
applications, and 100 ft/s (30 m/s) for ducted propellers.

Face Cavitation

Positive pressure on the face of the blade almost always keeps this area free from
cavitation. However, when the angle of attack is reduced so that the blade is actually
generating lift on both sides of the blade, face cavitation can occur. So, a check of
the pitch/diameter ratio against the advance of the propeller can be effective in
keeping face cavitation in check.

NOTE: Applications with low pitch/diameter ratios (for towing) that are employed in
high speed operation are typically the ones that experience face cavitation. If face
cavitation is identified, it can be cured by increasing the P/D ratio or reducing the
vessel speed. The following equation was developed by HydroComp [MacPherson,
1991] using B-series blade relationships as an approximate minimum pitch ratio
(mpr) face cavitation limit:

Back Cavitation

The most usual and potentially harmful type of cavitation is back cavitation.
Excessive back cavitation generally means there is too much power being pushed
through the propeller, and the blades are not large enough to handle the developed
thrust. Many vessels generate some amount of back cavitation almost constantly –
heavily loaded propellers in particular. This is not surprising, since most of the thrust
is generated as lift on the back of the propeller. Back cavitation can occasionally lead
to catastrophic blade failure, so it is vital to keep the amount of back cavitation at
acceptable levels.

NOTE: Back cavitation can generally be lowered by reducing the power to the
propeller, increasing blade area (by using a larger diameter or blade area ratio), by
changing from an "air-foil" shaped blade to a flat-faced (e.g., from a B-series to a
Gawn), or by reducing pitch/diameter ratio (possibly with cupping).

Due to the potentially harmful effects of back cavitation, there are a number of
criteria that can be used to warn the user of potential problems. NavCad checks
blade pressure, minimum recommended blade area, and cavitation percentage
5-8
 Propulsion Analysis

derived from the Burrill chart [Burrill, 1962]. It must be noted that the various
criteria may not always agree, so the user must look at the all of the cavitation
results to make a knowledgeable assessment.

Cavitation percentage - The prediction of cavitation percentage uses an expression

developed by HydroComp. Two lines - 10% cavitation and 5% cavitation - are
particularly useful to designers. Established formula for the 10% and 5% lines
[Blount, 1978] have proven to be significantly inaccurate at high levels of cavitation.
New formula were developed by HydroComp to improve accuracy of these lines, as
well as the prediction of cavitation percentage.

Blade pressure criteria - For open-wheel applications, NavCad sets the maximum
blade pressure warnings at 6.5 psi for free-running vessels less than 10 kts and 10
psi for vessels faster than 24 kts (with a scaled figure between these speeds).
Warnings for open-wheel towing propellers are set at 7 psi, and all ducted propellers
at 8.5 psi. (Thrust developed by the nozzle is deducted from the total thrust to
determine blade pressure for ducted propellers.)

Minimum blade area ratio (BAR) criteria - A variety of minimum blade area ratio
criteria are also available. The Keller equation [Keller, 1973] is most suited to free-
running displacement hulls, the van Manen mean line [Manen, 1962] was derived for
highly loaded, towing applications, and the 10% and 5% derivatives of the Burrill
back cavitation limit [Burrill, 1962] are especially good for fast craft.

5.b.01 - Calculation of Propulsor Performance

The thrust and torque characteristics of a given propeller are developed from
empirical tests of propeller models in a fashion similar to the resistance testing
performed on hulls. Initially, a "parent" model is designed to suit a particular set of
blade form and loading characteristics. Then a "series" of models are constructed to
conform to the parent's basic blade shape, while parameters such as blade area
ratio, pitch/diameter ratio, number of blades, and advance through the water are
varied in a systematic fashion.

Thrust and Torque Coefficients

Tests of each series were conducted in a circulating channel – reflecting "open-

water" performance – and the results of these tests were typically presented in
graphical form. On these graphs, thrust and torque performance are represented as
coefficients KT and KQ. For the propeller series available in NavCad, these coefficients
were mathematically reduced into numerical relationships and it is these formula that
are the basis of the propeller calculations in NavCad. KT and KQ are defined as:

where,

TO = propeller open-water thrust

QO = propeller open-water torque
ρ = mass density of water
n = propeller revolutions per sec
D = propeller diameter
5-9
Propulsion Analysis

KT and KQ are plotted against an advance coefficient, called J. This coefficient is

derived from the propeller speed of advance, VA, which is equal to the vessel speed
less wake fraction losses, V*(1-w). J is defined as:

where,

VA = speed of propeller advance

n = propeller revolutions per sec
D = propeller diameter

Propeller Open-water Efficiency

Propeller efficiency is the ability to turn work into useful thrust, and can be found
from the above propeller coefficients as:

Series Types

There are ten propeller series available in NavCad - three open-wheel series, five
ducted propeller series, one surface-piercing series, and one cycloidal propeller
method. The three open-wheel propeller series are the B-series [Oosterveld, 1975],
Gawn AEW [Blount, 1981] and Gawn KCA [Radojcic, 1988]. For ducted propellers,
NavCad includes Kaplan propellers in the 19A, 33 and 37 nozzles [Oosterveld, 1970]
in both Ka and Kc variants. The SP series is for surface-piercing propellers [Radojcic,
1997] and the Cycloidal is used for the "Voith-Schneider" type cycloidal propellers
[Brockett, 1991]. Complete details about the available series can be found in
Appendix J.

5.b.02 - Series Corrections

Propellers do not always exactly match the tested propeller series. The propeller's
overall size may be different, it may be thicker, or it may have edges that are not as
smooth, for example.

NOTE: NavCad allows the user to make corrections to the KT and KQ calculations to
reflect these differences through the thrust and power factors described below.

Thrust and Power Factors (KT/KQ multipliers)

A designer should try to choose the series that most closely resembles the propeller
under consideration. It is very possible, however, that none of the series will exactly
match the given propeller. Most propellers are different in some small manner or
another from these series. For example, the edges of smaller commercially available
propellers do not have the precise "knife-edge" found on the tested models. Also, the
root of the blades at the hub and the blades themselves may be heavier on certain
propeller models.

5-10
 Propulsion Analysis

Thrust and power factors are applied to KT and KQ – and in turn to the propeller's
efficiency – to account for these differences. Finding appropriate values of the factors
will require information from the manufacturer about how their propeller's
performance compares to standard series. HydroComp has included this information
in the propeller library installed with NavCad.

NOTE: Typical values for smaller commercially available propellers show a 3% to 5%

increase in KQ (i.e., power factor = 1.03 to 1.05) depending on the duty of the
propeller – with greater correction for heavier blades. Estimates are supplied in
NavCad that reflect current practice.

Geometric Corrections

NavCad includes two additional corrections for any differences in thickness/chord

(t/c) ratio and blade roughness from the series standards. The "new propeller" ITTC
value for roughness is 30 microns, and the standard value of t/c ratio is based on the
B-series formula:

where,

t/c0.75R = thickness/chord ratio at 0.75 radius

Z = number of blades
AE/AO = expanded area ratio

NOTE: Since these are based on a correction to the drag of the full scale series
propeller, these geometric corrections are only available for open propellers. Also,
roughness is not accommodated with the B-series scale correction equations.

Cupped Propellers

A widely used technique to correct and enhance vessel performance is propeller

“cup” – a curvature applied to the trailing edge of a propeller blade. Propeller cup is
simply the deformation of a propeller’s trailing edge toward the pressure face (see
the figure below). Providing a measure of camber to the blade, it changes the
pressure distribution along the blade’s chord length – adding lift toward the trailing
edge.

A propeller with cup acts like a propeller with a higher pitch. By describing the
amount of cup "drop" (dimension X above), NavCad’s cupping performance model
[MacPherson, 1997] can predict the change in thrust and power, as well as
appropriate cavitation levels.

Figure 5.1 – Example of propeller cup [MacPherson, 1997]

5-11
Propulsion Analysis

Scale Correction

An often overlooked correction necessary for a true reflection of full-scale

performance is scale correction. When a propeller is tested at a particular size (say
15 inches), the results of the test include the influence of the water's viscosity. As a
propeller is enlarged (say to 48 inches full size), the change in the effect of viscosity
is not consistent with the proportional change in the size of the propeller. The
propeller's Reynolds number (Rn) is the non-dimensional value used to define this
viscous level for each propeller condition.

The KT and KQ charts and equations are usually presented for one particular value of
Rn that represents a nominal full-scale propeller. These nominal KT and KQ values are
generally adequate "as is" for small craft propellers in slow and moderate speed
operation. As vessel speed, propeller RPM or diameter increases, however, the effect
of scale is much more pronounced. Thus, scale correction is an important
consideration for proper performance prediction.

NOTE: Scale correction is much more significant for open-wheel propellers than for
ducted propellers, since ducted propellers are typically not used in fast craft or very
large diameter applications. In fact, the numerical relationships for ducted propellers
do not account for the effect of scale in any way.

Four different methods are available in NavCad to correct for scale. The first is a
formula supplied with the B-series equations [Oosterveld, 1975]. The second is a
further correction from the nominal full-scale Reynolds number to the actual full-
scale using the 'equivalent profile' analysis method from the original B-series testing
[Oossanen, 1974]. The third and fourth methods employ a correction defined by the
International Towing Tank Conference [ITTC, 1978]. These are, third, a partial
correction from the nominal to actual full scale, and fourth, a full ITTC-78 correction
from model scale to the actual full-scale propeller.

NOTE: It has been found that the full ITTC-78 correction more closely correlates to
results of lifting line and panel method calculations, and generally provides better
real world answers - but only for larger, slower rotating propellers typically found on
merchant cargo or military vessels [Fagerjord, 1982]. For the smaller, faster
spinning propellers like those found on small craft, the original B-series analysis
methods (e.g., the 'equivalent profile' method) tend to be more reliable.

Cavitation Breakdown

The model propellers of the open-wheel series were tested in both non-cavitating
and cavitating modes. This allows for the effect of excessive cavitation on KT, KQ and
efficiency to be evaluated. The methods used to find the breakdown of thrust and
torque are different for each series:

• B-series - limiting thrust load and torque load coefficient lines [Blount, 1978].
• Gawn AEW and Gawn KCA - a relationship based on a re-analysis of the Gawn
KCA data using cavitation and loading coefficients [MacPherson, 2006].

NOTE: Care must be taken in the use of this correction. It is important to keep the
objective of the analysis in mind. In early stages of design, the goal is eventually to
select a well-behaved optimum propeller, so it may be appropriate not to apply
cavitation correction for things like early-stage shaft power prediction or propeller

5-12
 Propulsion Analysis

selection. (In other words, even though the particular calculation may not exactly
reflect true performance, cavitation breakdown would eventually be eliminated.) On
the other hand, for a diagnostic evaluation of an existing system, or during final
design stages, it is appropriate to apply the effect of cavitation.

Shaft Angle Correction (Oblique Flow)

Please refer to section 5.b.08 - Oblique Flow for more information.

5.b.03 - User-defined KT/KQ

Rather than using a propeller series (e.g., B-series) to define the performance of the
propeller, you can directly point to known KT/KQ performance by using a user-defined
(or custom) KT/KQ library file (*.KTQ). Where a propeller series uses a systematic
collection of KT/KQ tests to make up a performance algorithm, a KT/KQ file points
directly to the actual performance of a single propeller.

Since a KT/KQ file is for a single pitch/diameter ratio and blade area, you cannot use
this to find an optimum propeller. You can, however, take a file with data
representing the actual performance of your propeller and use it for a Propulsion
analysis. Please refer to Chapter 3 for detail about creating and saving user-defined
KT/KQ files.

5.b.04 - Aligned Series

A propeller Aligned series prediction correlates a series prediction to a user-defined

KT/KQ file, allowing the user to alter the series' prediction based on the performance
of the model. The resulting KT/KQ figures reflect the qualitative "shape" of the
underlying series, with a quantitative correction derived from the propeller model.

The model propeller's performance data is defined via a user-defined KT/KQ library
file (*.KTQ). Please refer to C.b.04 - Custom Kt-Kq File Editor for details about
creating and saving user-defined KT/KQ files.

To insure the best possible predicted results:

• Choose the propeller series that is most similar to your model propeller.
• It is recommended that the EAR per blade be similar.
• Aligning to a higher pitched propeller typically insures more well-behaved
results.

5.b.05 - Comments on the Nature of Propellers

Marine propellers are also known as "screw propellers" for a very good reason. They
are geometrically like a very short screw thread moving through the water. This
analogy will be used to help describe some of the various characteristics of these
propellers. It will also be useful to think of each blade on the propeller as a short
wing, with all of the corresponding characteristics – such as angle of attack and lift.
This very short wing will be moving through a dense fluid in the rotational screw
pattern.

5-13
Propulsion Analysis

Pitch, Speed and RPM

Using this screw thread analogy, an examination of the relationship between

propeller pitch, rate of revolution (RPM) and axial speed (directly related to vessel
speed) shows axial speed to be a function of the pitch times the RPM. Put another
way, to increase axial speed (and thus ship speed), pitch or RPM must also be
increased.

However, since this screw is moving through a viscous fluid (water) rather than a
solid (like wood), a speed increase can only occur because an increase in pitch
translates to an increase in thrust. This increased thrust is possible due to the
increase in the blade's angle of attack. (Remember the wing analogy?) Propeller
pitch is related to the angle of attack through the pitch/diameter (P/D) ratio. So, in
the functional range of propeller P/D ratios, an increased angle of attack provides the
propeller with an increase in the lift of each blade and an increase in the thrust of the
entire propeller.

An increase in thrust is not without its costs. This increase in angle of attack also
increases the drag of each blade, and thus increases the power required to rotate the
propeller. It is important to think of this new thrust capability as an increased thrust
"potential". Greater thrust is possible, but the application will have to pay for it with
increased power.

It may seem that to increase speed, you only need is to increase pitch and engine
power. In theory, this statement is true – if system efficiency and overall
performance were of no concern. For a given speed and RPM, however, propeller
performance reaches its maximum efficiency at one particular pitch/diameter ratio –
beyond which the efficiency begins to degrade.

Diameter and RPM

It is at this optimum pitch/diameter ratio that the system offers the highest
efficiency and minimum power consumption for the given speed. An attempt to
increase speed or thrust by increasing pitch (and still keep a high efficiency) would
demand that the pitch/diameter ratio be kept near this optimum value. Thus, any
increase in pitch must be accompanied by an increase in diameter. Neglecting this
needed increase in diameter would produce a poorly performing propeller.

An increase in pitch and engine power usually requires the designer to use a larger
propeller. If an increase in diameter is not possible – due to structural demands or
the desire to keep an acceptable clearance from blade tip to the hull – an increase in
engine power is generally not effective in increasing thrust and speed.

How can speed and thrust be increased if the application becomes diameter and
pitch limited? The screw-thread analogy, remember, points out that an increase in
propeller RPM also achieves a greater speed. This increase in RPM can be
accomplished by decreasing the reduction ratio of the transmission gear. It follows
that each gear ratio will have a different optimum diameter and pitch. The gear ratio
that produces an optimum diameter closest to the maximum limiting diameter will
likely produce the most efficient system.

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 Propulsion Analysis

5.b.06 - Controllable Pitch Propellers

When using controllable pitch propellers (CPPs), NavCad offers three approaches to
find the unique combination of RPM and pitch that produces the correct thrust or
power for a free-run or towing analysis - a) constant RPM, b) maximum efficiency
and c) combinator line.

In the constant RPM case, the only variable to modify is pitch. However, if the pitch
exceeds the limiting P/D range of the propeller series, the routine will modify the
RPM.

Selecting the maximum efficiency option causes NavCad to search for that one
unique combination of pitch and RPM that produces the maximum open-water
propeller efficiency. This combination will produce the most thrust with the least
power.

Even though the propeller may be operating at its maximum efficiency with the
previous option, it may be useful to review CPP operation in an area of maximum
engine efficiency or minimum engine stress. The combinator line option is used for
this. In the engine library file performance data, the user can define what is known
as this "combinator line". This is a line of power vs. RPM that the CPP will always
follow. This line is often located along a line of minimum fuel consumption, thereby
allowing an analysis with reduced fuel is an objective.

5.b.07 - Waterjet Performance

In addition to propellers, propulsion analysis calculations in NavCad can be

performed with waterjets. Unlike propellers, however, waterjet characteristics are
stored in NavCad waterjet library files (much in the same way that engine
characteristics are stored in NavCad engine library files). By selecting a waterjet
model (i.e., the file) and one of the impellers for the model, the calculations with a
waterjet are virtually identical to those with a conventional propeller. Given a
waterjet model, an impeller choice, vessel speed and shaft RPM, the information
stored in these files are used to calculate thrust and power.

Waterjet Data

Waterjet performance data is usually provided by the manufacturer in a dimensional

form like the two charts as shown below. The first chart is waterjet-specific Speed-
Power-Thrust curves (typically on lines of constant power), and the second is an
impeller-specific Power-RPM curves (one curve for each available impeller). The
NavCad waterjet data files store this information.

5-15
Propulsion Analysis

Thrust and Torque Coefficients

Like conventional propellers, waterjet performance can represented by coefficients

[MacPherson, 2000][MacPherson, 2002]. The first set of coefficients employed by
NavCad are CP and CT - coefficients for power and thrust respectively. One
characteristic of the Speed-Power-Thrust curve data is that they will collapse onto a
single line when CP is plotted against CT.

CP and CT are defined as:

where,

P = shaft power; T = thrust

ρ = mass density of water
An = nozzle area
Vs = ship velocity

Propulsor efficiency is simply the ratio CP/CT. (This efficiency corresponds to a

propeller's open-water efficiency.)

Another waterjet coefficient that is used by NavCad is a torque coefficient (KQ) which
is in the same form as KQ for a conventional propeller. It is defined as:

where,

P = shaft power
ρ = mass density of water
n = shaft speed
Di = impeller diameter

The KQ coefficient is a function of the selected impeller and may be a constant value,
or it may vary with RPM. Data for calculating this coefficient is taken from the Power-
RPM curves.

5.b.08 - Oblique Flow

Propeller performance is typically evaluated from model tests. Tests of individual

propeller models are used to determine the thrust and torque performance for a
particular application, while the multiple tests of a propeller "series" are the basis for
prediction charts and formula (e.g., B-series).

One characteristic of virtually all propeller model tests is that the water flow is axial
(i.e., in line with the propeller axis). Axial flow is suitable for laboratory tests, but it
does not necessarily correspond to real "behind-the-ship" applications. In fact, true
axial flow is rare.

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 Propulsion Analysis

Fortunately, non-axial flow - commonly known as oblique flow (or inclined flow) -
does not cause much of an influence on propeller performance as long as the angle
of the oblique flow is small. What is considered small? That depends on the
application, but one would expect to see measurable effects at 5 degrees of shaft
angle and significant effects at 10 degrees or more.

Cosine Effects

Boats and ships travel horizontally. Therefore, the useful thrust for forward motion is
horizontal. A shaft angle (as measured against horizontal motion) causes the useful
horizontal thrust to be a function of the cosine of the shaft angle (as shown in the
picture below). For example, the cosine of 5 degrees angle axial is 0.996, which is a
loss of 0.4% useful thrust. The cosine loss for 10 degrees is 1.5%, and it is 3.4% for
15 degrees. However, this thrust loss is often offset by an increase in the axial thrust
due to the inflow angle of the water, as is described below.

Added Rise of Run and Inflow Angle

As mentioned above, the boat travels horizontally. The water into the propeller,
however, does not necessarily follow a horizontal path. It typically will follow the
buttock line shape of the stern (i.e., the "run") at the propeller. This "rise of run"
must be added to the shaft angle to determine the true inflow angle of the water.

(In some cases, the added rise of run angle might be considered from the
perspective of the water flow not the shape of the bottom. For example, the water
flow of a tugboat pushing a very deep ITB barge might be coming into the tug's
propeller at an angle higher than the tug's angle of the stern run.)

Inflow Angle Effects

Consider the four-bladed propeller shown in the graphic above. The blades at 3-
o'clock and 9-o'clock will have different positive and negative inflow angles relative
to the blade. The performance effect is that one will be under-pitched and one over-
pitched. (The 12-o'clock and 6-o'clock blades will be essentially unaffected.) This
difference in pitch angle relative to the water flow creates an asymmetry or an
"imbalance" in lift and drag on the propellers.

5-17
Propulsion Analysis

Torque is the integration of blade drag. As a propeller rotates, the drag of the blades
is what creates its particular applied torque requirement. In oblique flow, one half of
each rotation has more drag than the other half. The cumulative effect of this is a
reaction force to the unbalanced drag, sometimes called a lateral force or a bearing
force. By isolating the plane of the shaft angle, one can determine the critical
reaction force - the vertical force (Fv).

Given the nature of the blade twist from root to tip, these effects will be greater in
the root area and will also be greater for higher pitched, slower turning propellers
than they would be for lower pitch propellers at a higher RPM. Due to this, shaft
angle is a significant contributor to root cavitation.

Net Thrust and Torque

The overall torque tends to be greater in oblique flow. In other words, the increase in
torque on the "high pitch" side is greater than the decrease in torque on the "low
pitch" side. Likewise, the axial thrust (Tx) will be larger in oblique flow. However,
this is offset by an aft-pointing horizontal vector of the vertical force (as illustrated
above). So, one often finds very little change in horizontal thrust for the same boat
speed and RPM, but the effect on torque can be substantial. The plots below
illustrate these effects.

Calculation Technique

HydroComp has developed a calculation technique to evaluate the effect of oblique

flow on a propeller, including any cavitation losses that might occur with the higher
inflow pitch angle. The following plots illustrate the results of a validation study for
this technique. Predicted results are compared to model test results for a model
propeller with P/D=1.0 at 15 degree shaft angle [Peck, 1973].

In the left plot, the oblique flow prediction for 15 degrees shaft angle (solid line) is
compared to the test points. The zero shaft angle prediction (dashed line) is shown
for comparison. This clearly demonstrates the effects of oblique flow - minimal effect
on horizontal thrust, but a significant effect on torque.

The increase in cavitation breakdown is shown in the right plot. It is apparent that
there is greater breakdown for the 15 degree shaft angle (solid line) than for zero
shaft angle (dashed line) at the 1.5 advance speed cavitation number.

5-18
 Propulsion Analysis

Ducted Propellers and Oblique Flow

The existence of a nozzle (duct) around a propeller greatly alters the effect of oblique
inflow. Nozzles act as flow straightening devices, so that in the typical range of shaft
angle (i.e., 15 degrees or less) the propeller will see water more-or-less axially. (This
is not necessarily true at the very large oblique inflow angles that you might find
with azimuthing drive tugboats used for ship assist.)

Based on HydroComp's initial research into the subject of ducted propeller

performance in oblique flow, the only effect that is currently applied to ducted
propellers in NavCad is the cosine correction for the horizontal thrust vector. The
axial inflow velocity is assumed to be the same as the horizontal free-stream
advance velocity. This assumption is supported by the research, especially at high
propeller loading (i.e., high thrust and low speed).

5.c.01 - Finding Optimum Propeller Performance

Propeller design and selection is, without question, one of the disciplines of naval
architecture that has not yet found a replacement for experience and knowledge.
Fortunately, any propeller selection process can be successful if the initial design
conditions are appropriate. On the other hand, unrealistic data will likely produce
unrealistic results.

It is imperative that the user be knowledgeable of the effects and consequences of

the different propeller characteristics. With numerous commercial models and
custom designed propellers available to the designer, it is necessary to fully
appreciate the effects of the different propeller characteristics on performance and
on the selection of optimum propeller parameters. Choosing the best type of
propeller is often as important as choosing the best diameter and pitch.

Propeller Series

Each propeller - regardless of all other features - can be categorized by a particular

configuration (either open-wheel or ducted) and by a tested model series type. Each
series (such as the B-series) has only one configuration (e.g., open-wheel for the B-
series), though it may vary in the number of blades and other parameters. The very
first propeller selection decision is typically whether to use an open-wheel or a
ducted (nozzle) configuration.

Although the exact point of distinction is somewhat obscure, ducted propellers are
most effective for low speed high thrust applications like towing. In fact, the
replacement of an open-wheel propeller with a suitably selected ducted system can
increase tow pull (and subsequently reduce fuel consumption) sometimes by as
much as fifteen to twenty percent.

Ducted propellers - Propellers in ducts or nozzles are most often of the Kaplan
blade type with a nozzle called the 19A [Oosterveld, 1982]. The Kaplan blade shape
is specifically designed for use in a nozzle, and the 19A nozzle is a good, general-
purpose duct. The 37 nozzle is also popular with docking tugs and the like because of
its superior backing abilities. The 33 nozzle is a flow decelerating duct, used to
contain cavitation in highly loaded applications.

5-19
Propulsion Analysis

A variant of the Kaplan Ka series is the Kc. The Kaplan Kc series [Yossifov, 1986] is a
modification of the more well-known Kaplan Ka series in 19A and 37 nozzles. The
only difference between the two is in the blade outline, which is rounded near the
tip. The Kc series also goes by the name "round-tip Ka".

Open-wheel propellers - If an open propeller is chosen, the choice of propeller

series offers further refinement in the selection process. The available numerical
algorithms for openiwheel propellers are of one of two propeller series - the B-series
or the Gawn (both Gawn AEW and Gawn KCA) series.

B-series propellers are manufactured of an airfoil shape (also called a Troost form)
with a rounded leading edge, and generally is slightly more efficient that a Gawn
propeller. B-series propellers do have the undesirable attributes of a slightly more
complex shape (and the accompanying machining difficulties) and greater localized
lift on the blade, which can lead to an early inception of cavitation with high thrust
loads – making it unsuitable for towing or other high-thrust applications.

Gawn propellers, on the other hand, are the first choice for a wide variety of uses.
From towing to high-speed propellers, the Gawn shape (ogival shape) is used on the
majority of small commercial propellers in spite of its slightly lower efficiency. Due to
the flat propeller face and a back of circular arc, a Gawn blade is easier to
manufacture than a B-series blade, and its more evenly distributed lift makes it less
prone to cavitation. The differences between the Gawn AEW and the Gawn KCA
series (as well as a complete description of all series) are noted in Appendix J.

Surface-piercing propellers - A surface-piercing (SP) propeller is a type almost

exclusively used for very fast craft. It is typically transom mounted with the upper
half of the propeller out of the water. This type of propeller is not suggested for
anything but fast planing hulls. Please refer to Appendix J for more information about
the SP series.

Cycloidal propellers - This type of propulsor is nothing like a conventional screw

propeller. It is more like a vertical wing that generates thrust as it rotates about an
"orbit diameter" on the bottom of a hull. It is popular for maneuvering assist
applications as it can generate thrust in any direction. Please refer to Appendix J for
more information about cycloidal propellers.

Diameter

In theory, the largest diameter produces the greatest possible efficiency, so the
selection of diameter is more often than not determined by the available stern
opening. Like all physical trends, however, there are practical limits that should be
observed since this is not always the case.

Some clearance must exist between the hull and the propeller tips to control noise
and vibration. The extent of this clearance depends upon the application, but is
usually ten to twenty percent of the diameter. Single-screw installations tend to
require greater clearance than multi-screw.

Cavitation also plays an important role in the selection of diameter. Excessive tip
speeds – a function of the diameter and RPM – can generate tip cavitation. Since
propeller RPM is often dictated by an existing reduction ratio, the diameter may be
the only parameter that can be changed to correct this.

5-20
 Propulsion Analysis

Finally, many manufacturers offer their propellers in fixed diameters. It does no good
to select a diameter that is not available.

Pitch

Like diameter, pitch is also typically available only in fixed increments. The range of
available pitch is generally quite extensive, so the pitch can usually be selected to
maximize the efficiency and thrust for the given speed, with only a slight correction
to the closest available size.

There are only a few practical limitations to the extent of pitch. Face cavitation can
become a problem if a vessel is operating at a speed much greater than the optimum
speed for that pitch. Manufacturing limits may come into play for faster vessels, as
pitch/diameter (P/D) ratio limits is typically limited to 2.0 for most open-wheel
propellers.

Blade Area

Small changes in blade area do not greatly affect theoretical performance. The trend
is that less blade area increases efficiency – wings with a higher span-to-chord
aspect ratio are inherently more efficient. The primary function of blade area is to
distribute generated pressures so that the lift in any particular spot stays below the
cavitation-inducing level. The idea is to use as little blade area as possible while
retaining enough to distribute the pressures.

In addition to the cavitation limits, there are other upper and lower limits to
maintain. If a blade area is too low, structural concerns will require that the
thickness of the blades be increased, resulting in a reduction in efficiency. An upper
limit on blade area ratio of 1.1 for open-wheel propellers or 1.0 for ducted propellers
is typical of manufacturing capabilities.

Number of Blades

Like blade area trends, fewer blades means greater theoretical efficiency. The
number of blades and blade area often go hand-in-hand. A survey of commercial
propellers shows that 3-bladed models typically have a blade area ratio range from
0.4 to 0.6, 4-bladed from 0.4 to 0.8 and 5-bladed from 0.6 to 1.0. So, more blade
area often means more blades. In spite of this, the selection of the number of blades
may occasionally be determined by other factors.

The principal reason for using a number of blades different from the one that goes
with the best blade area ratio is to control noise and vibration. The interaction of a
blade passing a piece of stern structure or appendage (particularly skegs and struts)
can set up a pressure pulse (which can also help to trigger cavitation). In such cases,
the best cure may be to revise the number of blades so the frequency of the passing
pulses is changed.

Skew

Another means of reducing the pressure pulse mentioned above is to employ a

propeller with skew. The swept blade of a skewed propeller can help to minimize
these effects by causing each blade to pass behind an appendage a little at a time.

