Wind tunnel tests on a 1/4 scale dragon rig

i 6 HC. IJ7f

RCHEF

ADVISORY COMMITTEE FOR YACHT RESEARCH

Lab.

y.

Scheepsbouwkunde

Technische Hogeschod

Dell t

UNIVERSITY

OF

SOUTHAMPI

ON

department of

aeronautics

and astronautics

S.U.Y.R. REPORT NO. 14

WIND TUNNEL TESTS ON A J SCALE

DRAGON RIG

CONTENTS Summary Pa ge List of Symbols Introduction 2 Description of Tests ₃ Results ₆ Conclusions 7 Acknowledgement ₉ References ₉

SUMMARY

This report presents the results of a number of wind

tunnel tests on a i-scale model of the sails of a Dragon class

yacht. In some of che tests the hull (above D.W.L.) was included;

in others, the sails only were used, either singly or together. In addition to the horizontal components of aerodynamic force - one

in the direction of the centre-line of the hull end the other

at right angles to it - in some cases the heeling moments,

yawing moments, height and fore-and-aft positions of the centre of effort are given for a number of systematic alterations in

sail trim. The effects of change of wind speed and angle of

heel are included in a few cases.

No detailed assessment of the merits of the sails in

terms of yacht performance has been made. A few obvious

con-clusions can be drawn however and these are given at the end

1. LIST OF SYMBOLS

VA = apparent wind speed (f t/sec)

L = _{horizontal component of aerodynamic force perpendicular to}

apparent wind (Lb)

D = _{horizontal component of aerodynamic force paralled}

to apparent wind (Lb)

(e-X) = angle between apparent wind and centre-line of the hull

(degrees)

Fx = horizontal component of aerodynamic force parallel to

centre-line of hull (Lb)

F = _{horizontal component of aerodynamic force perpendicular to}

centre-line of hull (Lb)

Mx = heeling moment about a horizontal axis within the plane of

symmetry of the hull when upright and situated 2 1/8 inches

vertically below the tunnel floor. (Lb. ft.)

yawing moment about a vertical axis _{through the point where the}

centre-line of the mast intersects D.W.L. (Lb. ft.)

Z = _{height of the centre of effort above the heeling moment axis =}

c.e.

Mx! (ft.)

x_c.e. = distance of the centre of effort behind _{the yawing moment axis}

= M / (ft.)

Z F

= _{sheeting angle of foresail (degrees)}

sheeting angle of mainsail (degrees)

S = total actual sail area (ft2)

SF = actual sail area of genoa (ft2)

SM = actual sail area of mainsail (ft2)

centre-líne of hull' = _{line of intersection of the piane of}

symmetry of the hull and the floor of the tunnel.

2. INTRODUCTION

In the latter part of 1962 C.A. Marchaj carried out a number of

tests in the wind tunnel at Southampton University with the general

object of determining the aerodynamic characteristics _{of a quarter}

scale model of a Dragon class yacht. _{In view of the fact that an}

extension of this work is planned for the immediate future, and in the

belief that the results contain information which _{may be of general}

interest, a preliminary analysis has been made of them by T. Tanner

and is presented in the following pages.

At the time the experiments were planned very little precise

scientific information was available concerning the wind forces

experienced by a yacht in the close-hauled attitude. _{The precise}

effects of the numerous adjustments which _{can be made to the sheets}

and rigging were almost completely unknom. _{It was anticipated that}

the hull itself would contribute something _{towards the aerodynamic forces}

and that the magnitude of this contribution would _{depend upon the}

relative wind angle and the angle of heel.

Tests were therefore macle not only with the sails alone but

with a hull in addition to the sailsand _{the results show that the}

presence of the hull has a marked effect, for not only does it

contribute a fairly large drag force but it increases _{the efficiency}

of the sails as lift-producing media. _{In fact, the driving force}

components are increased due to the presence of the hull. The

experimental method was such that each different _{heel angle required}

a differently shaped hull but unfortunately only _one

hull

_model

-representing zero heel - was available. _{The tests Tith the hull were}

therefore confined to zero heel only.

The apparatus used and the method of procedure were devised by

Marchaj and have been described in _{A.A.S.U. Report No. 208 (Ref. 1).}

The results show that significant, _{and in some cases, very large}

differences in the force _{components can be achieved by making various}

adjustments. _{As Marchaj has already noted for the}

X.O.D. class, this is

particularly true of the foresail sheeting _{angles if the limitations}

imposed by the Class Rules are ignored.

-2-3. DESCRIPTION OF TESTS

The model used in these tests was _{very slightly less than}

full scale. _{This was chosen for reasons of economy, to suit a mast}

that was available from other tests and because it _{resulted in a}

mast height of about 8 ft. which was regarded _{as suitable in the wind}

tunnel working section which had a height of l2ft. _{The model mast}

was not an exact scale model of a full-size Dragon mast. It was

considerably bigger in cross-sectional dimensions _{having been cut down}

from a dinghys gunter yard. _{It was supported in the same way}

as the full-scale mast but the rigging wires _{7ere not accurately scaled.}

No attempt was made to ensure that the mast deflections under load were

representative of fullscale. _{The rigging wires were tensioned by}

turnbuckle.s to what was judged to be suitable _{for the. model.}

For the case of zero heel only a fairly _{accurate model of that}

part of the hull which is above the Design Water Line (D.W.L.) _was

used in the tunnel but many of the _{tests were done without this in}

place and are not therefore truly representative _{of a Dragon.}

In those tests in which a model of the hull _{was included, the}

mast and rigging was set-up on the hull, but in _{other cases they were}

set-up on the turntable of the balance _{system so that the height of}

the boom above the top of the. turntable - which was flush with the tunnel floor was the scaled height of the full-scale ioom above sea

level. _{TheCentre-line of the hull then refers to the horizontal line}

between the point of intersection of the _{forestay with the top of the}

turntable and the centre-line of the mast at the same level.

