1ED1TOR'S NOTE: For the discussion of the sixteen Computational Program Capabilities,of the reader is invited to the APPENDIX to this paper. the attention
THE AUTHORS
Mr. James H. King graduated from Webb Institute of Na val
Architecture in 1975 at which time he received his B.S. degree in Naval Architecture and Marine Engineering. He joined the
David 1V. Taylor Naval Ship Research and Development
Center (DTNSRDC)followjng graduation where he has
work-ed in both the Advancwork-ed Concepts and Hydrofoil Offices. Currently, he is the Assistant Managerof Hydrofoil Systems Integration in the Advanced Hydrofoil Systems Office at DTNSRDC. Besides ASNE, which he joined in 1977. Mr.
King ¿s an Associate Member of SNA ME and a member of the U.S. Naval Institute, and the International Hydrofoil Society.
Mr. Matthew D. Devine attendedthe University of Michigan
from which he received both his B.S. E. and M.S.E. degrees in Naval Architecture and Marine Engineering in 1973 and 1974
respectively. Following graduation, he joined the Boeing
Company where he has worked in computer-aided ship design
and analysis and ¿s currently employed in the Space and Military Applications Division, Boeing Computer Servkes Company, Seattle, Wash. He is an Associate Member of
SNAME and has been a member of A SNE since ¡980. ABSTRACT
A powerful computer-aided design tool for use in hydrofoil ship engineering, the Hydrofoil ANalysis and DEsign program (HANDE), is described. Its re1eTance, structure, features, and
use are delineated. The value of HANDEfor design verifica-tion and variaverifica-tion, research studies, and rapid response studies is related through case histories. Future application and development of HANDE and related design tools are forecast.
INTRODUCTION
HE ADVENT OF THE MODERN DIGITAL COMPUTER has
tremendously altered computational efforts within all fields of engineering. The domain of the naval architect
has been no less affected. Many large computer soft-ware projects have resulted in engineering tools
(programs) that have expanded and enhanced ship
design capability. Most of these tools have been con-cerned with a single discipline of calculations such as hydrostatics, resistance, strength, propulsion, or seakeeping. Unfortunately, very few marine-related
software projects have
attempted the integration of
several ship-design disciplines into a single computer 120 Naval Engineers Journal, April
1981
JAMES H. KING & MATTHEW D. DEVINE
program for
the purpose of increasing the ship
designer's productivity. Those few software projects
that have attempted an integrated ship design capability have resulted in still fewer satisfactory efforts.
One major software projectthat successfully achieved
an integration of design and
analysis capability forhydrofoil ships culminated in the U.S. NAVY Hydrofoil ANalaysis and DEsign (HANDE) Computer Program. HANDE was designed to avoid the pitfalls typical of programs of similar scope, suchas extreme difficulty of use, poor responsiveness to engineering queries, and
in-adequate technical depth in the multi-disciplined en-vironment. The HANDE engineering tools for ship
design are manipulated
by the user via a small,
yet powerful, set of commands. I-lANDE was designed to execute interactively via a teleterminal to provide desk-top convenience while avoidingdelays inherent in batch (card) oriented systems. Finally, HANDE incorporatesvirtually all major technologies that are relevant to
hydrofoil-ship design. HANDE hasconsequently allow-ed a dramatic increase in engineering productivity dur-ing the hydrofojlshjp design cycle by allowdur-ing the user
to apply the HANDE engineering tools in an easily-used, responsive, yet - technically
sophisticated
environment.
Use of the HANDE
engineering system closelyparallels the classicalprocess of ship design. The design team begins with a set of mission requirements that the proposed ship is to accomplish. Existingdesign data and computational procedures are employed in a.n iterative sequence to derive a ship design, as exemplified by the design spiral by MILLER
[lJ shown in Figure
1.HANDE's value is in the automation of many of the
manual processes performed in theiterative design pro-cess. Instead of manual search through lengthy tables of residuary resistance coefficients, HANDE performs the
search. Instead of manual
construction of a plot of
hydrostatic righting arm versus heel angle, HANDEdraws the plot. Instead of manual storâge of design data in dust-covered notebooks, HANDE stores the dataon computer disk files from where it may be easily recalled and reviewed.
