DAVID W.

TAYLOR NAVAL SHIP RESEARCH AND DEVELOPMENT CENTER

u Bethesda, Maryland 20084

PERFORMANCE PREDICTIONS FOR PLANING CRAFT IN A SEAWAY

I-.0

BY E. NADINE RUBBLE

*1

APPROVED FOR PUBLtC RELEASE: DISTRIBUTION UNLIMITED

SHIP PERFORMANCE DEPARTMENT REPORT

I
'-

SEPTEMBER_1980
-.

DTNSRDC/SPD-0840-02

~.--

--.

.c.

9:

MAJOR DTNSRDC ORGANIZATIONAL COMPONE TS

DTNSRDC COMMANDER 0 TECHNICAL DIRECTOR 01

OFFICER-IN-CHARGE CARDEROCK

05

OFIEINCAG ANNAPOLIS

SYSTEMS DEV ELOPMENT DEPARTMENT

SHIP PERFORMANCE

DEPARTMENT
____ ___

is

1j
____ ___

___[

AVIATION AND

SURFACE EFFECTS
DEPARTMENT
____ ___

.116

STRUCTURES DEPARTMENT

COMPUTATION, MATHEMATICS AND

17LOGISTICS ______
_

__

__

_____ _17_

DEPARTMENT 18

SHIP ACOUSTICSAUIARSYTM 19ATMN

19______________

PROPULSION AND DEPARTMENT

27

*SHIP

MATERIALS ENGINEERING DEPARTMENT

28I

CENTRAL
-

-INSTRUMENTATION

DPRMN
29

, A4w"

qECU,]Yyr

C1LAS5IFICA~tIQN

OIF THIS PAGE~ (ghmn

nalm EIntcredI

REPOT

REPOT DCUMNTATON AGEREAD

INSTRUCTIONS

)~)- ~2.
7PORMANCE
SEAWAY

DCUMNTATON AGEBEFORE

COMPLETING FORM GOVT ACCESSION NO. 3. RECIPIE1NT'S CATALOG NUMBER

~,b~

~ePNFOR PLANING CRAFT IN ATL J ~IA

'

9. CONTRACT OR GRANT NIUM11ERII1()

E. NDNE/ijUBBLE
MESS10.

q///z
EKMET PROG11RA'M AE OKUI PrO7Ed, UBR TA K

David WH`.mTayy31o~r fNaval Ship R&D Center

Bethesda, MD 20084
Ii. CONTROLLING OFFICE NAME AND ADDRESS

......

Work Unit 1-1500-104

Work Unit 1-1524-712

i IORT DATIE
_______

Naval Sea Systesa Command (PMS 300)

Washington, DC

20362

13. NUMBER OF

AE

Is. MONITORING AGENCY NAME 6 AODRESS(Ifidifferent from Controlling offi ce)

is. SECURITY CLASS. (of thtis report)

Naval Sea Systems Command Detachment Norfolk U.S. Naval Station Norfolk, VA 23511
I6.

Unclassified
Ila. DCAS I A9ATIowN*DOOAO-N*

SHDL

DISTRIBUTION STATEMENT (of this0 Report)

APPROVED FOR PUBLIC

RELEASE:

DISTRIBUTION UNLIMITED

~17.

DISTRIBUTION STATFMKNT (of the abstract entered In Block 20, It different troom Report)

ISI. SUPPLEMENTARY NOTES

[
1'
IJA

IS. KEY WUPDS (Continuo an roverme aide It necessary OldiuiUntiy by block 111,1106r)

Planing Crafts Resistance, Propulsion, Propeller Cavitation, Accelerations

IC0 AUSTRPAC T (Continue an a..,..

sideit necessary and Identify by block number)

Ar~rocedure for the prediction of powering requirements and vertical accerations

at the preliminary design stage is presented for planing hulls with propellers on inclined shafts. Envelope, of operatl.ng speed versus wave height are developed based on (1) maximum speed in seaway due to limits of the prime movers and/or propellers and (2) human endurance limits due to vertical accelerations. Complete documentation of the computer program is provided in the appendix. Sample computations and plots are presentrni for a typical planing craft.

DD

',

1473

EDITION 01

NOV65 IS OBSOLETE

Ucasfe
SECURITY CLASSItFICATION OF THIS FRAaI (%In Date kntffed)

TABLE OF CONTENTS

Page ii

LIST OF FIGURES
ABSTRACT ADMINISTRATIVE INFORMATION

INTRODUCTION PROCEDURE THRUST REQUIREMENTS PROPELLER CHARACTERISTICS POWER REQUIREMENTS ENGINE TORQUE-RPM LIMITS3 MAXIMUM SPEED
HABITABILITY LIMITS

1 A6 o 2 2 B2 D 3

st

4
4

PROPELLER SELECTION COMMENTS REFERENCES APPENDIX A - DOCUMENTATION OF SUBPROGRAMS PROGRAM PHPRILM - EXECUTIVE ROUTINE SUBROUTINE PRCHAR - PROPELLER CHARACTERISTICS SUBROUTINE OWKTQ SUBROUTINE CAVKTQ
-

5 6 10 11 12 28 30 31
35

OPEN-WATER CHARACTERISTICS CAVITATION CHARACTERISTICS

KQ

FUNCTION TQMAX - CAVITATION KT,

SUBROUTINE PRINTP SUBROUTINE TPLOT

-

PROPELLER PERFORMANCE INTERPOLATION THRUST VS SPEED PLOTS

36 39 41 43 44 47

SUBROUTINE HPLOT - WAVE HEIGHT VS SPEED PLOTS SUBROUTINE PRCOEF SUBROUTINE PHRES SUBROUTINE SAVIT ii
-

PROPULSION COEFFICIENTS BARE HULL RESISTANCE, SERIES 62-65 RESISTANCE & TRIM, SAVITSKY i_

ft

,l.

:.,.,

,:.._

-- ,,i-.,.,'

"i,

b,''~l i,i'O li~li,

.,j,,.

'

TABLE OF CONTENTS (continued)

Page
FUNCTION CIDSF FUNCTION SIMUN
-

SCHOENHERR FRICTIONAL RESISTANCE NUMERICAL I' EGRATION

51 52 53
54-

SUBROUTINE DISCOT - DOUBLE INTERPOLATION

FUNCTION MINP

SINGLE INTERPOLATION ROUTINES FUNCTION YINTE 55

FUNCTION YINTX I
APPENDIX B - SAMPLE INPUT AND OUTPUT

56
57

LIST OF FIGURES

1 - Propeller Characteristics in Open-Water and Cavitating

Environment 7

2 - Thrust Curves for Planing Craft with Twin Propallers and Diesel Engines 3 - Operating Limits for Planing Craft in Seaway

8 9

ii

F------------------------------------I i*-*..kU*

- .i

a
aBOW

NOTATION Average 1/10 highest vertical acceleration at 90Z LOA

forward of transom Average 1/10 highest vertical acceleration at center of grayvity Maximum breadth over chines Propeller diameter Propeller expanded area ratio

a CG

EPX D EAR

FnV g KI/ 3
J

Speed-displacement coefficient Acceleration of gravity Significant wave height

Propeller advance coefficient

KT KQ Q LOA
Lp L /VSlenderness

Propeller thrust coefficient Propeller torque coefficient Overall length of hull

Projected chine length of hull ratio

m 9
n

Gear ratio
Rate of revolution per second; rp.

"N
:.4P PD PS "

Rate of revolution per minute; rpm

Brake power Power delivered at propeller Shaft power Torque

,wii

',

..

...

"

NOT AT ION

(continued)
Qc Ra Propeller torque load coefficient Resistance of appendaged hull in calm water

Raw Rb
R

Added resistance in rough water Resistance of bare hull in calm water

Total resistance

T V VA Z
1-t

Thrust Ship speed Speed of advance of propeller Number of propeller blades

Thrust deduction factor

I-w 7 A na nD no r1R
P

Thrust wake factor Displaced volume Displacement Appendage drag factor Propulsive efficiency Propeller open-water efficiency Relative rotative efficiency
Water density

a a0.7R
T

Cavitation number based on advance velocity Cavitation number based on resultant water velocity at 0.7 radius of propeller
Trim angle

Tc

Propeller thrust load coefficient

iv

ABSTRACT A procedure for the prediction of powering requirements and vertical accelerations at the preliminary design stage is presented for

planing hulls with propellers on inclined shafts.

Envelopes of operating speed versus wave height are developed based on (1) maximum speed in seaway due to limits of the prime movers and/or propellers and (2) human endurance limits due to vertical accelerations. Complete documentation of the computer program is provided in the appendix. Sample computations and plots are presented for a typical planing craft.

ADMINISTRATIVE INMORMATION This project was authorized and partially funded by the Naval Sea Systems Command Detachment Norfolk (NAVSEADET Norfolk) Work Request

N64281 80 WR 0 0062 under Work Unit 1-1524-712. Development of the program was also partially funded by the David W. Taylor Naval Ship R&D
Center (DTNSRDC) 8hip Performance and Hydromechanics Program undev.

Work Unit 1-1500-104.

INTRODUCTION
NAVSEADET Norfolk requested DTNSRDC to develop a computer routine to predict the operational limits of planing craft in a seaway based on state-of-the-art technology. The computer program predicts the resistance, thrust requirements, and vertical acceleration of a planing hull for a matrix of speeds and

significant wave heights. It also estimates the maximum thrust, as a function of speed, which can be developed with pre-selected prime movers, reduction gears, and propellers on inclined shafts. Speed, wave-height
envelopes are then established based on the power limits of the propulsion system and the endurance limits of the crew due to accelerations. This

program labeled PHPRLM is completely documented in Appendix A, with sample input and output in Appendix B. A similar program for a waterjet
propulsion system is Both programs augment 2 the planing hull feasibility model program PHFMOPT and should eventually be incorporated into the master program. 'References are listed on page 10. documented in Reference 1.

f' '

.... .