The model sails (Fig. _{1) were designed by Marchaj and were made}

by W.C. Lucas and Son in _{Terylene' sailcloth weighing 3 oz. per}

square yard. _{They were somewhat unusual in that}

the luff of the genoa

was shaped as illustrated in Fig. I in an attempt to take account of

the sag of the forestay, and th1eech was \simply cut with a hot

knife - there was no tabling. As a esult 4here was no backwinding

of the rather flat mainsail, in _{fact, the luff of the genoa collapsed}

before the luff of the mainsail _{at a remarkably small value of the}

relative wind angle.

-1-No attempt was made to reproduce in the tunnel the counterpart of

full-scale sheeting arrangements. Instead, the clew of the genoa

and the after end of the main boom were held rigidly by special fittings

which were capable of various adjustments. Thus it was possible to move

the clew of the genoa fore-and-aft or up-and--down without altering

the sheeting angle, and the clew of the mainsail could be raised or

lowered to change the tension in the leech without alteration to the

boom angle.

The extraneous fittings and the turntable balance system contributed

some drag and the results have been corrected to make allowance for this;

but they have not been corrected to take account of the tunnel wall

constraint.

Except in a few tests which were intended to determine the effects of change in the wind speed, a relative wind speed (VA) of 25 ft/sec.

(14.8 knots) was used throughout. This corresponds to Force 4 on the

Beaufort Scale.

The actual wind tunnel measurements involved the direct

determin-ation of L1, L2, D1 and the heeling moment M7 (Ref. 1) for various

values of the relative wind angle (e-X). (See Fig. 2). The readings

were subsequently corrected (D) to eliminate the drag of the turntable and various small fittings which were attached to it to facilitate the

experimental work but which have no counterpart on the full--scale

yacht. The horizontal force component normal to the tunnel axis

(and therefore to the relative wind) is L = (L1 + L2) so that if the

centre-line of the yacht makes an angle ($-A) with the relative wind,

Fx = L sin (e-À) -. D cos (e-X)

and F = L cos (e-X) + D sin (5-A) (See Fig. 3)

The heeling moment M7 is the moment about a horizontal axis

within the plane of syrrffnctry of the hull and situated 2 _{118 inches on}

the model below D.W.L. The yawing moment is the moment about a

vertical axis through the point of intersection of the centre-line

of the mast with D.W.L. _{Its value was calculated from the expression.}

-4-L2b2 - L1b1 Da +

-

_{(See Fig. 2)}

If care is taken, as it was in these _{tests, to ensure that the}

centre-line of the mast intersects the _{floor of the tunnel on the}

axis of the turntable, then both p and q are zero. By direct

measurement, the values of a, b1 and b2 were 1 ft., 2.81 ft. and 2.85 ft.

respectively so that the above expression _{reduces to}

= 2.85 L2 - 2.81 L1 + D Lb.ft.

In the case of zero heel the height of the _{centre of effort}

above the heeling moment axis is given by

NX/F and its distance behind

the yawing moment axis in the plan of _{syumietryof the hull by NZ1F}

4. RESULTS

A summary of the arrangements which were tested and have been

analyzed is as follows

Series A. With the hull Tables I to V

-5-Hull alone;

Hull with mast and standing rigging;

Hull and genoa, =

Hull

and

mainsail, (a. = 5°);

Hull, mainsail and genoa, (cr.

50,

_{with eight different values}

of

F from 7.5° to 22.5°);

Hull, mainsail and genoa, ₍

50,

_{13.9°, with five different}

positions of the genoa clew);

All the tests in this series were made in the upright attitude (O = 00)

Series B. Without the Hull. Tables VI to XII

Mainsail alone, (o.. = 5°, = 20,25 and 30 ft/sec)

Genoa alone, (or, 13.9°, VA = 20, 25 and 30 fr/sec);

'ainsail and Genoa, =

°F = 13.9°, V = 15, 20, 25 and

30 ft/sec)

Mainsail and Genoa,

°F 13.9°, five different values of

from O to 10 )z

Mainsail and Genoa, (a 5°, a 13.9°, heel angle e =

0, 10, 15, 20 and

Mainsail and Genoa, (o, 13.9°,

0M = o and 5° with four different

mainsail leech tensions) Mainsail and genoa,

°F = 13.9° with four different

Genoa clew positions);

In series B tests the heel angle (e) _{was zero and the wind speed VA}

was 25 ft/sec., except where otherwise stated.

The results of the tests are given in Tables I to 11, and are

illustrated by means of graphs ín Figs. 4 to 35.

The figures o

1390

and o 50 _{were used in many of the}

tests in the belief that they closely _{represent what is believed}

to be normal in the 'Dragon _{class. The positions of the}

_{dews of}

both mainsail and genoa were initially adjusted _{o that the sails}

assumed a shape, with the wind _{on, that to the practised eye seemed}

reasonable. _{These positions are referred}

to as 'normal' in Test A..

(Table V, Figs. _{15 and 16) which was intended to}

demonstrate the

effects of altering the tensions in _{the leech and foot of the}

genoa. For 'Position A' _{the clew of the genoa was raised inch}

above the _{normal' position and for Position 3}

a further inch.

These movements had the effect of progressively decreasing the leech

tension without seriously alterin2 the foot tension. bPosition C'

was obtained by shifting the clew _{inch forward from "Position} B

and 'Position D _{by moving it inch aft from "B.}

In a similar

way Test 3.6 (Table XI) was intended _{to demonstrate the effect of}

altering the tension in the _{leech of the mainsail.}

-6-5. CONCLUSIONS

Two very obvious and important conclusions can be drawn

immediately from Figs. 4 and 5, namely:

That the hull has a marked effect not only on the lateral

force F but also on the driving force component Fx, which, for the

two sails in combination, is increased by the presence of the hull by

approximately 14 per cent at a relative wind angle of 271°.