Although many of the
processes involved in thedesign of a ship are automated by HANDE, the
pro-gram leaves the critical engineering decisions to the
designer. HAN DE makesno attempt to decide whether
-. -
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28 AUG. 198k
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Technische Hogeschool
Deift
HANDE
-
A
COM'UTERAIDED
DESIGN
APPROACH
KING/DEVINE
LEN CT N
ONSET RSEROARD,
oEPr.. ANO REAM
GENERAL ARRANGEMENT R VOLUMES HULL FORM RESISTANCE COEFFICIENTS & PROPULSION Oc SPLA M E NT WEIGHTS ENDURANCE -OIL
Figure 1. The DesignSpiral
to employ waterjet or propellerpropulsion, whether to useNewton-Radar or Wageningen-B propeller
curves,
or whether
to use a
three- or four-bladed propeller.HANDE makes no
significant design decisionswhatsoever. The program simply employs selected
algorithms
to perform
selected calculations. The designer retains essential control of the program.In the sections that follow,
HANDE's historicaldevelopment, its conceptual organization, data
struc-HANDE/COMPUTER-AIDEDDESIGN APPROACH
Eure, command language, and computational capabil-ities will be described. A simplified case of HANDE usage willbe demonstrated. HANDE's relevance ìn an engineering environment will be related through case histories of its use in designverification and variation tasks, researchefforts, and rapid-response studies. Its
future development
and application
willalso be
projected.
HISTORICAL DEVELOPMENT
Development of the HANDE Computer Program
formally began inDecember 1972 with an award to the Boeing Companyof a Phase O development contract
from the David W. Taylor Naval Ship Research and
Development Center (DTNSRDC). UnderPhase O, the technical and software specifications for development of HANDE were to be clearly and explicitly defined. HANDE Phase O concluded with the publication of a final report by Brennan, Burroughs,Hurt, Wiehert, and
Wacher in June 1973 [2].
Construction of the HANDE computersoftware was initiated following the close of HANDE Phase O. The bulk of software construction occurredduring HANDE
Phase 1, which commenced in March 1975. Several
preliminary programversions were made operational on the Boeing Computer Services Company EKS Com-puter installation which featuresControl Data
Corpora-Figure 2. RANDE Program ConceptualOrganization
j_
-.tion Cyber mainframe equipment. The first fully
opera-tional HANDE Program, version 0.0, was assembled
and delivered to the NAVY in April 1977. Complete program documentation was delivered at the close of
HANDE Phase I in June 1977.
Subsequent HANDE development work has expand-ed program capability and improvexpand-ed performance. The
current version, HANDE 1.3, consists of more than
54,000 lines of FORTRAN computer code.
PROGRAM CONCEPTUAL ORGANIZATION
The HANDE System is composed of five principle elements: 1)THE DESIGNER, 2) AN EXECUTIVE PROGRAM, 3) A SERIES OF COMPUTATIONAL PROGRAMS, 4) A SHIP DESIGN UNDERGOING GENERATION OR ANALYSIS (called "current
model"), and 5) aDATA BANK.These elements are shown
in Figure 2.
Designer
The designer is
the controlling element of the
HANDE system. Through a simple command language,the designer directs execution of, or interaction
be-tween, the remaining system elements. Although
capable of batch (via cards) executión, the HANDE
system was designed as an interactive tool for hydrofoil ship engineering. Consequently, the designer typically utilizes HANDE by means of a tele-terminal where com-mands may be entered and results of those comcom-mands immediately reviewed. Delays are thereby minimized. Executive Program
The executive program is the HANDE system element
that interprets each user command and thereafter per-forms each task that is required to accomplish theuser
instructions. The executive program is also the lone system element that can interact directly with each of the other system elements. Performance of any given user command generally involves the remaining three system elements.
Current Model
The current model element of the HANDE system is the temporal collection of data that represents the one hydrofoil ship design under generation or undergoing analysis. All program computations use current model data only. The current model is temporal becausè it
ex-ists only during execution of the program. To become permanent, current model data must be transferred to a permanent storage device.
Data Bank
A data bank has been incorporated as an element of the HANDE system for the purpose of permanent
reten-tion of ship data. Entire current models or pieces of a current model may be stored in the data bank under a
name selectable by the user. During a HANDE session,
122 Naval EngineersJournaj, April 1981
ship data may be transferred from the data bank to the
current model or from the current model to the data
bank.
The execution program, the current model, and the
data bank can also be employed to òreate entirely new ships in the current model by recall from the data bank of pieces of data from different ships. For example, one can transfer ship data córresponding to the propulsion
system of Ship A from the data bank to the current
model and then transfer hull offsets for Ship B from the
data bank to the current model. The
current modelwould thereby contain a vessel of Ship A type propul-sion system but Ship B type hull.