I,/

PROCEDURE THRUST REQUIREMENTS The calm-water, bare-hull resistance Rb is generally derived from the synthesized Series 62-65 resistance curves presented in Figure 9 of Reference 2. However, if more precise data are available, e.g., model experiments of the exact hull or a similar form, this resistance data
can be input directly for the matrix of speeds considered. Resistance na of the appendaged hull Ra is approximated using appendage drag factors

either from Reference 3 or direct input if other data is available;

Ra - Rb/na. Added resistance in rough water Raw is predicted from an empirical equation recently developed by a regression analysis of planing hull rough-water experimental data. 4

Raw/ R /A

, - 1.3

PX) H/3/ 1 (Hl,/EJ)B

0.5

FnPV V FnV(~V~3

(/1/3)-2.5
2

Where Fv* V/(g Vl/)

The total resistance for the hull then is Rt R + Raw aw Thrust deduction t a factors l-t from either Reference 3 or direct input are used to calculate the thrust requirement T - Rt/(l-t).
-

PROPELLER CHARACTERISTICS Propeller open-water characteristics are derived as a function of

pitch ratio P/D, expanded area ratio EAR, and number of blades Z with Thrust and coefficients developed from the Wageningen B-Screw Series. 5

torque coefficients KT and K. for flat face, segmental section propellers Q such as the Gawn-Burrill Series6 tend to be slightly higher than the

B-Screw airfoil section propellers. This difference can essentially be taken into account by varying the EAR and/or P/D used in the openwater equations. If actual open-water data are available for the
selected propeller, Vderived these data can be input to the program. The propeller characteristics in a cavitating environment are from the maximum thrust and torque load coefficients Tc and Qc developed as a function of cavitation number at 0.7 radius O0.7R for

several propeller series in Reference 7.

Options are available in the

program for tabulating ai4/or plotting (see Figure 1) the propeller 1T

tlJ X " '

and K. as a function of advance coefficient J for the open-water condition as well as the transition and fully cavitating regions at several cavitation numbers a . These "transition" curves do not exactly match the shape of experimental cavitation data since they represent only 80 percent of the maximum thrust and torque lines developed in Reference 7 and are not faired into the point of KT or KQ breakdown. The 80 percent criteria is based on full-scale trial data which indicates actual thrust and torque in the transition region to be less than the maximums derived from the propeller

series data -- see Figures 5 and 6 of Reference 7. For Gawn-Burrill type propellers, the 10 percent back cavitation line shown in Figure 23 of Reference 6 is used as a design criteria for adequate blade area. The tabulated output is marked with the letter C to represent thrust which exceed the 10 percent cavitation criteria or with a * when 80 percent of maximum thrust is attained. The thrust at which 10 percent back cavitation occurs is represented by a dash line on the thrust-speed curves shown in Figure 2.
POWER REQUIREMENTS

After the thrust requirements are computed for the matrix of speeds and wave heights desired, J, KT, and then K are interpolated from the propeiler characteristic curves as functions of thrust loading /2 and Corresponding propeller rpm N, torque Q, delivored horsepower PD'
propulsive efficiency propeller effic-iency r, etc. are then calculated. Thrust wake factor 1-w from either Reference 3 or input are used, with the

relative rotative efficiency r assumed to be one, i.e., torque wake equal to thrust wake (torque required in open water is equal to that required behind the ship). ENGINE TORQUE-RPM LIMITS Engine characteristics are input as an array of engine rpm versus brake power PB values covering the operational range of the engines.
Gear loss and shaft loss constants, generally about 2 percent each, are used to estimate the corresponding shaft power P. and the power delivered at the propeller PD' For a given gear ratio m the corresponding propeller

............................. ,...,... ...

.*** .. .,....

rpm and torque limits are then established.

If

the gear ratio is not input,

the program will compute an optimum for maximum speed in a specified sea state. m opt engine rpm at max4 .mum power of engines propeller rpm required in specified sea, at max, engine power

The available thrust at the torque limits of the prime movers is derived after interpolation of the propeller data to obtain J, KX, then VIT as functions of torque loading K /J2 and a . Similarly the thrust at maximum rpm is obtained after interpolation for KT as functions of J and a A sample illustration of thrust requirements and thrust limits due to maximum rpm and torque of the prime movers is shown in Figure 2 for a typical planing hull with diesel engines. constant rpm. Diesel engines generally operate with nearly constant torque whereas gas turbines have nearly The upper bound of the rpm limit curve corresponds to the "transition" region of the propeller characteristic curves and represents the maximum thrust which can be developed by the propellers unless operating in the supercavitating regime, at low JVs.

IMAXIMUM SPEED
The maximum speed attainable in a given sea state is represented by

the intersection of the thrust requirement curve and the thrust limit
curve due to either engine torque or rpm restriction, whichever occurs

first. With an optimum gear ratio, maximum speed for a specified sea state is attained at maximum power of the prime movers, i.e., intersection of
:* torque limit and rpm limit curves. The maximum speed is derived for each

wave height.

Figure 3 shows a sample graph of wave height vs maximum speed.

The computations and plots can be made for I to 4 different gear ratios for each case, one of which can be the optimum mg derived in the program.

HlABITABILITY LIMITS
Average 1/10 highest vertical accelerations at the center of gravity aCG and at the bow aBOW (90% of the overall length forward of the transom) are estimated for the matrix of speeds and wave heights with empirical equations recently derived from experimental data. 8

4
I',

I-I

I.I.I

I*I

I*I

aCG-

7.0

(H1/3/BPX)

(1 + T/2)0.25

-1.25

aBOW

10.5 (H /Bx 1/3 PX'

(1 + r/2)050

0.500.75 -075 (/PX)

F 0.75 nV

The accelerations at any location between the CG and the bow, such as the helmsman's station, can then be approximated by linear interpolation. These data are interpolated to obtain speed, wave-height envelopes for average 1/10 highest vertical accelerations of 1.0 g, representing the endurance limit of the crew for 4 to 8 hours, and 1.5 g, representing

the endurance limit for 1 to 2 hours. are shown in Figure 3. PROPELLER SELECTION

Sample speed, wave-height envelopes

The program can be run with any number of propeller sets to aide in the selection of optimum parameters. P/D, EAR, and Z must be input for each set. Propeller diameter D may either be input or selected by the following method. Design speed and wave height are input and the
corresponding thrust requirement is computed. A design power, not

exceeding the maximum power of diameter Dmin is computed from the 10 percent back cavitation diameter D is computed from maxT

the prime movers, is also input. A minimum 2 the thrust loading KT/J corresponding to criteria from Reference 6. A maximum KT/j2 at peak open-water efficiency. The
is selected as the optimum D min

power and rpm requirements at design speed are also computed for several . to D D's in 5-inch increments from D max, min

diameter if the power required with Dmin does not exceed the design power. Optimum diameter is interpolated from the 5-inch increment array of D'r if design power falls between the power requirements for Dmin and D ax.
When design power exceeds the requirements for both Di and Dmax, Dma is selected as the diameter except for the following case. When Din is indicating more than 10 percent cavitation actually greater than Da,

at peak efficiency, Dmin is the diameter selected.

is always rounded up to the next full inch.

The optimum diametar

q5

Jd
.. . ...

No selection process for P/D or EAR is built into this program since many different factors may influence a particular design.

However,

numerous zets of parameters can be run for each case at minimal cost for use in the development of design charts. In the diameter selection routine, diameters corj'espondin to even increments of 100 rpm are interpolated from the array of 5-inch increment ditmeters. These values can be used for plctting contours of rpm on the propeller design charts to aide in the selection ot a propeller to match specific engine and/or gear ratio requirements. COMMENTS This programn. together with the planing hull feasibility model program PHFMOPT, is quita useful for making timely preliminary design

studies for planing craft. It can also be used for displacement ships since the program has options for input of the resistance and propulsion
coefficients, but thia progr&m does not take into account any difference in thrust and torque wake. Some means of predicting roll at the preliminary design stage is also desirable for enhancement of th,'.s program. A low-speed roll criteria needs to be established for completely defining the speed, wave-height envelope.

1k
II

1*
6I

.V .t. ,.

/D 1.00

EAR

0.-70

IPROF

I.
6.3

25.00

00.0

IN.b

L' 0

0.0.40

0.O

0'.0 eo0

I'm.'0

l'.A0

1.60

Figur

I
07

rplejhrceitc

noe

ae

aiaigIvrrmn

.. ....

C3

Q3

H1-F

ENGINE
13

LORaT 07MI

3ROELE
1.

(z LO O

C3liT 1

t
tP(Um
-

.4

LR

AI

UU

41300

6.10.0

ENIN V
0'0
' 0 4.0 ' o V Fiue2 Trs1uvsfrPaigCat3ihTi 138

1ORQ00 KNOTS)a
W00 /0C I

000T
a

242b00G
120 0 " G

rplesadDee

nie

CURVE 1 CURVE 2

---

1.0 Glb G POWER

--

45,0

9"T FWDO TRANSOM

FT FWO TRANSOM

45,0
--

CURVE 3..CURVE 4..-

flItT -- 2.46 GEAR RATIO

2.00 OGEA RATIO

POWER LIMIT

4,

3.

9.

i!
:I

oi
V (KNOTS ) V M./SEC

,'Figure

3 -Opertitng

Limits for Planing Craft in BSewy

JL .'

" .. . . .

"..:

...........

REFERENCES
"Performance Predictions for Four Proposed Designs of a 28-ft Survey Launch," DTNSRDC Report SPD-0902-O (Jul 1979). 2. Hubble, E. N., "Program PHFMOPT, Planing Hull Feasibility Model, 1. Hubble, E. N.,

User's Manual," DTNSRDC Report SPD-0840-OI (Revised Aug 1979). 3. Blount, D. L. and D. L. Fox, "Small Craft Power Predictions," Marine Technology, Vol. 13, No. 1 (Jan 1976). 4. Hoggard, M. M., "Examining Added Drag of Planing Craft Operating in a Seaway," Paper presented to Hampton Road Section, SNAME (Nov 1979). 5. Oosterveld, M.W.C. and P. Van Oossanen, "Further Computer Anmalyzed Data of the Wageningen B-Screw Series," International Shipbuilding Progress Vol. 22 (Jul 1975). 6. Gawn, R.W.L. and L. C. Burrill, "Effect of Cavitation on the

Performance of a Series of 16 Inch Model Propellers, Trans. INA, Vol. 99 (1I97).