That there is considerable interaction between the sails so

that the driving force produced by the combination is in excess

of that produced by the two sails taken separately.

From Figs. 12, 13, and 14 it is clear that as the relative wind

angle (e-X) is increased very large differences in the driving _force

component F can be obtained by widening the genoa sheeting angle _aF,

with comparatively little change in either the lateral force component

F or the heeling moment Mx

From Figs. 24, 25 and 26 it will be seen that at (8-X) _{= 271°}

change in the mainsail sheeting angle a11 over the range O to loo _{has little}

effect Ofl Fx but considerable effect on F and both of which

progresseively decrease as aM is increased.

It amy be reasonably argued that at a value of (8-X) corresponding

to close-hauled sailing, if a particularly change in sail trim resulted in an increase in Fx and at the same time decreases or no

change in both F _{and Mx, then such change would lead to an increase}

in the speed through the water, _{a decrease in the leeway angle and also}

a decrease in the angle of heel and thus result in improved _performance

to windward. _{Inspection of the various graphs will show that an}

assessment of merit on this basis would be possible in _{some cases if}

the correct value of (8-A) were known. _{There is some evidence that for}

the Dragon the value of (8-X) for optimum _{VMG is between 25° and} 300,

depending on the true wind strength, _{but such evidence is not conclusive.}

-7-Fig. 35 shows the results of the twelve tests of Series A, 5 and

6 all plotted on the same graph of L against D and it is not a little

surprising how for relative wind angles of less than 27° they all

appear to lie very close to one line in spite of the variations in

sail trim. _{However, the spread of the points on either side of}

this line is not all due to experimental error. The short full line

in the region of L = 18.5 lb. has been drawn through points at a

constant value of (ß-X) equal to 27.50. _{Similar lines can be drawn}

for other values.

In Fig. 36 the values of CL and _{CD for ten different tests}

of the X.O.D. (Ref. 2) are plotted in the same way and show similar

characteristics.

ACKNOWLEDGEMENT

Thanks are due to W.G. Lucas and Son Ltd., who provided the

model sails gratis.

REFERENCES

A.A.S.U. Report No. 208 - _{The Wind Tunnel Balances in the}

large low speed tunnel at Southampton University' Davies, Dyke and Marchaj.

S.U.Y.R.

Report

No. _{II - 'Wind Tunnel Tests of a ¡/3}

scale model of an X.O.D.vs Sails" C.A. archaj.

-8--TABLE I

A.I. HULL ALONE.

A.2. HULL, MAST & STANDING RIGGING

TEST A.1. _{TEST A.2.}

(E-A) DEGREES LB LB r LB LB 15 -0.23 0.21 -0.82 0.53 20 j -0.16 0.43 -0.83 0.78 25 _{-0.13 0,56 -0.76 1.07} 30 j -0.11 0.70 -0.71 1.28 35 _{-0.14 0.84 -0.66 1.50} 40 I _{-0.09 0.99 -0.65 1.79} 45 _{-0.14 1.06 -0.57 2.05}

*

LUFF COLLAPSING ACTUAL SAIL AREA 0F GENOA (FT2) = 7.20 FT4.

TEST A.3. GENOA. a 13.9° DEGREES Fx LB F LB Mx LB FT ZCE FT Mz LB FT XCr F" LB FT2

F,5

LB FT2

M1

LB FT/FT2 Fy,F MX,F 15 '-0.63 2.40 4.5 1.88 0.27 0.11 -17.5

*0.20

3.89 8.0 2.06 -0.42 -0.11 -20 0.32 5.26 11.0 2.09 -1.09 -0.21 0.045 0.73 1.53 16.44 34.4 22.5 0.84 6.20 13.0 2.10 -1.52 -0.25 0.117 0.86 1.81 7.39 15.5 25 1.22 6.77 14.0 2.07 -1.93 -0.29 0.170 0.94 1.95 5.55 11.47 27.5 1.56 7.31 15.0 2.05 -2.09 -0.29 0.217 1.02 2.08 4.68 9.62 30 1.91 7.90 16.0 2.03 -2.62 -0.33 0.265 1.10 2.22 4.13 8.38 32.5 2.12 8.25 16.5 2.00 -2.56 -0.31 0.295 1.15 2.29 3.89 35 2.23 8.50 16.5 1.94 -2.57 -0.30 0.310 1.18 2.29 3.81 S 37.5 2.18 8.59 16.5 1.92 -2.40 -0.28 0.303 1.19 2.29

394

7.57 40 2.18 8.32 16.5 1.37 --2.47 -0.29 0.103 1.23 2.29 4.05 7.57 42.5 2.12 9.25 16.5 1.78 -2.62 -0.28 0.295 1.29 2.29 4.37 7.78 45 1.95 9.51 16.5 1.74 -2.40 -0.25 0.271 1.32 2.29 4.30 8.47 J.!JJJLJ.. j1. Y S. S. It t LI-' IJJ.J

TABLE III

WITH flULL

2

SM

=

ACTUAL AREA OF MAINSAIL (FT )