5-21
Propulsion Analysis

Where a non-skewed blade would encounter this area all at once, a skewed blade will
proceed into it from root to tip, reducing the large periodic pressure changes as each
blade passes. One side benefit is that this reduction in vibration also makes it
possible to use a slightly smaller tip clearance (larger diameter) on certain
installations.

So why not always use a skewed propeller? Even though a skewed propeller can help
to improve vibration and cavitation, it will not materially improve the ahead thrust or
power characteristics. It will often, however, result in a significant decrease in
backing effectiveness. It also is generally more expensive to build a skewed propeller
due to its more complex blade shape.

Revolution

The selection of the optimum RPM must be made in conjunction with the diameter
because as the optimum RPM is decreased, the optimum diameter is increased. The
largest diameter and the lowest RPM typically produces the greatest theoretical
efficiency. However, the RPM can only be effectively lowered (and optimum diameter
increased) until the maximum allowable diameter is reached.

NOTE: NavCad makes it easy to evaluate the optimum RPM and maximum diameter
relationship by allowing the user to simultaneously solve for the reduction gear ratio
along with the propeller parameters.

5.c.02 - Choosing Conditions for Sizing

NavCad's propeller selection algorithms search out the best combination of

parameters for a single given design condition. This condition is defined at a) one
vessel speed, b) one propeller RPM and c) one particular applied load (either power
or thrust). The appropriate choice of these three items can make the difference
between a successful selection and a vessel that will experience speed loss, engine
overload or increased maintenance. The relative criteria for the choice of the design
condition have long been debated [Kresic, 1983], but suitable decisions are usually
easy to make.

Design Speed

Speed contributes heavily to the calculation of pitch, and the overall performance
depends on a proper pitch. Since ships rarely operate at only one speed, a different
pitch for each speed would be ideal. With controllable-pitch propellers (CPP), this is
possible, but in fixed-pitch propellers this is not an option, so the choice of an
appropriate design speed is obviously very important.

The decision must be made to choose some design speed that is a compromise from
amongst the principal operating speeds. A successful compromise can usually be
made by selecting a time-weighted average of these speeds.

For example, in a free-running application (like a motor yacht) where “top-end”

performance is crucial, the design speed will be the maximum operating speed. The
designer willingly sacrifices some low speed performance for maximum speed and
“top-end” efficiency. In a multi-duty craft, where a significant amount of time is
spent at low speed as well as at top speed, the compromise design speed will

5-22
 Propulsion Analysis

typically be some value between the two. It will be closer to top speed if the low
speed operation is intermittent, but closer to cruising speed if most of the time is
spent in these lower speed operations.

NOTE: The user may need to modify design speed through the various selection
stages to keep such considerations as top speed, engine RPM or cavitation in line.
This process has always been highly iterative, and the interactive structure of
NavCad should be exploited to quickly review as many design options as is deemed
necessary.

Load Identity and Design Point

NavCad allows a user to select propeller parameters to meet either of two design
load options – referred to as "identities" by propeller designers. These design
identities are Power and Thrust.

The selection of Thrust vs Power for the "identity" of a propeller sizing is generally
determined from the objective of the sizing. For Towing applications, which are
heavily influenced by the development of thrust based on a maximum installed
engine power (such as you would see with a harbor tug pushing a tanker, or during a
bollard test), you would typically always size for the installed Power.

Free run applications would be considered differently. Early in the design process,
before an engine model is selected, you generally are interested in finding a
propeller to match the hull's resistance demand (using the Thrust identity). Given
your defined maximum diameter, the propeller will then be optimized for a proper
thrust requirement, and you can see the corresponding required power and optimum
RPM to help select your engine and gear ratio. (Remember to consider your service
margins throughout this process.) Later in the design, you may want to shift to a
Power identity, which would size the propeller for some portion of the installed power
and RPM (such as 90% MCR if you had added a 10% service margin when selecting
the engine model). One reason to shift to a Power identity is that the installed power
would typically be a more reliable figure that any thrust requirement. As we all know,
there is a lot that can change about the vessel between the time we do the design
and it actually gets into the water. Therefore, by using a Power identity later in the
design we are "optimizing" the propeller for that piece of data which is likely more
stable - the engine power.

Like Design Speed, the Design Load (either a thrust of power depending on the
Identity) should reflect a reasonable duty-based average. Since a vessel operates
between a "calm-water" and "in-service" condition, the design load should be based
on some suitable average value.

Changes in propeller loading over time are typically caused by changes in the hull
itself or in how the hull is used. Adding heavy equipment, running in wind and seas,
or letting the hull foul will all increase resistance and slow the vessel. This reduction
in speed relative to pitch raises the effective angle of attack, increasing developed
thrust (which is applied to the higher thrust demand), but it also increases the power
required to turn the propeller. Both resistance and power will vary during the vessel's
life time. Depending upon the type of duty, a boat may encounter an increase in
loading of as little as zero (in pleasure craft, for example) or much as twenty percent
(for high-demand work boats) over the life of the vessel. A suitable power margin
should be applied to reflect this.

5-23
Propulsion Analysis

Engine Considerations

In discussing propeller load, it is necessary to remember the reality of engine

limitations. It will be through an understanding of these limitations that a designer
can insure a successful propeller installation. Any potential change in load demand
should be addressed in a suitable operating regime of the engine, and the choice of
design power should include these considerations.

Even though a vessel is installed with a 1000 kW engine, for example, designing the
propeller to use all 1000 kW may not be appropriate. A diesel engine typically
operates comfortably in an area at full RPM and some slightly reduced power. If an
engine is functioning at less than rated RPM and using all of its available power at
those RPMs (i.e., moving back down the engine performance envelope), excessive
fouling, smoke, and greater stress will develop. If a propeller is designed for exactly
the rated power and RPM, any increase in required power or loss in hull speed will
cause the engine to begin to operate in this undesirable region. Therefore, in
addition to gear and mechanical shaft losses, some additional power may need to be
held in reserve – out of sight of the propeller, so to speak.

NOTE: It is important not to forget parasitic losses associated with immediate power
demands – such as an engine driven hydraulic pump for fishing vessels. Driven by an
engine power take-off (PTO), these attachments often use a great amount of power
that is then not available to turn the propeller. If the PTO is engaged when the vessel
is running, then the design power would need to be reduced by the amount of the
auxiliary's demand.

Numerical Propeller Selection Procedures

The propeller selection algorithm found in NavCad uses a powerful technique to

select optimum propeller parameters [Markussen, 1979]. It determines the unique
combination of RPM, propeller diameter, pitch, and blade area ratio that meets load,
maximum efficiency and cavitation requirements. This selection procedure searches
for the propeller parameters that:

1. match a given load,

2. operate at a point of maximum efficiency (i.e., maximum thrust and minimum
power), and
3. keep cavitation at an acceptable level.

In mathematical terms, this is a simultaneous solution of equations and variables.

Equations of power or thrust, efficiency and cavitation are used to solve for diameter,
pitch and blade area. These equations are built from the numerical KT and KQ
representations of the propeller series' performance, as well as a back cavitation
"minimum BAR" limit chosen for the specific application.

The solution for an optimum propeller RPM – and thus reduction ratio – is found by a
process that iterates these simultaneous solutions until the highest efficiency is
found.

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 Propulsion Analysis

5.d.01 - Engine Performance

All of this discussion about thrust and efficiency has been viewed from the
perspective of the propeller. What of the engine? How is this a part of the system?
The engine's job is really quite simple. Its whole function is to provide enough power
to turn the propeller at the needed RPM. That's it. The spinning propeller produces
the thrust. The engine simply has to overcome the drag of the propeller blades
(torque) to keep it spinning.

How does the propeller relate to the engine? Power-RPM curves can provide us with
a clue. In the figure below, propeller "required power" curves are plotted against an
engine’s "power envelope".

Propeller-I has the highest pitch/diameter ratio, and Propeller-VII the lowest. Also,
the power curve for Propeller-I passes through the engine’s rated point – this shows
us that Propeller-I was designed to use full rated power at 100% rated RPM.

Absorption of full power at full RPM is fine for ideal operation, however, if the boat
were to get caught in heavy seas, it would need more thrust (and power) to maintain
speed. Since the propeller is already using full power, the boat will slow down and
the engine will be overloaded. If the boat were designed with a power margin, like
we see for Propeller-VII, it would have sufficient additional power to maintain speed.
Of course, this means the use of an engine with higher power.

Figure 5.2 – Engine vs. Propeller Power Curves [Kresic, 1983]

There is one minor addition that needs to be made to this picture. Not only does the
engine need to overcome the blade drag, it will also be required to handle a small
added load from shafting and gear losses. Shaft losses are only about one to two
percent, but gear losses can be as much as five percent. The power required by the
propeller may need to be increased by as much as six or seven percent by the time it
reaches the engine, and it is imperative to keep track of which "power" is being
used.

5-25
Propulsion Analysis

Fuel Rate

The prediction of fuel rate for each speed is through a simplified calculation of
“specific fuel rate”, whereby the user-entered fuel rate for the engine’s power and
RPM curve is divided by the corresponding power. This “fuel rate per power” value is
then used to predict fuel rate for the actual engine power at each speed. Since an
engine’s highest fuel efficiency is typically near its rated point, actual in-service fuel
rates may be slightly higher than predicted at lower vessel speeds (i.e., at lower
power).

5-26
Chapter 6: Supplemental Tools
NavCad provides a number of supplemental tools, which are independent of standard
resistance or power prediction analyses. You can find these utilities and calculations
in the Vessel analysis, Propulsion analysis, and Utilities groups under the Tools
menu.

Clicking on one of the Quick-calc reports will immediately run a prediction and
launch a report. All data, results and parameters are shown on the report. The other
supplemental calculations will be launched from its own data entry form.

6.01 - Dynamic Trim

Planing hull analysis in NavCad incorporates an equilibrium-trim analysis, which

identifies the dynamic operating trim at each speed. Certain non-planing hull types
(i.e., transom-stern "semi-displacement" forms) also will trim at higher speeds. The
dynamic trim supplemental calculation provides predictions for this dynamic trim.

Ct-based hulls

There are two prediction methods available for Ct-based hulls - NPL [Radojcic, 1997]
and NTUA [Radojcic, 2001]. Please review the calculation report and the
corresponding resistance prediction method page for more information about the
range of parameters and hull types used for the methods.

Planing hulls

In addition to the integrated equilibrium-trim prediction that is found during the

planing hull resistance prediction analysis, there is one additional planing trim
prediction method - Nagai [Nagai, 1993]. Please review the calculation report for
the method's range of parameters.

6.02 - Vessel Squat

Shallow water contributes to a variety of hydrodynamic effects. In addition to an

increase in vessel drag, there is also a corresponding sinkage and trimming of the
hull. These effects are known as squat.

Ct-based hulls

Two methods are available for the prediction of sinkage and trim due to squat effects
- Millward [Millward, 1992] and Ankudinov [Ankudinov, 2000]. Please review the
calculation report for each method's range of parameters.

6.03 - Blade Scan Analysis

The Blade Scan Analysis is a utility to help you estimate important propeller
parameters from typical blade scan data. Using measured chord and pitch from the
blade scan, this utility will provide estimates for mean pitch (also known as the
hydrodynamic effective pitch) and EAR (the expanded blade area ratio).

6-1
Supplemental Calculations

Note: The data in this utility are not connected to the active data for the project
(e.g., Diameter). They are separate from the project, so that you can use this utility
for any propeller. However, the data in the utility will be retained in the active
NavCad project file.

Propeller data

Description
A description is used to identify the blade scan. This can be a reference name or a
job number, for example.

Units
A choice of various SI and Imperial units (ft, m, in and mm) for the blade scan.

Blade count
The number of blades on the propeller. This utility allows 2 to 7 blades.

Diameter
The tip-to-tip diameter of the propeller.

Design pitch
The design pitch declared for the propeller. This is not used in any calculations, it is
shown for reference only.

Scan data

Radial Position
The position of the particular scan radius as compared to the propeller tip radius.
Thus, Radial Position expresses the scan's position along the propeller radius. For
example, a Radial Position value of 0.7 indicates that the scan being described is
placed at 70% of the propeller radius from the propeller axis. Allowable values are
between 0.2 and 1.0.

Chord
The length of the expanded blade from leading edge (LE) to trailing edge (TE) at the
radial position. This is not the straight-line distance measured from LE to TE, but is
the length of the path of the scan along the pitch helix.
6-2
 Supplemental Calculations

Note: Some blade scanning devices report a blade angle rather than a
chord length. You can calculate chord length using blade angle, radial
position, diameter and pitch, from:

Chord = (BldAngle / 360) * (((RadialPos * PI * Diam)^2) +

(Pitch^2))^0.5

Blade angle is in degrees, radial position is a fraction of 1 (e.g., 0.7),

and diameter and pitch are in the defined length units. Chord will be
also in length units.

Pitch
The local pitch at the radial position as determined by the blade scan.

Parameters

EAR basis
The estimate of EAR requires the user to match the entered chord lengths to an
equivalent propeller outline. A number of standard outlines (e.g., B-series, Gawn)
are provided. When one of the outlines is selected, the utility scales the outline to fit
through the average of the entered chord lengths. The closest fit between data and
outline will generally provide the most accurate estimate.

EAR
The estimated expanded blade area ratio for the given chord lengths and selected
EAR basis.

Mean pitch
Mean pitch is also known as the hydrodynamic effective pitch. It is found using a
technique called "chord-radius integration", and it identifies the pitch that would be
used for performance calculations (e.g., sizing) on propellers with a variable pitch
distribution.

Note: Mean pitch is not necessarily the same as average pitch,

nominal pitch, or any other pitch, for that matter. Manufacturers have
different ways to identify the pitch of a propeller, such as the pitch at
the 0.7 radial position. Mean pitch is the value for sizing and analysis.

Pmean/D
This is the Mean pitch divided by the Diameter. Values generally fall between 0.6 and
1.6 (with a range of 0.5 to 2.2 at the extremes).

Data plot

Outline and Pitch Graphs - These graphs display values in the data table. The
Outline graph shows the entered chord values against the outline selected as the
EAR basis. The Pitch graph shows the entered pitch values and the calculated Mean
pitch (as a point).

6-3
Supplemental Calculations

Buttons

New
Use this button to clear all entries in the form and begin a new analysis.

Report
To create and display a Blade Scan Analysis report.

Close
Click this button to close the utility and return you to NavCad.

Help
This button will open the help file associated with the Blade Scan Analysis.

Example

Here is a simple example which will demonstrate the use of the Blade Scan Analysis
utility. Start by launching the utility from the main program.

1. Click the New button to clear any data and begin a new analysis. If no data had been
entered nothing will happen, but if there was any data associated with the NavCad file,
hitting the New button would clear all data.
2. Enter these values in the corresponding Propeller data fields:
Description = Example propeller scan
Units = select in
Blade count = select 4
Diameter = 24
Design Pitch = 24
3. Click on the Scan data table and enter the values for the three columns (Radial Position,
Chord, Pitch):
0.9, 8.99, 24.05
0.7, 9.88, 24.7
0.5, 8.25, 23.9
4. As the data is entered it will graphically appear in the data plot. Click the Pitch and Outline
option buttons to toggle between the graphs. A small red box with crosshairs will appear in
the Pitch graph to display the calculated value of the Mean pitch.
5. Go to the Parameters group to select your EAR basis outline:
EAR basis = select Gawn
6. The data plot should now look like the plot in the screen picture at the top of the page. Note
how the three points match well to the Gawn outline.
7. Your analysis is now complete. Click the Report button to format and display a Blade Scan
Analysis report.
8. When you are ready to close the utility and return to NavCad, you can click the Close
button.

Note: Radial Position values are entered non-dimensionally as a fraction of 1, while

Chord and Pitch values are entered in their length units.

Note: Try the other EAR basis options and look at the shape of the outlines as
compared to the data. Also look at the calculated estimate of EAR for each outline.
After you have investigated this, be sure to change the basis back to Gawn.

6-4
 Supplemental Calculations

Improving accuracy of Mean pitch with more data

The example above illustrated the typical use of three scans at 0.5, 0.7 and 0.9
radial position for a real propeller model with variable pitch distribution (e.g., pitch
reduction at the both the root and tip). If a precise value of Mean pitch is needed
and the propeller has a variable pitch distribution, then increasing the number of
radial scans may be justified.

Using additional scan data for the example propeller, we can see the difference in the
estimated pitch.

Calculated
Scans Radii
Mean pitch
7 0.2, 0.3, 0.5, 0.7, 0.9, 0.95, 1 23.96 in
4 0.3, 0.5, 0.7, 0.95 24.10 in (0.6% diff)
3 0.5, 0.7, 0.9 24.37 in (1.7% diff)

The improvement in accuracy is modest, suggesting that the typical three scans at
0.5, 0.7 and 0.9 radial position offer a reasonable estimation of Mean pitch.
However, if the pitch distribution is highly variable, then additional scans toward the
root and tip should be considered.

6.04 - Barge Train Resistance

This supplemental calculation allows for a prediction of the resistance of a barge train
(i.e., flotilla) with its pushboat. It places the resistance prediction into the results
array, and sets the Bare-hull drag prediction option to User (meaning that you want
NavCad to use this "user-defined" data and not another prediction).

Barge train resistance was included in early versions of NavCad. The barge train as a
vehicle did not correspond to a particular hull type and user surveys indicated that it
was rarely used, so it was removed during a prior upgrade of NavCad to allow for
better process flow of the program. As a result of this early support for barge trains,
however, some barge train data from legacy NC3 and NC4 files can be imported and
used in this new calculation.

6-5
Supplemental Calculations

Description
A description for the prediction.

Length on WL
The length on waterline for the pushboat.

Max beam on WL
The beam on waterline for the pushboat.

Max molded draft

The draft of the pushboat.

Displacement bare
The bare-hull displacement of the pushboat.

Barge length
The length of the individual barge.

Barge width
The width (beam) of the individual barge.

Number long
The number of barge "rows" long that make up the flotilla.

Number wide
The number of barge "columns" wide that make up the flotilla.

Waterway width
The channel width on the surface. For a shallow water analysis in unlimited width,
any large value may be used.

Waterway depth
The average depth of the channel or shallow water.

Barges at, Draft, Displacement

Two different sets of barge loadings may be used. For each loading, enter the
number of barges for the loading, and the corresponding draft and displacement.

Train summary data

These items are calculated averages and overall dimensions for the flotilla.

Prediction method
The method to be selected for the prediction -
Howe/Toutant, Bronzini, or Marchal. (See
below for further description of the methods.)

Train arrangement
A selection of the integrated arrangement of the
barges from the following choices - Non-
integrated, Semi-integrated, Mixed-tow, or
Fully-integrated - as shown in the graphic. This
is used only in the Howe/Toutant method.

6-6
 Supplemental Calculations

Current correction
Select if an additional correction should be applied for a barge train traveling in a
current - None, Into current, or With current. This correction uses a method as
suggested by Howe.

Current speed
The speed of the waterway current.

Calc, Cancel, Help buttons

Use the Calc button to run the prediction and close the window, or Cancel to ignore
the data entry and prediction and return to NavCad. Click Help to display this page.

Prediction methods

Howe/Toutant [Howe, 1967][Toutant, 1992]

Parameters
Barge count 3..27
Barge train length [ft] 350..1180
Barge train width [ft] 35..135
Avg barge draft [ft] 1.0..9.3

The representation of this method in NavCad is based on a re-analysis of the original

Howe formula by Toutant. This re-analysis determined that the original drag
coefficient from Howe was excessive. A new set of coefficients were presented for a
variety of tow arrangements (refer to the Train arrangement figure above). Later,
the published values of the revised coefficients were recommended to be augmented
by 25% to reflect additional findings. NavCad estimates include this 25% addition.
Industry evaluation of the method suggests that the new coefficients show good
agreement for deep water tows. Shallow water prediction is considered
unsatisfactory as actual shallow resistance curves were typically steeper than
predicted.

Bronzini [Bronzini, 1981]

Parameters
Unknown

This formula is a fairly detailed approach using individual barge drag with factors
reflecting the effect of fastening between barges. There is no direct accounting for
added shallow water resistance, but an added drag derivative of the Apukhtin lost
speed method is applied.

Marchal [Marchal, 1996]

Parameters
Max FnRh (hydraulic radius) 0..0.81
Max FnL (barge train length) 0..0.18
Cvol (total displacement) 4.8..16.7
Overall width/Avg barge draft 3.5..28.5
Overall width/Avg keel clearance 0.2..24.4
Overall width/Waterway width 0.06..0.48
Avg barge draft/Waterway depth 0.05..0.67

6-7
Supplemental Calculations

This prediction method is the result of a cooperative project between ANAST and
BSHC. It is based on a regression polynomial of model test results for the total
resistance of a convoy (i.e, train) in restricted water depth.

6.05 - Synchronous Pitching

Pitching is the bow up-and-down motion that a ship exhibits when moving into seas.
One of the more severe conditions that a ship might encounter is pitching when
traveling into regular heads seas. Given the right combination of ship-to-wave length
ratio and speed (or period of encounter), a ship can develop a very dangerous
resonance called "synchronous pitching".

This brief analysis provide an indication to the Likely, Unlikely or Possible risk of
Severe or Moderate synchronous pitching across the range of speeds.

Prediction

One method is available for the prediction of synchronous pitching - Lewis [Lewis,
1955]. It was developed for ocean-going commercial vessels, and uses parameters
of length, beam, displacement, and speed in its evaluation. Please review the
calculation report for the method's range of parameters.

6.06 - Hydroacoustic Analysis

Many ships operate with a highly-variable propeller wake field caused by

appendages, skegs, and narrow blade tip clearance to the hull. This can result in
high impulse pressures and blade tip vortices as the propeller blades pass through
regions of changing water velocity. This is particularly significant when the blade tip
is nearest the hull, where these impulses and the tip vortex can be causes of noise
and vibration. NavCad offers some simple hydroacoustic analyses that can be used to
evaluate the potential for noise and vibration.

Wake peak
The peak wake fraction, typically in a region near the blade tip closest to the hull.
Representative estimates are available.

Hub to hull
The hub-to-hull distance (used with propeller diameter to determine the tip
clearance).

6-8
 Supplemental Calculations

Tip unloading
A parameter used to describe the amount of tip unloading (i.e., pitch reduction) that
has been designed into the propeller. Options are "No unloading", "Half unloading",
and "Full unloading". These relate to the F2 coefficient for the Holden method
(No=0.8, Half=0.6, Full=0.4) and the Ktip coefficient for the TVI analysis (No=1.0,
Half=0.8, Full=0.6).

Hydrodynamic parameters

These include the numerical calculation of blade pass frequency, propeller tip speed,
and cavitation number at the tip. Tip speed is checked and compared to standard
criteria.

Blade impulse pressures

Two methods are available to estimate cavitating and non-cavitating blade impulse
pressures [Det Norske Veritas, 1983] [Holden, 1980]. Criteria for acceptable levels of
blade impulse pressure will practically vary by application and hull geometry (e.g.,
deck height above the stern aperture), but NavCad indicates the general ranges
described below:

>8 kPa (1.2 psi) is generally considered unacceptable and suggests

that efforts should be taken to redesign the propeller or stern
geometry

4-8 kPa (0.6-1.2 psi) is considered suitable for merchant ships

2-4 kPa (0.3-0.6 psi) is considered suitable for Navy ships

<2 kPa (0.3 psi) is typically considered suitable for noise-sensitive

installations, such as for cruise ships

Tip Vortex Index (TVI) pressure and noise

The pressure associated with the volume of the tip vortex can also be a source of
noise and vibration. An engineering analysis of both tip vortex acoustic pressure and
predicted noise levels at the hull nearest the blade tip is based on a "Tip Vortex
Index" [Raestad, 1996]. There are no criteria for minimum levels of these indicators.

6.07 - Export Propeller CAD Shape

Export propeller CAD shape is a utility which creates a representative CAD shape of
the defined propeller. This utility uses the propeller's series, diameter, and number
of blades to export a file in IGES format of a properly scaled propeller shape. This
shape can then be imported into your CAD software to enhance the visualization of
the vessel CAD design.

The propeller shape includes blades and hub for a right-handed propeller. You can
copy and "mirror" the shape in your CAD software for a left-handed propeller. Ducted
propellers will also contain a generic nozzle shape.

6-9
Supplemental Calculations

To help with properly locating the propeller shape onto a defined propeller shaft, the
shape also contains two points within the hub that you can use to snap and orient
the shape onto your shaft line. The graphic below shows a sample of the CAD shape
for a 4-bladed open propeller.

Example

A propeller must be defined in the Propulsor Data page before exporting the
propeller CAD shape.

To do: Click Tools | Utilities | Export propeller CAD shape... from the menu to
export a CAD file of the propeller shape in IGES format.

To do: Open or import the file in your CAD modeling program.

6-10
Appendix A: References

A.01 - References

Abkowitz, M.A., "Measurement of Resistance and Powering Coefficients of the Tanker 'Exxon
Philadelphia' and a Navy Submarine From Simple Full-Scale Trials and Their Implications in Ship
Performance Prediction From Model Tests", SNAME, New England Section, January 1990.

Aertssen, G., "The Effect of Weather on Two Classes of Containerships in the North Atlantic", The
Naval Architect, No. 1, January 1975.

Almeter, J.M., "Resistance Prediction of Planing Hulls - State of the Art", SNAME, Hampton Roads
Section, February 1991.

Andersen P. and Guldhammer, H.E., "A Computer-Oriented Power Prediction Procedure", CADMO
Conference, 1986.

Ankudinov, V.; Daggett, L.L.; Hewlett, J.C.; and Jakobsen, B.K., "Prototype Measurement of Ship
Sinkage in Confined Water", Proceedings MARSIM 2000, Orlando, 2000.

Bjarne, E., "Comparison of a Cycloidal Propeller with Azimuth Thrusters with Regard to Efficiency,
Cavitation and Noise", Proceedings of the Conference on Propulsion for Small Craft, RINA,
November 1982.

Blount D.L. and Fox, D.L., "Small-Craft Power Prediction", Marine Technology, Vol. 13, No. 1,
January 1976.

Blount D.L. and Fox, D.L., "Design Considerations for Propellers in a Cavitating Environment",
Marine Technology, Vol. 15, No. 2, April 1978.

Blount, D.L. and Hubble, E.N., "Sizing Segmental Section Commercially Available Propellers For
Small Craft", SNAME Propeller Sym., 1981.

Blount, D.L. and Bjarne, E., "Design and Selection of Propulsors for High Speed Craft", 7th Lips
Propeller Symposium, September 1989.

Bowden, B. and Davison, N., "Resistance Increments Due to Hull Roughness Associated with Form
Factor Extrapolation Methods", NPL Ship Division, Report TM 380, 1974.

Brockett, T., "Hydrodynamic Analysis of Cycloidal Propellers", SNAME Propellers/Shafting,

September 1991.

Bronzini, M.S., Lopez, L.A. and Stammer, R.E., "Inland Waterway Port Model: Design, Development
and Methodology", Transportation Center, Univ. of Tennessee, Report MA-79-SAC-00183, January
1981.

Burrill, L.C., "Developments in Propeller Design and Manufacture for Merchant Ships", Transactions
IME, Vol. 55, 1943.

A-1
References

Burrill, L.C. and Emerson, A., "Propeller Cavitation - Further Tests on 16 Inch Propeller Models in
the King's College Cavitation Tunnel", Transactions NECI, Vol. 79, 1962.

Calisal, S.M. and McGreer, D., "A Resistance Study on a Systematic Series of Low L/B Vessels",
Marine Technology, Vol. 30, No. 4, October 1993.

Calisal, S.M. and McGreer, D., "Model Resistance Tests of a Systematic Series of Low L/B Vessels",
SNAME, Pacific Northwest Section, May 1990.

Calkins, D.E., "An Interactive Computer-Aided Design Synthesis Program for Recreational
Powerboats", SNAME Transactions, 1983.

Celano, T., "The Prediction of Porpoising Inception for Modern Planing Craft", SNAME Transactions, 1998.

Chatterton, H., "Evaluation and User's Guide for the Holtrop-Mennen Approximate Power Prediction
Method", U.S. Naval Academy, Report EW?27?84, August 1984.

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Great Rivers Section, January 1982.

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Journal, Sep 1990.

Compton, R.H., "Resistance of Systematic Series of Semiplaning Transom?Stern Hulls", Marine

Technology, Vol. 23, No. 4, October 1986.

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Operations", 13th Offshore Technology Conference, 1981.

Day, J.P. and Haag, R.J., "Planing Boat Porpoising", Thesis, Webb Institute of Naval Architecture,
1952.

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Performance Model Testing", New England Sailing Yacht Symposium, 1990.

DeGroot, D., "Resistance and Propulsion of Motor-Boats", International Shipbuilding Progress, Vol.
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Denny, A., "A Rapid Method for Calculating Wetted Surface", Transactions INA, Vol. 36, 1895.

Det Norske Veritas, "Prevention of Harmful Vibration in Ships", Guidelines, Jul 1983.

Doust, D.J. and O'Brien, T.P., "Resistance and Powering of Trawlers", Transactions NECIES, Vol.
75, 1959.

Dyne, G., "A Theoretical Scale Effect Study on the Propulsion Coefficient of a Body of Revolution",
Det Norske Veritas Symposium on Hydrodynamics, Oslo, 1977.

Fagerjord, O. and Andersen, K., "Are Existing Methods to Obtain Maximum Propulsion Efficiency
Appropriate?", SNAME Combined Symposium on Ship Costs and Energy, September 1982.

A-2
 References

Fridsma, G., "A Systematic Study of the Rough-Water Performance of Planing Boats, Irregular
Waves, Part II", Davidson Laboratory Report 1495, March 1971.