Computational Programs
The calculative function of HANDE is performed by the element that consists of sixteen computational
pro-grams [See APPENDIxI.
Each program represents a
distinct engineering technology that can be applied to
the design and analysis of hydrofoil ships. Through a simple command to the executive program, any one of
these programs may be executed. All input data re-quired by the given computational program is automatically taken from the current model by the ex-ecutive program and given to the computational
gram. Following termination of the computational pro-gram, output data, selectable by menu, are displayed to the designer. Certain computational programs also add
to, or modify, the current model as pàrt of the ship
design-generation process.
DATA STRUCTURE
Model Parameter List
Central to use of the HANDE design system is an
understanding of the data elements contained within a
current model and the organization of those data
elements. Overwhelming amounts of ship data, ranging from hull offsets to number of anchor chain links, could theoretically be. placed in a current model. However,
much ship data has limited relevance in early design
work. Furthermore, excessive amounts of data tend to
obscure the important and highly critical data during
early design phases. To insure that the current model
does not contain superfluous or unnecessary data, only data that are input to one or more of the given computa-tional programs are contained within the current model. Organization of the current model is accomplished by means of a four-tier, tree-type hierarchy, known as the
Model Parameter List (MPL). This
structure wasselected to provide an adequate organizational breadth for the data yet retain a sufficiently simple structure tO avoid confusion in assemblage, storage,or recall of cur-rent model data.
The highest tier of the MPL represents the entireship system. The next tier consists of groups, which are fur-ther subdivided into sub-groups. Finally, thesub-groups
are each divided into the parameters which' are the
lowest
tier of the hierarchy. No specific data
are. s r
KING/DEVINE
HANDE/CQMPUTEAIDED
DESIGN APPROACH'SANDE Model ParameterList Hierarchy
Figure 3.
associated with the
ship, group, or
sub-grOUP tiers.They exist as a means of simply organizing the actual data elements associated with theparameters. Wherever feasible, the NAVY Ship Work Breakdown Structure (SWBS) has beenemployed in subdivision of the MPL into groups and subgroups.
Figure 3 shows an abbreviated model parameter list hierarchy
utilized by HANDE.
The system level represents the entire ship. The groups and sub-grouPS represent either major physical subdivisions of theship, such as the hull, foilborne propulsionsystem, and for-ward foil/strut grouPs, ormajor areas ofanalytical con-cern, such as the ship missionrequirements, cost fac-tors, and performance groups.Division of a group into sub-groups is exemplified by the foilborne propulsion group, as shown in Figure 3. Sub-groups to the foilborne propulsion group include foilborne engine, foilborne gearbox, foilborne pro-peller, and foilborne waterjet. Finally, the actual data
reside in the parameter
tier of the MPL
hierarchy.Parameters within the foilborne engine sub-group are number of engines, continuoUS horsepower available, continuOuS RPM, etcetera. As shownin Figure 3, each of these parameters has a specificvalue associated with it.
Data Types
Parameters may represent any of four data types:
SCALAR, VECTOR, ARRAY, or NONNUMER1C. Non-numeric
parameters are termed "indicators" and are used as decision points by the computationalprograms. For ex-ample, the parameterrepresenting the foilborne propul-sion type indicator mayhave either of the
values PR
pELLER or WATERJET, corresponding to propeller or wateriet type propulsiOn respectively. Such a parameter is used, for example, by the designer'to order thecom-putational program responsible for calculation of
foilborne propulsion data to use propellerpr0PUtsi01
algorithims and data instead of those, of
water-jetpropulsion.
EXECUTIVE COMMANDS
Form
Commands are issuedby the designer tO the HANDE Executive Program i
the form of
brief commandstrings. Each commänd string is composed of one or more phrases, and each phraseis no greater than twenty characters in length. A phrase, is separated from, other
'
,- +- '\
.f
c r
HANDE/COMPUTER.AIDED DESIGN APPROACH
phases by a delimiter, such as a comma or equal sign. The Executive Program reads. one command string at a time (corresponding to one line at the teleterminai or
one card in a batch-type run) and then breaks the string into its distinct phrases. Beginning with the first phrase, each phrase is diagnosed as to the command it implies,
and the program performs the steps necessary to
per-form each command. Types
Three types of commands are recognized by the
HANDE Executive Program: I) current model/designer data flow commands, 2) program call commands, and 3) general executive commands. Each of the three types of commands are explained in the following sections.