= 10.32 FT. TEST A.4. MAINSAIL. 0M 50 DEGRFES Fx LB LB LB FT ZCE FT M LB FT FT Fxis LB/FT2 Fy15 LB FT/FT2

s/SM

LB FT/FT2 Fy,F MX,F 15 0.17 6.58 19.5 2.97 5.89 0.90 0.016 0.64 1.89 38.7 114.6 17.5 0.68 8.01 24.5 3.06 6.87 0.86 0.066 0.78 2.37 11.78 36.1 20 1.23 9.51 29.5 3.10 7.53 0.79 0.119 0.92 2.86 7.73 24.0 22.5 1.62 10.70 33.5 3.13 8.48 0.79 0.157 1.04 3.25 6.62 20.5 25 1,93 11.67 37.5 3.21 9.10 0.78 0.187 1.13 3.63 6.05 19.4 27.5 2.11 12.38 40.0 3.23 10.19 0.82 0.204 1.20 3.87 5.87 19.0 30 2.07 12.38 41.0 3.31 10.44 0.84 0.200 1.20 3.97 5.98 19.8 32.5 2.09 12.60 41.5 3.29 10.48 0.83 0.202 1.22 4.02 6.03 19.9 35 2.14 12.90 41.5 3.22 10.72 0.83 0.207 1.25 4.02 6.03 19.4 37.5 2.25 13.21 42.0 3.18 10.89 0.82 0.218 1.28 4.06 5.87 18.7 40 2.37 13.56 43.0 3.17 11.11 0.82 0.229 1.31 4.16 5.72 18.1 42.5 2.36 14.12 44.0 3.12 11.44 0.81 0.228 1.37 4.26 5.98 18.7 45 2.47 14.57 45.0 3.09 11.76 0.81 0.239 1.41 4.35 5.90 18.2

TABLE IV

WITH HULL

TEST

A.5

GENOA AND MAINSAIL 0M

750

1 F

970

DEGREES LB LB LB FT ZCE FT Mz

LB FT

VI'

Fx

LB F LB M

LB FT

ZCE FT M

LB FT

XCE FT 15

0.49

9.45

27.0

2.96

4.00

0.42

0.47

9.19

26.5

2.89

4.63

0.50

17.5

1.28

11.76

34.5

2.93

4.55

0.39

1.29

11.45

34.0

2.97.

4.71

0.41

20

2.11

13.98

1.5

2.97

4.60

0.33

2.23

13.73

40.5

2.95

5.00

0.36

22.5

2.91

15.90

47.5

2.99

4.90

0.31

3.11

15.71

46.5

2.96

5.45

9.35

25

3.75

17.72

53.0

2.99

5.20

0.29

3.87

17.49

52.0

2.97

-5.70

0.33

27.5

4.22

J

19.04

56.0

2.94

5.85

0.31

4.62

19.01

56.0

2.95

5.90

0.31

30

4.46

20.01

58.0

2.90

6.10

0.30

5.05

20.22

59.0

2.92

6.25

0.31

32.5

4.38

0.55

59.0

2.87

690

0.34

5.10

20.87

60.5

2.90

6.90

0.33

35

4.14

20.54

58.5

2.87

7.70

0.38

4.87

21.13

60.0

2.84

7.95

0.38

37.5

3.78

20.35

57.5

2.83

8.55

0.42

4.56

21.20

60.0

2.83

8.60

0.41

40

3.74

20.62

58.0

2.81

9.10

0.44

4.32

21.10

59.5

2.82

9.45

0.45

42.5

-4.06

21.43

60.0

2.80

10.40

0.49

45

s

-4.19

22.01

61.5

2.79

10.90

0.50

1AbL.r

iv

(UUN1LNU11J)

TEST

A.5

GENOA AND MAINSAIL

50 (CONTINUED) - 11.8° 0F 16.00 DEGREES Fx LB F LB Mx LB FT vr Mz LB FT XCE FT Fx LB F LB Mx LB FT Z FT

M

LB FT XCE FT 15 0.44 8.88 26.5 2.99 4.88 0.55 0.26 7.85 24.0 3.06 5.73 0.73 17.5 1.36 11.44 34.0 2.97 5.21 0.46 1.20 10.49 32.0 3.05 6.11 0.58 20 2.22 13.40 41.0 3.06 5.50 0.41 2.10 12.63 39.5 3.13 6.25 0.50 22.5 3.11 15.49 47.0 3.03 5.65 0.37 3.02 14.60 45.5 3.12 6.70 0.46 25 3.98 17.34 53.0 3.05 6.15 0.36 3.99 16.57 57.5 3.11 6.50 0.39 27.5 4.72 18.90 57.0 3..O2 6.15 0.33 4.84 18.27 56.0 3.07 7.25 0.40 30 5.42 20.35 61.0 3.00 6.60 0.32 5.65 19.76 60.0 3.04 7.20 0.37 32.5 5.70 21.25 63.0 2.96 7.30 0.34 6.44 21.19 63.5 3.00 7.55 0.36 35 5.55 21.52 63.5 2.95 7.90 0.37 6.75 22.03 65.0 2.95 8.10 0.37 37.5 5.40 21.96 63.5 2.89 8.75 0.40 6.56 22.51 65.5 2.91 8.70 0.39 40 5.02 21.83 62.5 2.86 9.30 0.43 6.26 22.82 65.5 2.90 9.75 0.43 42.5 4.71 22.07 62.5 2.83 10.55 0.48 5.85 22.79 65.0 2.85 10.8 0.47 45 4.71 22.43 63.0 2.81 10.95 0.49 5.69 23.23 65.0 2.80 11.4 0.49

TABLE IV

(CONTINUED)