Iin

7. Blount, D. L. and D. L. Fox, " Design Considerations for Propellers a Cavitating Environment," Marine Technology (Apr 1978). 8. Hoggard, M. M. and M. P. Jones, "Examining Pitch, Heave, and Accelerations of Planing Craft Operating in a Seaway," Paper presented at High-Speed Surface Craft Exhibition and Conference, Brighton (Jun 1980).

iii
IIq
.. 1

10

//

,..

APPEND IX A
*DOCUMENTATION OF SUBPROGRAMS FOR PHPRILt

I...

I.I

!i

-'.,

..

,.

....

. . ..

.
, ,"" ' ''-" :""#"' '" " ' :.t. .:-; -

:!:.I...,,: . '" "' :'11I;" ',:.

,,,..!:;:,, ' ,, : -- [- " . -

NAME:

PROGRAM PHPRLM

PURPOSE:

(1) Predict the resistance,

thrust requirements, and

vertical accelerations of a planing hull for a matrix of speeds and significant wave heights. Determine maximum speed obtainable at each wave (2) height with pre-seleoted prime mover(s) and propeller(s). (3) Determine wave heights versus speed corresponding to human acceleration endurance limits of 1.0 g and 1.5 g

SUBPROGRAMS:

PRCOEF, PHRES, SAVIT, PRQLAR, PRINTP, HPLOT, TPLOT, MINP, YINTE, YINTZ, CALCOMP Routines PLOT & PLOT$
Via Punched Cards Number of cases--repeat following set of cards for each case Identification for hull design Card 1 Columns 1-4

INPUT: NCASES

TITLE

1-80

XLOA PL BPX HT DLBS

BETAM XLCG VCOG

Overall length of hull (LOA)

in ft

3 3 3 3 3

1-8 9-16 17-24 25-32 33-40

41-48 49-56 57-64

Projected chine length of hull (Lp) in ft Maximum beam over chines (B ) in ft Px Draft at transom (TA) in ft Displacement at rest ( A) in lb
in deg

Deadrise angle at midships (0m)

3 3 3

Distance of center of gravity forward of transom (0n) in ft Distance of center of gravity above baseline (KG) in ft

XACC

Distance. forward of transom in ft

at which accelerations are to be computed, in addition to CG and bow locations

65-72

FTRIM

Fixed trim angle ( T ) in deg If not input, program will use Savitsky prediction of trim at each speed Maximum brake horsepower of each prime mover (P

73-80

PEMAX

1-8

)max

12

,~~~~~~~~~..a ........ .. -. -:......i'

.u..

H,+,,:

_.

'

"...%.

.,,t,....,

PROGRAM
Card REMAX Maximum revolutions per minute (rpm) of ;rime mover No.,), corresponding to max 4

PHPRLM
Columns 9-16

GL SL
RHO

I Gear loss ratio (K) Shaft losa

brake

4 4
4

17-24 25-32
1-8

horsepower/shaf t hrsepover

ratio (K ) - shaft
2

horsepower/hp

developed at prop in lb x sec2/ft 5

Water density (p)

VIS5 GA DC?
SD?

of water (V) Kinematic x 105 in ft2/sac viscosity

2 Acceleration of gravity (g) in ft/sec

5 5 5
5

9-16 17-24 25-32

33-40

Correlation allowance resistance

predictions, generally zero Standard deviation factor for Use zero for mean resistance data. Series 62-65 curves Number of speeds -maximum of 5 maximum of 20

NV

1-4

NWH NPR NE IPROP

Number of wave heights, including zero

--

6 6 6 8

5-8 9-12 13-16 17-20

Number of prime movers

number of propellers (n pr)

Number of points input from engine Control for type of propellers

characteristics curve -- maximum of 10

1 for Gawn-Burrill type "(flat face, segmental sections) 2 for Newton-Rader type

3 for Wageningen B - Screw type

(airfoil sections) IPM Control for type of prime movers

1 for diesel engines 2 for gas turbines

21-24

13

PROGRAM PHPRLM Card IPLOT Control CALCOMP 0 for 1 for 2 for

IPC

Columns 25-28

6 for graphical output, i.e., plots no plots plots of thrust vs speed and speed-wave height envelopes plots of propeller characteristics in addition to plots above
6

Control for propulsion coefficient, 1 if thrust deduction factor (l-t), thrust wake factor (l-w), ard appendage drag factor (na) are estimated by Subroutine PRCOEF l-t, l-w, and va are input 2 if Control for bare hull resistance data 1 if resistance is estimated by Subroutine PHRES based on Series 62-65 data 2 if resistance is input Control for propeller open-water characteristics 1 if computed by Subroutine OWKTQ based on Wageningen B-screw coefficients points from open-water curves 2 if are input Number of points input from each openwater curve, if IOW = 2. Maximum of 60.

29-32

IRES

33-36

IOW

37-40

NJ

41-44

'1

IPRT

Control for amount of printed output 0 for complete output (pages 1-10)
1

45-48

to omit engine characteristics and propeller characteristics (pages 2,4,5) 7 1-8 9-16

VKT

Array of ship speeds (VK) in knots, in ascending order. Maximum of 20. Do not include zero speed. 10 speeds per card. Use 2 cards if NV>10

14

PROGRAM PHPRLM Card H13 Array of significant wave heights (H 1 / 3 ) Maximum of 5. in ft, in ascending order. First wave height must be zero. Array of operating horsepower values for each prime mover (Pe), in asoending Maximum of 10. order. Array of rpm values for prime mover (Ne), corresponding to Pe values on 8 Columns 1-8 9.16

PE

1-8 9-16

RE

10

card 9

1-8 9-16

TDF

Array of 1-t values corresponding to Use 2 cards if speeds on Card(s) 7. 1 c Omit Card(s) 1r if IPs NVA>10. l Array of e8 -w values at Aeach speed

11

1-8 9-16

TWF

12

Card(s) 12 in IPC resOmit

i 1

9-16

ADF
RBH

Array of la values at each speed

Omit Card(s) 13 if IPC = E
Array of bare hull resistance (Rb) Appxndaged in lb at each speed. is set be input if resistance may ca Omit Card(s) 14 if IRES a 1 to 1.0. Array of propeller advance coefficients Maximum of 60. (J) in ascending order. 10 points per oard. Omit Card(s) 15 if z fOW 1

13
14

1-8
9-16
1-8 9-16

JT

15

1-8 9716

KTO

SKQO

"A
. NGR,

Array of propeller thrusts coefficients (KT) in open-water corresponding to Omit Card(s) 16 if IOW = 1 input J's. Array of propellor torque coefficient (KQ) in open-water corresponding to input J's. Omit Card(s) 17 if 1OW a 1

16

1-8 9716 1-8 9-16

17

Number of gear ratios considered -- maximum of 4 Number of sets of propellers considered Array of gear ratios (m_) m = 0.0 is input, pfogram willgcompute optimum value of r.

18

1-4

NPROPS GR

18 19

5-8 1-8 9-16

SIf

15

ORt43

PROGRAM PHPRLM

Card
DIN Propeller diameter (D) in inches 20

Columns
1-8

PD EAR Z PEDES X1 XJ

Propeller pitch/diameter ratio (P/D) Propeller expanded area ratio (EAR) Number of blades per propeller Brake power of each prime mover used for sizing propeller Index of ship speed, from Card 7, for sizing propeller Index of wave height, from Card 8,
for sizing propeller and for
calculating optimum m

20 20 20 20 20 20

9-16 17-24 25-32 33-40 41-48 49-56

If DIN > 0, do not input PEDES and XX If DIN a 0, progvam will calculate a
diameter based on above speed, wave

height, and power Values of P/D, EAR, and Z must be input,

Note;

Repeat Card 20 for each set of propellers considered, Then repeat Cards 2 through 20 for each case,

I1

16

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

.......

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

.t..

A .

.,,..

PROGRAM PHPRLM1

OUTPUT:
Page 1
--

Echo of Input Data

Page 2

--

Characteristics of Prime Movers (Not Printed if IPRT > 0)

Pemax N1emax m = 2 Maximum brake horsepower of each prime mover, input from Card 4 Maximum rpm of prime mover, from Card 4 rpm of prime mover/propeller rpm

MAX.BHP MAX.RPM GEAR RATIO

from Card 4 BHP/SHP

SHP/DHP

KI
K 2 npr

gear loss ratio, input from Card 4

shaft loss ratio, input from Card 4 number of prime movers a number of propellers input from Card 4 points from engine charaoteristic curve, input from Cards 9 and 10

BHP PER ENGINE

IEIEP

Pr' N 0

ENGINE RPM Net

TOTAL DHP PROP. RPM PD' N' total delivered horsepower at propellers

Pe npr /K 1 /K 2
propeller rpm a Ne/ mg

Q-FT.LB

Q'

Maximum developed torque in ft-lb 33000 PD' / (2 it N')

Page 3 -- Propulsion Coefficients and Resistance LOA-FT LP-FT BPX-FT HT-FT DISPL-LB BETA-DEQ LOA Lp Bpx TA X = overall ship length in ft, input from Card 3 projected chine length in ft, from Card 3

2 maximum beam over chines in ft, from Card 3 = draft at transom in ft, from Card 3

A
8

= displacement at rest in lb, from Card 3

a deadrise at midships in deg, from Card 3

17

__-

, f

__________________

PROGRAM PHPRLM LCG-FT AO CCO from transom in ft, from Card 3

VCG-FT XACC-FT C-LOAD LP/V13

LP/BPX D-IN

KG Xaca CA LP/V 1/3

L/B Din

CO from baseline in ft, from Card 3 = distance from transom in ft, at which accelerations are computed, from Card 3 = beam loading coefficient
2
/A/(

P & Bp 3

PXPX Xn slenderness ratio

C
length-beam ratio, based on projected chine length and maximum chine beam propeller diameter in inches, from Card 4

P/D EAR
NPR V-KT V-LOA FNV

P/D EAR
npr VK VK/r FnV

propeller pitch ratio, from Card 4 = propeller expanded area ratio, from Card 4
a

number of propellers, ship speed in knots,

from Card 4 input from Card 7

=speed-length ratio based on overall length speed-dis laoIo nt coefficient

V ,(g SIVMA
1-T 1-W

,93

a
1-t 1-w na 1-t, 1-t, 1-W, 1-w,

= cavitation number
a

thrust deduction factor thrust wake factor = torque wake factor appendage drag factor