Froude, R.E., "On the 'Constant' System of Notation of Results of Experiments on Models Used at
the Admiralty Experiment Works", Transactions INA, Vol. 29, 1888.

Froude, W., "Experiments on Surface Friction", British Association Reports, 1874.

Fung S.C., "Resistance Predictions and Parametric Studies for High-Speed Displacement Hulls",
Naval Engineers Journal, Vol. 99, No. 2, March 1987.

Fung, S.C., "Resistance and Powering Prediction for Transom Stern Hull Forms During Early Stages
of Ship Design", SNAME Transactions, 1991.

Fung, S.C. and Leibman, L., "Statistically-Based Speed-Dependent Powering Predictions for High-
Speed Transom Stern Hull Forms", SNAME Chesapeake Section, 1993.

Fung, S.C. and Leibman, L., "Revised Speed-Dependent Powering Predictions for High-Speed
Transom Stern Hull Forms", Proceedings Third International Conference of Fast Sea Transportation
(FAST '95), Germany, 1995.

Gawn, R.W.L., "Effect of Pitch and Blade Width on Propeller Performance", Transactions INA, Vol.
95, 1953.

Gawn, R.W.L. and Burrill, L.C., "Effect of Cavitation on the Performance of a Series of 16 Inch
Model Propellers", Transactions INA, Vol. 99, 1957.

Gerr, D., Propeller Handbook, International Marine Publishing Co., 1989.

Gerritsma, J., Keuning, J.A. and Onnink, R., "Sailing Yacht Performance in Calm Water and in
Waves", 11th Chesapeake Sailing Yacht Symposium, 1993.

Gerritsma, J., Keuning, J.A. and Onnink, R., "The Delft Systematic Yacht Hull (Series II)
Experiments", 10th Chesapeake Sailing Yacht Symposium, 1991.

Gerritsma, J., Onnink, R. and Versluis, A., "Geometry, Resistance and Stability of the Delft
Systematic Yacht Hull Series", 7th HISWA, Amsterdam, 1981.

Gokarn, R.P., "Tug Propeller Design", Marine Technology, Vol. 6, No. 2, April 1969.

Gronnslett, K.A., "Design Charts for High-Speed Catamarans", International Marine Systems
Design Conference, 1991.

Hadler, J.B., "The Prediction of Power Performance on Planing Craft", SNAME Transactions, Vol. 74,
1966.

Hadler, J.B. and Hubble, E.N., "Prediction of the Power Performance of the Series 62 Planing Hull
Forms", SNAME Transactions, 1971.

Harvald, [Link]., Resistance and Propulsion of Ships, John Wiley and Sons, New York, 1983.

Hoerner, S.F., "Fluid Dynamic Drag", Hoerner Fluid Dynamics, Bricktown, New Jersey, 1965.

A-3
References

Hoggard, M.M., "Examining Added Drag of Planing Craft Operating in a Seaway", SNAME, Hampton
Roads Section, November 1979.

Holtrop, J. and Mennen, G.G.J., "A Statistical Power Prediction Method", International Shipbuilding
Progress, Vol. 25, October 1978.

Holtrop, J. and Mennen, G.G.J., "An Approximate Power Prediction Method", International
Shipbuilding Progress, Vol. 29, No. 335, July 1982.

Holtrop, J., "A Statistical Re-Analysis of Resistance and Propulsion Data", International Shipbuilding
Progress, Vol. 31, No. 363, November 1984.

Holtrop, J., "A Statistical Resistance Prediction Method With A Speed Dependent Form Factor",
Proceedings SMSSH '88, Varna, October 1988.

Howe, C.W., "Mathematical Model of Barge Tow Performance", Journal of the Waterways and
Harbors Division, Proceedings of the American Society of Civil Engineers. November 1967.

Hughes, G., "Model Experiments on the Wind Resistance of Ships", Transactions INA, Vol. 72,
1930.

Hughes, G., "Frictional Resistance of Smooth Plane Surfaces in Turbulent Flow", Transactions INA,
Vol. 94, 1952.

Hughes, G., "Friction and Form Resistance in Turbulent Flow and a Proposed Formulation for Use in
Model and Ship Correlation", Transactions INA, Vol. 96, 1954.

ITTC, Proceedings of the 8th ITTC, Madrid, Spain, published by Canal de Experiencias
Hidrodinamicas, El Pardo, Madrid, 1957.

ITTC, Proceedings of the 15th ITTC, The Hague, Netherlands, published by the Netherlands Ship
Model Basin, Wageningen, 1978.

ITTC, Proceedings of the 17th ITTC, Goteborg, Sweden, 1984.

Iwai, A. and Yajima, S., "Wind Forces Acting on Ship Moored", Lecture to 26th Meeting of the
Nautical Institute of Japan, October 1961.

Jin P., Su B., and Tan Z., "A Parametric Study on High-Speed Round Bilge Displacement Hulls",
High-Speed Surface Craft, September 1980.

Jin P., Su B., Tan Z., Ron H., and Cheh G., "Regression Re-analysis of High-Speed Round Bilge
Displacement Hull Residuary Resistance", Ship Engineering, No. 6, Dec 1988 (in Chinese).

Keil, U. and Schenzle, P., "Widerstandsversuche Mit Extrem Breiten Schiffsformen (Resistance
Tests With Extremely Wide Beam Forms)", Institut fur Schiffbau, Hamburg University, Report 333,
1975.

Keller, J. Auf'm, "Extended Diagrams for Determining the Resistance and Required Power for Single
Screw Ships", International Shipbuilding Progress, Vol. 20, 1973.

A-4
 References

Kerczek, C.H. von, Stern, F., Scragg, C.A., and Sandberg, W., "Total Resistance Calculations of
Appended Destroyer Forms", Proceedings, 20th ATTC, Stevens Institute of Technology, 1983.
Kirkman, K.L. and Kloetzli, J.W., "Scaling Problem of Model Appendages", American Towing Tank
Conference, University of Michigan, 1980.

Kostov, D., Kyulevcheliev, S., Hongcui, J., Quinei, J., Shenghan, G. and Youzhang, F., "Statistical
Analysis of Full Ships Resistance", CADMO '91, January 1991.

Kresic, M. and Haskell, B., "Effects of Propeller Design?Point Definition on the Performance of a
Propeller/Diesel Engine System with Regard to In?Service Roughness and Weather Conditions",
SNAME Transactions, 1983.

Lahtiharju, E., Karppinen, T., Hellevaara, M. and Aitta, T., "Resistance and Seakeeping
Characteristics of Fast Transom Stern Hulls with Systematically Varied Form", SNAME Transactions,
1991.

Lamb, H., Hydrodynamics, Sixth Edition, Dover Publications, New York, 1945.

Landweber, L., "Tests of a Model in Restricted Channels", EMB Report 460, DTRC, 1939.

Leibman, L., Fung S.C. and Slager, J.J., "An Engineering Approach to Prediction of Added
Resistance in Waves During Early Stages of Ship Design", SNAME, Chesapeake Section, October
1990.

Lewis, E.V., "Ship Speeds in Irregular Seas", SNAME Transactions, Vol. 63, 1955.

MacPherson, D.M., "Reliable Propeller Selection for Work Boats and Pleasure Craft: Techniques
Using a Personal Computer", SNAME Fourth Biennial Power Boat Symposium, 1991.

MacPherson, D.M., "Reliable Performance Prediction: Techniques Using A Personal Computer",

Marine Technology, Vol. 30, No. 4, Oct 1993.

MacPherson, D.M., "Analyzing and Troubleshooting Poor Vessel Performance: Techniques Available
to Operators Using Contemporary Performance Prediction Software", 11th Fast Ferry Conference,
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MacPherson, D.M., "Ten Commandments of Reliable Speed Prediction", Small Craft Resistance and
Propulsion Symposium, May 1996.

MacPherson, D.M., "Small Propeller Cup: A Proposed Geometry Standard and a New Performance
Model", SNAME Propellers/Shafting, 1997.

MacPherson, D.M., "Special Performance Considerations for Boats with Electronic Control Engines",
International Boatbuilders' Exhibition & Conference (IBEX), 2001

MacPherson, D.M., "Selection of Commercial Waterjets: New Performance Coefficients Point the
Way", SNAME New England Section, Feb 2000

MacPherson, D.M., "Case Study: Application of NavCad to the Design and Optimization of a
Waterjet-Driven Patrol Boat", HydroComp Report, Nov 2002

MacPherson, D.M., "Sea Trial Analysis: The Value in the Data", International Boatbuilders'
Exhibition & Conference (IBEX), 2003

A-5
References

MacPherson, D.M. and Turmelle, C.T., "Inboard propeller cavitation: a practical guide and new
performance model", 10th International Conference on Marine Engineering Systems (at
WMTC2006), London, 2006.

Manen, J.D. van, "Effect of Radial Load Distribution on the Performance of Shrouded Propellers",
Transactions RINA, Vol. 104, 1962.

Marchal, J.L.J., Shen, Y.-D., and Kicheva, D., "An Empirical Formula to Estimate the Resistance of a
Convoy in a Restricted Waterway", Journal of Ship Research, Vol. 40, No. 2, June 1996.

Markussen, P.A., "On the Optimum Wageningen B-Series Propeller Problem with Cavitation Limiting
Restraint", Journal of Ship Research, Vol. 23, No. 2, June 1979.

Mercier, J.A. and Savitsky, D., "Resistance of Transom Stern Craft in the Pre-Planing Regime",
Davidson Laboratory Report SIT-DL-73-1667, June 1973.

Millward, A., "A Comparison of the Theoretical and Empirical Prediction of Squat in Shallow Water",
International Shipbuilding Progress, Vol. 39, No. 417., 1992.

Nagai, T. and Yoshida, Y., "Estimation of Resistance, Trim and Draft of Planing Craft",
Schiffstechnik (Ship Technology Research), Vol. 40, 1993.

Newman, J.N., "The Numerical Towing Tank - Fact or Fiction", SNAME, New England Section, March
1990.

Norton, J.A., "Propeller Design Using Current Analytical Techniques", Bird-Johnson Co., Marine
Division, June 1984.

Norton, J.A. and Elliott, Jr., J.W., "Current Practices and Future Trends in Marine Propeller Design
and Manufacture", SNAME San Diego Section, April 1987.

Oortmerssen, G. van, "A Power Prediction Method and its Application to Small Ships", International
Shipbuilding Progress, Vol. 18, No. 207, 1971.

Oossanen, P. van, "Calculation of Performance and Cavitation Characteristics of Propellers

Including Effects of Non-Uniform Flow and Viscosity", NSMB, Publication No. 457, 1974.

Oossanen, P. van, "Resistance of Small High-Speed Displacement Vessels: State of the Art",
International Shipbuilding Progress.

Oosterveld, M.W.C., "Wake Adapted Ducted Propellers", Netherlands Ship Model Basin, Publication
No. 345, 1970. (Corrected - Sep 1982.)

Oosterveld, M.W.C. and Oossanen, P. van, "Further Computer-Analyzed Data of the Wageningen B-
Screw Series", International Shipbuilding Progress, Vol. 22, No. 251, July 1975.

Peach, R.W., "A Method for Determining Acceleration of a Ship", International Shipbuilding
Progress, June 1963.

Peck, J.G. and Moore, D.H., "Inclined-Shaft Propeller Performance Characteristics", SNAME Spring
Meeting / STAR Papers, 1973.

A-6
 References

Radojcic, D., "A Statistical Method for Calculation of Resistance of the Stepless Planing Hulls",
International Shipbuilding Progress, Vol. 31, No. 364, December 1984.

Radojcic, D., "Mathematical Model of Segmental Section Propeller Series for Open-Water and
Cavitating Conditions Applicable in CAD", SNAME Propeller Symposium, No. 5, Sep 1988.

Radojcic, D., "An Engineering Approach To Predicting The Hydrodynamic Performance of Planing
Craft Using Computer Techniques", RINA Transactions, 1991.

Radojcic, D. and Matic, D., "Regression Analysis of Surface Piercing Propeller Series", NAV & HSHV
International Conference, March 1997.

Radojcic, D., Rodic, T. and Kostic, N., "Resistance and Trim Predictions for the NPL High Speed
Round Bilge Displacement Hull Series", International Conference on Power, Performance and
Operability of Small Craft, Southampton, September 1997.

Radojcic, D., "Power Prediction Procedure for Fast Sea-Going Monohulls Operating in Shallow
Water", 19th Duisburg Colloquium "The Ship for Supercritical Speed", May 1998.

Radojcic, D., Grigoropoulos, G. J., Rodic, T., Kuvelic, T., and Damala, D.P. "The Resistance and
Trim of Semi-Displacement, Double-Chine, Transom-Stern Hull Series", Proceedings FAST 2001,
Southampton, 2001.

Raestad, A.E. "Tip Vortex Index-An Engineering Approach to Propeller Noise Prediction", The
Naval Architect, July/August 1996.

Rawson, K.J. and Tupper, E.C., Basic Ship Theory, Vols. 1 and 2, Longman, Inc., 1976.

Roach, C.D., "Tugboat Design", SNAME New England Section, January 1954.

Robertson, J.M.B., and Ferro, R.S.T., miscellaneous information, Marine Laboratory, Aberdeen,
Scotland.

Sabit, A.S., "Regression Analysis of the Resistance Results of the BSRA Series", International
Shipbuilding Progress, Vol. 18, No. 197, 1971.

Sabit, A.S., "A Tabulated Analytical Procedure Based on Regression Analysis for the Determination
of the Form Coefficients and E.H.P. for Ships Designed According to Series 60", European
Shipbuilding, No. 2, 1971.

Sabit, A.S., "An Analysis of the Series 60 Results - Part I Analysis of Forms and Resistance
Results", International Shipbuilding Progress, Vol. 19, March 1972.

Sabit, A.S., "An Analysis of the Series 60 Results - Part II Regression Analysis of the Propulsion
Factors", International Shipbuilding Progress, Vol. 19, September 1972.

Sabit, A.S., "The SSPA Cargo Liner Series - Regression Analysis of the Resistance and Propulsive
Coefficients", International Shipbuilding Progress, Vol. 23, 1976.

Savitsky, D., "Hydrodynamic Design of Planing Hulls", Marine Technology, Vol. 1, No. 1, October
1964.

A-7
References

Savitsky, D. and Brown, P.W., "Procedures for the Hydrodynamic Evaluation of Planing Hulls in
Smooth and Rough Waters", Marine Technology, Vol. 13, No. 4, October 1976.

Schlichting, O., "Ship Resistance in Water of Limited Depth - Resistance of Sea-Going Vessels in
Shallow Water", Jahrbuch der STG, Vol. 35, 1934. (Also EMB Translation 56, 1940.)

Schneiders, C.C., "The Prediction of Ship Performance: by Calculation or by Measurement?", 7th

Lips Propeller Symposium, September 1989.

Schoenherr, K.E., "Resistance of Flat Surfaces Moving Through a Fluid", SNAME Transactions, Vol.
40, 1932.

Shearer, K.D.A., and Lynn, W.M., "Wind Tunnel Tests on Models of Merchant Ships", Transactions
NECI, Vol. 76, 1960.

Sherman, T.J. and Fisher, P., "A Study of Planing Catamaran Hull and Tunnel Interactions", DRDA
Project Report, University of Michigan, 1975

SNAME, The MARAD Systematic Series of Full-Form Ship Models, Roseman, D.P., Editor, 1987.

SNAME, Principles of Naval Architecture, Lewis E.V., Editor, 2nd Rev., Vol. 2, 1988.

Sturtzel, W. and Graff., W., "Investigation of Optimal Form Design for Round-bottom Boats",
Forschungsbericht des Landes Nordhein-Westfalen, Nr. 1137, 1963 (in German).

Swift, P.M., Nowacki, H. and Fischer, J.P., "Estimation of Great Lakes Bulk Carrier Resistance Based
on Model Test Data Regression", Marine Technology, October 1973.

Tagano, H., "Form Effects on Viscous Resistance of Full Ships", Kansai Society of Naval Architects
of Japan, 1973.

Taylor, D.W., The Speed and Power of Ships, 2nd Rev., U.S. Maritime Commission, 1943.

Teeters, J. and DeBord, F., "Accuracy, Test Planning and Quality Control in Sailing Yacht
Performance Model Testing", New England Sailing Yacht Symposium, 1990.

Teeters, J., F., "Refinements in the Techniques of Tank Testing Sailing Yachts and the Processing of
Test Data", Chesapeake Sailing Yacht Symposium, 1993.

Tefler, E.V., "Miscellaneous Notes", ICSTS, The Hague, published by the Netherlands Ship Model
Basin, Wageningen, 1933.

Todd, F.H., "Series 60 - Methodical Experiments with Models of Single-Screw Merchant Ships", TMB
Report No. 1712, DTRC, 1963.

Todd, F.H., "Skin Friction Resistance and the Effects of Surface Roughness", SNAME Transactions,
1951.

Toutant, W.T., "Mathematical Performance Models for River Tows", SNAME Great Lakes and Great
Rivers Section, January 1982.

A-8
 References

Weighardt, K., "Remarks to the Viscous Ship Resistance", International Seminar on Ship
Technology, Hydrodynamics Session, Seoul, 1976.

Wright, B.D.W., "Apparent Viscous Resistance Levels of a Series of Model Geosims", BSRA Report
WG/H99, 1984.

Yossifov, K., Staneva, A., Belchev, V., "Equations for Hydrodynamic and Optimum Efficiency
Characteristics of the Wageningen Kc Ducted Propeller Series", Bulgarian Ship Hydrodynamics
Centre

Symbols

ASNE American Society of Naval Engineers

ATTC American Towing Tank Conference

BMT British Maritime Technology (formerly BSRA)

DTRC David Taylor Research Center (formerly DTMB)

IME Institute of Marine Engineers

ITTC International Towing Tank Conference

NECIES Northeast Coast Institute of Engineers and Shipbuilders

NSMB Netherlands Ship Model Basin

NMI National Maritime Institute (formerly NPL)

RINA Royal Institution of Naval Architects (formerly INA)

SNAME Society of Naval Architects and Marine Engineers

SSPA Swedish State Shipbuilding Experimental Tank

A-9
References

A-10
Appendix B: Errors and Warnings
The following sections describe the principal error and warning groups. Details regarding the source
of the errors can be found within the message itself. Suggested cures for the errors are included in
the Help window associated with that particular error.

B.01 - Calculation Errors

Appendage data
The required appendage data was invalid or missing. Check the Edit | Appendage window.

Barge hull data

The required hull data for the barge train is invalid or missing.

Barge will not fit in channel

The barge is wider than the channel it is trying to navigate.

Block coefficient
The calculated block coefficient (CB = Vol/LBT) was less than zero. For a barge, this error can also
occur for a value of CB greater than one. Check the data in the Edit | Hull window.

Cannot reach a solution

NavCad was unable to converge on an optimum propeller solution with this particular set of data.
This often suggests that the pitch is either too large or too small for the given power.

Channel data
The channel data in the Edit | Environment window is invalid. Be sure that the width, depth and
slope are all greater than zero.

Could not obtain RelRot data, possibly invalid data

Relative-rotative efficiency data could not be interpolated for the given speed. Check that valid
relative-rotative efficiency data is entered in the Results | View/Edit window.

Could not obtain ThrDed data, possibly invalid data

Thrust deduction data could not be interpolated for the given speed. Check that valid thrust
deduction data is entered in the Results | View/Edit window.

Could not obtain total resistance data, possibly invalid data

Total resistance data could not be interpolated for the given speed. Check that valid total
resistance is entered in the Results | View/Edit window.

Could not obtain WakeFr data, possibly invalid data

Wake fraction data could not be interpolated for the given speed. Check that valid wake fraction
data is entered in the Results | View/Edit window.

Could not read engine file

A file occurred while attempting to access the specified engine file.

Could not read model file, cannot correlate

A correlation could not be performed because a file error occurred trying to access the specified
model file.

B-1
Errors and Warnings

Could not read model file, cannot extrapolate

An extrapolation could not be performed because a file error occurred trying to access the specified
model file.

Dynamic blade pressure calc

The calculated dynamic blade pressure was invalid. Check entered values of speed, wake fraction,
mass density of water, propeller diameter, and RPM.

Engine data
The engine data is invalid. Load and examine the engine file to be sure that data exists for rated
RPM and power as well as for the performance envelope.

Engine data invalid

The engine data required for a combinator analysis is invalid.

Fixed engine RPM or Propeller RPM

The fixed engine or propeller RPM entered is invalid.

Frictional resistance
The frictional resistance coefficient (CF) is less than or equal to zero.

General calculation failure

NavCad was unable to perform the calculation. Check the data to be sure that it is within the range
of the given series or calculation method.

General calculation failure involving prismatic coefficient

A calculation failure occurred because of a prismatic coefficient which was incompatible with the
calculation method. This error usually only occurs with extremely low values of prismatic coefficient
and most often indicates incorrect data. Check the Length, Beam, Draft, Displacement, and Midship
coefficient or Max section area fields in the Edit | Hull window.

Hull data
Data for the hull was invalid. Check the Edit | Hull window to be sure that all the required fields
have been entered and are in the valid range.

Hydrodynamic planing components calculation failed

The planing lift or longitudinal center of lift are invalid. This usually indicates that a planing solution
could not be reached for the given vessel.

Invalid engine data, data required for towing analysis

Complete engine data is required in order to perform a towing analysis.

Invalid form factor

The 3D form factor for the vessel is less than one. Turn off 3D form factor correction or enter a
valid form factor in the Build window.

Invalid gear ratio or gear efficiency

The gear ratio or gear efficiency is less than or equal to zero.

Invalid shaft efficiency

The shaft efficiency was less than or equal to zero.

B-2
 Errors and Warnings

Invalid speed
An attempt was made to perform a calculation at a speed less than or equal to zero.

Local cavitation number calc

The calculated local cavitation number was invalid. Check entered values of mass density of water
and propeller immersion.

Max thrust less than resistance

The maximum delivered thrust of the propeller is less than the resistance. Therefore, a free-run
equilibrium solution could not be reached.

Model length on waterline missing

The waterline length of the model must be specified in the Library | Model | Performance window.

No solution
A solution could not be reached. This often indicates an error attempting to interpolate data.

No towing solution
A towing solution could not be reached. The engine cannot deliver the required power.

Number of propellers
The number of propellers is invalid.

Pitch solution far outside prop series limits'

The design pitch required to meet the loading criteria is well outside the range of the propeller
series' pitch/diameter ratio. Try a different series, reduction ratio or diameter.

Propeller coefficient calc

The calculated propeller coefficients (KT, KQ) were invalid. Check to be sure that the propeller is
valid for the given series.

Propeller condition data

This usually indicates that the calculated advance velocity is invalid, though it can also indicate that
the mass density (rho) or kinematic viscosity (nu) values in the Edit | Condition window are invalid.
Check the vessel speed and wake fraction.

Propeller data
The propeller data in the Edit | Propeller window is invalid. This is most often indicative of an
invalid diameter (less than or equal to zero), but can also indicate an invalid blade area, pitch,
number of blades, KT multiplier, or KQ multiplier.

Propeller reference load'

The propeller reference load (power or thrust) was less than or equal to zero. An optimum
propeller solution cannot be reached for this load.

Propeller reference RPM

The propeller RPM was less than or equal to zero.

Relative rotative efficiency

The relative rotative efficiency was less than or equal to zero.

B-3
Errors and Warnings

Resistance < 0
A valid correlation curve could not be generated because some of the resistance values for the
model or the job are less than zero.

Resistance coefs < 0

A valid correlation curve could not be generated because some of the resistance coefficients for the
model or the job are less than zero.

Resistance data
The resistance data for the given calculation was less than or equal to zero. This can occur due to
an invalid user-entered resistance or to calculations performed on vessels outside the series range.
For an optimum propeller solution, this means that the resistance interpolated at the given
Minimum, Design or Maximum speed was less than or equal to zero.

Resistance/displacement ratio < 0

An extrapolation could not be performed because the desired resistance/displacement ratio was
less than zero.

Seas data
The required seas data in the Edit | Environment window is invalid or missing. Check to be sure
that the significant wave height is greater than or equal to zero, or turn off Added seas resistance
in the Build window.

Speed too low for planing solution

A solution could not be reached for the vessel at this low speed. To calculate resistance in this
region, try a semi-displacement method.

Towboat hull data

The required hull data for the towboat is invalid or missing.

Unknown error code

NavCad was unable to determine the source of the error. Save your data file and contact
HydroComp technical support for assistance.

Water condition data

The mass density (rho) or kinematic viscosity (nu) values in the Edit | Condition window are
invalid.

Wind data
The required wind data in the Edit | Environment window is invalid.

B.02 - General Errors

A DLL library error has occurred...

NavCad was unable to use a DLL function. This could be due to an problem loading the DLL, an
improper DLL version, or an internal error. Please write down the information on the form and the
name of the file you were using, and contact HydroComp.

An error has occurred...

All other runtime errors which can occur. Please write down the information on the form and the
name of the file you were using, and contact HydroComp.

B-4
 Errors and Warnings

A mathematical error has occurred...

This error means that an impossible mathematical operation has been attempted such as trying to
divide by zero. Please write down the information on the form and the name of the file you were
using, and contact HydroComp.

A process error has occurred...

These are errors in the calculation process such as an overflow, out of range subscript or out of
memory. Please write down the information on the form and the name of the file you were using,
and contact HydroComp.

A system error has occurred...

This error means the operating system couldn't complete an application request. This error often
means there is no more available memory. Please write down the information on the form and the
name of the file you were using, and contact HydroComp.

Disk not ready. Put a disk in the drive or close the drive door, and retry the operation.
There was no disk in the disk drive or the disk in the disk drive could not be read because the drive
door was open.

File not found...

A specified file name and/or path could not be found.

The file name is invalid ...

The file name did not conform to the operating system naming conventions. This could be due to
invalid characters, or a file name, extension, or path being too long.

The 'Cancel' button was selected.

The user pressed the cancel button.

B.03 - Project Errors

Extra info at line n

Information that was not a comment followed data on a particular line.

File error reading file <file>

A disk or file access error occurred.

Inconsistent hull type at line n

The data at the given line is not valid for the selected hull type.

Inconsistent number of systems at line n

The line does not have the same number of optimum propeller systems as other lines.

Inconsistent number of items line n

The line does not have the same number of items as other lines.

Incorrect number of speeds at line n

The number of speeds listed at the given line is not valid.

Missing ']' at line n

A header line was not terminated properly.

B-5
Errors and Warnings

Missing '=' at line n

There is no equals sign ("=") on a given line of data.

Too many items at line n

The line has too many data items separated by commas (more than 10).

Too many systems at line n

The line has too many optimum propeller systems separated by vertical bars (more than three).

Unrecognized <entry> '<item>' line n

The item listed is not recognized as valid data for the given entry.

Unrecognized [header] type at line n

The header string specified within square brackets was not recognized.

Unrecognized item= at line n

The item at a given line was not recognized.

B.04 - Procedural Errors

3D Form factor is less than 1.0

The ITTC 3D form factor must be greater than or equal to 1.0.

A valid security device was not found. Cannot continue. Active data has been saved.
NavCad could not find a valid security device. Please be sure that the hardware lock is securely
attached and any network drivers (for a network lock) have been installed.

Calculation error. Please validate data.

An error in calculation occurred due to incorrect or missing data, or due to an inability of the
calculation routine to converge for a given speed

Cannot define performance data for vessel. Results may be in error.

An estimate for reference load could not be made because the vessel performance has not been
defined.

Could not read model file, cannot correlate.

For aligned or extrapolated predictions, a correlation file must be specified.

Could not spline with the given X values.

The given data set did not contain enough values or a spline could not be fit to the values.

Data warning: <prediction> formula were developed for <parameter range>.

An entered value was out of the range of the selected series.

Design speed must be between low and top speeds.

In the optimum prop selection window, the design speed must lie between the low and top speeds
specified.

Error writing report file

A disk or file access error occurred while saving a report text file.

B-6
 Errors and Warnings

Internal error in <function>

There was an internal error. Please write down the information shown and the name of the file you
were using, and contact HydroComp.

Invalid margins for current paper size. Margins are being set to default.
Margins were more than 50% of the height or width of the currently selected paper size. The
margins are being set to their default values (0.75 inches).

JOB contains features not supported by the SS version. If you choose OK, the JOB will be
altered to comply.
The JOB file was saved by a full version of NavCad. The small ship version does not contain some
features that were selected in the JOB file. If you press OK, NavCad will reset those values so that
this file may be used by NavCad.

NavCad help file not found.

The NavCad help file is not on your system or is not in the path.

'LPP is required when using the AP as the LCB reference point. Do you want to reset the
reference point to the FP? If No, please immediately enter a valid LPP.'
Your LCB reference point requires a valid LPP. Either use the FP as the reference point or enter the
LPP.

There was an error closing the network license.

NavCad was unable to close the network license. The server software must be reset before it is
used again.

Your Cp/Ct table has an invalid zero, negative, or duplicate entry in row:

Your Kt/Kq table has an invalid zero, negative or duplicate J entry in row:

B.05 - IDF File Errors

Cannot process $PART without $GEOMETRY at line n

The $PART section of an entity cannot be processed until the $GEOMETRY section has been
processed.

Error writing to file <file>

A disk or file access error occurred during the file write.

File error at line n

A disk or file access error occurred during the file read.

File error reading file <file>

NavCad was unable to open the file.

IDF version not supported at line n

The entity was written by or designed for a version of the IDF specification later than 2.0.

Negative or zero unit conversion at line n

USER DEFINED units cannot have conversion constants equal to zero.

B-7
Errors and Warnings

No end of entity
The entity ended or another entity was reached before a proper $END ENTITY line was processed.