S - TOTAL ACTUAL SAIL AREA - 17.52

FT2

TEST A.5

GENOA AND MAINSAIL

0M 0 (CONTINUED) °F

390

DEGREES Fx LB F LB Mx

LB FT

ZCE FT Mz

LB FT

XCE FT

Fxis

LB/Fr2

F,5

2

LB/FT

MX,s 2

LB FT/FT

Fy,F X Mx,F 15 0.39

8.3

25.5 2.99 5.26 0.62 0.022 0.49 1.46 21.9 65.4 17.5 1.30 11.12 33.0 2.97 5.44 0.49 0.074 0.64 1.88 8.55 25.4 20 2.16 13.10 40.0 3.05 5.70 0.44 0.123 0.75 2.28 6.07 18.5 22.5 3.11 15.21 46.0 2.96 5.95 0.39 0.178 0.87 2.63 4.89 14.8 25 3.98 17.01 52.0 3.06 6.80 0.40 0.227 0.97 2.97 4.28 13.1 27.5 4.79 18.69 55.5 2.97 6.80 0.36 0.273 1.07 3.17 3.91 11.6 30 5.61 20.19 60.5 3.00 7.05 0.35 0.320 1.15 3.45 3.60 10.8 32.5 6.17 21.49 64.0 2.98 7.45 0.35 0.352 1.23 3.65 3.49 10.36 35 6.22 22.13 66.5 3.00 8.30 0.38 0.355 1.26 3.80 3.56 10.70 37.5 6.11 22.21 67.0 3.02 8.40 0.38 0.349 1.27 3.83 3.63 10.94 40 5.67 22.39 67.0 2.98 9.55 0.43 0.324 1.28 3.83 3.95 11.8 42.5 5.38 22.58 66.0 2.92 10.30 0.46 0.307 1.29 3.77 4.20 12.3 45 5.14 22.82 66.0 2.89 10.60 0.46 0.293 1.30 3.77 4.45 12.8

TABLE IV

(CONTINUED)

TEST A.5.

GENOA AND MAINSAIL

aM 50 (CONTINUED) o - 18.2 o 20.4 o aF 22.5 DEGREES Fx LB F LB Mz LB FT XCE FT i F LB F LB Mz LB FT XCE FT F LB F LB M LB FT XCE FT 15 -0.04 6.74 5.57 0.83 -0.42 6.06 5.62 0.93 : -17.5 1.01 9.91 6.21 0.63 0.80 9.24 7.18 0.78 0.07 7.58 7.86 1.04 20 1.95 12.23 6.75 0.55 1.77 11.86 7.30 0.62 1.53 11.25 7.40 0.60 22.5 2.91 14.22 6.85 0.48 2.75 13.96 7.10 0.51 2.56 13.50 7.50 0.56 25 3.91 16.15 7.30 0.45 3.74 16.01 7.70 0.48 3.57 15.32 7.85 0.51 27.5 4.75 17.59 7.30 0.42 4.61 17.49 7.90 0.45 4.44 16.96 8.20 0.48 30 5.64 19.35 7.70 0.40 5.43 18.97 8.20 0.43 5.25 18.39 8.25 0.45 32.5 6.35 20.83 7.95 0.38 6.42

2051

8.10 0.40 6.23 19.85 8.30 0.42 35 7.00 21.83 8.40 0.39 7.11 21.49 8.40 0.39 7.09 21.10 8.60 0.41 37.5 7.20 22.44 8.95 0.40 7.56 22.40 8.85 0.40 7.69 21.99 9.00 0.41 40 6.86 22.56 9.95 0.44 7.40 22.72 9.85 0.43 8.01 22.84 9.45 0.41 42.5 6.64 23.20 10.70 0.46 6.95 23.26 10.90 0.47 7.68 23.41 10.75 0.46 45 p 6.11 23.35 11.30 0.49 -1 6.98 23.70 11.45 0.48 7.52 23.92 11.40 0,48

TABLE V WITH HULL

TEST A.6.

GENOA AND MAINSAIL

GF

-13.90;

aM

5°

'NORMAL' POSITION 'A' POSITION 'B' POSITION 'C' POSITION 'D'

DEGRES

17.5

1.30

11.12

1.08

10.26

0.87

9.58

0.82

9.61

1.06

10.05

20

2.16

13.10

2.05

12.65

1.86

12.42

1.73

12.35

1.98

12.321

22.5

3.11

15.21

3.03

14.77

2.79

14.43

2.64

14.33

2.85

14.41

25

3.98

17.01

3.92

16.68

3.76

16.43

3.64

16.27

3.88

16.34

27.5

4.79

18.69

4.77

18.28

4.68

18.19

4.50

18.06

4.66

17.91

30

5.61

20.19

5.62

19.90

5.57

19.81

5.41

19.57

5.50

19.51

32.5

6.17

21.49

6.48

21.36

6.50

21.39

6.29

21.04

6.35

20.94

35

6.22

22.13

7.06

22.35

7.20

22.48

6.95

22.11

6.87

21.99

37.5

6.11

22.21

7.12

22.89

7.40

22.92

7.23

22.60

7.04

22.61

40

5.67

22.39

6.93

23.36

7.34

23.21

7.24

22.77

6.72

22.87

42.5

5.38

22.58

6.41

23.71

7.14

23.96

7.29

22.48

6.08

22.91

45

4.

5.14

22.82

6.02

23.78

6.57

23.83

6.42

23.32

5.82

23.14

GENOA CLEW " ABOVE'NORMAL' 1 I

GENOA CLEW 1" ABOVE 'NORMAL'

GENOA CLEW FWD FROM

"

'B'

GENOA CLEW AFT FROM

"

'B'

TABLE VI WITHOUT HULL Fx AND F IN LB; VA IN FT/SEC. TEST B.1. MAINSAIL J 5° 20 FT/SEC 25 FT/SEC -30 FT/SEC DEGREES

Fx/V2

loo

Fyiv2

oo ZCE FT

Fx/v2

100

Fy/V2

,00 ZCE _FT

Fx/V2

loo

Fy/V2

ioo ZCE FT 15 0.103 1.15 3.81 0.070 0.99 -0.033 0.81 3.35

I

17.5 0.165 ¡.38 3.73 0.142 1.20 3.74 0.094 1.02 3.55 20 0.230 1.54 3.81 0.213 1.40 3.70 0.175 1.23 3.58 22.5 0.257