CURRENT MODEL/DESIGNER DATA FLOW COMMAND
This command type permits the designer to enter data
manually into the current model
or to have current
model data output to the designer for examination. To
enter data into the current model, the
name of theparameter for which data is to be specified is typed as the first phrase of the command string followed by the value the parameter is to assume. Data entry for a scalar parameter is performed in this manner. Data entry for vector, array, or indicator type parameters is similar.
To examine the data value in the current model of any given parameter, the designer simply enters the name of the parameter as a command string. The data value
cor-responding to the specified parameter would then be
printed for examination by the designer.
PRÔGRAM CALL COMMANDS
-
The program callcom-mand causes a specific computational module to be
ex-ecuted, using input data from the current model. The program call command consists of the name of the com-putational program to be executed.
-° Miscellaneous functions.
124 Naval Engineers Journal, April 1981
COMPUTATIONS
Computational Programs
Three types of computational programs exist within HANDE: INITIALIZATION, SYNTHESIS, and ANALYSIS. The breakdown of programs within each type is shown in
Figure 4. A summary of the computational functions performed by each program is given in the APPENDIX.
The initialization section of HANDE consists of a
single program. It utilizes simple empirical methods to calculate a variety of ship data. As its name implies, a primary function of the initialization program is to
pro-vide an initial starting point fòr a new design under
development with HANDE. A secondary use of the
in-itialization program is in performance of high-level,
parametric trade studies.
-Ten synthesis-type computational programs, shown in Figure 4, exist within HANDE. Eachprogram is con-cerned with a single technologicalarea of hydrofoil-ship
design. In contrast to the initialization program, each
synthesis program utilizes rigorous analyticaltechniques in computation of ship data.
The third type of computational program is called
analysis, of which there arefive. Like thesynthesis
pro-grams, rigorous analytical techniques are employed.
The principal difference between synthesis programs and analysis programs is that synthesis programs
modify the current model. Analysis programs do not
Figure 4. HANDE Computational Modules
KING/DEVINE. STAAT HIJEE GEOMETRY $ SYNTHESIS J . AULLSTRIJCrUAE FOJL/STRUT GEOMETRY j HYDRODYNAMICS FOILBORPEE PROPULSION
UI-GENERAL EXECUTIVE COMMANDS Thirty-three N
ON V ERG INC E
general executive commands exist which enable the
designer to perform a variety oftasks. Among the func-tions that can be performed with these commands are:
VES HULLBORNE HVSROOVFJANIICS
tRULISORNE PROPULSION j
° Initiation and control of a process known as syn- JF0JLJSTJU STRUCTURE
LFUEL,'AANCE j
thesis, which is an automated execution sequence
of several selected computational programs. WEICHT
Selection of output to be generated upon executìon
ONVE AG ENCE
of any given computational program.
Data transfer between the current model and data VES
bank. END
Scan of current model for missing data. PEA FORMANTE
Listing of data bank contents, available
corn- H YO R OSTA T ICS ANALYSISmands, available computational programs, current
model parameters, and other information. L CON ERaL SYSTEM
Input/output unit, selection (metric -or English COST GEOMETRY OJSPJAV
. units).
modify the current model and provide little more than additional information about it. Also unlike analysis programs, synthesis programs can be employed in an iterative loop to converge on a ship design. This process,
known as design synthesis, is simply an automated
traverse of a
design spiral from the
missionre-quirements to the converged ship design.
Design Synthesis
The design synthesis processis another stepemployed in the manual process of ship design that hasbeen
incor-porated into HANDE. After establishment of mission requirements, the designer typically generates aninitial
design to serve as a starting point. This initial design
may be a previously established design of similar func-tion or an entirety new concept. Unfortunately, the
in-itial design is seldom
satisfactory. Minor or gross
modifications must be performed. For example, addi-tional cargo volume may be needed. The designer may elect to expand the hullform to satisfy this need. But ex-panding the hullform changes ship resistance,which im-pacts required propulsive power, which maydemand a new power plant, which may change the amount of fuel carried to achieve a desired range. The modified hull,
propulsion plant, and available fuel each impact the total weight of the ship. The initial estimate of ship
displacement for which resistance calculations were previously performed may require revision, and new resistance calculations may need to be performed. The design spiral goes onand on, hopefully toward a con-verged design.
Such is the design synthesis process employed by
HANDE, but with the added complication ofhydrofoil systems. The iterativescheme employed by the HANDE design synthesis process, as shown in Figure 4, is com-posed of two loops: AN INNERLOOP and AN OUTER LOOP.
The inner loop attempts
convergence on hydrofoilsystem characteristics whereas the outer loop attempts convergence on the entire ship system.
