The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France

SYSTEM-BASED MODELLING OF A FOILING CATAMARAN

B. Horel, Ecole Centrale de Nantes, LHEEA Lab. (ECN/CNRS), France, boris.horel@ec-nantes.fr

In the last decades, the use of foils on sailing yacht has highly increased. Whether they are mono or
multihull, yachts are using foils to reduce their drag forces and then, to increase their speeds in a large
range of wind and sea conditions. Several CFD-based studies have already been carried out in order to
optimize the foils shape and location on the hull, but feedbacks on the yachts behaviour is mainly
given by the crew when sailing at sea. The aim of the presented paper is to propose a complementary
and faster approach that could help to predict and quantify the yacht behaviour in calm water and in
waves while sailing under foils action. This approach is well known as a system-based modelling and
is a mathematical method that leads to understand the complexity of a system from the study of its
interactions in their entirety. The paper will present the ability of the system-based approach to predict
the attitude of a catamaran while performing maneuvers such as turning circles with 35 degrees of
rudder deflection and zigzag tests 10-10 and 20-20 for different initial Froude numbers and foils
shapes.

NOMENCLATURE orientation in order to increase the yacht speed. In the

last decades, this was made possible thanks to the
CB Center of buoyancy (m) development of high-technologies.
G Center of gravity of the yacht hull (m) Until recently, hulls have been mainly classified in two
g Gravity acceleration (m.s-2) types: displacement and planing. With the use of foils, it
h Foil submergence (m) appears that a third mode of sailing needs to be
Ix Roll moment of inertia (kg.m2) identified: the foiling mode where the hull is no longer in
Ixz Roll and yaw product of inertia (kg.m2) contact with the water and where the yacht behaviour is
Iy Pitch moment of inertia (kg.m2) no longer influenced by the hydrodynamic loads on the
Iz Yaw moment of inertia (kg.m2) hull but by the loads on the appendices.
KR Rudder gain constant This new mode of sailing makes yacht faster but also
m Yacht mass (kg) more unstable. For the standard maneuvres of this kind
p Roll angular rate (rad.s-1) of yacht, the International Maritime Organisation (IMO)
q Pitch angular rate (rad.s-1) or the American Bureau of Shipping (ABS) have not yet
r Yaw angular rate (rad.s-1) established criteria. Then, the foiling mode or
Sr Rudder area (m2) hydrodynamic flight has to be studied in order to
Sw Wetted surface (m2) evaluate the capacity of the current numerical tools to
Sw0 Static wetted surface (m2) predict the yacht behaviour under foils action.
T Draft (m) Depending on the precision of the predictions, standards
TD Time constant for differential and recommendations could be established based on the
controller (s) definition of stability criteria for foiling yacht.
TWS True wind speed (m.s-1) In this paper, the presented method is the so-called
U Yacht speed (m.s-1) system-based method that leads to understand the
u Surge velocity (m.s-1) complexity of a system from the study of its interactions
v Sway velocity (m.s-1) in their entirety. The use of this low time-consuming
w Heave velocity (m.s-1) method to evaluate the stability of the foiling yachts is
Rudder deflection (deg) quite new and is a complementary solution to
Density of water (kg.m-3) computational fluid dynamics (CFD) and sea trial testing.
a Density of air (kg.m-3) Numerical results will be presented for the following
Wave elevation (m) maneuvers: turning circles with 35 degrees of rudder
deflection for several initial Froude numbers and two
1 INTRODUCTION foils shape and zigzag tests 20-20 for L-foil shape.
These results are compared with the manoeuvring
Whether they are mono or multihull, yachts such as features of the hull without foils to evaluate their effects
IMOCA, Q23, Gunboat G4 or AC45 are now using foils on the dynamical stability of the yacht.
in order to improve their performances. The use of foils In order to evaluate the ability of the method to take into
in naval hydrodynamics is not a recent innovation since account aerodynamic loads on a wing sail, the results of a
the first known foiling catamaran is the Catafoil of zigzag test 10-10 on a foiling catamaran with L-foil is
Robert Gilruth in 1938 [1]. The major innovation lies in also be presented. Finally, results of straight line course-
the capacity of the crew to adjust the foils position and keeping test in following waves while foiling in strong