No entity type specified at line n

The entity type was not specified as SECTIONS, MESH, NURBS, or HYDRO. Please note that
NavCad only uses the HYDRO entity

Syntax error at line n

The line could not be processed.

Unexpected end of file at line n

The IDF file ended before an $END ENTITY was reached.

Unidentified unit type <unit> at line n

A unit type was specified that was not either SI or USER DEFINED.

B-8
Appendix C: Data Entry Pages
This section contains descriptions of the fields and controls on each data entry page.

C.a.01 - Main NavCad Form (Resistance)

Main data entry and navigation window for NavCad.

Vessel drag

Wave-making
The parameter group for the prediction of wave-making resistance.

Technique
The type of bare-hull resistance prediction.

A basic Prediction will cause the results to conform to the selected

method formula. An Aligned prediction will correlate the prediction
formula to the performance results of a defined model/parent file. An
expansion to Model coefficients ignores any prediction formulas and
builds resistance results directly from the chosen model/parent file.

Prediction
The bare-hull resistance prediction method.

Align by
The model/parent library file to which the prediction is correlated.

Align to
The non-dimensional resistance parameter used to correlate an aligned prediction or
expansion to a model/parent library file.

C-1
Data Entry Pages

This parameter is the ratio of a resistance component to vessel weight

(displacement). The choice of which parameter to use for Ct-based
predictions should be made based on the maturity of the design. In
conceptual stages where hull parameters - particularly wetted surface
- are not established, a total resistance parameter (RT/W) is
suggested. For a more fully defined hull, residuary (2-D RR/W) or even
wave-making (3-D RW/W) where available may be used for more
accurate correlation of resistance. Planing hull resistance can only be
correlated to the total resistance parameter (RT/W).

Viscous
The parameter group for the prediction of viscous resistance.

Expansion
The selection of a Standard or Custom expansion of viscous resistance. For example,
the ITTC-78 protocol is applied for a standard Ct-based viscous expansion.

Friction line
The type of friction line used in the calculation.

The ITTC friction line is based on the 1957 ITTC formula. The ATTC is
based on the Schoenherr formula. Hughes is based on the Hughes
formula which claims to be a true friction line for smooth plates in fully
turbulent flow. NavCad reduces the resistance calculation to model
scale using the native friction line from the selected prediction method.
(For example, NavCad's first step with Series 60 is to determine
appropriate model scale values using the original ATTC test line.)
Then, NavCad builds back up to full-scale using the selected friction
line. This assures compatibility between differing methodologies and
friction lines.

3D form factor [Ct-based]

The ITTC-78 three-dimensional form factor viscous resistance option and value.

Selecting this option causes the prediction method to follow the

approach outlined by the ITTC to better account for viscous
contributions to bare-hull resistance. Form factor defines the viscous
resistance as an added percentage of frictional resistance. This method
is widely regarded as the best available technique for displacement
hull vessels, even if estimated values of the form factor are used.
Additional details are included in the help text of the form factor
estimates.

Speed-dependent correction [Ct-based]

A correction to the form factor based on speed.

The ITTC-78 three-dimensional form factor method utilizes a constant

value of form factor across the range of speeds. Recent research has
indicated, however, that for faster craft the viscous contribution should
be reduced. This correction employs a speed-dependent relationship to
appropriately modify the effect of the form factor on resistance. As
speeds reach the semi-displacement regime, the form factor degrades
to zero and the method approaches a two-dimensional form.

C-2
 Data Entry Pages

Planing hump corr [Planing]

The application of the Blount/Fox planing hull hump-speed correction.

Selecting this option will cause the Blount/Fox "M factor" to be applied.
This correction is used to modify the prediction of resistance in speed
ranges below full planing. This correction should probably only be used
with the Savitsky method since there is have been no
recommendations published for its use with other methods.

Amplitude mult [Planing]

The applied magnitude of the Blount/Fox hump-speed correction.

Many leading powerboat designers, including the factor's original

developer, currently recommend that only half (0.5) of the multiplier's
amplitude be applied.

Corr allowance
The model-ship correlation allowance.

This field accounts for hull resistance scale correction. Suitable values
are dependent on the basic methodology. As methodologies evolved
(such as from the ATTC to ITTC friction lines), appropriate correlation
allowances also changed. Additional details are included in the help
text of the correlation allowance estimates.

Rough (mm)
The hull surface roughness.

This field defines the surface roughness of the hull. Selecting this
option will determine an addition to the correlation allowance to
account for hull surface roughness as per ITTC recommendations.

Catamaran
Interference
The interference resistance prediction.

Added drag

Appendage
The added appendage resistance prediction.

Wind
The added wind resistance prediction.

Seas
The added seas resistance prediction.

Channel
The added channel resistance prediction.

C-3
Data Entry Pages

Misc
Any added miscellaneous resistance components, such as a margin, towed net or
towed barge.

C.a.02 - Main NavCad Form (Propulsion)

Main data entry and navigation window for NavCad.

Propulsive coefficients

Wake fraction
The wake fraction prediction.

Thrust deduction
The thrust deduction prediction.

Relative rotative efficiency

The relative rotative efficiency prediction.

Viscous scale corr

A scale correction to the wake fraction, and a selection of a Standard or Custom
configuration for viscous resistance. For example, the ITTC-78 protocol is applied for
a standard Ct-based viscous expansion.

Most of the prediction methods for wake fraction are based on model
test data. For these model scale results, selecting this option will apply
a correction to the predicted wake fraction based on the ITTC-84
recommendation. This correction is based on viscous differences
between model and full scale, and requires the use of the form factor.
There is no scale correction necessary for either thrust deduction or
relative-rotative efficiency.

C-4
 Data Entry Pages

Rudder location
The location of the rudder either behind the propeller disk or in a free stream. It is
used for a viscous scale correction.

Friction line
The chosen friction line for the viscous scale correction.

The ITTC friction line is based on the 1957 ITTC formula. The ATTC is
based on the Schoenherr formula. Hughes is based on the Hughes
formula which claims to be a true friction line for smooth plates in fully
turbulent flow.

3D form factor
The ITTC-78 three-dimensional form factor method.

Some of the prediction methods for larger ships and boats use the
form factor as a data variable.

Corr allowance
The model-ship correlation allowance.

Some of the prediction methods for larger ships and boats use the
form factor as a data variable.

Rough (mm)
The hull surface roughness.

This field defines the surface roughness of the hull. Selecting this
option will determine an addition to the correlation allowance to
account for hull surface roughness as per ITTC recommendations.

Ducted prop corr

A correction to wake fraction for ducted propellers.

The prediction methods are based on open-wheel propellers. Selecting

this option will apply a correction to predicted wake fraction for ducted
propellers based on research from the Soviet inland waterway
industry.

Tunnel stern correction

A correction to the propulsive coefficients for tunnel sterns.

Selecting this option will apply corrections to the predicted wake

fraction, thrust deduction and relative rotative efficiency to account for
tunnel sterns on fast craft. Based on research for the U.S. Navy, charts
of propulsive coefficient values at different tunnel immersions and tip
clearance were used by HydroComp to determine relationships for the
relative changes due to the existence and geometry of a tunnel.

Effective diam
The diameter of a stern tunnel.

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This value reflects the aperture size of a stern tunnel. For non-circular
tunnels, the largest equivalent diameter that fits up into the tunnel
should be used. This should be measured longitudinally at the
propeller, or at the transom if the propeller is aft of the tunnel. See the
figures below.

Circular tunnel definition Non-circular tunnel definition

Recess depth
The depth of the tunnel into the hull.

This value reflects the extent a stern tunnel fits into a hull. This is the
vertical distance measured from the slope of the bottom shell up to the
top edge of the tunnel at the transom. This should be measured
longitudinally at the propeller, or at the transom if the propeller is aft
of the tunnel.

System analysis

Cavitation criteria
The minimum recommended blade area ratio criteria.

Analysis type
The type of propeller system analysis.

This selection sets the method used to determine the equilibrium RPM
(and the subsequent performance) for the system. In a 'Free run'
equilibrium solution, delivered thrust (thrust less the thrust deduction)
is matched to the vessel's resistance at each speed. 'Towing' vessels,
on the other hand, select RPM to utilize all of the available engine
power to generate maximum possible thrust.

CPP method
The type of controllable-pitch propeller (CPP) analysis setting.

This selection establishes one of three different CPP analysis settings

used to determine the unique combination of pitch and/or RPM that
meets the analysis criteria. For 'Fixed RPM', only the equilibrium pitch
is found. The 'Max. efficiency' analysis varies both pitch and RPM to
find the combination that produces the maximum propeller open-water
efficiency. 'Combinator' varies the pitch and RPM along the established
engine file combinator line.

Engine RPM
The defined engine RPM for a fixed RPM CPP analysis.

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Acceleration

Added mass mult

A multiplier to determine the additional mass of fluid that moves with the ship due to
surface friction.

Estimates are provided for the Added mass multiplier. For planing
hulls, the recommended value is 1.0 (i.e., no effect of added mass).
Displacement and semi-displacement hull estimates are based on
coefficients derived from ellipsoids which take into account the 3-D
aspect ratio of the hull body. These coefficients vary with hull data,
and are typically between 1.04 and 1.15. (NavCad's estimates are
based on a ratio of length to the "hydraulic diameter" of the midship
section area.)

RPM constraint
A limiting value for an engine's rotational acceleration.
Limit to [RPM/s]
The value to limit engine acceleration to.

A control system limit on the acceleration of RPM (i.e., RPM per

second) keeps an engine from spinning out of control. This limit is also
referred to as the engine's slew rate. Without this option turned on,
the calculation allows virtually instantaneous acceleration of engine
RPM, which does not reflect the real behavior of an engine. With the
option turned on and a realistic value entered, the analysis is limited
to changes in RPM that comply with the entered slew rate limit. Typical
slew rates vary from 50 to 200 RPM/s. You can contact the engine
manufacturers for this information.

C.a.03 - Condition Data

This window allows data entry of vessel condition information.

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Description

Description
A description of the project.

Water properties

Mass density*
Water mass density characteristics for the subject vessel condition.

Kinematic visc.*
Water kinematic viscosity characteristics for the subject vessel condition.

*Default values for fresh and salt water (3.5% salinity) at 59 deg F (15 deg C) are
derived from International Towing Tank Conference (ITTC) standard values. No
corrections are made for differences in vapor pressure.

Speed

1 to 10
The vessel speeds for which resistance and propulsion analyses are performed.

C.a.04 - Hull Data

This window allows data entry of appropriate hull data. Fields shown on this help
page are grouped by section.

Estimates may be available for some fields by clicking the "Estimate" button.

Non-dimensional parameters (e.g., L/B, CB) will be automatically calculated and

displayed when entering or editing hull data. Likewise, entering or editing a
parameter will update its associated hull data field.

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Hull type

Data for
The basic type of hull to be analyzed - Monohull of Catamaran.

General

Length between PP
The length of the vessel between the fore and after perpendiculars.

This is most often defined as the length from the stem at the vessel's
design waterline (DWL) to either the aftermost point of the DWL or to
the center of the rudder stock. Hydrodynamically, this parameter has
no useful function - the length on waterline (LWL) is the important
parameter of length.
Many of the older series and methods, however, used the LPP as the
defining length for the statistical formulation of the prediction
equations. Fortunately, the forward point of the LPP - or the forward
perpendicular (FP) - was consistently at the most-forward point of the
waterline at the tested conditions. NavCad uses this feature to
determine a "hydrodynamic LPP" for calculations where the FP point is
set to the forward point of the defined LWL.

WL bow pt aft FP
Distance of the forward-most point of the LWL aft of the FP. This is used to register
the location of the LWL with respect to the FP and LPP.

Length on WL
The extreme length of the vessel from the stem at the specific condition waterline to
the aftermost point on the same waterline at the stern.

Max beam on WL
The vessel's breadth measured at the specific condition waterline. The molded value
is defined at the inboard side of the shell plating. However, since many of the
prediction methods are based on models using molded dimensions without
equivalent shell plating, it is often suggested that the shell thickness be included in
the hydrodynamic beam.

Many of the older series and methods use the length between
perpendiculars (LPP) as the defining length for the statistical
formulation of the prediction equations. Fortunately, the forward point
of the LPP - or the forward perpendicular (FP) - was consistently at the
most-forward point of the waterline at the tested conditions. NavCad
uses this feature to determine a 'hydrodynamic LPP' for calculations
where the FP point is set to the forward point of the defined LWL.

Max molded draft

The molded draft of the vessel measured from the specific condition waterline to the
point where the bottom shell, if continued, would intersect the centerline (often
called the rabbet).

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This is not necessarily the lowest point of the vessel and should not be
confused with a 'keel draft'. For sailing yachts, this is commonly called
the canoe body draft.

Displacement bare
The molded displacement of the vessel without any appendages.

The molded value is defined at the inboard side of the shell plating.
However, since many of the prediction methods are based on models
using molded dimensions without equivalent shell plating, it is often
suggested that the shell thickness be included in the hydrodynamic
displacement.

Wetted surface
The immersed surface area of the vessel without any appendages.

Chine type
A vessel parameter used to best describe the vessel chine shape of the subject
vessel. A chine type may be Round bilge (soft) or Hard chine.

Parameters

Lwl/B
The ratio of the length on waterline to the beam at the waterline.

B/T
The ratio of the beam at the waterline to the draft.

Cb
The ratio of the volume displaced to the product of length on waterline, beam and
draft.

Cws
The ratio of the wetted surface area to the square root of displaced volume time
length on waterline (e.g., CWS = WS / (Vol * Lwl)½).

Catamaran

Hull spacing
The centerline-to-centerline transverse spacing of catamaran demihulls.

Ct-based

Max section area

The maximum immersed transverse (as viewed from the bow) sectional area of the
vessel.

This is typically equivalent to the midship sectional area (at mid length
on waterline). A value is derived for this field if a maximum sectional
area coefficient (CX) is defined in the hull data window.
In current methodologies, the maximum sectional area is suggested to
be more hydrodynamically significant than an arbitrarily located

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midship sectional area. Fortunately, in virtually all of the methods that

use midship sectional area as the component, the midship area was
also the maximum area.

Cx
The ratio of the maximum immersed transverse (as viewed from the bow) sectional
area to the rectangular area described by beam at waterline and draft.

Waterplane area
The area of the vessel at the waterplane.

Cw
The ratio of the waterplane area to the product of the length on waterline and beam.

Trim by stern
The inclination of the specific condition waterline as represented by the difference in
draft at bow and stern.

A positive value for trim signifies a bow up condition. Thus, trim is also
defined as the stern draft minus bow draft (located at the most-aft and
most-forward limits of the length on waterline).

LCB aft of FP / LCB fwd of AP

The location of the longitudinal center of buoyancy (LCB), measured aft of the
forward perpendicular (FP) or forward of the after perpendicular (AP).

In any given equilibrium condition, the location of longitudinal center

of buoyancy is equal to the longitudinal center of gravity (LCG).
Many of the older series and methods use the length between
perpendiculars (Lpp) as the defining length for the statistical
formulation of the prediction equations. Fortunately, the forward point
of the LPP - or the forward perpendicular (FP) - was consistently at the
most-forward point of the waterline at the tested conditions. Thus, the
determination of longitudinal center of buoyancy (LCB) can be
consistently determined for either LPP or LWL.

LCB/Lpp
The ratio of the longitudinal center of buoyancy (LCB) over the length between
perpendiculars (Lpp).

Bulb ext fwd FP

The distance from the forward perpendicular (FP) to the most forward limit of
displacement.

This is generally used only for bulbous or ram bows that project
forward of the waterplane below the surface. The addition of this
forward length (corrected to LWL) to the length on waterline (LWL)
equals the ultimate length (LOS). This ultimate length is currently
finding favor in new definitions of a suitable hydrodynamic length.

Bulb area at FP
The immersed transverse (as viewed from the bow) sectional area of a bulbous bow,
measured at the forward perpendicular (FP).

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In the development of the bulb contributions, the FP was established

at the most forward point of the LWL.

Bulb ctr abv BL

The vertical height of the center of the sectional area of a bulbous bow at the FP,
measured above the vessel's base line (BL).

Transom area
The immersed transverse (as viewed from the stern) sectional area of a transom
stern.

At/Ax
The ratio of the transom area to the maximum section area.

Transom beam
The beam of the transom at the waterline.

Bt/Bx
The ratio of the transom beam to the maximum beam at the water line.

Transom draft
The draft of the vessel at the transom.

Tt/T
The ratio of the draft at the transom to the draft at the mid waterline.

Half ent angle

The angle of the waterplane entrance at the bow.

This is often a somewhat subjective definition, as it is the

measurement of the angle between the waterplane edge and the
centerline, neglecting local shape at stem. We recommend using the
tangent slope of the waterplane at a point BWL/10 (i.e., 20% of the
half-breadth) off the centerline. This offers a systematic definition that
will be consistent for all hulls.

Bow shape
A vessel parameter used to best describe the bow section shape of the subject
vessel. A bow shape may be either WL flow [U-shape], Average flow [Normal] or
Buttock flow [V-shape].

Stern shape
A vessel parameter used to best describe the stern section shape of the subject
vessel.

This parameter is used to determine geometric and resistance

characteristics of the hull. A stern shape may be either WL flow [U-
shape], Average flow [Normal], Buttock flow [V-shape] or Buttock flow
[extreme-V]. Barge type forms or buttock-flow sterns should use
Buttock flow [extreme-V]. A plot of typical ranges of section shape are
shown below [Harvald, 1983]. The slope is taken at a section L/10
forward of the AP (or aft of FP for the bow shape) and at the height of
the propeller shafting.

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Planing

Proj chine length

The longitudinal projected (as viewed from the side) length of the chine from stem to
transom.

Since the wetted length of a planing hull changes with speed and
loading, the projected chine length is used to provide a consistent
geometric length-based parameter.

Max chine beam

The maximum transverse (side to side) distance from chine to chine. An 'effective'
chine beam value may need to be used if the vessel rides on a planing strake inboard
of the chine.

Proj bottom area

The area of the bottom shell (outlined by the chine and transom) projected onto a
horizontal plane (as viewed from below). In other words, the overall plan area of the
shell between chines.

Since the wetted planing area of a planing hull changes with speed and
loading, the projected bottom area is used to provide a consistent
geometric area-based parameter.

Deadrise midchine
This is the transverse angle of the tangent slope of the planing bottom. It is the
acute angle measured from the horizontal plane to the bottom shell.

Many planing bottoms have warped and/or curved surfaces, so the

deadrise is typically defined as the tangent slope at a point BCH/4
transversely off centerline (i.e., 50% of the maximum chine half-
breadth), located at the longitudinal mid-point of the chine length.

LCG fwd transom

The location of the longitudinal center of gravity (LCG), measured forward of the
transom.

VCG above BL
The location of the vertical center of gravity (VCG) measured above the vessel's base
line (BL).

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Thrust line

Shaft angle to BL
The acute angle between the shaft line and the vessel base line (BL).

VCE above BL
The vertical center of effort (VCE) of the propulsor shaft line. This (in conjunction
with the LCE and shaft angle) defines the propulsor thrust line.

LCE fwd transom

The longitudinal center of effort (LCE) of the propulsor shaft line. This (in conjunction
with the VCE and shaft angle) defines the propulsor thrust line.

Flaps/wedge

Number of flaps
The number of flaps or wedges being defined.

Flap chord length

The longitudinal (fore and aft) face length of the flap, wedge or trim tab.

Flap span
The transverse breadth of each flap, wedge or trim tab.

Flap deflection
The angle of deflection of the flap or wedge to the bottom shell.

Flap location
The location of the flap or wedge either behind or under the transom.

C.a.05 - Appendage Data

This window allows data entry of appropriate appendage data.

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Holtrop set

Rudders
The total wetted surface area of the rudders.

Shaft brackets
The total wetted surface area of shaft brackets.

Skeg
The total wetted surface area of skegs.

Strut bossing
The total wetted surface area of strut bossings.

Hull bossing
The total wetted surface area of hull bossings.

Exposed shafts
The total wetted surface of exposed shafting.

Stabilizer fins
The total wetted surface area of the fins.

Dome
The total wetted surface area of a dome.

Bilge keels
The total wetted surface area of the bilge keels.

Bow thruster diam

The diameter of the bow thruster tube opening.

Drag coefficient
A coefficient of drag for individual appendages.

High speed set

Basic

Number of props
The number of propellers (shaft lines) on the vessel.

Diameter
The diameter of the propeller (as described by the tip-to-tip circle).

Shaft angle to BL
The acute angle between the shaft line and the vessel base line (BL).

Strut type
The type of strut on the vessel - Single strut or V strut.

Shafts/struts
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Shaft/boss length
The overall length of the propeller shafting and shaft bossing.

Shaft/boss diam
The average diameter of the propeller shafting and shaft bossing.

Strut t/c ratio

The thickness/chord ratio of the strut as defined by a decimal value (not a
percentage).

Strut proj area

The projected profile area of an individual strut as viewed from the side. For V-
struts, only define one strut. (This area is typically half the wetted area of the strut.)

Mean strut chord

The average fore-and-aft chord length of the shaft struts.

Palm thickness
The distance a strut palm plate extends beyond the hull.

Trans palm width

The side-to-side transverse span of the strut palm plate attached to the hull.

Rudders/skegs

Number of rudders
The number of rudders on the vessel.

Rudder t/c ratio

The thickness/chord ratio of the rudder as defined by a decimal value (not a
percentage).

Rudder proj area

The projected profile area of a single rudder as viewed from the side. (This area is
typically half the wetted area of the rudder.)

Mean rudder chord

The average fore-and-aft chord length of the rudder.

Rudder location
The location of the rudder either behind the propeller disk or in a free stream.

Skeg proj area

The projected profile area of a skeg as viewed from the side. (This area is typically
half the wetted area of the skeg.)

Skeg length
The average overall longitudinal (fore and aft) length of the skeg.

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Extended appendages

Front transv area

The frontal transverse sectional area (as viewed from the bow) of an appendage that
extends below the hull.

Drag coefficient
A coefficient of drag for extended appendage.

Appendage parameters

VCE above BL
The average vertical center of effort (VCE) of the appendages.

LCE fwd transom

The average longitudinal center of effort (LCE) of the appendages.

Drag multiplier
A user-specified multiplier for the total calculated drag of the appendages.

Experimental test data has suggested that methods based on

individual drag formula tend to significantly underpredict the
appendage drag for fast vessels. This is probably due to the inability to
accurately evaluate the effect of model-to-ship scale on the boundary
layer. A multiplier of 2.0 is thus often applied with planing hulls to
account for this.

Sailing yacht set

Keel

Root chord
The length of the keel's chord at its root (nearest the hull or bulb keel).

Tip chord
The length of the keel's chord at its tip (farthest from the hull or bulb keel).

Span
The root to tip length of the foil.

T/C ratio
The thickness/chord ratio of the foil as defined by a decimal value (not a
percentage).

LE sweep
The angle of sweep of the leading edge of the foil measured against vertical.

Canoe diameter
The effective diameter of a sailing yacht's canoe body hull. This is used to determine
appendage interference drag. A suitable geometric estimate is available.

Wings

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Root chord
The length of the wing's chord at its root (nearest the hull or bulb keel).

Tip chord
The length of the wing's chord at its tip (farthest from the hull or bulb keel).

Span
The root to tip length of the foil.

T/C ratio
The thickness/chord ratio of the foil as defined by a decimal value (not a
percentage).

LE sweep
The angle of sweep of the leading edge of the foil measured against vertical.

Bulb

Length
The length of a bulb keel.

Diameter
The maximum diameter of a bulb keel.

Rudders

Number of rudders
The number of rudders on the vessel.

Root chord
The length of the rudder's chord at its root (nearest the hull or bulb keel).

Tip chord
The length of the rudder's chord at its tip (farthest from the hull or bulb keel).

Span
The root to tip length of the foil.

T/C ratio
The thickness/chord ratio of the foil as defined by a decimal value (not a
percentage).

LE sweep
The angle of sweep of the leading edge of the foil measured against vertical.

C.a.06 - Environment Data

This window allows data entry of appropriate wind, seas and channel data. Hull data
can be found on a different help page.

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Wind

Wind speed
The true (to ground) wind speed.

The apparent wind speed and angle is found in NavCad from the
vectors of ship and true wind speed and angle. Added wind resistance
can be calculated from the advancing ship speed even if wind speed is
zero. Appropriate sea state estimates are available.

Angle off bow

The true (to ground) angle of wind against the path of the ship.

The apparent wind speed and angle is found in NavCad from the
vectors of ship and true wind speed and angle. Added wind resistance
can be calculated from the advancing ship speed even if wind speed is
zero.

Tran hull area

The transverse exposed sectional wind area of the hull (as viewed from the bow).

VCE above BL
The vertical center of effort (VCE) of the wind area above base line (BL).

The wind speed used to calculate added wind resistance is defined on

the various wind areas of the hull. If the wind location is selected as
'Free stream', a wind speed reduction gradient is applied to determine
an effective wind speed at each area based on its VCE.

LCE fwd transom

The longitudinal center of effort (LCE) of the wind area forward of the transom.

This is used in the equilibrium trim planing hull analysis to identify the
center of effort of the wind force contribution.

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Tran superst area

The transverse exposed sectional wind area of the superstructure above the hull (as
viewed from the bow).

VCE above BL
The vertical center of effort (VCE) of the wind area above base line (BL).

The wind speed used to calculate added wind resistance is defined on

the various wind areas of the hull. If the wind location is selected as
'Free stream', a wind speed reduction gradient is applied to determine
an effective wind speed at each area based on its VCE.

LCE fwd transom

The longitudinal center of effort (LCE) of the wind area forward of the transom.

This is used in the equilibrium trim planing hull analysis to identify the
center of effort of the wind force contribution.

Total longl area

The total longitudinal exposed profile wind area of both superstructure and hull (as
viewed from the side).

VCE above BL
The vertical center of effort (VCE) of the wind area above base line (BL).

The wind speed used to calculate added wind resistance is defined on

the various wind areas of the hull. If the wind location is selected as
'Free stream', a wind speed reduction gradient is applied to determine
an effective wind speed at each area based on its VCE.

LCE fwd transom

The longitudinal center of effort (LCE) of the wind area forward of the transom.

This is used in the equilibrium trim planing hull analysis to identify the
center of effort of the wind force contribution.

Wind location
The location of the wind speed measurement.

The wind speed used to calculate added wind resistance is defined on

the various wind areas of the hull. If the wind location is selected as
'Free stream', a wind speed reduction gradient is applied to determine
an effective wind speed at each area based on its vertical center of
effort (VCE). No wind speed correction is applied if 'On hull' is chosen.

Hull type
The closest category of hull and superstructure type.

This selection is used to identify a basic superstructure and hull wind

area arrangement. If the subject hull does not fit into one of the
categories, choose the closest type.

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Seas

Sig wave height

The significant wave height of the seas. Appropriate sea state estimates are
available.

Modal wave period

The modal wave period of the seas. Appropriate sea state estimates are available.

Channel

Channel depth
The average depth of the channel or shallow water. This data is checked by NavCad
against channel width and side slope to determine if a reduced effective depth is
appropriate.

Channel width
The channel width on the surface. For a shallow water analysis in unlimited width,
any large value may be used.

Side slope
The slope angle (against the water surface) of the channel sides.

Hull girth
The maximum girth of the submerged hull body. A geometric estimate derived from
beam, draft and maximum section area is available.

C.a.07 - Misc Data

This window allows data entry of margin, towed net dimensions and towed barge
dimensions data.

Type
The basic type of miscellaneous resistance data to be used in a resistance analysis.

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Only one of the following can be applied at a time: Margin, Towed net and Towed
barge.

Margin

Based on
The results the design margin is to be applied to. Either Hull drag only or All drags.

Design margin
The percentage value of the design margin to be applied.

Towed net dimensions

Total twine length

The total accumulated length of all net twine.

Twine diameter
The average diameter of all net twine.

Towed barge dimensions

Bow
The bow end shape of a towed barge.

Stern
The stern end shape.

Length on WL
The waterline length of the barge.

Max beam on WL
The breadth of the barge at the waterline.

Max molded draft

The molded draft of the barge.

Displacement bare
The molded displacement of the barge without appendages.

Wetted surface
The wetted surface of the barge without appendages. A geometric estimate is
available based on length, beam and draft in conjunction with the bow and stern
shape.

Appendages
An added margin (of bare resistance) to account for appendage drag. Estimates are
available which are based on typical industry experience.

Tow line
An added margin (of bare resistance) to account for tow line drag. Estimates are
available which are based on typical industry experience.

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Wind/seas
An added margin (of bare resistance) to account for wind and seas drag. Estimates
are available which are based on typical industry experience.

Shallow draft
An added margin (of bare resistance) to account for shallow water drag. Estimates
are available which are based on typical industry experience.

C.a.08 - Propulsor Data

This window allows data entry of appropriate propeller parameters.

General

Profile/description
A line of text describing the propulsor to be defined.

Number of propulsors
The number of propulsors on the vessel.

Propulsor type
Defines the predictive tool to be used.

Propeller series
The open-water propulsor series.

Each series is built from basic blade shape and size parameters.
Further details are included in the help text attached to each series
selection.
Each series describes the basic configuration - either open-wheel or
ducted - and the blade's section shape. B-series propellers are foil
shaped, generally have higher efficiency and are most popular for
larger free-running commercial vessels. Gawn propellers are flat faced
and are popular for a variety of uses. The Kaplan ducted propeller are
most useful for towing applications.

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User Kt/Kq file

The path and file name of the chosen user Kt/Kq data file from the custom Kt/Kq
library.

Jet file (waterjet only)

The path and file name of the chosen waterjet data file from the waterjet library.