The key tó operationof the design synthesis process is the ability of each synthesis module to modify the cur-rent model. Critical ship data in the curcur-rentmodel, such as hull lines, superstructure characteristics, foil system geometry, foilborne drag, foilborne propulsion data, huliborne drag, huilborne propulsion data, fOil system structural characteristics,
fuel/range data, and
ship weights, are modifiedduring the synthesis process; eachby the appropriate
áomputatiOflal program.Con-vergence of a ship
design óccurs when two passesthrough the outer synthesis loop produce virtually iden-tical designs.
Executive Relationships
The role of the Executive Program inexecution of a computioflal program is limited to control of input to,
and output from, the computational program. When a.
computational program is to beexecuted, the Executive Program extracts the input data required by the corn-.putational program from the current model, and then
TABLE i.
OUTPUT MENUS FRPERFORMANCE ANALYSIS PROGRAM
PRINT MENUNo.
2
3 4
5
GRAPHICS MENUNo.
TITLE
Performance Analysis Summary Performance Analysis Range Factor
Design and Range Point Data Design and Range Point Power Data Design and Range Point Propulsion Data
TITLE
-Drag vs. Speed
2 Range vs. Speed
3 Power vs. Speed
4 Fuel Flow vs. Speed
5 Specific Fuel Consumption
VS.Speed
6 Propulsion EfficienCY vs. Speed
7 Fuel ConsumptionVS. Speed
8 Transport EfficiencyVS. Speed
9 Average L/D vs. Speed
feeds the data t the program. TheExecutive Program, following the orders of the designer, álso controls the
output to the designer. All computational programs
pràduce printed output and may also produce graphical
output. The printed and graphical output for a given
computational program aredivided into items which are selectable by menu number.Thus, whenever a computa-tional program is executed, the Executive Program in-sures that only those output itemsspecifically requested by the designer are printed or displayed.
Example menus of output items for a computational program are shown in TABLE 1. The menus shown in
TABLE i
correspond to those for
the performanceanalysis program. Five print items and nine graphics items exist. Any or all of these items may. be selected for output by the designer.
In addition to Output tothe designer, theinitialization and synthesis type programs also output data whichthe Executive Program uses to update the current model.
The update of the
current model is performedautomatically by the Executive Program without
designer interface.
DOCUMENTATION
A computer as large and complex as HANDE
re-quires comprehensive documentation. Without it, growth of the User Community would be impossible or severely hindered. 1-lANDE is documented in five volumes by BRENNAN, BURROUGHS, KNUTSEN, MELDAHL, STRAIN, and WACKER [21 [31 [4] [51 [6]. These volumes provide a Summary Manual, a User Manual, a Theory
Manual, a Programmer Manual, and a DataB.aflk
Maintenance Manual.
SAMPLE USE
An xtrernely simplified case of HANDE usage will
now be demonstrated. A ship that has been previously designed through use of HANDE will be utilized. The Naval Engineers Journal,April 198.1.. 125
:.
KING/DEVINE
HANDE/COMPUTERD
L
-
-ND,IGRAPPIICS.KB HYORO NODULE.1
CMD,M>HB HYDRO MODULE
liB HYDRO MODULE FATAI. ERROR NO. 4
INVALID DATA . NB DRAG MODE INN CND.PbHB DRAG NOCE 11W PLANING ØID,NHB MEDRO MODULE
EMD.M)EDIT
Figure 5. Example HÄNDE Use
design data for this ship are stored in the data bank
under the name MODEL 900. Figures 5 and 6 shown the keyboard
entries and program responses
for the example case. The program will be executed from an in-teractive graphics terminal.Upon initiation of program execution, a title block is
printed that contains the program name, version
number, and release data of the version. The command
prompt, CMD,E> indicates that the program is ready to accept input commands. The "E" in the command
prompt informs the user that all input and output data will be in the English Unit System. An "M" would in-dicate the Metric Unit System.
In this example case, the first command issuedby the user is LIST COMMANDS. This will cause all general executive commands to be printed, as shown. The next
command issued by the user, SHIPS, queries the data
bank for the names assigned to complete current models that have been stored. Eight ships are shown to exist in
the data bank.
For the example exercise, the ship MODEL 900will
be transferred from the data bank to the current model. The USE, MODEL 900 command performs this task. A single portion of the current model data will be examin-ed. The ship length between perpendiculars is output by
simply entering the name of the parameter, LBP. The
result, in feet, is shown. Metric output data will be
pro-duced in the remainder of this example case. The
METRIC UNITS command performs this task. The
length between perpendiculars, in meters, is then output in response to the LBP command.