= =

"EA

na Subroutine PRCOEF if a IPC na generated input from from Cards 11, 12, 13 if IPC 2 =1 resistance-weight still water ratio for bare hull in

RB/W

Rb/W Rb Rb W

generated from Subroutine PHRES if IRES a 1 input from Card 14 if IRES = 2 weight of craft = displacement at rest A
a

RA/W

Ra/W

risistance-weight

ratio for appendaged hull

"in still water

(Rb/W) / na

18

P ',
:,

,' I"

a
"p.qilll ll ''-: ,

PROGRAM PHPRLM EHPB EHPA Page 4

IPROP
--

EHPb EHPa

= effective horsepower of bare hull

Rb V / 550, M effective horsepower of appendaged hull "- Ra V / 550

>0) Propeller Open-Water Characteristics (not printed if IPRT

Indicator for propeller type, from Card 6

1 for Gawn-Burrill type

2 for Newton-Rader type 3 for Wageningen B-screw type D-IN D-FT P/D EAR BLADEC DEPTH-FT SIGMA/VSQ Din D P/D E.A.R Z ho O/VA2 PA PV PH AP-SQFT Ap =
=

M =

Propeller diameter in inches, from Card 20 Propeller diameter in ft - Din/12 Propeller pitch ratio, from Card 20 Propeller expanded area ratio, from Card 20 20 Number of blades per propeller, from Card depth of center of propeller below waterline in ft = TA + 0.75 D constant for cavitation number (PA + pHatmospheric pressure = = vapor pressure static pressure = 2116 lb/ft 2 2 36 lb/ft p g ho

Projected area of propeller in sq. ft ('TD 2 /4) (EAR) (1.067 - 0.229 P/D)

VA
V
*

speed of advance = (l-w) V

ship speed in ft/seo =
s

.J

J n KT KT T=

propeller advance coefficient

VA/(nD)

propeller revolutions per second (rps) propeller thrust coefficient = T/(p n2 D) thrust per iropeller in 2

19

4 A ii
*

______________________
-'

'-1l

+ "Vi+

PROGRAM PHPRLM KQ KQ propeller torque coefficient = Q/(p n2 D )

torque per propeller ii

ft-lb

Tables of open-water KT and KQ values generated from Subroutine OWKTQ if IOW = 1 or input from Cards 15-17 if

IOW = 2. EP
-0propeller

(J/2w)

open-water efficiency
(KT/KQ)

KT/J2 KQ/J 2 KQ/J3 TC

K /J 2 TA KQ/J
2

propeller thrust loading - T/(P D2 VA2

W

propeller torque loading

2 Q/(p D3 VA )

3 KQ/J3
-

3 propeller power loading - Qn/(p D2 VA ) thrust load coefficient

Y Kr/[. (Ap/D
2

T/(Ap V0 .7

p/2)

"
QC
.1

(J2 + 4.84)]
2

2 torque load coefficient - Q/(Ap VO.7R p/

K0/[ . 0.7R

(Ai/D)

(20

+ 4.84)]

cavitation number based on velocity at 0.7R cavitation number based on advance velocity
S 2/(J

2 + 4.84)

EPMAX

n0
max

maximum propeller efficiency

Page 5 - Propeller Cavitation Characteristics

IPROP, D-IN, etc.
-

(Not Printed if IPRTXO)

Same as Page 4

Tl, T2, Ql, SIGMA

etc. a

Constants from Subroutine CAVKTQ

S

2 cavitation number (PA + pH / (1/2 pVA) advance coefficient - VA/(nD) thrust coefficient
-

J
KT KQ *

J
KT KQ

T/4)

4 ) .2 D

torque coefficient

5 ) Q/(p n 2 D

and K at various Tables of from Subroutine CAVKTQ 20

,. . L . *'

r's generated

'

Id

.; I' ...

.....

"VI]n

W..,,e Wa

Page 6

-Propeller

PROGRAM PHPRLM Sizing (Not Printed if Diameter is Input)

VA A

VA (FPS)

speed of advance In ft/sec a V (1-w) where V is design ship speed = propeller pitch ratio U propeller expanded area ratio number of propellers - number of prime movers
=

P/D EAR NPR

BLADES

P/D EAR n pr
Z

number of blades per propeller

DIN MIN. DIAM MAX. DIAM OPT. DIAM

DFT

Din D tnin Dma Dop

D

a propeller diameter in inches a minimum diameter based on 10% back cavitation criteria from Gawan-Burrill propeller series
Lmaximum diametev based on maximum propeller

max
-

open-water efficiency

optimum diameter selected propeller diameter in ft cavitation number based on V A

22

SIGMA

aY

JT KCT ICQ
EP

advance coefficient at KT/J 2

KT KQ

= thrust coefficient at JT
W torque coef ficient atJ

no
*after

propeller efficiency at JT
n0 indicates operation at J above peak efficiency

PC T-LB

TiD T

W propulsive coefficient 0 total thrust requirement in lb, at design speed and wave height iridicates more than 10% back cavitation indicates max~mum thrust due to cavitation

C after T
*after

Q-FT.LB RPM DHPI

Q
N PD

0 total torque in ft-lb

0 propeller rpm

= total power developed at propellers

21

PROGRAM PHPRLM Page 7

-

Powering Requirements and Accelerations LP-FT, etc VK H1 /3 Rt/W

-

WOA-FT, V-KT H13-FT RW/W

Same as Page 3 Ship speed in knots, input from Card 7 from Card 8

signifioant wave height in ft,

total resistance-weight ratio in seaway (Ra/W) * (Raw/W) added resistance-weight ratio in waves

1.

Raw/W

(HI3 /Bpx)0'5 (LpVll/3)"2.5 FnV (Reference 4) '1.3

T
2

total thrust requirements in R t/(1.t)

lb

KT/JSQ

KT/J
JT

thrust loading per propeller 2 2 T/(npr PVA D)

propeller advance coefficient corresponding

"JT
KT KQ EP

"to KT/J
KT KQ
-

propeller- thrust coefficient at JT propeller torque coefficient at JT propeller efficiency at J indicates operation beyond peak efficiencyi.e., high J JT, KT, KQ, n0 generated from 2

0 after n

Subroutine PRINTP as function of KT/J and a

n _-LB T
C after T
*

= propeller rps = V / (JT D)

a total thrust in lb
oheck; T z RT / (-t)

KTpn

D4 npr

indicates more than 10 percent back cavitation indicates that thrust required exceeds maximum thrust limit of propeller due to cavitation -- unless the propeller can operate in the fully cavitating range, ie., high rpm, low JT. total torque in ft-lb = KQ Pn 2 D5 npr indicates that torque required exceeds torque limit of the prime movers at the required rpm

after T

Q-FT.LB

Q ' after Q

22

J"-

-""

' : : = "' ': 't' ' ' '11

' L: Ltl ' '' ''--''"J'" { ' .

ld " " " -' .

-'

-tpd '. . ,:r , j

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

i..i',

PROGRAM PHPRLM RPM N

upropel~ler

rpm

60 n

*after N DHP PD2total

indiuates that. rpm required exceeds rpm limit of the prime movers a2rT horsepower developed at propellers Q n / 550

FE PC
T1D

total effective horsepower RT V / 550 propulsive coef'fioient 7 1 check: nD 2 H nR EP

TIH N

2hull ef'ficienoy x (1-t) /(1-w) = relative rotative efficiency a 1.0 since torque wake assumed equal to thrust wake Vfix~ed trim angle, if' input from Card 3 otherwise trim generated by Subroutine SAVIT

TR~IM
CG ACC

trim angle in deg

'
07

aCG

2 averatge 1/10 highest vertical accelerations

at the center of gravity in g'3 -7.0 (H A B~) (1 + T/2) 0 2 (LE/7 1/3)-1. 25 F

BOW ACC

=O average 1/10 highest vertical acceleration BOWat 90% of LO forward of transom in g's 0 10.5 (H pX) (1 + T/2) 0 (Lp/BpX) 0 7 5F 1/3 /B N average 1/10 highest vertical accelerations at location Xacc in g's a (+B(a aC) C BO CG (X -LCG)/(0.9 acc and a

X ACC

aX

L -LCG) OA

Equations for aC

from Reference 8.

232

PROGRAM PHPRLM Page 8 - 10 Percent Back Cavitation (Gawn-Burrill Propellers)

V-KT VK a T
-

ship speed in knots, cavitation number

from Card 7

SIGMA
T-LB

total thrust in lb at which 10% back cavitation occurs

494 4r *r0,
c Q-FT.LB, RPM, DHP a

0.88

O,7R

corresponding values of torque, rpm~delivered

power

J,

KT, KQ,

EP

corresponding propeller characteristics

Page 8 - Maximum Speed with Optimum Gear Ratio (Input m. V-KT VK max

0) specified

ship speed in knots attainable in sea with maximum power

H13-FT DHP RPM-P OPT.GEAR RATIO

a a

significant wave height in ft for computing optimum gear ratio maximum power delivered at propellers and H 1 /3

PD max N m

M propeller rpm required at VK

-

max

gopt

optimum gear ratio engine rpm at maximum power

,max at VKma and H1 / 3 propeller rpm required

I.
24
'A.....,..

PROGRAM PHPRLM Page 9 Thrust at Maximum RPM of Prime Movers

--

GEARRATIO

m
g Nmax

gear ratio, input from Card 19 or optimum m computed by program maximum rpm of propellers Nmax / Maximum rps of propellers
*

RPM

nmax
V-KT VK

=
=

Nmax/ 6 0

Ship speed in knots, input from Card 7

SIGMA

a Jmax
=

cavitation number - propeller advance ooeffioient at max. rpm

VA / (nmax D)

KT
KQ

KT
KQ

x propeller thrust coefficient at Jmax

a propeller torque coefficient at Jmax

EP

n0

2 propeller efficiency at Jmax

KT, K, no generated from Subroutine

PRINTP as function of Jmax and a T-LB Tmax = maximum thrust in lb available at Nmax
= KT Pnfax D4 npr
C after Tmax indicates more than 10% back cavitation

I.
Q-P'T.LB

*after Tmax

indicates limit due to cavitation

=ma torque in ft-lb at Nma *aftor

'

indicates that torque limit of

prime movers is exceeded
-

DHP

power delivered at propellers 25

2n Qmax nmax/55C

,!