Blades
The number of blades on the propeller.

Following blade area ratio trends, the fewer the blades, the greater the
theoretical efficiency. In spite of the desire to provide for more blade
area to control cavitation, the selection of the number of blades may
occasionally be determined by other factors.
The principal reason for using a different number of blades is to control
noise and vibration. The interaction of a blade passing some piece of
stern structure or appendage can set up a resonant vibration and can
also incite cavitation. In may of these cases the only cure is to revise
the number of blades so that the frequency of the passing pulses is
changed.

Impeller (waterjet only)

The selected impeller.

Exp area ratio

The expanded area ratio of the propeller.

The propeller series performance relationships all use expanded area

ratio for their determination of blade area. Expanded area ratio (EAR)
is quite close to developed area ratio (DAR), and is larger than
projected area ratio (PAR). The well-established relationships used to
convert between each are:

DAR = PAR / (1.067 - 0.229 * pitch/diameter) and

EAR = 0.34 * DAR * (2.75 + (DAR / num_blades))

In general, less blade area increases efficiency, but only slightly. Its
principal function is to distribute loads to limit cavitation, so it is best
to use as little blade area as possible while retaining enough to reduce
blade pressure. If a blade area is too low, however, structural
considerations will dictate a thicker, less efficient, blade section.
Typical manufacturing limits of blade area ratio are 1.0 for Kaplan
ducted propellers and 1.1 for open wheel.

Nozzle area (waterjet only)

The area of the waterjet nozzle (An).

Diameter
The diameter of the propeller (as described by the tip-to-tip circle).

In theory, the largest diameter produces the greatest possible

efficiency, so the selection of diameter is frequently determined by the
available stern opening. However, appropriate tip clearance should be

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maintained. The amount depends on the application, but is usually

somewhere between ten to twenty percent of diameter.
Diameter also plays an important role on tip cavitation. Since propeller
RPM is often not able to be changed, the diameter may be the only
parameter remaining to control tip cavitation.

Impeller diam (waterjet only)

The diameter of the waterjet impeller (Di).

Pitch
The nominal pitch of the propeller.

Since many propellers (including some of the tested propellers that

make up the series) have varying pitch distributions, the nominal pitch
is measured at the 0.70 to 0.75 radius.
Face cavitation can become a problem if the vessel is operating with a
pitch that is too low. Typical manufacturing limits of p/d ratio are 1.1
for Kaplan ducted propellers and 2.0 for most open wheels.

Nozzle diam (waterjet only)

The diameter of the nozzle (Dn). This is used to calculate nozzle area (An).

Immersion
The immersion of the propeller hub below the waterline.

This is the vertical distance of the center of the propeller hub to the
vessel's static (at rest) waterline.

Engine/gear data

Engine file
The path and file name of the chosen engine performance data file from the engine
library.

Gear efficiency
The efficiency of the engine's reduction gear.

This value defines the extent of energy losses within the reduction
gear, which typically on the order of three to five percent (gear
efficiency of 0.95 to 0.97). The magnitude of gear loss (and
subsequently gear efficiency) can usually be found in the engine or
gear manufacturer's literature.

Gear ratio
The reduction ratio of the engine's transmission gear.

This value represents the ratio of engine speed (RPM) to output

propeller speed.

Shaft efficiency
The mechanical shaft efficiency.

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This value defines bearing, friction and shaft torsion losses between
the point of shaft power (at the output side of an engine's reduction
gear) and the power delivered to the propeller. Shaft efficiency is
relatively high - typically 0.97 for single-screw craft and 0.98 for multi-
screw vessels.

Propeller options

Scale corr
The choice of propeller scale correction for open-wheel propellers.

Use of scale correction is very important. The performance

characteristics for the propeller series are based on model propellers
(typically 15 inches or so), and scale correction is necessary to
represent actual full-scale performance. In this correction, NavCad
assumes a model scale Reynolds number of 2.0e6 which was derived
from the B-series data. It has been found that the full ITTC-78
correction more closely correlates to real-world experience for the
large, slower rotating propellers found on merchant or military vessels,
while the original B-series or equivalent profile corrections are more
suitable for small craft propellers.

Kt multiplier
A propeller series thrust correction.

This multiplier accounts for minor thrust differences between the

subject propeller and the series which are due to geometric
differences. This field can be used to correlate the performance of non-
standard (such as CPP, surface-piercing, heavy-duty, counter-rotating)
propellers to a standard series. No correction will be applied if 'Std' is
selected.

Kq multiplier
A propeller series torque correction.

This multiplier accounts for minor torque differences between the

subject propeller and the series which are due to geometric
differences. For example, the edges of smaller stock propellers are not
the precise 'knife-edge' found on the tested models, and a few percent
torque is often added to account for this. This field can be used to
correlate the performance of non-standard (such as CPP, surface-
piercing, heavy-duty, counter-rotating) propellers to a standard series.
No correction will be applied if 'Std' is selected.

Blade t/c
The propeller thickness/chord (t/c) ratio at the 0.75 radius.

No t/c ratio correction will be applied if 'Std' blade t/c is selected.

Standard t/c ratios are based on the B-series formula:
t/c at 0.75R = (0.0185 - 0.00125 * num_blades) * num_blades /
(2.073 * EAR)

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Roughness
The propeller surface roughness.

No surface roughness correction will be applied if 'Std' roughness is

selected. The standard ITTC new propeller value is 30 microns.

Propeller cup
The amount of cup (trailing edge drop) applied to the propeller blade.

One simple solution to improve excessive cavitation on an existing

propeller is to introduce cup. Propeller cup is simply the deformation of
a propeller's trailing edge towards the pressure face. By providing a
measure of effective camber to the blade, it changes the pressure
distribution along the blade's chord length. Propeller cup is entered as
the drop of the trailing edge in millimeters as compared to the
uncupped propeller.

Pitch type
Either fixed-pitch (FPP) or controllable pitch (CPP).

Two different 'Analysis types' can be run with CPP propellers for
propulsor analysis applications, with an additional analysis available for
System analysis. These are, 1) Fixed RPM (the pitch will vary, but RPM
is fixed), 2) Max. efficiency (the pitch and RPM both vary to find the
combination that produces the maximum propeller open-water
efficiency), and 3) Combinator (the pitch and RPM vary along the
established engine file Combinator line).

Cav breakdown
A correction to thrust and torque to account for the effect of cavitation.

Selecting this option will apply a correction to thrust (KT) and torque
(KQ) to account for cavitation breakdown. Care must be taken in the
use of this correction to keep the objective of the analysis in mind.
If it is the intent to ultimately select a propeller with minimal
cavitation, then use of this option is not justified since cavitation
should eventually be eliminated in the installed propeller. If an
analysis or diagnostic evaluation of existing conditions is desired, then
use of this option may be quite useful.

Shaft angle corr

A correction for the effect of shaft angle.

Selecting this option and entering a shaft angle will apply a correction
to thrust (KT) and torque (KQ) to account for the effects of non-axial
flow - commonly known as oblique flow - due to shaft angle. Please
refer to section 5.b.08 - Oblique Flow for more information.

Added angle of run

A supplemental correction to the effect of shaft angle for the determination of a
proper oblique inflow angle.

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This typically represents the rise of the stern run at the propeller, but
it can also be used to reflect any inflow into the propeller that is not
horizontal. Please refer to section 5.b.08 - Oblique Flow for more
information.

C.a.09 - Propulsion Sizing

This window allows data entry of vessel condition information.

Analysis parameters

These are shown for reference only and can be altered from the Main NavCad form
(propulsion).

Parameters to size

The following parameters can be sized by selecting Size - Gear ratio, Exp area ratio,
Diameter and Nominal pitch. If Keep is selected these values will not be sized and
can be manually entered here as well as in the Edit propulsor data window.

Design condition

Size for
The type of reference load (Shaft power or Total thrust) used in the propeller sizing
calculation.

Design speed
The vessel speed at which the sizing propeller parameters will be selected.

Reference load
The design shaft power or thrust value.

This value reflects a reference load - which in conjunction with the load
design point - will define the design load applied to or demanded from
the propeller. If shaft power is being sized for, the reference load will
be the appropriate shaft power. (An estimate, based on the selected
engine file, is available.) If thrust is being sized for, the load will be
the open-water thrust demanded from the propeller. (Estimates for
this are also available which are derived from various points on the
resistance curve plus thrust deduction.)

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Reference RPM
The referenced engine RPM, which is used with the RPM design pt to determine the
design RPM used in propeller sizing.

Load design pt
A percentage multiplier to convert the Reference load to a value which is applied in
the propeller sizing calculation.

RPM design pt
A percentage multiplier to convert the Reference RPM to a value which is applied in
the propeller sizing calculation.

Max prop diam

An upper boundary value placed on the propeller diameter for a propeller sizing
calculation.

C.b.01 - Engine File Editor

This window allows data entry of appropriate engine library data parameters.

Description
A line of text describing the engine in the current engine file.

Parameters

Fuel rate units

Available options for fuel rate units.

Power units
Available options for power units.

Rated brake power

The rated brake power of the engine.

Rated RPM
The rated RPM of the engine.

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Performance envelope

The values in this spreadsheet are triplets of Power, RPM and the corresponding fuel
consumption. Sometimes known as the rated power curve, these points represent
the limits of engine operation. These points must be in order of descending RPM and
with the first point being the engine's no-load point (Power = 0).

Combinator/min fuel line

The values in this spreadsheet are triplets of Power, RPM and the corresponding fuel
consumption. The points typically represent the controllable pitch propeller
combinator line or a line of minimum fuel consumption.

Graph

Use the Graph tab to display a plot of the entered data.

C.b.02 - Propeller File Editor

This window allows data entry of propeller data for library files.

Description
A line of text describing the propeller in the current propeller file.

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 Data Entry Pages

Parameters

Series
The open-water propeller series.

Each series is built from basic blade shape and size parameters.
Further details are included in the help text attached to each series
selection.
Each series describes the basic configuration - either open-wheel or
ducted - and the blade's section shape. B-series propellers are foil
shaped, generally have higher efficiency and are most popular for
larger free-running commercial vessels. Gawn propellers are flat faced
and are popular for a variety of uses. The Kaplan ducted propeller are
most useful for towing applications. Cycloidal propellers are of the
"Voith-Schneider" vertical axis type. The Rolla series for surface-
piercing propellers.

Blades
The number of blades on the propeller.

Exp area ratio

The expanded area ratio of the propeller.

The propeller calculations in NavCad use expanded area ratio for their
determination of blade area. Expanded area ratio (EAR) is quite close
to developed area ratio (DAR), and is larger than projected area ratio
(PAR). The well-established relationships used to convert between
each are:

DAR = PAR / (1.067 - 0.229 * pitch/diameter) and

EAR = 0.34 * DAR * (2.75 + (DAR / num_blades)

Min diameter
The minimum allowable diameter of the propeller.

Max diameter
The maximum allowable diameter of the propeller.

Pitch type

Either fixed-pitch (FPP) or controllable pitch (CPP).

Options

Scale corr
The choice of propeller scale correction for open-wheel propellers.

Use of scale correction is very important. The performance

characteristics for the propeller series are based on model propellers
(typically 15 inches or so), and scale correction is necessary to
represent actual full-scale performance. It has been found that the full
ITTC-78 correction more closely correlates to real-world experience for

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Data Entry Pages

the large, slower rotating propellers found on merchant or military

vessels, while the original B-series or equivalent profile corrections are
more suitable for small craft propellers.

Kt multiplier
A propeller series thrust correction.

This multiplier accounts for minor thrust differences between the

subject propeller and the series which are due to geometric
differences. This field can be used to correlate the performance of non-
standard (such as CPP, surface-piercing, heavy-duty, counter-rotating)
propellers to a standard series. No correction will be applied if 'Std' is
selected.

Kq multiplier
A propeller series torque correction.

This multiplier accounts for minor torque differences between the

subject propeller and the series which are due to geometric
differences. For example, the edges of smaller stock propellers are not
the precise 'knife-edge' found on the tested models, and a few percent
torque is often added to account for this. This field can be used to
correlate the performance of non-standard (such as CPP, surface-
piercing, heavy-duty, counter-rotating) propellers to a standard series.
No correction will be applied if 'Std' is selected.

Blade t/c
The propeller thickness/chord (t/c) ratio at the 0.75 radius.

Roughness
The propeller surface roughness.

No surface roughness correction will be applied if 'Std' roughness is

selected. The standard ITTC new propeller value is 30 microns.

Propeller cup
The amount of cup applied to the propeller blade.

One simple solution to improve excessive cavitation on an existing

propeller is to introduce cup. Propeller cup is simply the deformation of
a propeller's trailing edge towards the pressure face. By providing a
measure of effective camber to the blade, it changes the pressure
distribution along the blade's chord length. Propeller cup is entered as
the drop of the trailing edge in millimeters as compared to the
uncupped propeller.

Cav breakdown
A correction to thrust and torque to account for the effect of cavitation.

Selecting this option will apply a correction to thrust (KT) and torque
(KQ) to account for cavitation breakdown. Care must be taken in the
use of this correction to keep the objective of the analysis in mind.

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C.b.03 - Waterjet File Editor

This window allows entry of waterjet parameters for the waterjet library file.

Description
A line of text describing the waterjet in the current waterjet file.

Units

Prop length
Available options for propeller length units.

Speed
Available options for speed units.

Force
Available options for force (thrust) units.

Power
Available options for power units.

Parameters

Impeller diameter
The diameter of the waterjet impeller (Di).

Nozzle diameter
The diameter of the nozzle (Dn). This is used to calculate nozzle area (An).

Max (rated) RPM

The maximum rated RPM of the waterjet.

Max (rated) power

The maximum rated power of the waterjet.

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Data Entry Pages

Thrust angle to BL
The angle of the waterjet nozzle to the design baseline.

LCE fwd transom

The longitudinal center of effort of the waterjet forward of the transom.

VCE above BL
The vertical center of effort of the waterjet above the baseline.

Waterjet performance

The Speed-Power-Thrust data for the waterjet, as well as derived coefficients. (See
5.b.06 - Waterjet Performance for more details about these coefficients.) The
coefficients are:

Cp = power coefficient
Ct = thrust coefficient
Eff = propulsor efficiency

Available impellers

The PoM value of the Power-RPM impeller definition point.

Graph

Use the Curve tab to display a plot of the entered data.

C.b.04 - Custom Kt/Kq File Editor

This window allows entry of a custom Kt/Kq curve. Custom Kt/Kq curves can be used
when the performance of the propeller is known from a model test.

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 Data Entry Pages

Description
A line of text describing the Kt/Kq curve in the current Kt/Kq file.

Propeller parameters

Diameter
The diameter of the propeller (as described by the tip-to-tip circle).

Pitch
The nominal pitch of the propeller.

Since many propellers have varying pitch distributions, the nominal

pitch is measured at
the 0.70 to 0.75 radius.

Exp area ratio

The expanded area ratio of the propeller.

The propeller calculations in NavCad use expanded area ratio for their
determination of blade area. Expanded area ratio (EAR) is quite close
to developed area ratio (DAR), and is larger than projected area ratio
(PAR). The well-established relationships used to convert between
each are:

DAR = PAR / (1.067 - 0.229 * pitch/diameter) and

EAR = 0.34 * DAR * (2.75 + (DAR / num_blades)

Immersion
The immersion of the propeller hub below the waterline.

This is the vertical distance of the center of the propeller hub to the
vessel's static (at rest) waterline.

Blades
The number of blades on the propeller.

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Water characteristics

Water mass density and kinematic viscosity characteristics for the subject vessel
condition.

Default values for fresh and salt water (3.5% salinity) at 59 deg F (15
deg C) are derived from International Towing Tank Conference (ITTC)
standard values. No corrections are made for differences in vapor
pressure.

Custom Kt/Kq curve

The values in this spreadsheet represent the non-dimensional performance of the

propeller

J
The advance coefficient of the propeller. This is the independent variable.

Rn
The propeller Reynolds number at that advance coefficient from the test (typically at
model scale). This is used in the scale correction calculations.

Kt
The propeller thrust coefficient at that advance coefficient.

Kq
The propeller torque coefficient at that advance coefficient.

Ktn
Any nozzle thrust coefficient at that advance coefficient. This is used only for a
ducted propeller.

Graph

Use the Graph tab to display a plot of the entered data.

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C.b.05 - Model/Parent File Editor

This window allows data entry of model condition, hull and performance parameters
for a model library file.

Condition

Description
A description of the model.

Units

This group allows the user to select the active and default units.

Imperial
Changes the page to a standard selection of Imperial (English) units.

SI
Changes the page to a standard selection of SI (metric) units.

Water type

Mass density*
Water mass density characteristics for the model vessel condition.

Kinematic visc*
Kinematic viscosity characteristics for the model vessel condition.

*Default values for fresh and salt water (3.5% salinity) at 59 deg F (15 deg C) are
derived from International Towing Tank Conference (ITTC) standard values. No
corrections are made for differences in vapor pressure.

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Data Entry Pages

Speed

1 to 10
The model speeds for which resistance and propulsion analyses are performed.

Hull

Data for
The basic type of hull to be analyzed.

General

Length between PP
The length of the vessel between the fore and after perpendiculars.

This is most often defined as the length from the stem at the vessel's
design waterline (DWL) to either the aftermost point of the DWL or to
the center of the rudder stock. Hydrodynamically, this parameter has
no useful function - the length on waterline (LWL) is the important
parameter of length.
Many of the older series and methods, however, used the LPP as the
defining length for the statistical formulation of the prediction
equations. Fortunately, the forward point of the LPP - or the forward
perpendicular (FP) - was consistently at the most-forward point of the
waterline at the tested conditions. NavCad uses this feature to
determine a 'hydrodynamic LPP' for calculations where the FP point is
set to the forward point of the defined LWL.

WL bow pt aft FP
Distance of the forward-most point of the LWL aft of the FP. This is used to register
the location of the LWL with respect to the FP and LPP.

Length on WL
The extreme length of the vessel from the stem at the specific condition waterline to
the aftermost point on the same waterline at the stern.

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 Data Entry Pages

Max beam on WL
The vessel's breadth measured at the specific condition waterline.

The molded value is defined at the inboard side of the shell plating.
However, since many of the prediction methods are based on models
using molded dimensions without equivalent shell plating, it is often
suggested that the shell thickness be included in the hydrodynamic
beam.
Many of the older series and methods use the length between
perpendiculars (LPP) as the defining length for the statistical
formulation of the prediction equations. Fortunately, the forward point
of the LPP - or the forward perpendicular (FP) - was consistently at the
most-forward point of the waterline at the tested conditions. NavCad
uses this feature to determine a 'hydrodynamic LPP' for calculations
where the FP point is set to the forward point of the defined LWL.

Max molded draft

The molded draft of the vessel measured from the specific condition waterline to the
point where the bottom shell, if continued, would intersect the centerline (often
called the rabbet).

This is not necessarily the lowest point of the vessel and should not be
confused with a 'keel draft'. For sailing yachts, this is commonly called
the canoe body draft.

Displacement bare
The molded displacement of the vessel without any appendages.

The molded value is defined at the inboard side of the shell plating.
However, since many of the prediction methods are based on models
using molded dimensions without equivalent shell plating, it is often
suggested that the shell thickness be included in the hydrodynamic
displacement.

Wetted surface
The immersed surface area of the vessel without any appendages.

Chine type
A vessel parameter used to best describe the vessel chine shape of the subject
vessel. A chine type may be Round bilge (soft) or Hard chine.

Parameters

Lwl/B
The ratio of the length on waterline to the beam at the waterline.

B/T
The ratio of the beam at the waterline to the draft.

Cb
The ratio of the volume displaced to the product of length on waterline, beam and
draft.

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Data Entry Pages

Cws
The ratio of the wetted surface area to the square root of displaced volume time
length on waterline (e.g., CWS = WS / (Vol * Lwl)½).

Catamaran

Hull spacing
The centerline-to-centerline transverse spacing of catamaran demihulls.

Ct-based

Max section area

The maximum immersed transverse (as viewed from the bow) sectional area of the
vessel.

This is typically equivalent to the midship sectional area (at mid length
on waterline). A value is derived for this field if a maximum sectional
area coefficient (CX) is defined in the 'Displacement' hull data window.

Cx
The ratio of the maximum immersed transverse (as viewed from the bow) sectional
area to the rectangular area described by beam at waterline and draft.

Waterplane area
The area of the vessel at the waterplane

Cw
The ratio of the waterplane area to the product of the length on waterline and beam

In current methodologies, the maximum sectional area is suggested to

be more hydrodynamically significant than an arbitrarily located
midship sectional area. Fortunately, in virtually all of the methods that
use midship sectional area as the component, the midship area was
also the maximum area.

Trim by stern
The inclination of the specific condition waterline as represented by the difference in
draft at bow and stern.

A positive value for trim signifies a bow up condition. Thus, trim is also
defined as the stern draft minus bow draft (located at the most-aft and
most-forward limits of the length on waterline).

LCB aft of FP / LCB fwd of AP

The location of the longitudinal center of buoyancy (LCB), measured aft of the
forward perpendicular (FP) or forward of the after perpendicular (AP).

In any given equilibrium condition, the location of longitudinal center of

buoyancy is equal to the longitudinal center of gravity (LCG).
Many of the older series and methods use the length between perpendiculars
(Lpp) as the defining length for the statistical formulation of the prediction
equations. Fortunately, the forward point of the LPP - or the forward
perpendicular (FP) - was consistently at the most-forward point of the

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 Data Entry Pages

waterline at the tested conditions. Thus, the determination of longitudinal

center of buoyancy (LCB) can be consistently determined for either LPP or
LWL.

LCB/Lpp
The ratio of the longitudinal center of buoyancy(LCB) over the length between
perpendiculars (Lpp)

Bulb ext fwd FP

The distance from the forward perpendicular (FP) to the most forward limit of
displacement.

This is generally used only for bulbous or ram bows that project forward of
the waterplane below the surface. The addition of this forward length
(corrected to LWL) to the length on waterline (LWL) equals the ultimate
length (LOS). This ultimate length is currently finding favor in new definitions
of a suitable hydrodynamic length.

Bulb area at FP
The immersed transverse (as viewed from the bow) sectional area of a bulbous bow,
measured at the forward perpendicular (FP).

In the development of the bulb contributions, the FP was established

at the most forward point of the LWL.

Bulb ctr abv BL

The vertical height of the center of the sectional area of a bulbous bow at the FP,
measured above the vessel's base line (BL).

Transom area
The immersed transverse (as viewed from the stern) sectional area of a transom
stern.

At/Ax
The ratio of the transom area to the maximum section area.

Transom beam
The beam of the transom at the waterline.

Bt/Bx
The ratio of the transom beam to the maximum beam at the water line.

Transom draft
The draft of the vessel at the transom.

Tt/T
The ratio of the draft at the transom to the draft at the mid waterline.

Half ent angle

The angle of the waterplane entrance at the bow, measured between the waterplane
edge and the centerline.

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Data Entry Pages

Bow shape
A vessel parameter used to best describe the bow section shape of the subject
vessel. A bow shape may be either WL flow [U-shape], Average flow [Normal] or
Buttock flow [V-shape].

Stern shape
A vessel parameter used to best describe the stern section shape of the subject
vessel.

This parameter is used to determine geometric and resistance characteristics

of the hull. A stern shape may be either WL flow [U-shape], Average flow
[Normal], Buttock flow [V-shape] or Buttock flow [extreme-V]. Barge type
forms or buttock-flow sterns should use Buttock flow [extreme-V].

Planing

Proj chine length

The longitudinal projected (as viewed from the side) length of the chine from stem to
transom.

Since the wetted length of a planing hull changes with speed and
loading, the projected chine length is used to provide a consistent
geometric length-based parameter.

Max chine beam

The maximum transverse (side to side) distance from chine to chine.

An 'effective' chine beam value may need to be used if the vessel rides
on a planing strake inboard of the chine.

Proj bottom area

The area of the bottom shell (outlined by the chine and transom) projected onto a
horizontal plane (as viewed from below). In other words, the overall plan area of the
shell between chines.

Since the wetted planing area of a planing hull changes with speed and
loading, the projected bottom area is used to provide a consistent
geometric area-based parameter.

Deadrise midchine
The transverse sectional angle (as viewed from the bow) defining the slope of the
bottom shell.

The deadrise angle is the acute angle measured from a horizontal

plane to the bottom shell. Many planing bottoms have warped and/or
curved surfaces, so the deadrise is typically defined as the bottom
slope found longitudinally at the mid chine length and transversely at
midway between the centerline and the chine.

LCG fwd transom

The location of the longitudinal center of gravity (LCG), measured forward of the
transom.

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 Data Entry Pages

VCG above BL
The location of the vertical center of gravity (VCG) measured above the vessel's base
line (BL).

Thrust line

Shaft angle to BL
The acute angle between the shaft line and the vessel base line (BL).

VCE above BL
The vertical center of effort (VCE) of the propulsor shaft line. This (in conjunction
with the LCE and shaft angle) defines the propulsor thrust line.

LCE fwd transom

The longitudinal center of effort (LCE) of the propulsor shaft line. This (in conjunction
with the VCE and shaft angle) defines the propulsor thrust line.

Flaps/wedge

Number of flaps
The number of flaps or wedges being defined.

Flap chord length

The longitudinal (fore and aft) face length of the flap, wedge or trim tab.

Flap span
The transverse breadth of each flap, wedge or trim tab.

Flap deflection
The angle of deflection of the flap or wedge to the bottom shell.

Flap location
The location of the flap or wedge either behind or under the transom.

Performance

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Data Entry Pages

Speed
Speed at which the model was tested.

Cr
Model residuary resistance coefficient for the current speed.

Trim
The trim (by the stern) of the model during testing at that speed.

Rbare
Model bare-hull resistance for the current speed.

Source

Source of the entered resistance data - model test or full scale trial (this is not the
scale of the entered numbers, but the source of the data).

Cf
The friction line used in the presentation of the test results.

The ITTC friction line is based on the 1957 ITTC formula. The ATTC is
based on the Schoenherr formula. Hughes is based on the Hughes
formula which claims to be a true friction line for smooth plates in fully
turbulent flow.

Options

Model length on WL
The waterline length of the model as tested.

3D corr form factor

The ITTC-78 three-dimensional form factor.

Selecting this option causes the prediction method to follow the

approach outlined by the ITTC to better account for viscous
contributions to bare-hull resistance. Form factor defines the viscous
resistance as an added percentage of frictional resistance. This method
is widely regarded as the best available technique for displacement
hull vessels, even if estimated values of the form factor are used.
Additional details are included in the help text of the form factor
estimates.

C.c.01 - Options

This window allows the user to customize NavCad. Active units, default "new project"
units, reference locations, report footers, and company name can all be set here.

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 Data Entry Pages

Units & References

Units

This group allows the user to select the active and default units.

Convert
This button may be used to convert all data and results in the current job from the
previous units to the selected units. If the units are changed and not converted, the
numeric values will not be changed (e.g., 100 m to 100 ft, versus 328 feet).

Imperial
Changes the page to a standard selection of Imperial (English) units.

SI
Changes the page to a standard selection of SI (metric) units.

Set as default units

This causes NavCad to save the currently selected units as the default units. These
will be the units when NavCad is started or a new project is created.

Reference points

Display LCB/LCF from

Allows the user to select the default reference location for the longitudinal center of
buoyancy (LCB). Allowable options are aft of the forward perpendicular (Aft of FP) or
forward of the after perpendicular (Fwd or AP).

Reports

Miscellaneous

Prepared by
The name of the company. This will print out in the header of graphs and reports.

Standard footer
This footer will appear on the bottom of the Symbols and values page of data and
results reports. It can include multiple lines as well as any standard ASCII printing
characters except the pipe (|).
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Data Entry Pages

Omit "Symbols and values" in long report

When checked, NavCad will not print the symbols and definitions normally found in a
report with data and results.

Display

Default viewer
Allows the user to select the default report viewer option. The selected viewer will be
the default report viewer when NavCad is started.

Spreadsheet
The path and file of specific spreadsheet editing program that the user wants NavCad
to use for report viewing. If this is not defined, NavCad will use the program that
Windows associates with the CSV extension.

Word processor
The path and file of specific word processing program that the user wants NavCad to
use for report viewing. If this is not defined, NavCad will use the program that
Windows associates with the RTF extension.

C.c.02 - Minimum Drag Analysis

This window allows data entry of appropriate minimum drag analysis parameters.

Once hull data has been entered and a resistance prediction built, you can analyze
and optimize your hull with the Minimum hull drag analysis. You define search
ranges and intervals for significant data items (e.g., length, beam, LCB), and NavCad
predicts the drag for the configurations and then ranks it. The configuration with the
minimum drag is displayed at the top of the list, with the difference from minimum
displayed in percent of drag. The calculation also has the ability to review a
compromise analysis, using a weighted average of two speeds.

Method
A summary of the bare-hull resistance prediction parameter data.

Lwl
The waterline length.

Bwl
The waterline beam.

C-46
 Data Entry Pages

Draft
The vessel draft.

LCB/L
The ratio of the LCB location from the forward perpendicular to the length on
waterline.

Cw
The waterplane coefficient.

Cx
The maximum section (midship section) coefficient.

At/Ax
Ratio of transom area to maximum sectional area.

Lch (planing hull only)

The length on chine.

Bch (planing hull only)

The maximum chine beam.

Beta (planing hull only)

Angle of deadrise at midchine.

LCG/L (planing hull only)

The ratio of the LCG location from the transom to the length on chine.

ShAng (planing hull only)

The shaft angle.

FlDef (planing hull only)

The angle of flap deflection.