The hullborne hydrodynamics computational
pro-gram will be executed to generate SPEED versus DG data. The desired outputis graphics display no. 1, which gives a plot of SPEED versus Do forthreeships weights (full load weight, full load weight minus half fuel load, and full load weight minus full fuel load). This display is
126 Nav& Engineers Journal, April 1981
B0/08'aB. 17.52.16.
HA HYDRODYNAt1CS GRAPHICS RENU NO j
220 201 0 6 0 9 0 12.0 15.0 18.0 21.0 24.0 SHIP SPEED. (T 7 MTON 3 MTOE4 9 PITON
Figure 6. SPEED vs. DRAG Plot Constructed by HANDE selected for output from this computational program by the GRAPHICS, HB HYDRO MODULE, I command.
The program is executed by entering the name of the
computational program, HB HYDRO MODULE. As shown in Figure 5, a fatal error has been detected by the computational program. Theerror diagnostic in-forms the user that the parameter HB DRAG MODE-IND is invalid. This parameter is used by the program to decide whether the drag calculations should be
perform-ed using a planing hull method or Taylor Standard
Series data. Valid values for this iñdicator are PLAN-ING and TAYLOR. A planing hull drag calculation is
requested by input to the current model of the value
PLANING to the parameter HB DRAG MODE IND. Execution of the huilborne hydrodynamic program is then requested. The result of program execution is the SPEED versus DRAG plot shown in Figure 6, which is con-structed at the terminal within seconds following input of the program call command HB HYDRO MODULE.
The graphics display remains on the terminal screen
until erased by the user.
-The last command, EXIT, terminates program execu-tion. The current model, which is the ship MODEL 900 as updated by execution of the hullborne hydrodynamic program, is lost because no attempt was made to store permanently the current model in the data bank..
. PROGRAM USE: CASE HisToRIes
The HANDE computer-aided-design tool has been
utilized by the David W. Taylor Naval Ship Research and Development Center (DTNSRDC), the Naval Sea Systems Command (NAVSEA), and private firms con-cerned with hydrofoil ship design. It has been used for
verification and modification of existing designs, for research studies, and for rapid-response studies. For
each of these tasks, the availability of the HANDE tool has enabled the Hydrofoil-Ship Engineering
Communi-ty to produce results more quickly and economically
than would otherwise be possible. The many users and, uses of the program, -in conjunction-with the increased engineering productivity it affords, have -validated the --
-basic concept of the HANDE tool.
HYDROFOIL ANALYSIS AND DESIGN PROGRAM (HARDE)
VERSION 1.3 1) DATED MARCH 17. 198 24000e.0 cMD.ELIST C4IANDS SHIPS USE GROUPS STORE PARAMETERS MODIFY 200000.0
R EM OVE CURRENT MODEL Ex IT
DIAGNOSTIC CONTROL LIST CR4ANDS REINITIALIZE
ONLINE OFFL IRE LIST MODULES 160000_0
LINEPR INTER DESIGN PRINT RATE
BATCH SUMMARIES DESIGN SIC IP D R
ALL MODULES INCLUDE NO MODULES
DESIGN INTERATIONS IRR STATUS CPU TIME 120000.0
SCAN 1/0 ENGLISH UNITS MU1RIC UNITS N
GRAPHICS BAUD RATE READ DATA
CND.E>SHIPS 80000.0
MODEL 9Ø MODEL 9B1 HOC
AGEH JETFOIL MODEL 1026
TUCUMCARI PC H-1 40000.0 cMDE>USE,MODEL ABB cIlO.E>LBP LAP 118_liA 9.03 a4D.E)METRIC UNITS GM D , M' L BP LBP 36.AØA
- L J
VçTr4
s
Design Verification and Variation
One of the most important uses of HANDE has been
in the realm of verification or variation of
manually-performed hydrofoil ship designs. In the area of design verification, HANDE has been quick to identify errors, areas that require additional consideration or develop-ment, and innovations and their impact. In the area of design variation, MANDE has allowed a rapid
altera-tion or design data to
reflect varied mission
re-quirements or changing concepts.
Two series of hydrofoil ship designs illustrate the use of HANDE fôr design verification and variation. The
first series was produced during the Advanced Naval
Vehicle Concept Evaluation (ANVCE) Study, and con-sisted of three designs. These designs were known as the HOC, HYD-7, and HYD-2.