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 The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France

wind and under active control of the foils rake angle is 0 cos sin 0 cos 0 sin
(0 ) = ( sin cos 0) ( 0 1 0 )
presented. 0 0 0 1 sin 0 cos
1 0 0
2 MATHEMATICAL MODEL (0 cos sin ) ( ) (7)
0 sin cos
2.1 DYNAMICAL MODEL
Formula 8 to 10 give the expressions of the roll angular
The 6 degrees of freedom (DOF) dynamical model rate p, the pitch angular rate q and the yaw angular rate r
derives from the Newtons second law with the depending on the attitude of the yacht.
assumptions that the yacht is symmetrical in (xbObyb) and
(ybObzb) planes and that the origin Ob of the yacht frame = + (8)
is combined with the center of gravity G, i.e. = + (9)
xG=yG=zG=0. According to these assumptions, the = (10)
behaviour of the yacht can be predicted solving the
following simplified equations of motion: Based on previous work from A. S. White [2], the
differential equations 1 to 6 are solved in time by
= [ + ] (1) integrating the acceleration vector using a fourth order
= [ + ] (2) Runge-kutta method. In some case, depending on the
= [ + ] (3) required rapidity/precision ratio and when the rapidity is
= ( + ) + ( ) (4) preferred, an explicit Euler method can be used.
= + ( ) + (2 2 ) (5)
2.2 FORCE MODEL
= ( ) + ( ) (6)
2.2.1 General formulation
In equations 1 to 6, X, Y, Z, K, M and N are respectively
the total surge force, sway force, heave force, roll In this work, the system-based method is used as part of
moment, pitch moment and yaw moment. The moments a dynamical velocity prediction program (DVPP). The
are expressed at the center of gravity G. The components accuracy of the prediction is highly dependent on the
of forces and moments are expressed in the yachts force modelling. As previously mentioned, the dynamical
reference frame as defined in figure 1. formulation of the 6DOF mathematical model comes

from the general non-linear manoeuvrability equations
G and the total forces applied on the ship hull are written as

the superposition of seven torsors: gravity (Grav),

hydrostatic (HS), hydrodynamic interactions (HD),
Ob damping (Damp), control (Ctrl), propulsion (P) and



Ow waves (W) expressed at the center of gravity of the ship

0 [3]. Thus, a strong manoeuvrability model that takes into


0 account the foils and wave effects is obtained.
O
0






{ } = { } + { } + { } + { } +





Figure 1: Coordinate systems: earth (b0), wave (bw) and
yacht (bb)




{ } +{ } +{ } (11)





The roll, pitch and yaw angles are defined in figure 2.
2.2.2 Gravity forces

The gravity force is modelled as a vertical force in the

Figure 2: Yaw angle , pitch angle and roll angle
According to the definition of the orientation parameters,
a vector expressed in the earths reference frame can be
expressed in the yachts reference frame following the
equation 7.
earths reference frame and is expressed at the center of
gravity of the yacht. The crew members are modelled as
an external force due to a mass mcrew located at the center
Gcrew. The influence of the crew on the total inertia of the
yacht is taken into account using the Huygens theorem.
.
{ } = { } + . { } (12)
0

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2.2.3 Hydrostatic forces order to improve the accuracy of the mathematical

model, a fluid/hull interaction model is used.
In the literature, two main methods are used to compute This model is a simplified 3DOF manoeuvring model in
the hydrostatic forces in time: the linear method using a surge, sway and yaw whose coefficients are identified
hydrostatic stiffness matrix and a nonlinear method that from captive model tests in calm water. In some cases,
uses the integration of the hydrostatic pressure pHS on the CFD can also be used to identify the hydrodynamic
wetted surface. In order to take into account the derivatives.
nonlinearities of the wave profile when the yacht is The surge force, sway force and yaw moment are
sailing in a seaway, a method of immersed surface expressed as Taylor series expansions and their
capture was developed [4]. Then, the hydrostatic expressions are given in equations 19 to 21.
component of equation 11 can be written as follow:
1 1
= + 2 + 2 (19)
2 2



1
{ } = { } = { } (13) = + 3 (20)
6

0 1
= + 3 (21)
6

with:
= () (14)
This 3DOF model is used since the transition phase
() = ((, ) ) (15) between displacement hull and foiling hull mainly
happens while performing straight line sailing. The linear
In the DVPP, the hull geometry is defined from a STL coefficients , , and nonlinear coefficients ,
file. The main advantage of such a file format is to be a , , are identified from experiments. In first
mesh format. It means that the hull is made of a finite approximation, since the main objective of this work is to
number of facets Nf and the hydrostatic pressure is show the ability of the system-based method to model the
known at the center Gf of each facet. Then, the pressure behaviour of the ship under foils action, experimental
can be integrated on the wetted surface in a discrete results from the Bulgarian Ship Hydrodynamics Centre
manner. (BSHC) presented in R. Broglia et al. [6] on Delft 372
Catamaran were used.