PROGRAM PHPRLM

Page 9

--

Thrust at Torque Limits of Prime Movers

DHP
RPM

PD'
N'

2developed horsepower
= propeller rpm

calculated f'rom input points f'or engine

characteristics-See

Q-FT.LB

Q'

= developed torque
=

output Page 2

n'f
V-KT VK'

propeller rps z N'/60

K9 z Q'/( Pn'D5 npr) matches 3 = V '/(n'D) from propeller curves obtained by iteration and interpolation = Cavitation number at VK' = propeller advance coefficient at n'
= VA,/(n'D)

ship speed in knots at which

SIGMA S'
KT KQ

a'

KT KQ

= 2

propeller thrust coefficient at J' propeller torque coefficient at J'

EP

no

= propeller efficiency at J' KT, KQ, no generated from Subroutine PRINTP as function V' and cf = thrust in lb available= KTP(n')2 D4 npr = torque in ft-lb check = KQ n) 2 D5 np, = developed horsepower check = 27TQ' n'/550

T-LB Q-FT.LB DHP

' Page 9 --

T' Q' PD'

Speed-Power Limits

H13=FT
V-KT

H1/ 3
V KVmax

= significant wave height in ft, input from Card 8

ship speed in knots at which thrust required at H 1 /3 (output page 6) reaches the thrust limit of the prime movers (output page 7) due to either rpm or torque restriction, whichever is lower

26

Ai

-. I.

PROGRAM PHPRLM T-LB T C after T * after T total thrust in lb at VKmax indicates more than 10% back cavitation indicates thrust limit due to cavitation

Q-FT.LB

total torque in ft-lb at V

Safter Q indicates torque limit of prime movers

RPM

I
N ID

% propeller rpm at VKmax

after N indicates rpm limit of prime movers

total developed horsepower at VKmax

DHP

Page .O -- Habitability Limits

V-KT IOG

VK L.Og

a ship speed in knots,

Input from Card 7

= average 1/10 higiiest vertical accelerations

representing the endurance limit of the crew for a maximum of 4 to 8 hours

1.5G

l.5g

average 1/10 highest vertical aooelo.rations representing the endurance limit of the crew for I to 2 hours

H13-FT

HI/

significant wave height in ft. corresponding

to habitability limit of 1.0 g (or l.5g) -interpolated from accelerations at location Xaoc on output Page 6 Note: acceleration predicators are considered not valid for H1 /3 > 0.75 BpX

:1

27

IMMUNE

NAME: PURPOSE:

SUBROUTINE PRCHAR Generate propeller open-water and cavitation characteristics. Select suitable propeller diameter, if not Input

CALLING SEQUENCE:
SUBPROGRAMS CALLED: INPUT:
DIN Din
-

CALL PRCHAR
OWKTQ, CAVKTQ, PRINTP, YINT2

propeller diameter in inches,

from Card 20

If not input, a suitable diameter will be selected by this routine. PD EAR Z

VADES

P/D EAR Z
VA

propeller pitch ratio, from Card 20 0 N expanded area ratio, from Card 20 number of blades, from Card 20
design speed of advance in ft/sec derived from design ship speed, indexed from Card 20
*

TDES

totsl thrust in lb required at design speed and wave height, indexed from Card 20 total design power at propellers derived from design brake power input on Card 20

PDES

PRN

nr

number of propellers,

from Card 6

PROPELLER OPEN-WATER CHARACTERISTICS: PROPELLER CAVITATION CHARACTERISTICS:

See Subroutina OWKTQ Sea Subroutine CAVKTQ

'

i"

*|.

i!I

..

" w.. .

SELECTION OF PROPELLER DIAMETER: DMIN Dmin

(When D is not input)

minimum diameter in inches based on 10Z back cavitation criteria for adequate blade area
of Gawn-Burrill type propellers

12

T / Cn 1p

2 VA0 (V /,J )]

0,88 0.494 0,7R where KT/J2 is derived from STC representing the Gawn-Burrill 10X cavitation line
DMAX D m maximum diameter in inches based on maximum

.94f

0,88

max

propeller efficiency
same equation as above, with K%/J2 at point

of maximum 0
DIAM Di array of diameters in increments of 5 inches

from Dmn to Dmax

-

DHP RPM

P N

array of power requirements for above diameters array of propeller rpm requirements for above diameters selected, diameter optimum next full inch rounded up to

DIV

Dopt

1max
Dopt
SD

Dopt

Dmin if power required

< design power

power is from D interpolated is anddesign Dmax f~r array Dmin if requirements between
Dmax or DMin, whichever is larger, if both

opt

power requirements exceed design power

I29

.
.r

29

!i-

NAE PURPOSE:

SUBROUTINE OWKTQ Calculate propeller open-water characteristics as

function of pitch ratio, expanded area ratio, and number of blades from coefficients derived from Wageningen B-Scraw Series.

REFERENCE:

Oosterveld and Van Oossanan, "Recent Development in Marine Propeller Hydrodynamics," Proceedings of the
Netherlands Ship Model Basin 40th Anniversary (1972),

and "Further Computer Analyzed Data of the Wageningen B-Screw Series", International Shipbuilding Progress, Vol. 22 (July 1975). CALLING SEQUENCE:
INPUT: PD EAR Z OUTPUT: N JT nj J - number of J values generated -- max of 60 - array of propeller advance coefficients in ascending order from (J-O.) to (J at K--O.) in increments of 0.025 if P/D_<1.2 in increments of 0.05 if P/D>t.2 - array of open-water thrust coefficients "- f (P/D, EAR, Z, J) - array of open-water torque coefficients - f (P/D, EAR, Z, J) P/D EAR Z - propeller pitch/diameter ratio - propeller expanded area ratio = number of propeller blades

CALL OWKTQ

KT KQ

KT K

K- and K developed from equations in above references. For GawngBurrill type propellers (IPROP-l) the equations

are modified to produce slightly higher than the Wageningen B-Screw Series.

% aiL T

30

ow

NAME, PURPOSE:

SUBROUTINE CAVKTQ Calculate regime as ratio and of KT and propeller characteristics in cavitation function of pitch ratio, expanded area cavitation number. Generate CALCOMP plots KQ versus J.
Marine

REFERENCE:

Blount and Fox, "Design Considerations for

Propellers in a Cavitating Environment,"

Technology (Apr 1978) CALLING SEQUENCE: CALL CAVKTQ

SUBPROGRAMS CALLED:TQMAX, CALCOMP Routines INPUT:

IPROP Control for type of propellers

= 1 for Gawn-Burrill type

(flat face, segmental sections) = 2 for Newton-Rader types S3 for Wageningen B-Screw (airfoil sections) PD EAR NJ P/D EAR nj a propeller pitch/diameter ratio a propeller expanded area ratio a number of J values input from open-water curves -- max. of 60 = array of propeller advance coefficients a corresponding array of propeller open-water thrust coefficients = corresponding array of propeller open-water torque coefficients number of cavitation numbers -- max. of 8 -at which propeller characteristics are to be computed and printed from this routine (if ns = 0 only the constants are computed) array of cavitation numbers

JT KTO

3 KTo

KQO NS ,4:

KQo

ns

SIGMA IPLOT

Control of CALCOMP plots :2 for plots of KT and KQ vs J at each a (no plots done if IPLOT < 2)

31

"....

..-

"

. .

.,

,,

SUBROUTINE CAVKTQ GENERAL NOTATION FOR PROPELLERS: VA

n

= propeller speed of advance

= rate of revolution

D
T Q P Po

= propeller diameter
a thrust torque x water density a pressure at center of propeller pAPH-PV

J
KT KQ

a advance coefficient
= thrust coefficient

VA/

(n D)

T / (p n2 D4 )

v torque ooefficient a Q / (p n 2 D5 )
2 2 3 2 2 = thrust loading = T / (pD VA ) 2 3 = torque loading = Q/(p D VA )

KT/J KQ/J KQ/J

= power loading v Q n/ ( pD2 VA3) number M" Po cavitation / (1/2 PVA 2) based on advance velocity

VO.7R 2
0 0.7R

of propeller 0.7 =radius velocity 8J),/,j2 VA 2(J2*4. nD)2 + (0.7rat =VA2 cavitation number based on VO.7R
Po/(lt2PVO.7R2 ) =aJ
2

/(J

+4.84)

Ap

projected area of propeller (rrD 2 /4) EAR (1.067-0.229 P/D)

TO

thrust load coefficient * T / (1/2 p Ap VO.7R 2) KT / 1l/2 (Ap/D 2 ) (j2+4.84)j

torque load coefficient = Q ,'(1/2 P Ap VO.72R 2)

Q0

KQ / [1/2 (Ap/D

2)

(J2+..84)]

32

."I

SUBROUTINE CAVKTQ MAXIMUM THRUST AND TORQUE LOADS: Blount and Fox (see reference) give equations for maximum thrust and torque load ooeffioients in a cavitating environment based on regression of
experimental data for the three propeller series used herein.
TOm
z

= = QOm = M a

maximum thrust load coefficient a ao. (transition region) 7 b Tox(fUlly oavitating region) maximum torque load coeffiiient 0 O. 7 Rd (transition region) Qox (fully cavitating region) IPROP 1 2 3
1

OUTPUT: Ti

a a a
b

= 1.2 = 0.703 + 0.25 P/D = 1.27

= 1.0

T2

b
Q1 0

= 1.0

= 0.65 + 0.1 P/D

0.200 P/D 0 O.240 P/D - 0.12 0.247 P/D - 0.0167 = 0.70 + 0.31 EAR 0 ' 9 a 0.50 + 0.165 P/D 1.04 0.0725 P/D - 0.0340 EAR 0,0833 P/D - 0.0142 EAR O. 0

3
1 2 3 1 P 3

o
Q2 d d d TOx
TOx= Tax

TCX

1
2 3

S~/EARII3

Qox

= [0.0185 rQCX (P/D)2 - 0.0166 P/D + O.005941 x

Qcx

0.0335 P/D - 0.094 EAR 1/ 2

0.0

2
3

SRMAX

k =0.8 trial data (see Figures 5 and 6 of Sinus full-scale

reference) indicates actual thrust and torque in the transition region less than the maximums derived from the propeller series data, the factor k is applied to TO and O,, in the transition region. The factor k is not applied to To, and Q. 33
k% I'

wq-

SUBROUTINE CAVKTQ APD2 j OPEN WATER KT KQ

SIGMA KT

Ap/D 2 /2 J K KTo= - 0Qo

a KT KTm

= Constant for calculation of TO and Q. advance coefficient from input array input values of open-water thrust and torque coefficients
cavitation number from input array thrust coefficient as f (J, a) KTo or KTm, whichever is smaller TOm (1/2 Ap/D
2

) (j 2 +4.8'1)

"Tom

(k a CO. 7 Rb) or (Tox), whinhever is greater rtharacter Identifler for propellec 1. cavitation C indicates more than 10% back cavitation 88 for Gawn props: >0.494 O.7 RO * indicates thrust limit due to cavitation KT " KT
T

"LC

JT KQ KQ =

torque coefficient as f (J, a ) = KQo or KQm, whichever is smaller = QQm (1/2 Ap/D 2 ) (j 2 + 4.84)

Qcm i.