The HOC hydrofoil ship design has a full-load weight
of approximately 1,400 metric tons and has a multi-mission payload. TABLE 2 shows a comparison of
design data between the manual design and the HAN DE design. Differences are on the order of a few percent. The excellent correlation of design data resulted in in-creased confidence in the HOC design.
Subsequently, some design requirements were altered.
A new, manually-produced design effort would have
taken months to complete. HANDE was alternatively
used by the ANVCE designers to perform the design
variations. Estimated savings
in engineering labor
through use of HANDE instead of the manual effort
was ninety percent.
The HYD-7 design verification effort by means of
HANDE highlighted some speculative characteristics of
the design. HYD-7 has a maximum speed in the
supercavitating-foil range and thus required the use of exploratory, variable-geometry foil systems. HANDE does not have the capability to analyze directly
variable-geometry foil systems and attempts to reproduce this
design with HANDE failed. The failure emphasized the speculative nature of the technology incorporated into the foil system design.
The verification effort of the 2,400 ton HYD-2 design
revealed the full impact of a technical innovation. As
TABLE 3 shows, the design had a very low foil system weight compared with that calculated by MANDE. An
innovative foil system design was used in the manual
Length between perpendiculars (feet) Military payload (long tons)
Lightship weight (long tons)
Loads (long tons)
Fuel weight (long tons)
Full load weight (long tons) Dynamic lift (long tons) Foilborne design speed (knots) Foilborne power required (horsepower) Foilborne range (nautical miles)
MANUAL VERSUS HANDE RESULTS FOR HOC
MANUAL RESULT 200 120 937 504 421 1,441 1,318 classified classified classified TABLEZ
design, whereas in the HANDE design a conventional
foil system was used. The dramatic difference in foil
system weight resulted in a difference in the amount of
fuel that could be carried, which ultimately led to a
spectacular difference in fóilborne range. Had MANDE not been available to generate economically the corn-parable conventional design, the full impact of the in-novation might not have been realized.
Although not used in the HYD-2 verification effort, HANDE does have the capability to incorporate design
innovations in the design-generation process. This
capability involves substitution of user-derived data for
program-calculated data. Use of this capability
isdiscussed in a later section of this paper.
The Patrol Hydrofoil Missileship (PHM) design has been subjected to considerable amount of study regar-ding potential improvements. Proposed modifications
include substitution of propeller propulsion for the
waterjet propulsion systems,
use of
diesel-driven generators for ship service power instead of gas turbine-driven uñits, and foil system modifications. Thesepro-posals were studied in the traditional engineering en-vironment. HANDE was employed at a later date to verify results of the variation studies. As expected,
engineering analysts, through use of HANDE, were able to check results of the original studies in a fräction of
the time required by the original studies. And in one
case that was studied in great detail, a design variation of PHM was found to have considerable conservatism that was not apparent in the original study.
Research Studies
HANDE has been found to be invaluable as a
research tool. It has been used to perform parametric
studies whose scope could not have been achieved
feasibly by traditional means. It also has been used to
perform economically detailed studies of key design
issues.
Two major parametric research efforts have been
done at DTNSRDC. One was called
"BalancingMission Requirements and Hydrofoil
DesignCharacteristics," and the other was called "Hydrofoil
Operational Performance Envelope Extensions."
Results of-the efforts were reported by CLARK, O'NEILL and WIGHT [8], and by HAWKINS, KING and MEYER [9]
respectively.
HANDE RESULT MANUAL + HANDE
200 120 910 530 446 1,440 1,349 classified classified classified 1.00 1.00 1.03 0.95 0.94 1.00 0.98 1.00 1.00 1.00 NavalEngineers Journal, April 1981
-The first research effort involved extensive
develop-ment of four baseline ships in the usual
interactivemode. Then forty-eight variants were developed in the less expensive batch mode. Quantitative relationships between mission requirements (speed, range, military
payload) and
hydrofoil-ship design characteristics(weight, power, size) were established to provide an awareness of the impact of Top Level Requirements. In
contrast to usual methods of performing parametric
studies, HANDE provided a means for achieving a level of integrated analysis and design that would otherwise not have been possible.
The second study demonstrated HANDE's flexibility in adaptation to concepts for whichit was not specificai-ly designed. The study evaluated the addition of large, submerged buoyancy/fuel tanksto hydrofoil ships. This
concept provided a challenge to the designer because HANDE was not designed to accommodate such a
hybiid hydrofoil ship. The designersquickly discovered that although the design synthesis process could not be employed directly, many of the HANDE computational
programs could be used in conjunction with manual
calculations to calculate design data efficiently. Seventy-two hybrid designs plus several conventional designs were evaluated. Based upon study results, the NAVY plans to demonstrate the hybrid concept full-scale on the USS Highpoint (PCH-l) HydrofoilShip.