Ap/LB (planing hull only)

The ratio of projected bottom area to the rectangular area of length on chine by
maximum chine beam.

Prim
The primary operation speed of the vessel and the percentage of time it will be at
that speed.

Sec
A secondary operating speed of the vessel will be used at and the percentage of time
it will likely be at that speed.

Best
Percentage of calculated cases that will be displayed.

Calc
Runs through all the possible permutations defined in the parameter grid. The
process is shown in the analysis grid.

C-47
Data Entry Pages

Sort
Sorts the results based on the currently selected column.

Report
Creates and opens a report of the minimum drag analysis.

Check
Checks the selected minimum drag hull geometry to make sure that it is still within
the parameters of the prediction method.

+%P
Percent improvement for that combination as compared to the "parent" hull
resistance at the primary speed.

+%S
Percent improvement for that combination as compared to the "parent" hull
resistance at the secondary speed.

Index
A weighted comparison index for the parameters in the row, shown as the
percentage of weighted calculated drag above the minimum. The rows are initially
sorted to this column.

C.c.03 - Optimum Trim Analysis

This window allows data entry of appropriate optimum trim analysis parameters.

Method
A summary of the bare-hull resistance prediction parameter data.

Condition data

Long'l GM
The longitudinal metacentric height. (This figure is used in determining the
volumetric change with trim for the optimum trim analysis.)

LCF aft FP
The Longitudinal Center of Flotation aft of the FP. This is required to properly
determine the forward and aft drafts when trimmed.

C-48
 Data Entry Pages

Prim
The primary operation speed of the vessel and the percentage of time it will be at
that speed.

Sec
A secondary operating speed of the vessel will be used at and the percentage of time
it will likely be at that speed.

Best
Percentage of calculated cases that will be displayed.

Analysis

Calc
Runs through all the possible permutations defined in the parameter grid. The
process is shown in the analysis grid.

+%P
Percent improvement for that combination as compared to the "parent" hull
resistance at the primary speed.

+%S
Percent improvement for that combination as compared to the "parent" hull
resistance at the secondary speed.

Index
A weighted comparison index for the parameters in the row, shown as the
percentage of weighted calculated drag above the minimum. The rows are initially
sorted to this column.

Sort
Sorts the results based on the currently selected column.

Report
Creates and opens a report of the optimum trim analysis.

Check
Checks the selected minimum drag hull geometry to make sure that it is still within
the parameters of the prediction method.

C.c.04 - Estimate

This window allows selection of an estimate.

C-49
Data Entry Pages

Method
A list of available estimates for a data item.

Parameters
A list of parameters for the currently selected estimate, the range of acceptable
values and the actual value of the current NavCad project.

C.c.05 - Check Method

Checks to be sure that the hull and speed parameters are still within the data set of
the chosen prediction method. This is only done for Minimum drag analysis and
Optimum trim analysis.

Parameters
A list of parameters for the currently selected method, the range of acceptable
values and the actual value of the current NavCad project.

C.c.06 - Select Method

The Method Expert ranking system can help select a proper prediction method. It is
important to remember that Method Expert is only meant to help you decide which
method is most likely to provide the best answers. We still suggest that you review
the prediction method information found in the User's Guide.

In addition to reviewing vessel data and parameters, Method Expert also takes
HydroComp's extensive knowledge about the various methods' behavior into
account. Warnings are raised if a particular method has shown poor results for
vessels of the type you have entered.

All of NavCad's hull performance prediction methods are evaluated when you run
Method Expert. This is especially beneficial for vessels that might cross a standard
hull type definition - such as for a fast displacement hull, or a semi-displacement hull
that shares the shape of a sailing yacht.

The Method Expert screen brings up a grid showing methods, rankings (from highest
to lowest) and comments. Rankings are "OK" if fully acceptable, "Check" if it requires
additional review, "Fail" if it is clearly inappropriate, or "Missing" if some hull data is
missing which might make it a possible candidate.

Method Expert looks at many different aspects of each group to determine the rank
of each method:

C-50
 Data Entry Pages

• Are speeds fully within the range of the data set?

• Does the method support hydrodynamic requirements (e.g., bulbous bow)?
• Are all principal parameters within the data set?
• Is there experience with this method on similar hulls that eliminate it from
consideration?
• Does the method offer use of detailed data?

Method
The name of the prediction method.

Speed
A speed regime ranking.

Hull
A primary hull data ranking.

Details
A ranking of available hull data details.

Parameters
A list of parameters for the currently selected method, the range of acceptable
values and the actual value of the current NavCad project.

Notes
Listing of other important considerations.

C.c.07 - Graph Data

This window allows data selection of graph data for a plot.

C-51
Data Entry Pages

Plot

Show active job

Specifies whether a curve is plotted for the active job (project).

Compare files
Specifies if results from other files are to be plotted.

Data

X Axis
Specifies the item for the X Axis when a custom plot has been selected.

Y Axis
Specifies the item for the Y Axis when a custom plot has been selected.

Options

Spline
Specifies whether the plotted points are to be connected using straight lines or a
spline.

Legend
Specifies if and where a legend is to be shown on the graph.

Compare files

Compare files
Specifies if results from other files are to be plotted.

Description (file compare only)

Displays the project description text from the file selected for comparison (read
only).

File (file compare only)

Displays the file selected for comparison. The file name can be specified by typing it
directly or using the browse button marked with an ellipsis (...).

Resistance margin (waterjet only)

The margin to be used for the "in-service" resistance curve (defaults to 20.0%).
NavCad will not plot the second resistance curve if the margin is 0.0%.

Power (waterjet only)

This field specifies the powers to be plotted on the waterjet thrust curve.

C-52
 Data Entry Pages

C.c.08 - NavCad User Apps

NavCad allows you interact with external programs in two ways - to be run from
other programs and to run other programs from within NavCad.

Description
This is where the identifier for the program is displayed and/or entered.

Command
This is the command line that NavCad will use to launch the user program including
the path, application name, and any command line arguments.

Transfer file
This is the name of the file that NavCad will read to retrieve the output from the user
program.

Add
Adds the currently entered program data to NavCad program list. (Note: this
information is not stored permanently until the 'OK' button is pressed)

Delete
Removes the currently selected program data to NavCad program list. (Note: this
information is not stored permanently until the 'OK' button is pressed)

C.c.09 - Performance Sensitivity

Sometimes you will have a hull that does not fully comply with any prediction
method. Some piece or parameter of the hull may be outside the range of the
prediction method. NavCad's sensitivity analysis evaluates the performance
"sensitivity" of each hull data item. This analysis calculates and displays the effect on
drag of a 1% change in a hull parameter (such as length or LCB). This feature can
help guide a designer in the optimization of hull geometry.

Method
The name of the prediction method.

C-53
Data Entry Pages

Speed
The primary and secondary operation speed of the vessel.

C-54
Appendix D: Symbols and Values

D.01 - Symbols and Values

%CavAvg Percent back cavitation (average)

%CavPeak Percent back cavitation (peak due to shaft angle effects)

Accel Vessel acceleration in G's

AvgPr Average bottom planing pressure

Cf Frictional resistance coefficient

Cr Residuary resistance coefficient

Ct Total bare-hull resistance coefficient

DelThr Total delivered thrust

Distance Accelerating distane traveled from start

EngRPM Engine RPM

FlapD Flap drag

FlapL Flap lift

FlapM Flap moment

Fn Length Froude number

Fnh Depth Froude number

Fuel Fuel consumption per engine

Fv Volumetric Froude number

HullEff Hull efficiency = (1-ThrDed)/(1-WakeFr)

Impulse Blade impulse pressure

J Advance coefficient

Kq Torque coefficient

Kt Thrust coefficient

Ktn Nozzle thrust coefficient component (for ducted propellers)

Ktp Propeller thrust coefficient component (for ducted propellers)

LCElift Long'l center of lift forward of transom

Lift Hydrodynamic planing lift

Lk/Lch Predicted wetted keel vs chine length ratio

D-1
Symbols and Values

MinBAR Minimum recommended expanded blade area ratio

MinP/D Minimum P/D ratio to avoid face cavitation

Mult Blount (M factor) hump-speed multiplier

OPC Overall propulsive coefficient

PB/prop Brake power per propeller

PBtotal Total brake power

PD/prop Delivered power per propeller

PEbare Bare-hull effective power

PEtotal Total effective power

Pitch Propeller pitch

Press Propeller blade pressure

PropEff Propeller open-water efficiency

PropRn Propeller Reynolds number

PropRPM Propeller RPM

PS/prop Shaft power per propeller

PStotal Total shaft power

QPC Quasi-propulsive coefficient

Rapp Additional appendage resistance

Rbare Bare-hull resistance

Rbare/W Bare-hull resistance-weight merit ratio

Rchan Additional channel resistance

Rcurr Resistance due to current

RelRot Relative rotative efficiency

Rn Reynolds number

Rother Other added resistance

Rr Residuary resistance component

Rr/W Residuary resistance-weight merit ratio

Rseas Additional sea-state resistance

Rtotal Total vessel resistance

Rtowbt Towboat resistance

Rw Wave-making resistance component

D-2
 Symbols and Values

Rw/W Wave-making resistance-weight merit ratio

Rwind Additional wind resistance

Sigma7R Cavitation number based on helix velocity at 0.7 radius

SigmaN Cavitation number based on rotational velocity (nD)

SigmaV Cavitation number based on advance velocity (Va)

Speed Ship speed

Stab Long'l dynamic stability (porpoising)

ThrDed Thrust deduction coefficient

Thrust Open-water thrust per propeller

Time Accelerating tim-to-speed from start

TipSpd Linear velocity of the propeller tips

Torque Propeller open-water torque

Tow Total tow pull

Trim Equilibrium-state trim angle

Vel Ship speed

VelAdv Advance velocity = (1-WakeFr) * Vel

WakeFr Taylor wake fraction coefficient

Wpeak Peak wake fraction

[Cform] Viscous form resistance coefficient

[Cw] Wave-making resistance coefficient

[Reql] Equilibrium planing resistance

D-3
Symbols and Values

D-4
Appendix E: Importing and Exporting Data

E.01 - Importing and Exporting Data

NavCad data files are in standard ASCII text format. This design facilitates direct
manipulation of these data files by the end user. Files created by NavCad can be
modified by the user with any standard text editor or even created from scratch if
there is a need to import data into NavCad from an outside source.

NavCad data files are similar in design to Windows INI files (i.e., initialization or
configuration files) with data grouped into various sections. Each section begins with
the name of the section enclosed in square brackets. Under each section are a series
of related entries, each consisting of the entry name followed by an equal sign and
then by the data for the entry.

Each section contains data of a particular type or resulting from a particular kind of
calculation. None of the sections or section entries are required. If an entry for a
particular item or section is not present when the file is read, its value will be set to a
default value (the value present when NavCad is first run). The sequence of the
sections and entries within each section is not important.

Comments may be inserted at any point in a data file by preceding the comment text
with a semicolon. All text in the line after the semicolon is ignored by NavCad.

File Versions

There are three basic file variants - version 3 (NC3), version 4 (NC4) and version 5
(NC5). The standard project file for NavCad is the NC5 file, which is similar to the
NC4 file with additional data items. It can also import/export the NC3 file to insure
backward compatibility.

NavCad Project File (.NC5, .NC4 and .NC3)

The NavCad job file contains all of the calculation parameters and results of a
NavCad analysis. Only NC5 files can be opened and saved. NC4 and NC3 files can be
imported and exported.

Model/parent Library File (.MDL)

The NavCad model file is a subset of the NavCad project file.

Propeller Library File (.PRP)

The NavCad propeller library file contains information about a specific propeller.

Custom Kt/Kq curve Library File (.KTQ)

The NavCad custom Kt/Kq cureve library file contains information about a specific
Kt/Kq curve.

Waterjet Library File (.JET)

The waterjet library file contains information about a specific waterjet. NOTE:
NavCad (2004 build 5.06 and newer) allows you to edit and save waterjet data in a

E-1
Importing and Exporting Data

new version 5 waterjet file format. Prior waterjet file versions (e.g., version 3),
however, can still be used in the calculations.

Engine Library File (.ENG)

The NavCad engine library file contains information about a specific engine.

IMSA Transfer Definition File (.IDF)

The 'HYDRO' entity of the IDF file is used to pass parametric information about hull
geometry between programs. This information (length on waterline, displacement, or
trim, for example) is representative of a single vessel load condition.

The symbols used are derived from ITTC computer symbols and terminology. In
January 1993, the ITTC Symbols and Terminology Group identified the need for an
Interim Standard Transfer Set (ISTS) as a subset to their comprehensive database-
oriented collection of computer symbols. Dr. Bruce Johnson, Chairman, has tasked
IMSA with preparing and defining this ISTS. The IDF HYDRO entity will adopt these
ISTS symbols.

To eliminate redundancy and potential confusion, the ISTS philosophy will be to only
use symbols based on geometric items (displaced volume, for example) rather than
parameters (such as block coefficient). Also, a number of geometric and conversion
references are defined.

E-2
Appendix F: External Programs

F.01 - External Programs

NavCad allows you interact with external programs in two ways - to be run from
other programs and to run other programs from within NavCad.

Run-time data transfer

NavCad can be run with files automatically imported and/or exported. This feature
allows NavCad to be launched from another application (such as a hull design
program), and transfer data back and forth.

To use this feature, NavCad is called with two optional arguments - a NavCad .NC4
(or .NC3) job file (optionally with full path) and/or an IMSA .IDF file (also optionally
with the path). One use of this is to create an NC4/NC3 "template" with prediction
methods and correlations, and then pass the IDF file with pertinent hull data. (Of
course, the hull data can be passed in the NC4/NC3 file as well.) The format is:

NAVCAD [NC4/NC3 file] [IDF file]

If no file is to be used, the text NOFILE may be inserted. If no path is included with
the file name, NavCad assumes that the path is the NavCad application directory.
The text is not case sensitive. Examples of acceptable calls are:

NAVCAD
NAVCAD file1.NC4
NAVCAD file1.NC4 [Link]
NAVCAD file1.NC3 NOFILE
NAVCAD NOFILE [Link]

When NavCad closes, the active hull data will automatically be written back to the
IDF file. Therefore, the IDF file should be a temporary work file. (For example, you
could use [Link] as a file name.) The NC4/NC3 project file is not updated.

Running user programs

In much the same way as NavCad can be run from other programs, you can launch
other programs from within NavCad. Standard ASCII-based NavCad job files are
used as the data exchange format. A control screen is displayed by clicking the menu
command File | Run user program....

Programs are launched by entering the program's path and file name in the
Command entry field. An optional transfer file to read and write information can be
included. This transfer file must comply with the standard NavCad file format
specification.

NavCad can store descriptions and commands for user programs in a configuration
file. This allows you to build a library of add-on programs.

F-1
External Programs

F-2
Appendix G: Reference Standards

G.01 - Reference Standards

This section includes reference standards used by NavCad. In general, these conform
to current recommended international standards.

Water Characteristics

Estimated values supplied by NavCad conform to ITTC standards at 59*F/15*C.

Specific gravity values are based on the international convention of distilled water at
3.98*C (1.9403 slug/ft3, 999.97 kg/m3). Salt water is defined at 3.5% salinity.

A vapor pressure of 0.25 lb/in2 is used throughout NavCad. This is based on fresh
water at 50*F and no correction for salinity or temperature is included as the
contribution of each is insignificant.

Salt Water

Mass density 1025.86 kg/m3 (0.9748 m3/t)

1.9905 slug/ft3 (64.042 lbm/ft3, 34.977 ft3/LT)
SG = 1.0259

Kinematic viscosity 1.18830e-6 m2/s

1.27908e-5 ft2/s

Fresh Water

Mass density 999.01 kg/m3 (1.0010 m3/t)

1.9384 slug/ft3 (62.366 lbm/ft3, 35.917 ft3/LT)
SG = 0.9990

Kinematic viscosity 1.13902e-6 m2/s

1.22603e-5 ft2/s

Miscellaneous Standards

The following standard reference definitions are used in NavCad.

Atmospheric pressure 14.70 lb/in2

Nautical mile 6076.1155 feet

1852.00 meters

Gravitational constant 32.174 ft/sec2

9.80665 m/sec2

G-1
Reference Standards

G-2
Appendix H: Resistance Prediction Methods
This chapter contains listings of the various resistance prediction methods found in
NavCad.

NOTE: Hull parameters are defined with hull dimensions. For example, Bwl/T is the
beam on waterline divided by the draft. Certain of these parameters are based on
length, which can be either Lwl or Lpp. The particular length used is typically
described in the parameter listing, such as Lwl/Bwl vs Lpp/Bwl. Other parameters
show the type of length with the parameter, as in Cb(Lwl), which is the block
coefficient based on Lwl.

NOTE: Cvol is a length/volume parameter, equal to L/∇1/3. This parameter is used in

place of the traditional "displacement-length ratio" to insure compatibility with
varying water densities, and to express this information in a truly non-dimensional
manner.

H.a.01 - BSHC

Kostov, D., et al, "Statistical Analysis of Full Ships Resistance", CADMO, 1991.

Hull
Full form, single screw ships

Parameters
Cb(Lpp) 0.75..0.85
Lpp/Bwl 5.0..7.95
Bwl/T 2.25..3.60
LCB 0.18..4.00 (% Lpp fwd mid-Lpp)
Includes analysis for: Bulbous bow

Speed range
Fn(Lwl) 0.10..0.20

Formula error
CT < 10% (95.6% data)

Methodology
3-D CW, ITTC-57 CF, random model tests

Remarks
140 high-block single-screw merchant ship hull forms tested at the Bulgarian Ship
Hydrodynamics Centre and the China Ship Scientific Research Centre make up the
data set. A 3-D form factor approach was used where the wave-making component
formula is a sixth-order speed-dependent derivative of the Prouhaska low-speed
curve shape. Stepwise multiple regression was used to determine the prediction
coefficients.

H-1
Resistance Prediction Methods

H.a.02 - BSRA Full

Sabit, A.S., "Regression Analysis of the Resistance Results of the BSRA Series",
International Shipbuilding Progress, No. 197, 1971.

Hull
Single screw, cruiser stern cargo ships

Parameters
Cb(Lpp) 0.65..0.80
Bwl/T 2.12..3.96
Cvol 4.23..6.36 (Lpp / Vol1/3)
LCB -2.00..3.54 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lpp) 0.149..0.238

Formula error
Not presented.

Methodology
2-D CR, ATTC CF, model test series

Remarks
A single parent series of model tests sponsored by the British Ship Research
Association make up the data set. The regression is based on a standardized ship
length of 400 feet at seven speed-length ratios.

H.a.03 - BSRA Light

Sabit, A.S., "Regression Analysis of the Resistance Results of the BSRA Series",
International Shipbuilding Progress, No. 197, 1971.

Hull
Single screw, cruiser stern cargo ships

Parameters
Cb(Lpp) 0.592..0.766
Bwl/T 3.44..6.39
Cvol 5.10..7.72 (Lpp / Vol1/3)
LCB -1.12..4.35 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lpp) 0.149..0.238

Formula error
Not presented.

Methodology
2-D CR, ATTC CF, model test series

H-2
 Resistance Prediction Methods

Remarks
A single parent series of model tests sponsored by the British Ship Research
Association make up the data set. The regression is based on a standardized ship
length of 400 feet at seven speed-length ratios.

H.a.04 - BSRA Medium

Sabit, A.S., "Regression Analysis of the Resistance Results of the BSRA Series",
International Shipbuilding Progress, No. 197, 1971.

Hull
Single screw, cruiser stern cargo ships

Parameters
Cb(Lpp) 0.623..0.784
Bwl/T 2.62..4.87
Cvol 4.59..6.93 (Lpp / Vol1/3)
LCB -1.56..3.96 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lpp) 0.149..0.238

Formula error
Not presented.

Methodology
2-D CR, ATTC CF, model test series

Remarks
A single parent series of model tests sponsored by the British Ship Research
Association make up the data set. The regression is based on a standardized ship
length of 400 feet at seven speed-length ratios.

H-3
Resistance Prediction Methods

H.a.05 - CRTS

Fung, S., "Resistance and Powering Prediction for Transom Stern Hull Forms During
Early Stage Ship Design", SNAME Transactions, Vol. 99, 1991.

Hull
Transom stern, round bilge vessels [see graphics]

Parameters
Cvol 4.85..11.27 (Lwl / Vol1/3)
Cp(Lwl) 0.52..0.70
Bwl/T 2.2..5.2
Cx 0.64..1.0
Ie 2.0..20.0
At/Ax 0.0..0.4
Bt/Bwl 0.0..0.85
Tt/T 0.0..0.42
Ab/Ax 0.0..0.1
Cws 2.51..2.74
Includes analysis for: Immersed transom and bulbous bow

Speed range
Fn(Lwl) 0.178..0.684

Formula error
Varies with speed (R-squared > 0.99 above Fn 0.3)

Methodology
2-D CR, ITTC-57 CF, various model test series

Remark
A collection of 529 test conditions of various hull models from the U.S. Navy
database make up the data set, the principal series of which were the NPL, Series
F/G, DD series, Series 64/66, Webb, HSVA B/C and others. While this is a speed-
independent method - with potential discontinuities due to the statistical make up of
the data - it is considered a reliable method for hull within the data set. Curve-fitting
polynomials for the regression equations were developed by HydroComp.

NPL parent

Series 64 parent

H-4
 Resistance Prediction Methods

H.a.06 - DeGroot HC

DeGroot, D., "Resistance and Propulsion of Motor-Boats", International Shipbuilding

Progress, Vol. 2, No. 6, 1955.

Hull
Transom stern, hard-chine craft [see graphic]

Parameters
Cvol 4.87..8.94 (Lwl / Vol1/3)
Lwl/Bwl 3.09..5.79
Bwl/T 3.57..8.05
Cx 0.34..0.67
Cws 2.74..2.76

Speed range
Fn(Lwl) 0.30..1.50

Formula error
Not presented

Methodology
2-D CR (from RT at model scale), ATTC CF, various model test series

Remarks
The implementation of this method is based on a numerical representation of the
published graphical form resistance curves. The models used are mainly those of the
Nordstrom and NSMB round-bilge models. The hard-chine curves also add a
significant number of models tested at Stevens Institute (see figure). All models
were normalized to a model length of 2.25 meters.

H-5
Resistance Prediction Methods

H.a.07 - DeGroot RB

DeGroot, D., "Resistance and Propulsion of Motor-Boats", International Shipbuilding

Progress, Vol. 2, No. 6, 1955.

Hull
Transom stern, round-bilge craft [see graphics]

Parameters
Cvol 4.67..8.96 (Lwl / Vol1/3)
Vol:Lwl 1.39..9.83
Lwl/Bwl 3.53..10.1
Bwl/T 2.72..6.58
Cx 0.56..0.89
Cws 2.56..3.34

Speed range
Fn(Lwl) 0.30..1.05

Formula error
Not presented

Methodology
2-D CR (from RT at model scale), ATTC CF, various model test series

Remarks
The implementation of this method is based on a numerical representation of the
published graphical form resistance curves. The models used are mainly those of the
Nordstrom and NSMB round-bilge models. The hard-chine curves also add a
significant number of models tested at Stevens Institute. All models were normalized
to a model length of 2.25 meters.

Nordstrom parent

NSBM round bilge model

H-6
 Resistance Prediction Methods

H.a.08 - Delft 1

Gerritsma, J., Onnink, R. and Versluis, A., "Geometry, Resistance and Stability of the
Delft Systematic Yacht Hull Series", 7th HISWA, Amsterdam, 1981.

Hull
Deep keel sailing yachts [see graphic]

Parameters
Cp(Lwl) 0.53..0.60
Lwl/Bwl 2.73..3.64
Bwl/Tc 2.81..5.35
Cvol 4.34..5.14 (Lwl / Vol1/3)
LCB -5.0..0.0 (% Lwl fwd mid-Lwl)

Speed range
Fn(Lwl) 0.125..0.450

Formula error
"Calculation agrees satisfactorily with the measured resistance"

Methodology
2-D CR, ITTC-57 CF, model series

Remarks
A single parent model test series of 22 models tested at the Delft
Shiphydromechanics Laboratory make up the data set. The regression is based on a
speed-independent analysis at 14 Froude numbers.
The models were tested with keel and rudder, and the original analysis calculated
and deducted a frictional drag of the appendages to determine the resistance of the
hull alone. Note: The models were tested with no immersed transom.

H-7
Resistance Prediction Methods

H.a.09 - Delft 1/2

Gerritsma, J., Keuning, J.A. and Onnink, R., "The Delft Systematic Yacht Hull (Series
II) Experiments", 10th Chesapeake Sailing Yacht Symposium, 1991.

Hull
Deep keel sailing yachts

Parameters
Cp(Lwl) 0.53..0.60
Lwl/Bwl 2.73..4.50
Bwl/Tc 2.46..12.89
Cvol 4.34..7.97 (Lwl / Vol1/3)
LCB -5.0..0.0 (% Lwl fwd mid-Lwl)

Speed range
Fn(Lwl) 0.125..0.450

Formula error
"The correlation between the experimental values and the regression model is very
satisfactory"

Methodology
2-D CR, ITTC-57 CF, model series

Remarks
This method incorporates the common tested speed range (Fn<0.45) from both the
Delft Series I and Series II. The Series II is single parent model test series of 6
models tested at the Delft Shiphydromechanics Laboratory that reflect lighter
displacement, higher B/T craft. The new regression is suitable for both Series I and II
hulls, and is based on a speed-independent analysis at 14 Froude numbers. Note:
The models were tested with no immersed transom.

The models were tested with keel and rudder, and the original analysis calculated
and deducted a frictional drag of the appendages to determine the resistance of the
hull alone.

H-8
 Resistance Prediction Methods

H.a.10 - Delft 1/2/3

Gerritsma, J., Keuning, J.A. and Onnink, R., "Sailing Yacht Performance in Calm
Water and in Waves", 11th Chesapeake Sailing Yacht Symposium, 1993.

Hull
Deep keel sailing yachts

Parameters
Cp(Lwl) 0.52..0.60
Lwl/Bwl 2.73..5.00
Bwl/Tc 2.46..19.32
Cvol 4.34..8.50 (Lwl / Vol1/3)
LCB -6.6..0.0 (% Lwl fwd mid-Lwl)

Speed range
Fn(Lwl) 0.125..0.450

Formula error
"the prediction in all cases is considered satisfactory"

Methodology
2-D CR, ITTC-57 CF, model series

Remarks
This method incorporates the common tested speed range (Fn<0.45) from the Delft
Series I, Series II and Series III. The Series III is an 11 model extension of the
Series II parent tested at the Delft Shiphydromechanics Laboratory to extend and
improve prediction reliability for light displacement, high B/T craft. The new
regression is suitable for Series I, II and III hulls, and is based on a speed-
independent analysis at 14 Froude numbers. Note: The models were tested with no
immersed transom.

The models were tested with keel and rudder, and the original analysis calculated
and deducted a frictional drag of the appendages to determine the resistance of the
hull alone.

H-9
Resistance Prediction Methods

H.a.11 - Delft 2

Gerritsma, J., Keuning, J.A. and Onnink, R., "The Delft Systematic Yacht Hull (Series
II) Experiments", 10th Chesapeake Sailing Yacht Symposium, 1991.

Hull
Light displacement, deep keel sailing yachts [see graphic]

Parameters
Cp(Lwl) 0.549..0.551
Lwl/Bwl 3.50..4.50
Bwl/Tc 2.46..12.89
Cvol 5.00..7.97 (Lwl / Vol1/3)
LCB -2.1..-1.9 (% Lwl fwd mid-Lwl)

Speed range
Fn(Lwl) 0.125..0.600

Formula error
"The correlation between the experimental values and the regression model is very
satisfactory"

Methodology
2-D CR, ITTC-57 CF, model series

Remarks
This method adds the higher speed analysis (Fn 0.45 to 0.60) of the Delft Series II
testing to the above noted Series I/II lower speed regression. The Series II is single
parent model test series of 6 models tested at the Delft Shiphydromechanics
Laboratory that reflect lighter displacement, higher B/T craft. The new regression is
suitable only for Series II hulls, and is based on a speed-independent analysis at 7
Froude numbers. Note: The models were tested with no immersed transom.

The models were tested with keel and rudder, and the original analysis calculated
and deducted a frictional drag of the appendages to determine the resistance of the
hull alone.

H-10
 Resistance Prediction Methods

H.a.12 - Delft 2/3

Gerritsma, J., Keuning, J.A. and Onnink, R., "Sailing Yacht Performance in Calm
Water and in Waves", 11th Chesapeake Sailing Yacht Symposium, 1993.

Hull
Light displacement, deep keel sailing yachts

Parameters
Cp(Lwl) 0.52..0.579
Lwl/Bwl 3.00..5.00
Bwl/Tc 2.46..19.32
Cvol 5.00..8.50 (Lwl / Vol1/3)
LCB -6.6..-1.9 (% Lwl fwd mid-Lwl)

Speed range
Fn(Lwl) 0.125..0.750

Formula error
"the prediction in all cases is considered satisfactory"

Methodology
2-D CR, ITTC-57 CF, model series

Remarks
This method adds a high speed re-analysis (Fn 0.45 to 0.75) of the Delft Series II
and Series III testing to the above noted Series I/II/III lower speed regression. The
Series III is an 11 model extension of the Series II parent tested at the Delft
Shiphydromechanics Laboratory to extend and improve prediction reliability for light
displacement, high B/T craft. The new regression is suitable only for Series II and III
hulls, and is based on a speed-independent analysis at 7 Froude numbers. Note: The
models were tested with no immersed transom.

The models were tested with keel and rudder, and the original analysis calculated
and deducted a frictional drag of the appendages to determine the resistance of the
hull alone.