The hydrodynamic derivatives of a demi-hull are
{ } = { 1 } (16) identified by applying a 2nd order polynomial regression

1

to the experimental values presented in figure 3.
with:
= ( ). .
(17)

2.2.4 Damping forces

The damping forces need to be modelled in order to take

into account the energy dissipation between the yacht
and the fluid. According to ITTC [5], for the roll motion,
these forces are mainly due to an eddy making
component, a frictional component and a wave-making
component. When results from experimental or CFD a)
decay tests are available, an analysis of the maxima of
the decay curve can be conducted to identify the linear B1
and nonlinear B2 coefficients of the mathematical model.
The resulting damping model in roll is a so-called
linear+quadratic model. When heave and pitch data are
also available, the mathematical model can be expressed
as follows:

0 1 + 2 | |

{ } ={ 0 } (18) b)

0
,
, ,

2.2.5 Hydrodynamic interaction forces

In the system-based approach, it is assumed that the free

surface is not perturbed by the yachts hull. This
assumption allows the mathematical models to be
simplified and faster to implement. But this assumption
also involves that some physics are missing. Then, in
c)

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 The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France

{ } =


cos 0 sin cos 0 sin
( 0 1 0 )( 0 1 0 ) ()
sin 0 cos sin 0 cos 0 (25)
{

},,,

When the rudder is equipped with a T-foil, a vertical

lifting component is added in equation 25.
d)
Figure 3: a) Surge force XHD against speed u, b) Surge 2.2.6.2 Foils
force XHD against drift angle for Fn=0.4, c) Sway force
YHD against drift angle for Fn=0.4, d) Yaw moment In this paper, two kinds of foils are studied: the L-foil
NHD against drift angle for Fn=0.4 and the V-foil. Their profile is a symmetrical
NACA0015. As presented in figure 4, the hull is
The transition between displacement mode and foiling equipped with two main foils located close to the center
mode is taken into account by assuming that the of gravity of the yacht. The L-foil is assumed to be
hydrodynamic interaction forces can be weighted by the composed by a vertical part, the shaft and a horizontal
ratio between the static wetted surface Sw0 and the part, the tip. The V-foil is only made of a unique part.
instantaneous wetted surface Sw. This assumption is
inspired by previous work from ITTC75
recommendations [7] and L. Huetz et al. [8]. Then, the
components of the hydrodynamic forces can be
expressed as follows:
a) b)
0

{ } = . { 0 } (22) Figure 4: Type of foils, a) L-foil, b) V-foil


0
0 , , ,

1 1 1
The mathematical model of the foil forces is established
with the same potential theory than for the rudder forces.
It has to be noticed that the expression 22 is only
It means that knowing the lift and drag coefficients (CL,
applicable to the bare hull without appendages. The
CD) associated with the foils shape, the effects of the L-
mathematical models used to model the effect of the
foils on the yacht behavior can be modeled with the
appendages (rudder, foils, daggerboards,) are
following expression:
presented in the next sections.




2.2.6 Control forces { } ={ } +{ } (26)






The control forces tend to modify the yacht orientation
and heading while performing maneuvers. Two kinds of 2.2.6.3 Free surface effects
modelling are applicable. If experimental data are
available, then, an Abkowitz formulation can be used [9]. When performing steady sailing, the effects of the free
In this study, an MMG [10] based formulation is used. surface on the foils are first evaluated for a 2D flow. Odd
Such a mathematical model is defined from the potential M. Faltinsen [11] proposed to define a submergence
theory by taking into account the interactions between Froude number Fnh as follows:
the hull and the appendix. In first approximation, the
shape of the rudder and the foils is a symmetrical
=

(27)
NACA0015.

2.2.6.1 Rudder The definition of such a Froude number allows to express

the lift coefficient CL as a function of the non-
The rudder forces are modelled as external forces that dimensional submergence h/c, where c is the chord of the
depend on the rudder deflection around profile.
and the angle of attack r. The formulations of the
1 2
drag force D and lift force L derives from the potential ( = ) [1 + ( ) ] when 0
16

theory and take into account the relative resulting ( ) =

1 2
1+ ( )
(28)
velocity Vr experienced by the rudder. ( = ) [ 16


1 2
] when > 10
2+16( )
{
1
= 2 (23) Thus, after having taken into account the previous-
2
1 2
=
2
(24) mentioned considerations, the total control forces can be
expressed as the sum of the rudder and foil forces.