L67

3.76 0.266 1.58 3.69 0.250 1.40 3.61 25 0.277 1.75 3.80 0.312 1.71 3.75 0.315 1.58 3.62 27.5 0.290 1.82 3.84 0.335 1.80 3.73 0.365 1.72 3.62 30 0.295 1.81 3.88 0.339 1.84 3.75 0.386 1.81 3.68 32.5 0.310 1.83 3.89 0.349 1.85 -3.77 0.400 1.82 3.73 35 0.330 1.85 3.93 0.352 1.84 3.91 0.422 i 1.82 3.81 37.5 0.343 1.88 3.93 0.373 ¡.85 3.89 0.433 1.82 3.89 40 0.365 1.91 3.93 -0.453 1.84 3.86 42.5 0.385 1.97 3.93 0.427 ¡.92 3.95 0.474 ¡.86 3.88 45 0.405 2.02 3.97 -0.492 1.90 3.87

TABLE VII WITHOUT HULL * LUFF COLLAPSING Fg AND F IN LB; VA IN FT/SEC.

TEST B.2.

GENOA ap

-13.9°

20 FT/SEC

25 FT/SEC

30 FT/SEC

DECREES

X/V2

_{x 100}

Fy/V2

x loo

-Fxiv2

x loo

Fyiv2

x loo

Fx/V2

x loo

Fyiv2

x 100

17.5

-0.015

0.450

-0.040

0.406

-0.109

0.209

20

*

0.045

0.595

0.016

0.557

*

-0.014

0.496

22.5

0.090

0.708

0.078

0.668

0.041

0.621

25

0.140

0.803

0.123

0.773

0.097

0.722

27.5

0.195

0.885

0.174

0.854

0.156

0.828

30

0.245

0.970

0.234

0.947

0.209

0.906

32.5

0.280

1.023

0.277

1.00

0.254

0.977

35

0.305

1.068

0.304

1.046

0.292

1.036

375

0.320

1.093

0.326

1.080

0.325

1.060

40

0.303

1.080

0.330

1.100

0.337

1.080

42.5

0.298

1.100

0.325

1.121

0.341

1.111

45

0.280

1.098

0.363

1.095

0.348

1.135

TABLE VIII WITHOUT HULL Fx AND F IN LB; M AND Mz IN LB FT. VA IN FT/SEC. TEST B.3.

MAINSAIL AND GENOA

0M 50; °F -13.9° 15 FT/SEC 20 FT/SEC DEGREES

Fxiv2

loo

Fy/V2

loo

Mxiv2

loo ZCE F

Mz/v2

x 100 XCE

Fx/V2

x loo

Fy/V2

x 100 Mx/VA2 x loo ZCE

Mz/V2

x 100 XCE 17.5 0.244 1.81 6.89 3.81 1.04 0.58 0.213 1.66 6.00 3.61 1.11 0.67 20 0.337 2.10 7.78 3.71 1.19 0.57 0.328 2.00 7.13 3.57 1.16 0.58 22.5 0.440 2.34 8.45 3.61 1.23 0.53 0.438 2.38 7.88 3.32 1.20 0.50 25 0.538 2.57 9.12 3.55 1.22 0.47 0.555 2.46 8.50 3.46 1.26 0.51 27.5 0.622 2.78 9.78 3.51 1.29 0.47 0.677 2.68 9fl3 3.41 1.29 0.48 30 0.693 2.93 10.22 3.49 1.30 0.44 0.780 2.90 9.88 3.41 1.33 0.46 32.5 0.707 3.05 10.44 3.43 1.42 0.47 0.865 3.05 10.25 3.36 1.44 0.47 35 0.733 3.17 10.66 3.36 1.53 0.48 0.895 3.19 -1.52 0.48 37.5 0.719 3.20 10.89 3.41 1.69 0.53 0.877 3.24 10.63 3.29 1.69 0.52 40 0.742 3.23 11.11 3.44 1.76 0.55 0.875 3.30 10.88 3.30 1.83 0.56

TABLE VIII

(CONTINUED)

TEST B.3.

MAINSAIL AND GENOA

o 5 Fx AND F IN LB; Mx AND M IN LB FT. VA IN FT/SEC. = 13.90 (CONTINUED) 25 FT/SEC 30 FT/SEC 1EGREES

Fxiv2

x loo

Fyiv2

x loo MX/vA2 x 100 ZCE FT

Mz/V2

loo XCE x/VA2 oo

F,

VA2 loo 1X/VA2 ioo ZCE

Mziv2

ioo XCE 17.5 0.162 1.53 5.36 3.51 1.11 0.73 0.119 1.26 4.16 3.30 1.03 0.82 20 0.290 1.83 6.40 3.50 1.18 0.64 0.231 1.56 5.16 3.31 1.10 0.71 22.5 0.418 2.12 7.28 3.45 1.23 0.58 0.353 1.84 6.11 3.32 1.17 0.64 25 0.543 2.35 8.00 3.40 1.25 0.53 0.499 2.13 7.05 3.31 1.28 0.60 27.5 0.665 2.60 8.72 3.37 1.34 0.52 0.639 2.40 7.83 3.26 1.33 0.55 30 0.780 2.82 9.44 3.35 1.42 0.51 0.770 2.64 8.67 3.28 1.38 0.52 32.5 0.904 3.04 10.07 3.31 1.46 0.48 0.894 2.84 9.27 3.26 1.49 0.53 35 0.989 3.18 10.56 3.33 1.54 0.48 1.021 3.04 9.78 3.22 1.55 0.51 37.5 1.025 3.30 10.80 3.27 1.69 0.51 1.124 3.20 10.28 3.21 1.62 0.51 40 1.008 3.33 10.96 3.29 1.75 0.53 1.162 3.25 10.55 3.25 1.72 0.53

TABLE IX

WITHOUT HULL

TEST B.4.