H-11
Resistance Prediction Methods

H.a.13 - Denmark Cargo

Andersen, P. & Guldhammer, H.E., "A Computer-Oriented Power Prediction

Procedure", CADMO, 1986.
Harvald, [Link]., "Resistance and Propulsion of Ships", John Wiley & Sons, New York,
1983.

Hull
Single and twin-screw cargo ships

Parameters
Cb(Lwl) 0.55..0.85
Lwl/Bwl 5.0..8.0
Cvol 4.0..6.0 (Lwl / Vol1/3)
Includes analysis for: Bulbous bow

Speed range
Fn(Lwl) 0.05..0.33

Formula error
Not presented.

Methodology
2-D CR, ITTC-57 CF, random model tests

Remarks
This is a numerical implementation of the well-used graphical procedure of
Guldhammer and Harvald. This procedure used a variety of random published model
tests to make up the data set. The authors describe the method as general purpose
for early design and warn about use of the method in the ballast condition.

H-12
 Resistance Prediction Methods

H.a.14 - Hamburg LBS

Keil, U., and Schenzle, P., "Widerstandsversuche mit extrem breiten Schiffsformen
(Resistance Tests With Extremely Wide Beam Forms)", Institut fur Schiffbau,
Hamburg University, Report Number 333, 1975

Hull
Low-speed, Low L/B ships [see graphic]

Parameters
Cp(Lwl) 0.74..0.80
Lwl/Bwl 2.7..4.7
Bwl/T 2.4..10.0

Speed range
Fn(Lwl) 0.0..0.20

Formula error
Not presented.

Methodology
3-D CW, ITTC-57 CF, systematic model tests

Remarks
Three simple wide beam models of CP = 0.77 were derived from one extremely wide
parent shape by removing longitudinal sections. Three models were tested at four
differing drafts each, without bulbs or appendages, except for a simple center strut.
The regression is derived with a speed-dependent relationship for CW proportional to
Fn4. Prismatic coefficients different than CP = 0.77 use correction factors for k as a
function of CP and CW as a function of CP6. Extrapolation to more slender shaped
(higher L/B and lower B/T) is possible.

H-13
Resistance Prediction Methods

H.a.15 - HSTS

Fung, S.C. and Leibman, L., "Revised Speed-Dependent Powering Predictions for
High-Speed Transom Stern Hull Forms", Proceedings Third International Conference
of Fast Sea Transportation (FAST '95), Germany, 1995.

Hull
Transom stern, round bilge vessels

Parameters
Lwl/Bwl 3.4..12.1
Bwl/T 2.1..6.9
Cvol 4.73..10.6 (Lwl / Vol1/3)
Cx 0.59..0.98
Cp(Lwl) 0.55..0.72
LCB -6.0..1.0 (% Lwl fwd mid-Lwl)
Ie 3.7..26.0
At/Ax 0.0..0.54
Bt/Bwl 0.17..0.95
Tt/T 0.05..0.59
Includes analysis for: Immersed transom

Speed range
Fn(Lwl) 0.15..0.90

Formula error
Varies with speed (R-squared approx. 0.98)

Methodology
2-D CR, ITTC-57 CF, various model test series

Remarks
A total of 739 models (10672 data points) - principally destroyers, frigates, patrol
boats and research vessels - make up this dataset of high-speed transom-stern hulls
without bulbs. The method is speed-dependent, following the approach of Jin [Jin,
1988].

Prediction errors were somewhat higher than for Jin-1988, due to the more diverse
database of vessels. However, the greatest statistical error was found at low speed,
where CR is a much smaller component of CT. Its results are comparable to the
CRTS method [Fung, 1991] over the entire speed range, but has proven better than
the CRTS method for ships with small Cx and those with higher displacement loading
(i.e., low range of Cvol). This method has been deemed unsuitable for cruiser-stern
ships and ships with very high displacement loading (i.e., Cvol below the dataset
range).

The authors have notified HydroComp of a publication error. The correct algorithm
has been used here.

H-14
 Resistance Prediction Methods

H.a.16 - Holtrop 1984

Holtrop, J., "A Statistical Resistance Prediction Method With a Speed Dependent
Form Factor", Proceedings SMSSH '88, Varna, Oct 1988.
Holtrop, J., "A Statistical Re-Analysis of Resistance and Propulsion Data",
International Shipbuilding Progress, Vol. 31, No. 363 Nov 1984.
Holtrop, J. and Mennen, G.G.J., "An Approximate Power Prediction Method",
International Shipbuilding Progress, Vol. 29, No. 335, Jul 1982.

Hull
Commercial and naval vessels

Parameters
Cp(Lwl) 0.55..0.85
Lwl/Bwl 3.9..14.9
Bwl/T 2.1..4.0
Lambda 0..max determined by Fn (see Remarks below)
Includes analysis for: Immersed transom and bulbous bow

Speed range
Fn(Lwl) 0.10..0.80

Formula error
Not presented.

Methodology
3-D CW, ITTC-57 CF, random model tests and full scale trial data

Remarks
A random collection of 334 models of tankers, bulk carriers, cargo ships, fishing
vessels, tugs, container ships and military craft make up the data set. Widely
regarded as a complete and reliable method for cruiser stern ships, it seems to
underpredict resistance for transom stern craft. (Use of the speed-dependent form
factor correction improves this tendency.)

The regression is derived with a speed-dependent relationship using the Havelock

wave shape as its foundation. The basis for the use of the Havelock theory is
currently out of favor, as a speed-dependent analysis like Havelock has trouble
matching the typical CW/CR curve shape below Fn of about 0.3.

An additional parameter - lambda - has been added to the data check for this
method. Anecdotal experience and testing by HydroComp have identified
combinations of hull parameters that produce significant errors with the Holtrop
method, and lambda has proven to be an indicator of these potential errors. Lambda
is a parameter used within the Holtrop method and is equal to 1.446 * CP - 0.03 *
L/B. A recommended upper limit for lambda has been developed by HydroComp and
is used in the data check and the Method Expert ranking.

H-15
Resistance Prediction Methods

H.a.17 - Jin 1980

Jin, P., Su, B. & Tan, Z., "A Parametric Study on High-Speed Displacement Hulls",
High-Speed Surface Craft, Sept 1980.

Hull
Transom stern, round bilge vessels [see graphics]

Parameters
Cp(Lwl) 0.55..0.85
LCB -6.4..0.0 (% Lwl fwd mid-Lwl)
Ie 7.6..26.6
At/Ax 0.0..0.74
Includes analysis for: Immersed transom

Speed range
Fn(Lwl) 0.40..1.00

Formula error
Rt < 5.77%, Rr < 8.25% (90% data)

Methodology
2-D CR, ITTC-57 CF, random model tests

Remarks
A random collection of 87 round-bilge displacement hull models make up the data
set. These are built from the NPL series, Nordstrom and de Groot models, with the
addition of a significant number of Chinese-built models.

Independent analysis showed good correlation for fine CP naval hull forms, but
unsuitable results for fast patrol craft. Also showed inconsistent results at some
speed ranges probably due to the statistical methods used.

NPL parent

Nordstrom parent

H-16
 Resistance Prediction Methods

H.a.18 - Jin 1988

Jin, P., et al, "Regression Re-Analysis of High-Speed Round Bilge Displacement Hull
Residuary Resistance," Ship Engineering No. 6, December 1988. (in Chinese)

Hull
Transom stern, round bilge vessels [see graphics]

Parameters
Lwl/Bwl 2.5..8.5
Cp(Lwl) 0.56..0.77
Cvol 4.53..8.74 (Lwl / Vol1/3)
LCB -9.5..1.5 (%Lwl fwd mid-Lwl)
Ie 7.0..28.0
At/Ax 0.0..0.73
Includes analysis for: Immersed transom

Speed range
Fn(Lwl) 0.4..1.0

Formula error
Cr <6.4% (90% data)

Methodology
2-D CR, ITTC-57 CF, various model test series

Remarks
A collection of 111 round-bilge displacement hull models make up the data set of the
Jin-1988 method. Hulls include NPL, Series 64, NSMB, Nordstrom, Series 63, and
others. Its analysis includes prediction of the principal Cr hump.

It is similar in technical approach to the Holtrop methods, but is based on a mode

advanced regression technique. Extensive independent evaluation has found very
reliable results for hulls within the data set.

NPL parent

Series 64 parent

H-17
Resistance Prediction Methods

NSMB parent

Nordstrom parent

Series 63 parent

H.a.19 - Mercier

Mercier, J.A. & Savitsky, D., "Resistance of Transom Stern Craft in the Pre-Planing
Regime", Davidson Lab. Report SIT-DL-73-1667, Jun 1973.

Hull
Transom stern, round-bilge and hard-chine craft [see graphics]

Parameters
Lwl/Bch 2.0..7.8
Cvol 4.3..8.9 (Lwl / Vol1/3)
Ie 6.0..65.0
At/Ax 0.0..1.0
Handles: Immersed transom

Speed range
Fv 1.0..2.0

Formula error
Rt < 10% (90% data)

Methodology
2-D CR (from Rt/W), ATTC CF, seven model test series

Remarks
Six round bilge model test series plus one hard chine series totaling 118 different
tests make up the data set. The introduction of the hard chine planing hull series into

H-18
 Resistance Prediction Methods

the data set makes the listed range of parameters very general. It also has been
suggested that the larger formula error lies in the inclusion of the hard-chine series,
as well as the fact that some equation terms may be statistically redundant.
Independent analysis of the Mercier method has resulted in a broad assessment of
accuracy - from good correlation with some hulls to significantly large errors for
others. Two publication errors may contribute to the inconsistent accuracy - a) an
error with one of the coefficients throughout a number of publications, and b) the
improper use of the chine beam (Bch) in one publication, rather than the waterline
beam (Bwl). The method in NavCad uses the correct coefficient and Bwl.

NPL parent

Nordstrom parent

Series 63 parent

Series 64 parent

H-19
Resistance Prediction Methods

H.a.20 - Michigan GLBC

Swift, P.M., Nowacki, H. and Fischer, J.P., "Estimation of Great Lakes Bulk Carrier
Resistance Based on Model Test Data Regression", SNAME Marine Technology, Oct
1973.

Hull
Full form, single screw ships

Parameters
Cb(Lwl) 0.80..0.92
Lwl/Bwl 6.5..10.0
Bwl/T 2.0..6.0
Cvol 5.10..8.74 (Lwl / Vol1/3)

Speed range
Fn(Lwl) 0.11..0.18

Formula error
Not presented.

Methodology
2-D CR, ITTC-57 CF, random model tests

Remarks
Fifty different model tests of Great Lakes bulk carriers make up the data set. All data
was converted to the ITTC friction line. Regression analysis was performed at nine
Froude numbers.

H-20
 Resistance Prediction Methods

H.a.21 - NPL

Radojcic, D, Rodic, T, and Kostic, N, "Resistance and Trim Predictions for the NPL
High Speed Round Bilge Displacement Hull Series", International Conference on
Power, Performance, and Operability of Small Craft", Southampton, September 1997

Hull
High speed, transom stern, round bilge semi-displacement hulls

Parameters
Lwl/Bwl 3.33..7.50
Cvol 4.5..8.3 (Lwl / Vol1/3)
Bwl/T 1.76..10.77
LCB -6.0..-6.8 (%Lwl fwd of mid-Lwl)
Cb(Lwl) 0.387..0.407
At/Ax 0.51..0.53

Speed range
Fv 0.8..3.0

Formula error
Average 3-5%, Maximum 7%

Methodology
2-D CR (from RT/W), ITTC 57 CF, model test series

Remarks
The above paper is a regression analysis of NPL resistance data from several
sources. It includes both a speed-dependent and a speed-independent method. The
latter is used within NavCad. The prediction below Fv = 0.8 is made by extending CR
as a function of Fv4.

H-21
Resistance Prediction Methods

H.a.22 - NTUA

Radojcic, D., Grigoropoulos, G. J., Rodic, T., Kuvelic, T., and Damala, D.P. "The
Resistance and Trim of Semi-Displacement, Double-Chine, Transom-Stern Hull
Series", Proceedings FAST 2001, Southampton, 2001.

Hull
Transom stern, double-chine craft [see graphic]

Parameters
Cvol 6.2..8.5 (Lwl / Vol1/3)
Lwl/Bwl 4.3..7.5
Bwl/T 3.2..6.2
Cb(Lwl) 0.34..0.54
Ie 9.05..15.50
Cx TBD
At/Ax TBD

Speed range
Fn(Lwl) 0.2..1.1

Formula error
Average < 5% (R-squared 0.984)

Methodology
2-D Cr, ITTC-57 Cf, model series

Remarks
This is a regression of the six models (19 conditions) of the NTUA resistance data. It
is a speed-dependent method. All models were normalized to a model length of 2.8
meters.

H-22
 Resistance Prediction Methods

H.a.23 - Oortmerssen

Oortmerssen, G. van, "A Power Prediction Method and its Application to Small Ships",
International Shipbuilding Progress, Vol. 18, No. 207, 1971.

Hull
Small ships, tugs, trawlers

Parameters
Cp(Ld) 0.52..0.70 (Ld = (Lwl + Lpp) / 2)
Ld/Bwl 3.4..6.2
Bwl/T 1.9..3.4
Cx 0.73..0.98
Ie 10.0..38.0

Speed range
Fn(Ld) 0.05..0.50

Formula error
RT < 12% (90% data)

Methodology
2-D CR, ITTC-57 CF, random model tests

Remarks
A random collection of 93 models of tugs and trawlers tested at NSMB make up the
data set. The originally published equations had errors and were corrected by direct
communication between HydroComp and Dr. G. van Oortmerssen.

The regression is derived with a speed-dependent relationship using the Havelock

wave shape as its foundation. The basis for the use of the Havelock theory is
currently out of favor, as a speed-dependent analysis like Havelock has trouble
matching the typical CW/CR curve shape below Fn of about 0.3.

H-23
Resistance Prediction Methods

H.a.24 - Roach Tugboat

Roach, C.D., "Tugboat Design", SNAME New England Section, January 1954

Hull
Tugboats

Parameters
Cvol 3.93..5.23 (Lwl / Vol1/3)
Cp(Lwl) 0.56..0.68

Speed range
Fn(Lwl) 0.268..0.416

Formula error
Not presented

Methodology
2-D CR, ATTC CF, random model tests

Remarks
This series was developed from 11 models, (nominally 11 feet in length) tested at
the David Taylor Model Basin. The prediction below Fn = 0.268 is made by extending
the CR as a function of Fn4.

H-24
 Resistance Prediction Methods

H.a.25 - Savitsky Planing

Savitsky, D. & Brown, P.W., "Procedures for the Hydrodynamic Evaluation of Planing
Hulls in Smooth and Rough Water", SNAME Marine Technology, Oct 1976.
Savitsky, D., "Hydrodynamic Design of Planing Hulls", SNAME Marine Technology,
Oct 1964.

Hull
Prismatic, constant deadrise planing hulls

Parameters
Deadrise 0.0..30.0
Clb-low 0.0..0.5

Speed range
Fv > 1.0
Cv 0.6..13.0

Formula error
Not presented

Methodology
Lift/drag, ATTC CF, random model tests

Remarks
A series of test with prismatic (no warp) planing surfaces make up the data set. The
results were prepared into theoretically derived and empirically corrected formula of
lift and drag. A number of practical corrections to the selection of input data have
been made over the years to make this method more universally applicable and
compatible with contemporary hull forms.

The original publication offered 'constant-CG' and 'general case' approaches. NavCad
uses the hull resistance prediction of Savitsky in a complete 'general case' approach.
The 'constant-CG' method can be recreated by passing the propulsor thrust line
through the CG.

H-25
Resistance Prediction Methods

H.a.26 - Series 60

Sabit, A.S., "An Analysis of the Series 60 Results, Part 1, Analysis of Form and
Resistance Results", International Shipbuilding Progress, Vol. 19, Mar 1972.
Sabit, A.S., "A Tabulated Analytical Procedure Based on Regression Analysis for the
Determination of the Form Coefficients and E.H.P. for Ships Designed According to
Series 60", European Shipbuilding, No. 2, 1971.

Hull
Single screw, cruiser stern cargo ships [see graphic]

Parameters
Cb(Lpp) 0.60..0.80
Lpp/Bwl 5.5..8.5
Bwl/T 2.5..3.5
LCB -2.48..3.51 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.149..0.268

Formula error
Not presented.

Methodology
2-D CR, ATTC CF, model test series

Remarks
A single parent model test series of 62 models tested at DTMB make up the data set.
The regression is based on a standardized ship length of 400 feet at nine speed-
length ratios. NavCad uses the corrected coefficients from the 1972 Sabit paper.

Independent analysis of the equations by NavSea personnel consistently showed

calculated results to be somewhat lower than the test data, particularly at the higher
speed ranges.

H-26
 Resistance Prediction Methods

H.a.27 - Series 62 Planing

Radojcic, D., "An Engineering Approach to Predicting the Hydrodynamic Performance

of Planing Craft Using Computer Techniques", RINA Trans, 1991.
Radojcic, D., "A Statistical Method for Calculation of Resistance of the Stepless
Planing Hulls", International Shipbuilding Progress, Dec 1984.

Hull
High deadrise, transom stern planing hulls [see graphics]

Parameters
Ap:Vol 4.25..8.56 (Ap / Vol2/3)
LCG:Lch 35.3..44.3 (% Lch fwd transom)
Lch:Ap 2.36..6.72 (Lch2 / Ap)
Deadrise 13.0..20.0

Speed range
Fv 1.0..4.0

Formula error
'Low' error is claimed by the author

Methodology
RT/W, ITTC-57 CF, various model test series

Remarks
Three different tests of the systematic Series 62 (TMB-62, DL-62-A and 62-DUT)
plus the Series 65B make up the data set. The regression separates one term to
distinguish between the Series 62 and Series 65B methods.

Series 62 is generally not representative of contemporary planing hull forms.

Independent analysis of the regression with various Series 62 hull forms has been
described as generally unacceptable above Fv = 3.0 and inconsistent below.

TMB-62

62-DUT

H-27
Resistance Prediction Methods

H.a.28 - Series 65B Planing

Radojcic, D., "An Engineering Approach to Predicting the Hydrodynamic Performance

of Planing Craft Using Computer Techniques", RINA Trans, 1991.
Radojcic, D., "A Statistical Method for Calculation of Resistance of the Stepless
Planing Hulls", International Shipbuilding Progress, Dec 1984.

Hull
High deadrise, transom stern planing hulls [see graphic]

Parameters
Ap:Vol 4.75..9.50 (Ap / Vol2/3)
LCG:Lch 30.0..38.0 (% Lch fwd transom)
Lch:Ap 3.18..6.36 (Lch2 / Ap)
Deadrise 21.0..37.0

Speed range
Fv 1.0..4.0

Formula error
'Low' error is claimed by the author

Methodology
RT/W, ITTC-57 CF, various model test series

Remarks
Three different testings of the systematic Series 62 (TMB-62, DL-62-A and 62-DUT)
plus the Series 65B make up the data set. The regression separates one term to
distinguish between the Series 62 and Series 65B methods.

Series 65B is generally a good representative of a contemporary 'deep-V' planing

hull. Independent analysis of the regression with various Series 65B hull forms has
been described as generally unacceptable above Fv = 3.0 and inconsistent below.

H-28
 Resistance Prediction Methods

H.a.29 - Simple Displ/Semi

HydroComp, Inc. in-house development, 1992.

Hull
Any displacement hull.

Parameters
Cvol 4.1..11.3 (Lwl / Vol1/3)

Speed range
Fn(Lwl) 0.0..0.4

Formula error
Not defined.

Methodology
2-D CR, ITTC-57 CF

Remarks
Useful only for very early stage analysis. Derived from a basic power demand
relationship with an estimated OPC of 0.55.

H.a.30 - Simple Planing

HydroComp, Inc. in-house development, 1992.

Hull
Any planing hull.

Parameters
Any.

Speed range
Fv 1.0..4.0

Formula error
Not defined.

Methodology
RT/W, ITTC-57 CF

Remarks
Useful only for very early stage analysis. Derived from a basic power demand
relationship with an estimated OPC of 0.55.

H-29
Resistance Prediction Methods

H.a.31 - SSPA Cargo

Sabit, A.S., "The SSPA Cargo Liner Series - Regression Analysis of the Resistance
and Propulsive Coefficients", International Shipbuilding Progress, Vol. 23, 1976.

Hull
Single-screw, cruiser stern cargo ships [see graphic]

Parameters
Cb(Lpp) 0.525..0.725
Bwl/T 2.1..3.0
Cvol 5.06..6.89 (Lwl / Vol1/3)
LCB -4.0..1.0 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.18..0.30

Formula error
"Standard error of estimation varied from 0.5% to 2.0%."

Methodology
2-C CR, ITTC-57 CF, model test series

Remarks
A single parent series of models tested at SSPA make up the data set. HydroComp
has discovered a formula error at Fn of 0.21. NavCad omits the prediction of and and
splines through this point.

H-30
 Resistance Prediction Methods

H.a.32 - UBC Trawler

Calisal, S.M. & McGreer, D., "Model Resistance Tests of a Systematic Series of Low
L/B Vessels", SNAME, Pacific NW, May 11, 1990.
Calisal, S.M. & McGreer, D., "A Resistance Study on a Systematic Series of Low L/B
Vessels", Marine Technology, Vol. 30, No. 4, October 1993.

Hull
Low L/B, heavy displacement fishing vessels [see graphic]

Parameters
Cb(Lwl) 0.53..0.62
Lwl/Bwl 2.6..4.0
Bwl/T 2.0..3.0
Cvol 3.0..4.5 (Lwl / Vol1/3)

Speed range
Fn(Lwl) 0.20..0.43

Formula error
"Average" Cr errors 4.6% to 6.4%

Methodology
2-D CR, ITTC-57 CF, model test series

Remarks
A single parent series of 13 models (5 to 7 feet length) tested at the BC Research
Ocean Engineering Centre make up the data set. The equations are provided for two
discrete CB values with straight-line interpolation between these points.

The regression is derived with a speed-dependent relationship using the Havelock

wave shape as its foundation. The basis for the use of the Havelock theory is
currently out of favor, as a speed-dependent analysis like Havelock has trouble
matching the typical CW/CR curve shape below Fn of about 0.3.

The original publication had numerous printing errors and NavCad uses corrected
values. A recent rewrite and publication of this work [Calisal, 1993] contains
additional errors not in the original work.

H-31
Resistance Prediction Methods

H.a.33 - USNA YP HC

Compton, R.H., "Resistance of Systematic Series of Semiplaning Transom-Stern

Hulls", SNAME Marine Technology, Vol. 23, No. 4, Oct 1986.

Hull
Transom stern, patrol craft [see graphic]

Parameters
Lpp/Bwl 4.0..5.2
Cvol 5.63..6.82 (Lpp / Vol1/3)
LCB -13.0..-2.0 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.10..0.60

Formula error
Not presented

Methodology
2-D CR, ATTC CF, model series

Remarks
A series of three five-foot models make up the data set. Significant error has been
found if applied outside of the range of the series. HydroComp has been notified by
USNA staff of an omission in the publication. A correction (which has not been widely
distributed) was provided and incorporated in NavCad. This correction may mitigate
the errors identified above.

H-32
 Resistance Prediction Methods

H.a.34 - USNA YP RB

Compton, R.H., "Resistance of Systematic Series of Semiplaning Transom-Stern

Hulls", SNAME Marine Technology, Vol. 23, No. 4, Oct 1986.

Hull
Transom stern, patrol craft [see graphic]

Parameters
Lpp/Bwl 4.0..5.2
Cvol 5.63..6.82 (Lpp / Vol1/3)
LCB -13.0..-2.0 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.10..0.60

Formula error
Not presented

Methodology
2-D CR, ATTC CF, model series

Remarks
A series of three five-foot models make up the data set. Significant error has been
found if applied outside of the range of the series. HydroComp has been notified by
USNA staff of an omission in the publication. A correction (which has not been widely
distributed) was provided and incorporated in NavCad. This correction may mitigate
the errors identified above.

H-33
Resistance Prediction Methods

H.a.35 - VTT HC

Lahtiharju, E., et al, " Resistance and Seakeeping Characteristics of Fast Transom
Stern Hulls with Systematically Varied Form", SNAME Transactions, Vol. 99, 1991

Hull
Transom stern, hard chine vessels

Parameters
Lwl/Bwl 2.78..5.43
Bwl/T 3.75..7.54
Cvol 4.49..6.81 (Lwl / Vol1/3)
At/Ax 0.43..0.995
Includes analysis for: Immersed transom

Speed range
Fv 1.8..3.3

Formula error
Average about 3%-6% (coefficient of determination 0.9687)

Methodology
2-D CR (from RT/W), ITTC-57 CF, various model tests

Remarks
This is a speed-dependent prediction method based on 13 hull models. It is deemed
a "supplement to the Savitsky method" for hulls in the pre-planing regime. The
models did not form a systematic series.

H-34
 Resistance Prediction Methods

H.a.36 - VTT RB

Lahtiharju, E., et al, " Resistance and Seakeeping Characteristics of Fast Transom
Stern Hulls with Systematically Varied Form", SNAME Transactions, Vol. 99, 1991.

Hull
Transom stern, round bilge vessels

Parameters
Lwl/Bwl 3.33..8.21
Bwl/T 1.72..10.21
Cvol 4.47..8.3 (Lwl / Vol1/3)
Cx 0.567..0.888
At/Ax 0.16..0.82
Includes analysis for: Immersed transom

Speed range
Fv 1.8..3.2

Formula error
Average about 3%, standard deviation about 5% (coefficient of determination
0.9907)

Methodology
2-D CR (from Rt/W), ITTC-57 CF, various model test series

Remarks
This work is typically considered an extension of the NPL series for higher block
coefficients and B/T ratios. The regression was developed with a total of 65 models
from the NPL-series, the SSPA-series, four new hull models (based on the NPL model
100A), and additional hulls. This is a speed-dependent method which is considered
best beyond the principal Cr speed hump.

H-35
Resistance Prediction Methods

H.a.37 - Gronnslett

Gronnslett, K.A., "Design Charts for High-Speed Catamarans", International Marine

Systems Design Conference, 1991.

Hull
High-speed, slender displacement catamarans

Parameters
Cvol 7.3..9.5 (Lpp / Vol1/3)

Speed range
Fn(Lwl) 0.6..1.6

Formula error
None given

Methodology
2-D CR, ITTC-57 CF, random data

Remarks
This method provides a numerical representation of the published graphical
resistance curves. The data set is characterized as high-speed, slender symmetric
demi-hull, displacement craft.

Although this method does not explicitly account for hull separation and interference
drag, it has proven to be a good prediction method for long, slender catamarans
(e.g., demi-hull L/B > 20) with narrow entrance angles (e.g., half entrance angles of
6 to 8 degrees). HydroComp experience, however, has indicated that the use of this
method is enhanced when aligning the prediction to a model test or trial.

NOTE: The original reference used parameters based on the total displacement and
wetted surface (i.e., sum of both demi-hulls). HydroComp has modified the range to
suit the corresponding individual demi-hull parameters.

H-36
 Resistance Prediction Methods

H.b.01 - Ct-based Interference Factors

HydroComp, Inc. in-house development, 2003.

Hull
Displacement (non-planing) catamarans

Parameters
S/Lwl 0.2..0.5 (S = CL-to-CL demi-hull spacing)

Speed range
Fn(Lwl) 0.4..1.5

Formula error
Not presented

Methodology
Cw and Cform multipliers, random data

Remarks
This method is based on the methodology proposed by Insel & Molland [Insel, 1992].
HydroComp has developed algorithms for the prediction of interference factors using
a variety of model tests, CFD analyses, and full-scale trials. The algorithms are based
on speed, LWL, BWL, and hull spacing (S).

H.b.02 - Planing Interference Multiplier

HydroComp, Inc. in-house development, 2003.

Hull
Planing catamarans

Parameters
S/Bch 0.0..6.0 (S = CL-to-CL demi-hull spacing)

Speed range
Fv 1.0..4.0

Formula error
Less than 4%

Methodology
Rbare multiplier, model test series

Remarks
This method is based on analysis of a 10 deg deadrise prismatic form [Sherman,
1975]. HydroComp has developed algorithms for the prediction of an interference
multiplier based on speed, chine beam, and hull spacing (S).

H-37
Resistance Prediction Methods

H.c.01 - Blount/Fox Planing

Blount, D. & Fox, D., "Small-Craft Power Prediction", SNAME Marine Technology, Jan
1976.

Hull
Twin-screw planing hulls

Speed range
Fv 1.0..5.0

Formula error
Not defined.

Methodology
Simple speed-based allowance

Remarks
Preliminary only. Based on twin screw, hard chine planing hulls.

H.c.02 - Holtrop 1988

Holtrop, J., "A Statistical Resistance Prediction Method With A Speed Dependent
Form Factor", SMSSH, Varna, 1988.

Hull
Commercial and naval vessels

Speed range
Fn(Lwl) 0.10..0.80

Formula error
Not presented.

Methodology
Pseudo-drag coefficient

Remarks
Detailed evaluation of numerous appendage types.

H-38
 Resistance Prediction Methods

H.c.03 - Hoerner

Hadler, J.B., "The Prediction of Power Performance on Planing Craft", SNAME Trans.,
1966.

Hull
Semi-displacement and planing hulls

Speed range
General use

Formula error
Not presented.

Methodology
Individual drag analysis

Remarks
Detailed evaluation of numerous appendage types. Experimental data suggests that
methods based on individual appendage drag formula overpredict the appendage
contribution significantly for Fn < 0.5 and seriously underpredict for faster vessels.
Use of a speed of advance may be justified when an appendage is located within the
boundary layer.