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incompressible and the pressure is expressed as a
{ } = { } + { } function of the incident wave potential .










2.2.6.4 Autopilot models { } = { 1 } (34)

1


In order to perform course-keeping tests, a differential
controller is used to control the rudder deflection. The 1 2
) ] . .
with: = [ (
2
(35)
simple expression of such an autopilot is given by
equation 29 where is the desired course.
3 APPLICATIONS
= ( ) (29)
3.1 YACHT
The rake angles of the foils are also controlled using a
similar differential controller whose inputs are the yacht Considering the catamaran is large enough for the two
elevation z and the vertical velocity w. hulls not to interact together and using the Kelvin theory
to compute the wake angle, it can be assumed that the
= ( ) (30) wave field generated at the bow of the starboard hull
disturbs the wave field of the port hull beyond the aft of
When the rudders are equipped with T-foils, the the yacht. Then, a hull geometry close to the AC45
dynamical control of their deflection is made geometry has been chosen. Its features are mainly chosen
through equation 31 whose inputs are the pitch angle according to the Class AC Test features of Groupama
and the pitch rate q. Team France and are given in table 1.

= ( ) (31) Features Values

Length overall, LOA 13.45 m
2.2.7 Propulsive forces
Width, B 8.47 m
In the prediction of the behaviour of yachts while sailing Draft of the bare hull, T 0.22 m
downwind, Harris et al. [12] used a 1DOF model of the Yacht mass, m 1400 kg
thrust from sails. Their formulation is generalized in Crew mass, mcrew 525 kg
equation 32 for all the points of sail. In this 6DOF model,
Wing mass, mwing 445 kg
Asail is the sail area, the drag coefficient and
Longitudinal position of the
the lift coefficient defined from lifting line calculations. 6.47 m
center of gravity of the hull, xCoG
0 Roll moment of inertia, IGx 39.7103 kg.m2

1
{ } = 2 { 0} (32) Pitch moment of inertia, IGy 27.7103 kg.m2

2
0 0 Yaw moment of inertia, IGz 66.9103 kg.m2
Tips chord 0.2 m
For the C-class or AC45 yachts, the total propulsive force L-foil
Tips span 1.6 m
is generated via a wing sail. The 6DOF wing thrust
model is based on equation 32 where the drag and lift Chord 0.37 m
V-foil
coefficients are those of the wing. Moreover, knowing Span 2.4 m
the wing deflection w at each time step, the apparent
wind speed AWS is computed as follows: Table 1: Yacht features

cos sin 0 3.2 TEST CASES

= ( sin cos 0) (
( )
()) (33)
0 0 1 Using the previous mentioned mathematical model,
numerical tests in calm water and in waves are performed
The control of the wing deflection is done via a on a catamaran.
proportional controller whose inputs are the yacht speed First, turning circle tests in calm water are performed for
and roll angle. several initial Froude numbers from 0.1 to 0.85
respectively 2.2 and 19 knots. These tests gave
2.2.8 Wave forces quantitative values of the manoeuvring abilities of the
catamaran without foils, with L-foils and with V-foils as
When the yacht is sailing in a seaway, the incident waves described in figure 4.
are modelled using a 2nd order Stokes theory. The forces Zigzag tests 20-20 for L-foil shape at 15 knots are also
are computed from the Froude-Krylov assumption where numerically performed in order to evaluate the dynamical
the yacht does not affect the velocity field of the flow. response of the yacht by analysing the values of the first
Also, the flow is assumed to be irrotational and and second overshoot of the yaw motion.