=(k o cO. 7 Rd) or (QOx), whichever is greater KTm and KQ, generated by Function TQMAX

,.. , CALCOMP

"CO

PLOTS: If IPLOT=2, open-water KT and KQ as well as KT and KQ representing the transition region and fully cavitating region at ca:ho are plotted as a function O
of J.

34

NAME:
PURPOSE:

FUNCTION TQMAX
Calculate maximum thrust or torque ooefficient in a cavitating environment as function of cavitation number and advance coefficient

CALLING SEQUENCE:
INPUT: SIGMA JT ITQ

TQMAX (SIGMA,

JT, ITQ)

U J i i

= = = =

cavitation number advance coefficient 1 2 if maximum thrust coefficient required if maximum torque oooffioient required

Variables: OUTPUT: TQMAX

a, b, c, d, Tc,

QCx, k, 1/2 Ap/D 2

generated by Subroutine CAVKTQ

KTm or KQm depo.nding on value of i

Tcn =

Sk a a
I

maximum thrust load ooefficient b. or TC if greater cm (1/2 Ap/D

2

~M

KT

) (J 2 +4.84)

QCM

= maximum tyrque load coefficient zfi k c 0 .7R , or Qc if greater

KQcm It

(1/2 Ap/D 2 ) (JP,4.84)

QM

i,

35

'W7*l4

*W

NAME:

SUBROUTINE PRINTP

PURPOSE:

Interpolate for propeller performance at specified value of (1)advance coefficient J, (2) thrust loading KT/J 2 , (3) tor uk loading, KQ/J 2, or (4) power loading KQ/J5. CALL PRINTP (IP, PCOEF, SIGMA) TOMAX, Option YINTE 1, 2, 3, or 4 input propeller coefficient, dependent on value of IP input advance coefficient, input thrust loading, input torque loading, power loading, input
cavitation number number of J values defining propeller characteristics array of advance ooeffioient, ascending order array of open-water thurst coefficients array of open-water torque 0coefficients in

CALLING SEQUENCE: SUBPROGRAMS: INPUT: IP PCOEF

JT KT/J2 KQ/J 2 KQ/j 3

SIGMA NJ JT KT KQ a nj
J

= a V =

if if if if

IPuI IP=2 IPz3 IP:4

KTo KQo

PERFORMANCE AT SPECIFIC J: JTP KTP JT KT = input advance coefficient thrust coefficient at JT opeh-wator thrust coefficient, interpolated from input array of KT versus J, or maximum thrust ooifficient in cavitating regime

KT calculated by Function PrqAX, whichever is smaller.

KQP KQ

torque coefficient at JT open-water value interpolated from KQ vs J, or maximum cavitation va~ue KQ calculated from TQMAX, whicheve" is smaller 36

I' "11

V ...... ... ....

I.'.

, PERFORMANCE AT SPECIFIC LOADING: PLOD XLOG ln(KT/j 2 ) 2 ln(KQ/j In(Kq/j3)) ln(KT /J 2 ) ln(K /Jo2
3n(N/J

II

SUBROUTINE PRINTP

if IP=2 if if IP=3 IP=4 if IP=2 if IP=3

it IP=4

natural log of input loading coefficient array of natural logs of open-water leading
ooeffiocent at J value from input array

JTP

JT

X open-water advance coefficient interpolated from array of open-water loading coefficients versus J at the specific loading required (logs are used because of the rapid change of loading coefficient at low J's)

If JTo is in non-oavitating region (KTo< KTm)

KTP KQP KT KQI thrust and torque coefficients at JTo interplated from arrays of KTo and KQo vs J

If JTo is in cavitating region (KTo > KTm)

XLOG

ln(KT

/j 2 )

if IPm2
if IP=3 if IP=4

ln(KQm /j2) ln(KQm /J3) JTP JT m =

array of natural logs

of loading coefficients based on KT or Kom as funoTion J

advance coefficient interpolated from array of' cavitation loading coefficients vs J at the specific loading required maximum cavitation thrust and torque coefficients at JTm calculated from TQMAX final advance coefficient final thrust coefficient final torque coefficient at propeller
performance

KTP KQP OUTPUT: JTP KTP KQP EP

KT) KQ JT KT KQ

n0

= 2

propeller efficienc JT KT/(2 Tr KQ)

point specified by PCOEF and SIGMA

37

SUBROUTINE PRIMTP TALIC T M

thrust load coefficient

KT
2 (A./D ) (J +44 84)]

S107

a0.R

cavitation number based on velocity at 0.7 radius of propeller

-

~Z ~

+4.84)

4.84-(0.77T)

XSIG7

4 94 c

0.88 M.R

term representing 10% back cavitation line for Gawn-Burrill propeller series 1 character identifier for propeller cavitation
*indicates

LT

thrust limit due to cavitation:

KT -KT

m C indicates more than 10% back cavitation for Gawn-Burrill propellers, but less than
thrust limit cavitation 0.88 > 0494 T > c o 494 aO 7R

38

Lu.IA
W= w M

NAME: PURPOSE:

SUBROUTINE TPLOT Generate CALCOMP plots of thrust versus speed for (1) thrust required in various sea states (2) thrust limit at maximum rpm of prime movers (3) thrust at torque limit of prime movers with one or more gear ratios (4) thrust at 10% back cavitation, if IPROP 1 CALL TPLOT

CALLING SEQUENCEs SUBPROGRAMS

INPUT:i

NUMBER, FLINE, DASHL

CALIOMP Routines, FACTOR, PLOT, AXIS) SYMBOL,

TITLE VKT VK

identification to be printed at top of graph 80 characters maximum

- array of ship speeds in knots

E13
NV SNWH

H1 /3
n n.

a array of significant wave heights in ft.

- number of speeds -- maximum of 20 - number of wave heights -- maximum of 5
-

[
*

NE NGOR T

ne ng T

number of points defining torque limits of

prime movers -- maximum of 10

- number of Sear ratios -- maximum of 4 = matrix of values for thrust required as function of VK and H 1 /3

TC
TN VQ

Tc
TN N V

array of thrust values representing 10%

back cavitaiton, if IPROP a 1

prime

w array of thrust values at maximum rpm of movers

U

Q
TQ GR
I,t

array of speeds in knots at which torque limits are defined array of thrust values corresponding to torque limits of prime movers

T
Q

- array of gear ratios

39

miTi

OUTPUT:
X-axes Ship speed V in knots Ship speed V In m/sec

SUBROUTINE TPLOT

Y-axes Curves

Thrust in lb Thrust in N (1) Thrust required at each wave height H1/3 (2) Thrust at engine rpm limit, for each gear ratio (3) Thrust at engine torque limit, for each gear ratio (4) Thrust representing 10% back cavitation (dash line) Intersection of Curve (1)and the lower of curves (2)
and (3) represents the maximum speed obtainable at each wave height and gear ratio.

't.

40

min,

NAME
PURPOSE:

SUBROUTINE HPLOT
Generate CALCO0P plots of significant wave height versua

speed corresponding to
(1) (2) (3) endurance limit of crew for 4 to 8 hours operation endurance limit of crew for 1 to 2 hours operation power limit of propulsion system for 1 or more gear ratios

CALLING SEQUENCE: SUBPROGRAMS:

INPUT: TITLE VKT

CALL HPLOT CALCOMP Rout ins FACTOR, PLOT, AXIS, SYMBOL, NUMBER, FLINE

a identification to be printed at top of graph maximum of 80 characters VK HI/ 3 nV = array of ship speeds in knots a array of significant wave heights in ft
- number of speeds -- maximum of 20

H13
NV NWH

nf nu H

- number of wave heights -- maximum of 5 - number of gear ratios

--

NGR HIOG

maximum of 4

- array significant wave heights as function of V of corresponding to average 1/10 highest vertical accelerations of 1.Og

H150

Hi~bl.g - array wave heights as function of Vx of c signifoant orrsodlnsto vertical

acceleration of 1.5g

S/

VKTW

Vmax

array of maximum ship speeds in knots as function of H derived from intersection

of required t ust at each wave height with thrust curve at engine rpm or torque limit,

whichever is lower XACC

GR
441

Xace
m

distance forward of transom in ft at which

accelerations have been computed a array of gear ratios

7141

'

I
OUTPUT: X-axes
Y-axes

SUBROUTINE HPLOT Ship speed V in knots

Ship speed V in r/sec Significant wave height H 1
3

Significant wave height H

in ft

Curves (1) (2) (4)

etc.)

Wave height envelopes representing average 1/10 heighest vertical accelerations of 1.0 g -- habitability limit for 4 to 8 hours 1.5 g "" habitability limit for 1 to 2 hours due to power limit of the propulsion system,
for 1 to 4 gear ratios

I
"

(3) ) Envelopes of maxi.mum speed versus wave height

4.1

:I

42

:X

i~....