H.c.04 - Radojcic Planing

Radojcic, D., "An Engineering Approach to Predicting the Hydrodynamic Performance

of Planing Craft Using Computer Techniques", RINA Trans., 1990.

Hull
Planing hulls

Speed range
V < 33 knots

Formula error
Not presented.

Methodology
Simple speed-based allowance

Remarks
Assumes the flow straightening effect of a rudder behind a propeller negates all
effective rudder drag.

H-39
Resistance Prediction Methods

H.c.05 - Simple Sailboat

Gerritsma, J., Onnink, R. and Versluis, A., "Geometry, Resistance and Stability of the
Delft Systematic Yacht Hull Series", 7th HISWA, Amsterdam, 1981.

Hull
Deep-keel sailing yachts

Speed range
General use

Formula error
Not presented.

Methodology
Frictional drag at model Reynold's numbers

Remarks
This method defines the frictional drag of all appendages at the local Reynold's
number and friction coefficient (CF). This is the method used by the author in his
development of the Delft series work. This method does not evaluate form or
interference drag, so the value is deemed to be lower than would actually be
expected.

H.c.06 - Teeters/DeBord

Teeters, J. and DeBord, F., "Accuracy, Test Planning and Quality Control in Sailing
Yacht Performance Model Testing", New England Sailing Yacht Symposium, 1990.
Teeters, J., "Refinements in the Techniques of Tank Testing Sailing Yachts and the
Processing of Test Data", 11th Chesapeake Sailing Yacht Symposium, 1993.

Hull
Deep-keel sailing yachts

Speed range
General use

Formula error
Not presented.

Methodology
Frictional, form and interference drag at model Reynold's numbers

Remarks
This method defines the frictional, form and interference drag components of all
appendages at the local Reynold's number and friction coefficient (CF). There were
publication errors in the original paper. NavCad uses the corrected values which can
also be found in the most recent publication noted above.

H-40
 Resistance Prediction Methods

H.d.01 - Hughes

Hughes, G., "Model Experiments on the Wind Resistance of Ships", Trans. INA, Vol.
72, 1930.

Hull
Based on tanker, cargo ship and passenger liner models

Speed range
General use

Formula error
Not presented.

Methodology
Model test drag analysis

Remarks
Includes both the effect of forward motion of the hull and any applied wind.

Wind resistance methods based on model testing has been estimated to significantly
underestimate the added wind resistance of displacement hulls in still air by 20% to
40% and about half of this when a head wind equals ship speed.

H.d.02 - Iwai Large Ship

Iwai, A. and Yajima, S., "Wind Forces Acting on Ship Moored", Lecture to the 26th
Meeting of the Nautical Institute of Japan, Oct 1961.

Hull
Based on tanker, cargo ship and passenger liner models

Speed range
General use

Formula error
Not presented.

Methodology
Wind tunnel drag analysis

Remarks
Includes both the effect of forward motion of the hull and any applied wind.

Wind resistance methods based on model testing has been estimated to significantly
underestimate the added wind resistance of displacement hulls in still air by 20% to
40% and about half of this when a head wind equals ship speed.

H-41
Resistance Prediction Methods

H.d.03 - Taylor Head Wind

Taylor, D.W., "The Speed and Power of Ships", 2nd. Rev., U.S. Maritime
Commission, 1943.

Hull
General use

Speed range
General use

Formula error
Not presented.

Methodology
Flat plate drag analysis

Remarks
Only evaluates the head wind component. Includes both the effect of forward motion
of the hull and any applied wind.

Wind resistance methods based on model testing has been estimated to significantly
underestimate the added wind resistance of displacement hulls in still air by 20% to
40% and about half of this when a head wind equals ship speed.

H.e.01 - Hoggard

Hoggard, M.M., "Examining Added Drag of Planing Craft Operating in a Seaway",

SNAME Hampton Rds., Nov 1979.

Hull
General use

Parameters
Not presented

Speed range
General use

Formula error
Not presented.

Methodology
Added resistance

Remarks
The results are universally deemed questionable, at best.

H-42
 Resistance Prediction Methods

H.e.02 - Modified Aertssen

Aertssen, G., "The Effect of Weather on Two Classes of Container Ships in the North
Atlantic", Naval Architect, Jan 1975.

Hull
Container ships

Parameters
Generally Cb(Lwl) 0.55..0.70

Speed range
Fn(Lwl) < 0.25

Formula error
Not presented.

Methodology
Rough effective speed loss

Remarks:
The results of twelve full scale trails make up the data set. Original method
determined speed loss for the effects of both wind and seas. HydroComp has
modified the method to determine a 'resistance augment' based on a curve with an
order of 2.5. The wind component was deducted from the result using the Iwai
method (with 30% beam used as the VCE of the wind) with a passenger ship
arrangement to determine the added sea component.

Typically, the seas component with this method does not become significant below
sea state 5.

H.e.03 - Modified Fridsma

Fridsma, G., "A Systematic Study of the Rough-Water Performance of Planing Boats,
Irregular Waves, Part II", Davidson Laboratory Report 1495, Stevens Institute of
Technology, Mar 1971.

Hull
General use

Parameters
Cvol 4.85..6.59 (Lwl / Vol1/3)
Lch/Bch 3.0..5.0
Trim 3.0..7.0
Deadrise 10.0..30.0
Hwave/Bch 0.2..0.7

Speed range
Fn(Lwl) 0.0..3.6

Formula error
'Precision' reported at +/- 20%

H-43
Resistance Prediction Methods

Methodology
Added resistance

Remarks
The results are universally deemed questionable, at best. NavCad uses the
recommended maximum chine beam and length on chine for the calculations.

H.e.04 - NavSea Small Naval

Leibman, L., Fung, S.C. & Slager, J.J., "An Engineering Approach to Prediction of
Added Resistance in Waves During Early Stages of Ship Design", SNAME Chesapeake
Section, Oct 1990.

Hull
Transom stern naval craft

Parameters
Lwl/Bwl 4.0..7.0
Bwl/T 2.8..3.6
Cp(Lwl) 0.55..0.64
Cx 0.80..0.93
Cw 0.70..0.80
Lwl/Hwave 15..35

Speed range
Fn(Lwl) 0.24..0.36

Formula error
Not presented

Methodology
Added resistance, numerically generated results

Remarks
This method is a regression of the results of strip-theory calculations into a
parametric formula. Experience has shown that the accuracy of strip-theory based
motions predictions - such as was used in the development of this statistical
approach - is suspect above sea state 5 or so. Subsequently, the added resistance
may also be suspect above sea state 5.

A new parameter - Lwl/Hwave (significant wave height) - was added by HydroComp.

The original testing for the algorithms was at a constant Hwave of 10 feet, with
vessel lengths between 150 and 350 feet. By keeping the Lwl/Hwave parameter
between the noted range, this method should be applicable to lengths outside of this
range.

H-44
 Resistance Prediction Methods

H.f.01 - Landweber Channel

Landweber, L., "Test of a Model in Restricted Channels", EMB Report 460, DTRC,
1939.

Hull
General use

Speed range
Crit ratio 0.0..1.6 (V / sqrt(Hwave * G))

Formula error
Not presented.

Methodology
Effective speed loss

Remarks
This method accounts for a restricted channel, as well as shallow water. The method
is theoretically questionable, but has proven to be a good engineering solution.
HydroComp has modified the method to determine a 'resistance augment' based on
a curve with a curve order of 2.5.

H.f.02 - Schlichting Shallow

Schlichting, O. "Ship Resistance in Water of Limited Depth - Resistance of Sea-Going

Vessels in Shallow Water", Jahrbuch der STG, Vol. 35, 1934.

Hull
General use

Speed range
Crit ratio 0.0..1.1 (V / sqrt(Hwave * G))

Formula error
Not presented.

Methodology
Effective speed loss

Remarks
This method accounts for shallow water of unlimited width only. The method is
theoretically questionable, but has proven to be a good engineering solution.
HydroComp has modified the method to determine a 'resistance augment' based on
a curve with a curve order of 2.5.

H-45
Resistance Prediction Methods

H.f.03 - Sturtzel/Graff Shallow

Radojcic, D., "Power Prediction Procedure for Fast Sea-Going Monohulls Operating in
Shallow Water", 19th Duisburg Colloquium "The Ship for Supercritical Speed', May
1998.
Sturtzel, W. and Graff., W., "Investigation of Optimal Form Design for Round-bottom
Boats" Forschungsbericht des Landes Nordhein-Westfalen, Nr. 1137, 1963 (in
German).

Hull
Round-bilge vessels

Parameters
Lwl/Bwl 5.0..7.6
Bwl/T 3.0..4.5
Cb(Lwl) 0.3..0.5
Cvol 5.6..8.3 (Lwl / Vol1/3)

Speed range
Crit ratio 0.0..0.95 (V / sqrt(Hwave * G))

Formula error
Not presented.

Methodology
Shallow water resistance multiplier.

Remarks
This method is based on model tests of 15 round-bilge hulls using only L/h and Fnh
(h = water depth) as dependent variables. It provides a prediction up to the high
sub-critical speed ranges, including the maximum drag hump. Curve fitting routines
were developed by HydroComp to model the transition from sub-critical to drag peak
to critical speeds.

H-46
 Resistance Prediction Methods

H.g.01 - Bottom Trawl

Robertson, J.M.B. and Ferro, R.S.T., Marine Laboratory, Aberdeen, Scotland.

Remarks
This method is for a simple prediction of added drag of a trawl on the seabed. It is by
no means a comprehensive approach and other more detailed methods may be more
appropriate for an accurate analysis.

H.g.02 - Dai Towed Barge

Dai, Richard Y.T., "Offshore Construction Barge Performance in Towage Operations",

Offshore Technology Conference, 1981.

Hull
Towed offshore construction box barges

Parameters
Lwl/Bwl 3.0..6.0
Bwl/T 4.0..24.0
Cvol 3.33..5.85

Speed range
Fn(Lwl) 0.06..0.12

Formula error
Not presented

Methodology
2-D CR, ITTC-57 CF model test series

Remarks
Eight different bow and stern configuration barge models make up the data set.
Polynomials are given for one combination for the subject speed range, with relative
speed/resistance comparisons to this for the other seven. The remaining four
possible combinations of bow and stern which were not tested were derived by
HydroComp based on trends from the tested models.

Evaluations of this method with other barge model tests show very good correlation.
Typical multipliers are available for the added resistances of appendages, wind,
waves, and towlines.

H-47
Resistance Prediction Methods

H-48
Appendix I: Propulsive Coefficient Prediction Methods
This chapter contains listings of the various propulsive coefficient prediction methods
found in NavCad.

NOTE: Hull parameters are defined with hull dimensions. For example, Bwl/T is the
beam on waterline divided by the draft. Certain of these parameters are based on
length, which can be either Lwl or Lpp. The particular length used is typically
described in the parameter listing, such as Lwl/Bwl vs Lpp/Bwl. Other parameters
show the type of length with the parameter, as in Cb(Lwl), which is the block
coefficient based on Lwl.

NOTE: Cvol is a length/volume parameter, equal to L/∇1/3. This parameter is used in

place of the traditional "displacement-length ratio" to insure compatibility with
varying water densities, and to express this information in a truly non-dimensional
manner.

I.01 - Blount/Fox

Blount, D. & Fox, D., "Small-Craft Power Prediction", SNAME Marine Technology, Jan
1976.

Hull
Twin-screw planing hulls

Parameters
Propellers 2..2

Speed range
Fv 1.0..4.0

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
The thrust deduction includes the effects of shaft angle, inclined flow, trimming
effects and hull resistance changes.

I-1
Propulsive Coefficient Prediction Methods

I.02 - Denmark Cargo

Andersen, P. & Guldhammer, H.E., "A Computer-Oriented Power Prediction

Procedure", CADMO, 1986.
Harvald, [Link]., "Resistance and Power of Ships", John Wiley & Sons, New York,
1983.

Hull
Single and twin-screw cargo ships

Parameters
Propellers 1..2
Cb(Lwl) 0.55..0.85
Lwl/Bwl 5.0..8.0
Lwl:Vol 4.0..6.0 (Lwl / Vol1/3)

Speed range
Fn(Lwl) 0.05..0.33

Formula error
Not presented.

Methodology
Model scale, open propellers, random model tests

Remarks
Authors recommend modifying the wake fraction in the single screw trial condition to
w[ship] = 0.7 w[model], otherwise model values are acceptable. Authors describe
the method as general purpose for early design. This is a numerical implementation
of the well-used graphical procedure of Harvald.

I-2
 Propulsive Coefficient Prediction Methods

I.03 - Simple Waterjet

HydroComp, Inc. in-house development, 1992.

Hull
Any displacement hull.

Parameters
Any.

Speed range
Any.

Formula error
Not defined.

Methodology
Full scale, waterjets

Remarks
Developed by HydroComp for early-stage conceptual analysis.

I-3
Propulsive Coefficient Prediction Methods

I.04 - Holtrop 1984

Holtrop, J., "A Statistical Re-Analysis of Resistance and Propulsion Data",

International Shipbuilding Progress, Vol. 31, No. 363 Nov 1984.
Holtrop, J. and Mennen, G.G.J., "An Approximate Power Prediction Method",
International Shipbuilding Progress, Vol. 29, No. 335, Jul 1982.

Hull
Single and twin-screw commercial and naval vessels

Parameters
Propellers 1..2
Cp(Lwl) 0.55..0.85
Lwl/Bwl 3.9..14.9
Bwl/T 2.1..4.0

Speed range
Fn(Lwl) 0.10..0.80

Formula error
Not presented.

Methodology
Full scale, open propellers, random model tests and full scale trial data

Remarks
A random collection of 334 models of tankers, bulk carriers, cargo ships, fishing
vessels, tugs, container ships and military craft make up the data set.

I-4
 Propulsive Coefficient Prediction Methods

I.05 - Oortmerssen

Oortmerssen, G. van, "A Power Prediction Method and its Application to Small Ships",
International Shipbuilding Progress, Vol. 18, No. 207, 1981

Hull
Single-screw small ships, tugs and trawlers

Parameters
Propellers 1..1
Cp(Ld) 0.52..0.70 (Ld = (Lwl + Lpp) / 2)
Ld/Bwl 3.4..6.2
Bwl/T 1.9..3.4
Cx 0.73..0.98
Ie 10.0..38.0

Speed range
Fn(Ld) 0.05..0.50

Formula error
Not presented.

Methodology
Model scale, open propellers, random model tests

Remarks
A random collection of 66 models of tugs and trawlers tested at NSMB make up the
data set.

I-5
Propulsive Coefficient Prediction Methods

I.06 - Series 60

Sabit, A.S., "An Analysis of the Series 60 Results, Part II, Regression Analysis of The
Propulsion Factors", International Shipbuilding Progress, Vol. 19, Sep 1972.

Hull
Single screw, cruiser stern cargo ships

Parameters
Propellers 1..1
Cb(Lpp) 0.60..0.80
Lpp/Bwl 5.5..8.5
Bwl/T 2.5..3.5
LCB -2.48..3.51 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.149..0.268

Formula error
Not presented.

Methodology
Model scale, open propellers, model test series

Remarks
A single parent model test series of 62 models tested at DTMB make up the data set.
Sample results show good correlation between formula and models.

I-6
 Propulsive Coefficient Prediction Methods

I.07 - Series 62

Hadler, J.B. and Hubble, E. Nadine, "Prediction of the Power Performance of the
Series 62 Planing Hull Forms", SNAME Trans. 1971.

Hull
High deadrise, transom stern planing hulls

Parameters
Propellers 2..2
Ap:Vol 4.25..8.56 (Ap / Vol0.667)
LCG:Lch 35.3..44.3 (% Lch fwd transom)
Lch:Ap 2.36..6.72 (Lch2 / Ap)
Deadrise 13.0..20.0

Speed range
Fv 1.0..4.0

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
This includes the effects of shaft angle and inclined flow.

I-7
Propulsive Coefficient Prediction Methods

I.08 - Simple

HydroComp, Inc. in-house development, 1992.

Hull
Any displacement hull.

Parameters
Propellers 1..2

Speed range
Any.

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
Developed by HydroComp for early-stage conceptual analysis.

I.09 - Simple Planing

HydroComp, Inc. in-house development, 1992.

Hull
Any semi-displacement or planing hull.

Parameters
Propellers 1..2

Speed range
Any.

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
Developed by HydroComp for early-stage conceptual analysis.

I-8
 Propulsive Coefficient Prediction Methods

I.10 - Simple Towboat

HydroComp, Inc. in-house development, 1992.

Hull
River barge train towboats.

Parameters
Any.

Speed range
Any.

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
Developed by HydroComp for early-stage conceptual analysis. This method is based
on work developed in the ex-Soviet inland river fleet.

I.11 - Simple Yacht

HydroComp, Inc. in-house development, 1992.

Hull
Auxiliary-powered sailboats.

Parameters
Any.

Speed range
Any.

Formula error
Not defined.

Methodology
Full scale, open propellers

Remarks
Developed by HydroComp for early-stage conceptual analysis.

I-9
Propulsive Coefficient Prediction Methods

I.12 - SSPA Cargo

Sabit, A.S., "The SSPA Cargo Liner Series - Regression Analysis of the Resistance
and Propulsive Coefficients", International Shipbuilding Progress, Vol. 23, 1976.

Hull
Single-screw, cruiser stern cargo ships

Parameters
Propellers 1..1
Cb(Lpp) 0.525..0.725
Bwl/T 2.1..3.0
Lwl:Vol 5.06..6.89 (Lwl / Vol1/3)
LCB -4.0..1.0 (% Lpp fwd mid-Lpp)

Speed range
Fn(Lwl) 0.18..0.30

Formula error
Not presented.

Methodology
Model scale, open propellers, model test series

Remarks
A single parent series of models tested at SSPA make up the data set.

I-10
Appendix J: Propulsor Types
This chapter contains listings of the various propulsor types found in NavCad.

J.01 - B-series

Oosterveld, M.W.C. and Oossanen, P. van, "Further Computer-Analyzed Data of The

Wageningen B-Screw Series", International Shipbuilding Progress, Vol. 22, No. 251,
July 1975.
Blount, D.L. and Hubble, E.N., "Sizing Segmental Section Commercially Available
Propellers for Small Craft", SNAME Propeller Symposium, 1981.

Configuration
Open-wheel

Parameters
Number of blades 3..7 (unsuitable for 2-bladed propellers)
Blade area ratio 3 blades: 0.35..0.80
4 blades: 0.40..1.00
5 blades: 0.45..1.05
6 blades: 0.50..0.95
7 blades: 0.55..0.85
Pitch/diameter ratio 0.50..1.40
Advance coefficient(J) 0.05..1.50

Remarks
This series was developed from the open-water analysis of 120 Troost (air-foil) form,
open-wheel propellers. The formula are normalized to a model scale Reynold's
number of 2 x 106.

The four-bladed B-series propellers were tested with a reduced pitch distribution at
the hub, while the others were based on models with constant pitch throughout the
radii. Testing by the original authors confirmed that the performance difference due
to the pitch distribution amounted to less than one percent. Therefore it is assumed
that no correction was made to the original four-bladed test results in the regression
analysis.

The cavitation correction is based on thrust and torque limit coefficients [Blount,
1978]. The accuracy of these limit coefficients is unclear.

J-1
Propulsor Types

J.02 - Gawn AEW

Blount, D.L. and Hubble, E.N., "Sizing Segmental Section Commercially Available
Propellers for Small Craft", SNAME Propeller Symposium, 1981.
Gawn, R.W.L., "Effect of Pitch and Blade Width on Propeller Performance",
Transactions INA, Vol. 95, 1953.

Configuration
Open-wheel

Parameters
Number of blades 3..4 (has been used effectively for 5)
Blade area ratio 0.50..1.10
Pitch/diameter ratio 0.60..1.60
Advance coefficient(J) 0.05..2.00

Remarks
This series was developed from the open-water analysis of the Admiralty Experiment
Works (AEW) three-bladed series of flat-faced, segmental, open-wheel propellers
[Gawn, 1953]. The geometry of this series is virtually identical to the Gawn KCA,
with the exception that it has a blade thickness fraction (BTF) of 0.06.

The regression was adapted from the B-series polynomials and did not include the
efficiency relationship between Kt and Kq in the analysis. NavCad assumes a model
scale Reynold's number of 2 x 106 for scale correction.

The original publication validates the method for three and four bladed propellers,
and industry experience has shown good correlation for five bladed propellers as
well.

It has been suggested that the accuracy of the cavitation limit coefficients [Blount,
1978] is questionable, and a re-analysis of the Gawn KCA data is used for the
cavitation correction [MacPherson, 2006]. Additional reference: Gawn, 1957.

J-2
 Propulsor Types

J.03 - Gawn KCA

Radojcic, D., "Mathematical Model of Segmental Section Propeller Series for Open-
Water and Cavitating Conditions Applicable in CAD", SNAME Propeller Symposium,
No. 5, Sep 1988.
Gawn, R.W.L. and Burrill, L.C., "Effect of Cavitation on the Performance of a Series of
16 Inch Model Propellers", Transactions INA, Vol. 99, 1957.

Configuration
Open-wheel

Parameters
Number of blades 3
Blade area ratio 0.50..1.10
Pitch/diameter ratio 0.80..1.80
Advance coefficient(J) 0.30..1.90

Remarks
This series was developed from the open-water analysis of the King's College Model-
A (KCA) three-bladed series of flat-faced, segmental, open-wheel propellers. The
geometry of this series is similar to the Gawn AEW propeller, with the exception that
it has a blade thickness fraction (BTF) of 0.045.

NavCad assumes a model scale Reynold's number of 2 x 106 for scale correction.

The statistical development of this method is considered more sound than the Gawn
AEW method development. A re-analysis of the Gawn KCA data is used for the
cavitation correction [MacPherson, 2006]. Additional reference: Gawn, 1953.

J-3
Propulsor Types

J.04 - Kaplan Ka 19A

Oosterveld, M.W.C., "Wake Adapted Ducted Propellers", Netherlands Ship Model

Basin, Publication No. 345, 1970. (Corrected, Sep 1982.)

Configuration
Ducted

Parameters
Number of blades 3..5
Blade area ratio (expanded)
3 blade 0.65
4 blade 0.55..0.70
5 blade 0.75
Pitch/diameter ratio 0.50..1.40
Advance coefficient (J) 0.05..1.50

Remarks
This series was developed from the open-water analysis of the Kaplan series of non-
cavitating propellers in a 19A accelerating nozzle. No scale correction is applied.
Discrete blade area ratios are allowed for three and five bladed propellers, but
NavCad fits a linear interpolation to allow for a range of blade area ratios for your
bladed propellers.

The original publication had a number of formula errors which were corrected by the
authors (but not put into general publication) in 1982. NavCad uses the corrected
values.

J-4
 Propulsor Types

J.05 - Kaplan Ka 33

Oosterveld, M.W.C., "Wake Adapted Ducted Propellers", Netherlands Ship Model

Basin, Publication No. 345, 1970. (Corrected, Sep 1982.)

Configuration
Ducted

Parameters
Number of blades 5
Blade area ratio (expanded) 1.00
Pitch/diameter ratio 0.50..1.40
Advance coefficient (J) 0.05..1.50

Remarks
This series was developed from the open-water analysis of the Kaplan series of non-
cavitating propellers in a 33 decelerating nozzle. No scale correction is applied. Only
a discrete blade area ratio of 1.00 is allowed.

The original publication had a number of formula errors which were corrected by the
authors (but not put into general publication) in 1982. NavCad uses the corrected
values.

J.06 - Kaplan Ka 37

Oosterveld, M.W.C., "Wake Adapted Ducted Propellers", Netherlands Ship Model

Basin, Publication No. 345, 1970. (Corrected, Sep 1982.)

Configuration
Ducted

Parameters
Number of blades 4
Blade area ratio (expanded) 0.70
Pitch/diameter ratio 0.50..1.40
Advance coefficient (J) 0.05..1.50

Remarks
This series was developed from the open-water analysis of the Kaplan series of non-
cavitating propellers in a 37 accelerating nozzle. No scale correction is applied. Only
a discrete blade area ratio of 0.70 is allowed.

The original publication had a number of formula errors which were corrected by the
authors (but not put into general publication) in 1982. NavCad uses the corrected
values.

J-5
Propulsor Types

J.07 - Kaplan Kc 19A

Yossifov, K., Staneva, A., Belchev, V., "Equations for Hydrodynamic and Optimum
Efficiency Characteristics of the Wageningen Kc Ducted Propeller Series", Bulgarian
Ship Hydrodynamics Centre, 1986.

Configuration
Ducted

Parameters
Number of blades 3..4
Blade area ratio 3 blades: 0.50..0.80
4 blades: 0.55..1.00
Pitch/diameter ratio 0.60..1.50
Advance coefficient (J) 0.05 to 1.50

Remarks
The Kaplan Kc series is a modification of the more well-known Kaplan Ka series in a
No. 19A accelerating nozzle. The only difference between the two is in the blade
outline, which is rounded near the tip (see graphic below). The Kc series also goes by
the name "round-tip Ka". This regression series is based on a re-analysis of the
NSMB Kc propeller geometry by BSHC.

No scale correction is applied. Variable blade area ratios are allowed.

Comments from industry have suggested that there is little difference in performance
between the Ka and Kc series.

J-6
 Propulsor Types

J.08 - Kaplan Kc 37

Yossifov, K., Staneva, A., Belchev, V., "Equations for Hydrodynamic and Optimum
Efficiency Characteristics of the Wageningen Kc Ducted Propeller Series", Bulgarian
Ship Hydrodynamics Centre, 1986.

Configuration
Ducted

Parameters
Number of blades 3..4
Blade area ratio 3 blades: 0.50..0.80
4 blades: 0.55..1.00
Pitch/diameter ratio 0.60..1.50
Advance coefficient (J) 0.05 to 1.50

Remarks
The Kaplan Kc series is a modification of the more well-known Kaplan Ka series in a
No. 37 accelerating nozzle. The only difference between the two is in the blade
outline, which is rounded near the tip (see graphic above). The Kc series also goes
by the name "round-tip Ka". This regression series is based on a re-analysis of the
NSMB Kc propeller geometry by BSHC.

No scale correction is applied. Variable blade area ratios are allowed.

Comments from industry have suggested that there is little difference in performance
between the Ka and Kc series.

J-7
Propulsor Types

J.09 - SP Series

Radojcic, D., and Matic, D., "Regression Analysis of Surface Piercing Propeller
Series", NAV & HSHV International Conference, March 1997

Configuration
Surface piercing, open-wheel

Parameters
Number of blades 4
Blade area ratio 0.8
Pitch/Diameter ratio 0.9..1.6
Advance coefficient(J) 0.5..1.80
Immersion ratio 0.30..0.58

Remarks
This propeller series was developed from free-surface cavitation channel analysis of
five 4-bladed Rolla surface-piercing (SP) propellers. No scale correction is applied.
Only a discrete blade area ratio of 0.8 is allowed.

Cavitation corrections are made based on a cubic spline interpolation of inverse

cavitation number. An average of 1% discrepancy on efficiency is claimed by the
author.

J.10 - Cycloidal

Bjarne, E., "Comparison of a Cycloidal Propeller with Azimuth Thrusters with Regard
to Efficiency, Cavitation and Noise", Paper No. 7, Proceedings of the Conference on
Propulsion for Small Craft, RINA, November 1982.
Brockett, T., "Hydrodynamic Analysis of Cycloidal Propulsors", Propellers/Shafting '91
Symposium, SNAME, September 1991

Configuration
Cycloidal

Parameters
Number of blades 5
Blade area ratio 1.06
Pitch/Diameter ratio 1.571..2.827
Advance coefficient(J) 0.05..3.00
Blade Length/Orbit Diameter 0.75

Remarks
This series was developed from open-water analysis of 5-bladed models supplied by
Voith [Bjarne, 1982]. The models used compensated amplified cycloidal pitch
control. No scale correction is applied. BAR is based on the total projected area of
the blades and area of the orbit circle. Only a discrete blade area ratio of 1.06 is
allowed. No cavitation corrections are made.

J-8
 Propulsor Types

J.11 - Aligned Series

The Aligned series correlates a series prediction to a user-defined KT/KQ file. In a

manner similar to the resistance Aligned prediction, NavCad creates an alignment
between the model file and the selected series, allowing the user to effectively alter
the series' prediction based on the performance of the propeller model. The user-
defined KT/KQ files have the "KTQ" extension (e.g., [Link]).

Please review C.b.04 - Custom Kt-Kq File Editor for a description of user-defined
KT/KQ data entry.

J.12 - User Kt/Kq

In addition to analyzing propellers of a particular series (e.g., B-series), propulsion

analysis calculations in NavCad can be performed for a custom propeller. Custom
propeller performance is defined by the propeller's own Kt/Kq curves stored in a User
Kt/Kq file. These files have the "KTQ" extension (e.g., [Link]).

Since a User Kt/Kq file is for a single pitch/diameter ratio and blade area, you cannot
size a propeller which is based on this file.

Please review C.b.04 - Custom Kt-Kq File Editor for a description of User Kt/Kq data
entry.

J.13 - Waterjet

In addition to analyzing propellers, propulsion analysis calculations in NavCad can be

performed with a waterjet. Unlike propellers, however, waterjet characteristics are
stored in NavCad waterjet library files (much in the same way that engine
characteristics are stored in NavCad engine data files). Waterjet files have the "JET"
extension (e.g., [Link]).

Please review 5.b.06 - Waterjet Performance for more information about waterjet
performance analysis, and C.b.03 - Waterjet File Editor for a description of waterjet
data entry.

J-9
Propulsor Types

J-10