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The effects of the aerodynamic loads on the wing sail are
investigated through the results of a zigzag test 10-10 on
the catamaran with L-foil while sailing in a close reach.
For the same wind and foil conditions, a straight line
course-keeping test in following waves while sailing
under active control of the rake angle is carried out. The
wavelength to yacht length ratio is equal to 1 and the
wave height to wavelength ratio is equal to 0.04.
3.3 RESULTS
3.3.1 Turning circle
After a stationary phase where the yaw rate of the yacht
is equal to zero, the rudder deflection is increased up to
35 degrees. Advance (AD) and tactical diameter (TD) are
read and the course stability of the yacht is evaluated
through the comparison of these manoeuvring parameters
with the IMO standard values. The results are presented
in figure 5.
Figure 5: Advance (AD) and tactical diameter (TD)
plotted against speed
It can be noticed that up to 5 m.s-1 the use of L-foils
seems to improve the manoeuvring abilities of the yacht.
Indeed, the values of the advances and tactical diameters
are below the values of the bare hull and remain below
the maximal values of the IMO requirements. For the
loading conditions defined in table 1, beyond 5 m.s-1 the
V-foils seem to improve the manoeuvring abilities of the
yacht better than the L-foils. This can be partly explained
from figure 6, where it can be noticed that the dynamical
controller increases the yacht elevation for the V-foil
configuration.
Figure 6: Relative elevation of the yacht above the free
surface
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Nevertheless, the L-foils tend to improve the
manoeuvring abilities of the yacht for all the range of
tested speeds. When the drift of the yacht increases
during the maneuver, the shaft of the foil acts like a
daggerboard and tends to create a sway force pointed
towards the trajectory that reduces the tactical diameter.
The figure 6 compares the relative elevation of the hull
for several speeds and foils configurations with the
foiling boundary defined as the static draft T of the bare
hull. Depending on the foils area, it can be noticed that
the range of speeds where the NACA0015 V-foils are the
most efficient seems to be between 4 and 7 m.s-1, i.e. 8
and 14 knots, while the range of the L-foils is between 6
to 8 m.s-1. The mode of sailing can also be identified
from this figure. When the elevation is below the foiling
boundary, then, the yacht is sailing in a displacement
mode. Conversely, if the elevation is above this
boundary, then, the yacht is sailing in a foiling mode.
The transversal stability of the yacht is first evaluated
from the mean values of the roll angle during the
stationary phase of the maneuver.
Figure 7: Mean roll angle
In figure 7, it can be noticed that with or without foils,
the catamaran remains stable during the maneuver and
the amplitude of the roll angle does not exceed 6 degrees.
The dynamical transversal stability is evaluated from the
phase plane of the roll motion given in figure 8.
Depending on the shape of the attractors, the yacht
motion can be defined as stable, or unstable. The phase
plane also helps to define criteria and boundaries of
dynamical stability.
a)
 The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France

When the attractor is a stable focus, table 2.a, the yacht is

stationary stable. When the attractor is a stable limit-
cycle, second figure of table 2.b, then, the motion is
stable but is no longer stationary. The third mode that can
be identified is the unstable mode, where the attractor is
an unstable limit-cycle where the motion is chaotic. This
phenomenon can be identified from the second figure of
the table 2.c. The modes of stability that have been
encountered during the maneuver are shown in figure 8.

b)

Figure 8: Transversal stability modes

Finally, for the turning circle maneuver, the effects of the

foils can be summarized as a function of their impact on
the stability and the manoeuvrability of the yacht.

Manoeuvrability Stability
Bare hull - +
L-foil ++ -
V-foil + -

Table 3: Summary table (++ very efficient, + efficient, -

not efficient)

Even if the foils seem to have a negative effect on the

transversal stability of the yacht at high speed, the mean
values of the roll angle and their fluctuations still remain
acceptable. For this kind of maneuvers, the advantage of
the foils seems to be the improvement of the
manoeuvring abilities of the yacht. However, for low
c) speeds, the foils shape seems to have a significant effect
on the advance and the tactical diameter.

3.3.2 Zigzag 20-20 with L-foil shape at 15 knots

The zigzag tests 20-20 are performed in order to evaluate

the dynamical response of the yacht. The features of the
zigzag test under active control of the foils rake angle
are compared with the results of the bare hull. In both
cases, the catamaran is equipped with twin rudders and
the surge velocity is constant and is equal to 15 knots.
After a stationary phase where the yaw rate of the yacht
is equal to zero, the rudder deflection is set to 20 degrees
on starboard. When the deviation of the yaw angle
reaches the value of 20 degrees, then, the rudder
deflection is set to 20 degrees on port. Only the first
Table 2: Phase plane of the roll motion. a) bare hull, b)
overshoot is taken into account. From figure 9, it comes
L-foils, c) V-foils

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that the value of the first overshoot of the bare hull is
equal to 0.5 degrees and 4.7 degrees for the catamaran
with L-foil. Even if the overshoot is higher for the L-foil,
the time to reach the desired course is lower.
in a seaway. The true wind angle is still 60 degrees and
the yacht is sailing on a starboard tack with a forward
speed of 20 knots. The course keeping is made using the
differential controller presented in paragraph 2.2.6.4.
As can be seen in figure 11, the waves are regular
quartering waves whose wavelength to yacht length ratio
is equal to 1 and whose wave height to wavelength ratio
is equal to 0.04.