.........

g::,,

NAME: PURPOSE:

SUBROUTINE PRCOEF Estimate propulsion coefficients for planing hull with propellers on inclined shafts

REFERENCE:

Blount, D.L. and D.L. Fox, "Small Craft Power

Predictions," Western Gulf Section of the Society of

Naval Arohitects and Marine Engineers (Feb 1975) CALLING SEQUENCE: SUBPROGRAMS: INPUT:
FNV FnV z speed-disilacement ocefficient ,V(g V 1 )1/2

CALL PRCOEF (FNV, TDF, ADF, TWF) MINP, YINTE

OUTPUT: TDF i ADF 1-t a thrust deduotion factor

""total total horizontal shaft-line resistanoe thrust (T) (RTJ

a appenIdage drag factor a resistance of bare hull (Rb) resistance of appendaged hull (R.)

TWF
PROCEDURE:

1-w

thrust wake factor = torque wake factor

1-t, 1-w, and na interpolated from following table of values at input value of Fnv . The tabulated data represent mean values from a bandwidth of data colleoted for numerous twin-screw planing craft and reported in above reference. FnV 0.5 1-t 0.92 1-w 1.05 ta 0.951

1,0 1.5
2.0 2.5

0.92 0.92
0.92 0.92

106 1.04 0.99

0.97

0.948 0.942
0.934 0.925

3.0 3.5 4.0

0.92 0.92 0.92

0.975 0.98 0.975

0.913 0.900 0.885

43

I,4*1 .

~'

.W III.,~.d~flW., WII, I

,.Ae.

NAME:
PURPOSE:

SUBROUTINE PHRES
Estimate the bare-hull, smooth-water resistance of a

hard-chine planing hull from synthesis of Series 62 and 65 experimental data REFERENCE: Hubble, E.N., "Resistanoe of Hard-Chine, Stepless Planing Craft with Systematic Variation of Hull Form, Longitudinal Center of Gravity, and Loading," DTNSRDC Report 4307 (Apr 1974). Figures 9 and 10 of DTNSRDC Report SPD-0840-O0 (Dec 1978, Revised Aug 1979) CALL PHRES (DLBS, DISCOT, YINTX, FNV, SLR, DCF, SDF, RH02, VIS, RLBS)

CALLING SEQUENCE: SUBPROGRAMS: INPUT: DLBS FNV SLR DCF

SDF

C1DSF

A FnV Lp/

z ship displacement in lb
a

speed-displaoement coefficient (V/(g/VI/3)I/2

a

V1/3

slenderness ratio allowance; may be 0.0

01oorrelation
SDF
a

0.0 corresponds to mean resistance-woight R/W curves derived from Series 62 and 65 data 1.645 corresponds to minimum R/W curves can be varied to approximate R/W for a partioular hull form from model experiments

RH02 VIS V
a

x water density in lb x seo2/ft 0/2 .05 water viscosity in ft 2 /seo

OUTPUT:
RiU S R;
ci a a a

bare-hull,

smooth-water resistanuo in lb

H
PROCEDURE:
XFNV array ZSLR array

(mean R/W - 3DF x c) x A standard deviation of Series 62-65 data from mean R/W

Tabulated values of Fn, from 0.0 to 4.0 Tabulated values of Lp/Vl/

3

from 4.o

44

f',

,.

. ..

0V~.h

SUBROUTINE PHRES

YRWM matrix

Tabulated values of mean R/W as f(FnV , Lp/VI/ 65 experimental data. See Table 1.

3)

for 100,000-lb planing craft derived from Series 62 and YWSR matrix Tabulated values of 65 mean wetted area coefficients SiV from Series 62 and hulls. See Table 2.

SD array
RWM WSR

Tabulated values of standard deviationa as f(FnV) See Table 1.

R/W for 100,000-lb planing craft interpolated from YRWM matrix of mean R/W values at input FnV and Lp/V' 1 / 3 S/V 2/3 interpolated from YWSR matrix at input FnV

and Lp/V 1 /3

Subroutine DISCOT used for the double interpolation SDM a interpolated from SD array at input Fn7 Function YINTX used for single interpolation RWM (RIW)m corrected R/W for 100,000-lb planing craft

(mean R/W interpolated) - (SDF x a) DLBM

XL VFPSM Vm

Am

C displacement of 100,000-lb planing craft

- linear 3 of actual ship to 100,000-lb 2 (A/Am)1/ ratio = speed of 100,000-lb craft in ft/seo

X (input Fnv) x 19.32

VFPSS
PLM PLS REM
RES

Vs
Lm Ls Rnm
Hns

speed of actual ship in ft/seo

= length of 100,000-lb qraft in ft

1/2 Vm X

=
=
=

11.6014 (input Lp/ VI/3)

length of actual ship in ft n Lm Reynolds number of 100,000-lb craft
Vm Lm/ Vm Reynolds number of actual ship = V- Le/vs

CFM

CFm

Sohoenherr frictional resistance coefficient for 100,000-lb craft

45

a-.

wl

SUBROUTINE PHE~S CFS CF 3 Sohoenherr frictional resistance coefficient for actual ship Function C1DSF used to obtain Sahoenherr frictional resistance coefficients
2 wetted area of 100,000-lb craft in ft 3 2 S1 V / 2 2 mS, X wetted area of actual ship in ft

SM SS RM CM CT CR CH CTS VIS VISM RHH2 RH02M RLBS

sin Ss Rm M CT, CR CR CTs Vs V, 1052 em/2 Rb a

-

-134.5925

resistance of 100,000-lb craft in lb (R/W)M am total resistance coefficient of 100,000-lb craft

m /(Vm 2Sm pm/2) aresidual resistance coefficient CT,- Cp., a total resistance coefficient of actual ship
=

Cys +'CR + ACF

=kinematic viscosity for actual ship a kinemiatic viscosity for tabulated data 1.2817 x 10-5 =1/2 water density for actual ship
U

1/2 water density for tabulated data 1.9905/2

Cresistance of actual ship in lb 2CT5 V32 S. Ps/2

46

NAME:

SUBROUTINE SAVIT Estimate the bare-hull, smooth-water resistance and trim for a hard-chine planing hull using, Savitsky's equations for prismatic planing surfaces CALL SAVIT (DISPL, LCG, yOG, VFPS, BEAM, BETA, TANB, COSB, SINB, HW, WDCST, RHO, VISO AG,
DELCF, R, TD, NT, CLM, 0DB) CIDSF

PURPOSE:

CALLING SEQUENCE:

SUBPROGRAM: INPUT:

DISPL LCOGr VCG VFPS BEAM BETA TANB

COSB SINB

A=ship

displacement in lb distance of center of gravity CG forward of transom in ft

KG V B

=distance of CG above baseline in ft zspeed' in ft/sec x beam inft = maximum chine beam BpX
z deadrise angle in dogree3

8
tan B
00s8 33.n B MW

=de'adriss at midships $m

HW WDCST RHO UIS AG DELCF

OUTPU7:

=hoight of center of wind drag above baseline in ft horizontal wind force in lb

2 /V

CDWI P v= g ACF Rb

=water density in lb x seo2/ft4

2 /seo kinematic viscosity of' water in ft

acceleration of gravity in rt/3ec 2

ucorrelation

allowance; may be 0

bare hull, smooth-water resistance in lb

47

SUBROUTINE SAVIT
TD NT CLM GDB
T

trim angle in degrees

Number of iterations to obtain trim angle A mean wetted langth-beam ratio Lm/B longitudinal center of pressure, distance tforwa,'d of transom, in ft trim angle of planing surface from horizontal in deg first approximation of: Itdeg LI CV Z speed coefficient = V/(gB)
1

PROCEDURE:
TD

CV CLM

/2

= mean wetted length-beam ratio = Lm/B = (LK + LC)/2B

CLO
CLB

CLo
CL= L

= lift coefficient for flat 3urfaee

(0.012 X + 0.0055 XS/ 2 /Cv2)
lift coefficient for deadrise surface 2 B2 p/2]= CL.-0.00 6 5 CL 6 A/[V 0 0.6

CL, and

obtained by Newton-Raphson iteration CLo = 0.085; X= 1.5

first approximations:
XK XC 11 [ LC

wetted keel length in ft

8(X+ tan $/2 ITtant

wetted chine length in ft
:

2BX -LK

LK- LC = (Btans )/ ( TtanT GDB AP

-[]

longitudinal center of pressure forward of transom in ft 2 B ?[0.75 S+ - 11(5.21 CV / 2 2.39)] of lift coefficient dynamic compnoent 2
0.012 X1/ '1i.1

CLD VM

CLd
-

Vm
-

mean velocity over planning surface in ft/sec

V

[1-(CLd - 0.0065 CLd

6)/(X cosTJl1/2

BE

:
-

Reynolds number for planing surface VmB A /v 48

4:

, '-

.- .

SUBROUTINE SAVIT CF C + AC Schoenherr frictional rusiicgnoe coeffoient as f(Rn) plus correction allowarce viscous due to wetted surface, parallel force to the planing surface, in lb
-

DFX

DF

(CF+ACF)

2 (0/2 (Vm 2) (B

Xl/oso ) -0.09646

CCK
CKi CKI

1.5708 (1 - 0.1788 tan2 0oos0 tanp sin28)

CK tan T/sin$

Al AN

al al

" [in IS

+ CK-ts2t(i/sln28"ein2T)Jl/2 T(i-2CK) I +(aliCK 1 )/(aii

cos T + Cy tan T sin T

TAN
THETA

tan
B
-

(4ICKI)/(1-al CK1)
angle between outer sp!,:,y edge and keel in radians arotan(tano oos$ ) effective increase in length-beam ratio due to spray [ (tan$ (TrtanT)j- 1/( 2 tane ) /(2 oose )

DLM

A,-

Rn CF DSX

Reynolds number of spray VB /(3cosB sill 6 ) /V Sohoenherr frictional resistance coefficient for spray drag viscous force due to spray drag, parallel to the planing surface, in lb

CFD=

-CS

(012) V2)

(B2AX / cosB )

DWX

Dw
-

4
DTX DT

component of wind drag parallel to planing surface in lb

2 /oosT CDI,' V

total drag force pa"allel to planing surface in lb = DF + DS + DW total pressure force perpendicular to surface in 3b

PDBX

PT

= A/cost + DT tanT

49

SUBROUTINE SAVIT
EDB ep moment arm from oenter of pressure to CO in ft

FF

fF

moment arm from center of viscous force to Ca in ft S(B tan 0/4)

FW

fw

moment: arm from center of wind drag to CO

in ft
K - HW

RMT

EtM

a sum of momenta about CO In ft-lb

PT OP + (DF+DS) fF P
+

DWfW

Iterate with small ohanges in T until EM O.0016

NT R Number of Iterations required to obtain equilibrium trim; maximum of 15 itrrations R 2 a net horizontal resistance force in lb DT 003T + PT sin*

50

0r.