MAINSAIL AND GENOA

aF

13.9°

t7M O DECREES

Fx

LB F LB Mx

LB FT

ZCE FT Mz

LB FT

XCE FT

Fx

LB F LB Mx

LB FT

ZCE FT Mz

LB FT

XCE _FT 15

0.63

10.19

36.5

3.58

8.16

0.80

0.46

8.21

28.5

3.47

7.07

0.86

17.5

1.34

12.27

43.0

3.50

8.57

0.70

1.14

10.13

35.0

3.45

7.26

0.72

20

1.94

13.82

48.0

3.47

8.68

0.63

1.88

12.03

41.5

3.45

7.81

0.65

22.5

2.63

15.37

53.5

3.48

8.82

0.57

2.67

13.77

47.5

3.45

8.30

0.60

25

3.30

16.87

57.5

3.41

9.27

0.55

3.49

15.52

52.5

3.38

8.68

0.56

27.5

4.08

18.34

61.5

3.36

9.85

0.54

4.22

17.09

57.0

3.34

9.32

0.55

30

4.79

19.58

65.5

3.35

9.85

0.50

4.96

18.37

61.5

3.35

9.51

0.52

32.5

5.44

20.72

69.0

3.33

10.05

0.49

5.71

19.59

65.0

3.32

9.49

0.48

35

5.85

21.49

71.0

3.30

10.39

9.48

.26

20.64

68.0

3.30

10.24

0.50

37.5

5.84

21.81

72.0

3.30

11.19

1.51

6.50

21.04

69.0

3.28

10.51

0.50

40

5.67

21.92

72.0

3.28

12.01

0.55

6.27

21.16

69.0

3.26

11.62

0.55

42.5

5.58

22.14

73.0

3.30

12.66

0.57

6.09

21.27

70.0

3.29

11.70

0.55

45

5.66

22.36

74.0

3.31

13.20

0.59

6.13

21.41

70.5

3.29

12.31

0.58

(B-X)

DEGREES 1.5

17.5

20

22.5

25

27.5

30

32.5

35

37.5

40

43.5

45

TABLE IX

(CONTINUED)

TEST B.4

MAINSAIL AND GENOA

GF =

13.9°

(CONTINUED) GM =

5.0

J GM = LB F LB Mx

LB FT

ZCE FT Mz LB FT XCE FT

Fx

LB F LB Mx

LB FT

ZCE FT Mz

LB FT

XCE FT

0.43

7.33

25.0

3.41

6.15

0.84

0.21

6.11

21.0

3.44

5.60

0.92

1.06

9.20

31.5

3.42

6.74

0.73

0.85

8.06

27.5

3.41

6.16

0.77

1.81

11.10

38.5

3.47

6.99

0.63

1.59

9.95

34.5

3.47

6.62

0.67

2.65

12.92

44.0

3.41

7.70

0.60

2.44

11.88

40.5

3.41

7.08

0.60

3.44

14.56

49.5

3.40

7.99

0.55

3.33

13.61

46.0

3.38

7.4!

0.55

4.19

16.03

54.0

3.37

8.42

0.53

4.11

15.22

50.5

3.32

7.98

0.53

4.93

17.42

58.0

3.33

8.63

0.50

4.89

16.57

55.0

3.32

8.31

0.50

5.76

18.72

61.5

3.29

8.97

0.48

5.67

18.01

59.0

3.28

8.53

0.47

6.29

19.77

64.0

3.26

9.40

0.48

6.35

19.18

62.0

3.23

9.18

0.48

6.61

20,51

66.0

3.22

10.20

0.50

6.66

19.84

64.0

3.23

9.73

0.49

6.50

20.66

67.5

3.27

10.70

0.52

6.5!

20.19

65.5

3.24

10.80

'-e

0.54

6.36

20.69

67.5

3.26

11.55

0.56

6.42

20.21

65.5

3.24

11.18

0.55

6.36

21.00

67.5

3.22

12.57

0.60

6.50

20.50

66.5

3.25

12.24

0.60

TABLE IX

(CONTINUED)

TEST B.4 MAINSAIL AND GENOA. °F =

13.9° (CONTD.) = 100.0 (e-À) _DEGREES Fx LB F LB Mx LB FT FT LB FT XCE FT 15 0.02 4.81 17.0 3.54 4.37 0.95 17.5 0.69 6.86 24.5 3.57 5.08 0.74 20 1.46 8.83 31.0 3.51 5.51 0.62 22.5 2.28 10.75 37.5 3.49 5.90 0.55 25 3.13 12.61 43.5 3.45 / 6.88 0.54 27.5 3.92 14.02 4a.5 3.46 7.10 0.51 30 4.79 15.60 52.5 3.37 7.65 0.49 32.5 5.62 16.99 57.0 3.36 8.06 0.47 35 6.26 18.14 60.0 3.31 8.68 0.48 37.5 6.61 18.94 63.0 3.33 9.14 0.48 40 6.59 19.27 64.0 3.32 9.99 0.52 42.5 6.51 19.51 65.5 3.36 10.80 0.55 45 6.53 19.83 66.5 3.35 11.40 0.57

TEST B.5.