Figure 9: Time series of the rudder deflection and the

yaw angle

3.3.3 Zigzag 10-10 with L-foil shape and wing sail

The aerodynamic loads on the wing are investigated

through the results of a zigzag test 10-10. The wing sail Figure 11: Catamaran with L-foil in regular waves
deflection is adjusted in time using a proportional
controller. The target surge velocity is 20 knots in 30 In these conditions, the stability of the yacht motion is
knots of wind. The true wind angle is 60 degrees and the evaluated through the three phase planes given in figure
yacht is sailing on a starboard tack. For the zigzag 10-10, 12.
the values of the first and second overshoots are taken
into account.

a) a)

b)
Figure 10: Time series of rudder deflection and yaw
angle . a) L-foil without control, b) L-foil with control b)

From figure 10, it can be noticed that the overshoots are

higher when sailing under active control of the rake
angle. The overshoots are also higher when the yacht is
going downwind. For L-foil with active control of the
rake angle, the downwind overshoot reaches a maximum
value of 2 degrees.

3.3.4 Straight line with L-foil shape, wind and waves

The aim of this sub-section is to evaluate the ability of c)

the system-based method to predict the yacht behaviour Figure 12: Phase planes: a) roll, b) pitch, c) yaw

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From figure 12.b it can be noticed that while sailing in
waves, the foils act like dampers that reduce the
amplitude of the pitch motion. In this case, the amplitude
of the pitch motion of the L-foil catamaran without
control, i.e. zero rake angle, is almost twice the
amplitude of the catamaran with active control of the
rake angle.
However, the amplitudes of the roll and yaw motions
seem to be higher when the catamaran is sailing with
active control of the foils rake angle. In quartering
waves, the instability in yaw observed for the L-foil
catamaran in foiling conditions is mainly due to the
phase shift between the encounter of the wave on the
starboard foil and on the port foil.
In foiling mode, the anti-drift plan of the hull is reduced
to the wetted surface of the foils and the controller is no
longer efficient to keep the initial course.
6 CONCLUSIONS
The results of this study show that the system-based
approach is a strong mathematical modelling that takes
into account a large range of existing aero and
hydrodynamic models in order to predict the behaviour
of the yacht. Depending on the test case to study, the
assumptions that are made make the calculations quicker.
That is the reason why this kind of modelling is used in
the DVPP. The presented methodology and the
numerical tool that have been developed at the LHEEA
lab. can be applied to every kind of yachts from mono to
multihulls. However, such a modelling requires
experimental data or CFD calculation in order to identify
the coefficients of its models and to validate the
predictions. Moreover, in the design stage, the
application of such a system-based modelling can help to
established stability criteria and to evaluate the stability
boundaries of foiling yachts.
7 PERSPECTIVES
In order to validate the predictions given by the
mathematical model, semi-captive model tests will be
performed on a foiling catamaran in the towing tank of
the LHEEA laboratory. Further studies will also be
carried out to improve the mathematical models and
better take into account the interactions and the complex
phenomena such as the ventilation.
REFERENCES
1. The Amateur Yacht Research Society, SAILING
HYDROFOILS, Hermitage, Newbury, Berkshire,
England, 1970.
2. WHITE, A.S., GLEESON, P.T., KARAMANOGLU,
M., Control of Ship Capsize in Stern Quartering Sea,
International Journal of Simulation Systems, Science &
Technology, 8(2) pp. 20-31. ISSN 1473-804X, 2007.
INNOV'SAIL 2017
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3. HOREL, B., Physical Modelling of Ships Behaviour
in Astern Seas, PhD dissertation, 2016.
4. HOREL, B., GUILLERM, P.E., ROUSSET, J.M.,
ALESSANDRINI, B., A Method of Immersed Surface
Capture for Broaching Application, Proceedings of the
ASME 2013 32nd International Conference on Ocean,
Offshore and Arctic Engineering, 2013.
5. BROGLIA, R., ZAGHI, S., CAMPANA, E.F.,
VISONNEAU, M., QUEUTEY, P., DOGAN, T.,
SADAT-HOSSEINI, H., STERN, F., MILANOV, E.,
CFD Validation for DELFT 372 Catamaran in Static
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AUTHORS BIOGRAPHY
B. Horel holds the current position of research engineer
at the LHEEA laboratory. He is responsible for
experimental testing in naval hydrodynamics and system-
based modelling. After being a research assistant at the
Yacht Research Unit of Auckland in 2011, he obtained
his PhD at Ecole Centrale de Nantes in 2016.