I:
NAME:
PURPOSE:

FUNCTION C1DSF
Calculate Sohoenherr friotional resistance ocefficient

CALLING SEQUENCE:
INPUT: XN1RE
* I

CF

CIDSF (XN1RE)

Rn

Reynolds number = V L /v

OUTPUT:

C1DSF PROCEDURE:

CF

Sohoenherr frictional resistance coeffioient

Iteration with Newton-Raphson method ig1091 Sohoenherr formula: 0.242 /-

Rn CF

51
.0. . . S-..,~~~. . . . . . . .~~~.

....

:.

-t.'...

---

nM.i

E~~4.',.

m U

,,1

,.,,:.

NAME: PURPOSE:

FUNCTION SIMPUN Numerical integration of area under ourve defined by set of (x,y) points at either equal or unequal intervals AREA SIMPUN (X', Y, N)
--

CALLING SEQUENCE: INPUT: X array Y array N OUTPUT: SIMPUN

Table of x values-- independent variable x values must be in ascending order Table of y values--dependent variable1 Number of (x,y) %alnes

Area under nurve f fy e'x

52

NAME:

SUBROUTINE DISCOT

PURPOSE: CALLING SEQUENCE: SUBPROGRAMS CALLED:

Single or double interpolation for continuous or discontinuous function using Lagrange's formula CALL DISCOT (XA, ZA, TABX, TABY, TABZ, NC, NY, NZ,
ANS)

UNS, DISSER, LAGRAN These subroutines are concerned with the interpolation, and are not documented separately x value (first independent variable) for interpolated point z value (second independent variable) for interpolated point Some as x value for single-line function interpolation Table of x values--first independent variable Table of y values--dependent variable Table of z values--second independent variable Three digit control integer with + sign Use + sign if NX - NY/NZ w points in X array Use - sign if NX - NY Use 1 In hundreds position for no extrapolation above maximum Z Use 0 In hundreds position for extrapolation above maximum Z Use 1-7 in tens position for degree of interpolation desired in X direction Use 1-7 in units position for degree of interpolation desired in Z direction Number of points in y array Number of points in z array y value (dependent variable) interpolated at x, z DISCOT is a "standard" routine used at DTNSRDC. Consult User Services Branch of the Computation, information.

INPUT: XA ZA

TABX array TABY array TABZ array NC

NY NZ
OUTPUT:

ANS

Mathematics and Logistics Department for additional

II5

53

NAME: PURPOSE:

FUNCTION MINP Select index of minimum x value to be used for Lagrange interpolation, from an array of x values
greater than required

CALLING SEQUENCE: INPUT: M N

XA X array

-MINP

(M, N, XA, X)

m - number of points required for interpolation of degree m-l n - total number of points in x array > m
x value to be used for interpolation Table of x values, must be in ascending order, need not be equally spaced but

OUTPUT: MINP Index of minimum x value from the array to be used by FUNCTION YINTE for Lagrange interpolation of
degree m-I

SAMPLE PROGRAM USING FUNCTIONS MINP AND YINTE: DIMENSION X(1O), Y(10) N -10 M -4 READ (5, 10) (X(J), J-1, N), (Y(J), Jul, N), XA

"I w MINP (M, N, XA, X)

fA - YINTE (XA, X(I), Y(I), M)

ALTERNATE PROGRAM USING FUNCTION YINTX: DIMENSION X(1O), N -10 M -4 READ (5, 10) (X(J), Ju1, N), (Y(J), J-1, N), XA YA
-

Y(1O)

YINTX (XA,

X, Y, M, N)

In either case, only the The result from either program is the same. The formula. interpolation M points closest to XA are considered in the first combination should be used whenever several dependent variables are to be interpolated at some value of the independent variable, since MINP need only be called once. FUNCTION YINTE may be used alone whenever

N=M.

54
.1 ,'

.. ..

. .-

.,a. ,, .,i''",-

-.

.;

NAME:

FUNCTION YINTE

PURPOSE:

Single interpolation of degree n-i for function represented by n (x,y) points using Lagrange's
formula

CALLING SEQUENCE: INPUT: XA X array

YA - YINTE (XA,

X, Y, N)

x value (independent variable) for interpolated point Table of x values--independent variable x values can be in either ascending or descending
order and do not need to be equally spaced

Y array N OUTPUT: YINTE

Table of y values--dependent variable n * number of (x,y) values defining the function Interpolated y value (dependent variable) derived from Lagrange formula of degree n-I For example, when n - 4, cubic interpolation is performed Lagrange's Interpolation Formula

1 Y" (x _Xo-1) (xo-X 2 2

(x-x

(x-x

. . (x-xn)

(x0, (X-n) O

(x-x0
+

(x-x)

.,

(x-x)d
(X-Xn)

(-XO

),

Y2l

(x-xO
+ (x 2 -x 0 ) (x-xO) S 0

(x-xI)
(x 2 -xI) (x-x )

(x-x ) . . . (x-xn
(x 2 -x 3 ) , (x-x n2 )
.

. (x 2 -xn)

+2

nl) 1

. . (x-xn n-l

55

i!
/ !t

sv

NAME: PURPOSE:

FUNCTION YINTX Single interpolatiou of degree m-l for function represented by n (x,y) points using Lagrange's

formula.

If n > m, only the m closest points are

CALLING SEQUENCE;
INPUT: XA X array Y array M

considered in the interpolation formula YA a YINTX (XA, X, Y, M, N)

x value (independent variable) for interpolated point Table of x values--independent variable x values must be in ascending order, but need not be equally spaced Table of y values--dependent variable m w number of (x,y) values considered for the

N
OUTPUT: YINTX

interpolation process of degree m-3 n w total number of (x,y) values > m

Interpolated y value

(dependent variable) derived

from Lagrange formula of degree m-1 FUNCTION YINTX may be used instead of FUNCTION MINP and FUNCTION YINTE together See Sample Programs using these three functions

56

7,..I .I.

." ,7

iI.I

I.

I.

APPENDIX B SAMPLE INPUT AN~D OUTPUT FOR PHPRIM

57

W, nn

to.

dc

L; 0

, 0

0' 0'

0 A

z I ul
e N

9'
14 -

*ccC

0* 04 -j ; 00Co C

OC
eea

*LAn (z 1S

N
0

or
Ifl 4NC.CCC
x

LA

~zJ1
0

~
A L2

j .LiC

~ OM

00

S 0 e o"IC

0
0.

00P:
6 *

c . k

mi

4h X CLUCLAJU 0 ii JJ

a. 4ca.9
*tj-

0
1

g .0 0 e'000 50 0

~~-

~~0..kou
w' m

-4 4a*

CLCL 30

30

00 1. v. P-4.~0..

t~

58

0V

$ 0

0 0

o 0

0 0

N 0

NA

0~

Nn i

a; (P.

og ma
z r4

o
o ILA wN o0
-

(q

0 0

0 0

1-

N o 3F 0 u Oto 0

0 0

In
0 0A

a 0 to
to
-n

0 N to

0
in-

N z~c
-0

0 0

0 59

C4*p

..

UI a 01 Ci 01 *, -

w CL i

*0 0
V9

114

m 4

I
L . -

,
mI*

V
n L

# *U

U!
14 0

nI0

IL

0 0

he*

-41M

w.uii
a 5 o i n p Q k

Ix4

IA

CL ID
zn I cc -T

0
M

0
N w 0

0
(4

0 4flw4

m IA
(LI

flm-.LrI4lC4lhf

Ix

4I

w*

C.

0.
* N-a

0OT

(q (0

I.

it I

IA
60 r

UN

In

ton

.. .L .. . ...

w 40

CL C;
S 06 (q C

o 0 3 0' N w m 0N N
-o

a.
-C o t, 39 "

fS

c CD

tWN

N v

0 N

to CP

(14 to

tm'

CD t

t-

to Cl t W

to 0

O m0

0)

0 Ch

to

ft

m
*0 0 t. . N 0
-

M t .o

M 0 . Cl mD
-.

t0V . . C. 0 0 .-

0 V ot .o I'0 .o .

W' . M)

*
C4

~~
0. 0
>

~ ..

ty
-

V)

3lt

LL uJ U

3L
4

0
0) 07

0l

Nf
.

ri)
Im

C4
M

0 U) .

0 0 .

0 0) N
m

0) 0 0) 0 0 0 0l .

a*

N N 0 a) . .

a0 CN

Cl CN
al

0 C

Wf

1.

0.

c0

Z. 0 4* ) C, L

In~ 00

It

to-

01 OF

tNN N

41 LA C.. 4 W )

0 U

4 )a

4 0)a

tU') 4 a)

q a

N' 4 o)

C q1Cl o) N

--

Nl0

C4 o) C4

C4 o) N"1 o o o o

wf
0.

UU' 44

OfO

a.0

C) to CC

L) 0

U 0

U)

a )

0 0

C. )

C. 0

C. )

61

r.I0000000O

c.)0OOOOOOOOO0

OO0

OOOO0oO.0 -------

og

~000M0R0 IT0N0

t- 000000 0`1in-t0MMMM00 00

000

00

000 1 L 000 f

00MM00

aL

U l'
.0

O0

iI

,t

OM n
.

0 1MNL
. . . . .

M 1i
. .

00 t-t~- E n'r m ,) N N ----04 -- 0 01C' M tO~ - ED U) C(1) & O-O alM ------ 00000
. . . . . .

- 0 to

to 0l 0 M

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