MAINSAIL AND GENOA

50

05 =

13.9°

o =

00

e = 10°

8 =

15 DEGREES

Fx

LB F LB Mx

LB FT

Fx

LB F LB Mx

LB FT

Fx

LB F,, LB Mx

LB FT

17.5

0.98

8.61

30.0

0.96

8.56

31.0

0.97

8.44

29.5

20

1.74

10,64

36.5

I

37.0

1.69

S . . I

22.5

2.60

12.40

43.0

.5

I

43.5

2.54

S 25

3.42

14.17

48.5

i

48.5

3.35

13.77

27.5

4.20

15.62

52.5

s

15.62

52.5

4.17

15.25

30

5.09

17.10

57.0

s

17.12

57.0

5.02

16.78

I

32.5

5.97

18.47

61.5

5.78

18.41

61.0

5.69

17.94

59.5

35

5.61

19.61

65.0

6.54

19.53

64.0

6.35

19.06

62.0

37.5

7.12

20.44

67.0

6.97

20.30

65.5

6.68

19.77

64.0

40

6.98

20.45

67.5

7.08

20.69

66.5

6.73

20.12

65.0

42.5

6.81

20.66

68.0

6.70

20.71

67.0

6.34

20.22

65.0

TABLE X

(CONTINUED)

TEST B.5

MAINSAIL & GENOA

0m

°

f

13.9°

0=200

0=25°

(e-À)

DEGREES

Fx

LB F LB M

LB FT

F LB F LB Mx

LB FT

17.5

0.82

7.96

28.5

0.78

7.67

-20

1.53

9.77

34.5

1.46

9.42

-22.5

2.33

11.49

40.0

2.24

11.04

42.0

25

3.1?

13.07

45.5

3.02

12.48

47.0

27.5

3.98

14.56

50.0

3.74

13.88

51.0

30

4.77

15.96

54.0

4.53

15.22

54.5

32.5

5.54

17.08

58.0

5.26

16.38

58.0

35

6.24

18.23

61.0

5.93

17.45

61.0

37.5

6.66

19.04

53.1)

6.25

18.15

62.0

40

6.75

19.40

63.5

6.40

18.58

62.5

42.5

6.45

19.51

63.5

6.22

18.97

63.0

TABLE XI

WITHOUT HULL

TEST B6

MAINSAIL AND GENOA

oF 13.90 POSITION A; orn = 00 POSITION B; orn = 00 POSITION C; orn 50 POSTION D; orn (3-À) _DEGREES FX LB F LB Mx LB FT Fx LB F LB Mx LB FT Fx LB F LB Mx LB FT Fx LB F Y LB M X

LBFT

'7.5 1 .08 9.10 32.0 1.19 9.79 35.5 0.48 6.55 20.5 -0 .05 4.20 11.5 20 1.79 11.05 38.5 1.88 11.59 41.5 1.23 8.49 27.5 0.67 6.51 18.5 22.5 2.64 ¡2.77 44.5 2.61 13.21 46.5 2.08 10.34 34.5 1.52 8.63 26.5 25 3.47 14.50 49.5 3.32 14.88 51.0 2.98 12.41 40.5 2.42 10.74 33.0 27.5 4.20 15.96 54.0 4.08 16.44 56.0 3.96 14.23 46.5 3.46 12.69 39.5 30 4.99 17.43 58.5 4.96 17.96 60.5 4.93 16.03 52.5 4.50 14.62 46.0 32.5 5.74 18.73 62.5 5.64 19.20 63.5 5.97 ¡7.64 57.5 5.51 16.28 52.0 35 6.41 19.80 65.5 6.25 20.15 66.0 6.70 18.87 61.0 6.47 17.85 57.0 37.5 6.80 20.52 67.0 6.48 20.65 68.0 7.01 19.56 63.5 7.07 18.82 60 5 20.54 67.5 6.37 20.79 68.5 6.88 19.60 64.0 7.02 18.95 61.0 40 6.62 42.5 6.53 20.95 69.0 -6.72 19.89 64.0 6.85 19.22 61.5 45 6.64 21.06 69.0 1 -6.78 19.98 64.5 6.85 19.15v 62.0

HEIGHT 0F MAINSAIL ABOVE DWL

I3ltt

C1FW

1 3"

I 4"

LTEST Li.

MAI1SAIL AND CENOA

= CLEW OF GENOA 'TORMAL' CLEW MOVFI) U'

AT

CLEW MOVED " FWD

CLfl1 MOVr'D I"

FWD DFCRrEc

Fx

LB F LB

Fx

LT' LB LB LB LB LB

17.5

1.11

9.55

1.08

t

9.26

1.03

9.45

0.84

9.17

20

1.81

11.42

1.84

11.20

1.77

11.43

1.55

11.13

22.5

2.61

13.21

2.69

13.01

2.55

13.07

2.32

12.89

25

3.39

14.6e

3.46

14.71

3.34

14.70

3.13

14.37

27.5

4.16

16.21

4.13

16.04

4.03

16.05

3.82

15.87

30

4.87

17.62

4.90

17.49

4.82

17.53

4.70

17.33

32.5

5.64

18.98

5.42

18.64

5.67

18.95

5.48

18.55,

35

6.17

19.85

5.82

10.55

6.35

19.97

6.19

19.53

37.5

6.41

20.60

5.85

20.02

6.76

20.63

6.84

20.46

40

6.30

20.82

5.86

20.20

6.66

20.70

7.16

20.64!

42.5

6.31

20.99

5.82

20.62

r

6.51

20.69

7.08

20.57

6.35

21.35

5.86

20.72

6.61

21.03

7.10

20.60

TABLE XTI. WITITOTIT TTtTLL

L,

OD

/

7

LATI

V

2.

/4TE,?SECTiOiV op Pji"i

o,= srv

VA

i

Fie. 4.

EFF&.r OF

/7'

-'

OPI)

I

TT.

TiH±:x

¡iiIiii ¡iIß!

f -. -A -

'j

ivr-u irui.

..

-U.0

U.0

_U.

11110111V

m...v

ri

IiiUIEáIInii:

IUU2UWIU

11i1O!ÎÑIiiiiì

UU4U

L1.

0F'P

AUJ.

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