The suitability of HANDEas a research tool has been demonstrated not only by parametric studies, but also by studies for resolution of designissues. This has been
demonstrated by a series of "medium size" hydrofoil
ship designs that were designed through use of HANDE to an Outline NATO Operational Objective. The NATO Corvette Hydrofoil (NCH) was the first of this series.
Following Completion of the NCHdesign, several ad-ditional configurations were derived in a short period of time. A key design issue regarding this series, that of ex-tended hullborne range, was subsequently raised. Via HANDE, designers were ableto design rapidly a similar ship that was specifically configured for long huliborne range. The impact of the range requirement was subse-quently examined by comparison of the extended-range ship design with the earlier designs of the series.
128 Naval Engineers Journal, April 1981
TABLE 3
MANUAL VERSUS HANDE RESULTS FOR HYD-2
More recently, the benefits of foil system retraction
have been debated. Two similar ship
designs wereprepared quickly through use of HANDE. The
sub-systems of these two ship designs were held in common as much as possible, but one had retractable foilsystems whereas the other had fixed foil systems. The impact of the fixed foil system on ship performance, size, and cost was subsequently assessed by comparison of the design data for the two ships..
Before the advent of HANDE, questions such as the
impact of extended huliborne
range or fixed-fil
systems could only be the subjects of speculation,or
ex-plored at great cost. HANDE has increased hydrofoil ship designer productivity such that rational
discus-sions, based upon inexpensively produced and rapidly developed design data can take place.
Use of HANDE in the fOil system retraction study
produced an additional benefit.
Design teampar-ticipants were able to function
remotely from eachother. Technical interchange between members of the design team occurred by telephone. Transfer of design data occured via HANDE and computer.
Rapid Response Studies
HANDE has been unique as an engineering tool for
developing rapid answers to questions that need
im-mediate answers. All too often designers are faced with
"what if" questions that require a response in a matter
of hours or days. The amount of effort that can be put into developing answers to such questions is obviously limited, HANDE provides a means by which tremen-dous technological prowess can be quickly brought into the development of answers to such questions.
Two rapid response studies were performed at
DTNSRDC which illustrate HANDE's value as a
rapid-response tool. The Naval Material Command
(NAy-MAT) needed to ascertain the design characteristics of a medium-size, multi-mission hydrofoil ship. NAVSEA needed similar data regarding a large.hydrofojl ship for NATO. The Hydrofoil Office at DTNSRDC was able,
via HANDE, to respond to both concerns with
com-prehensive hull, structures, resistance, propulsion, hydrostatics, weights, and cost data in less than a week.
MANUAL
RESULT HANDERESULT
MANUAL HANDE
Length between perpendiculars (feet) Military payload (long tons) Foil system weight (long tons) Lightship weight (long tons) Loads (long tons)
Fuel weight long tons) Full load weight (long tons) Dynamic lift (long tons) Foilborne design speed (knots) Foilborne power required (horsepower)
Foilborne range (nauticaj miles)
320 279 233 1,491 871 653 2,362 2,235 classified classified classified 320 279 537 1,919 446 231 2,365 2,235 classified classified classified 1.00 1.00 0.43 0.78 1.95 2.83 1.00 1.00 1.06. 0.88 3.05
WithoutHANDE, this task would have been
virtually impossible.
FUTUREDEVELOPMENT ANDAPPLICATION
Since its initial implementation in 1977, HANDE has undergone continuous enhancement. Interactive graphics, theoption of Metric or English input/output, expanded hydrostatic analysis capability,new huliborne
resistance algorithms, and other smaller features have been incorporated into HANDE. Additional develop-ment, such as the ability to use controllable-pitch
pro-pellers andadditional propulsion system options, will be
performed in the near
future. Without
continualmaintenance, the technology in
HANDE, like an
engineer without continuing educational experiences,
would become obsolete. Continued technological
growth will allow HANDE to explore new horizons in naval hydrofoil ship design.
Derivatives of HANDE have alreadybeen proposed to coverthe realms of Destroyer, Submarine,
and Plan-ing Craft Design. JudgPlan-ing fromthe success of HANDE as a powerfulengineering tool for hydrofoil ship design, the developmentof additional tools of the HANDE
type for other ship types seems prudent.
REFERENCES
[I] Miller,
R.T., "A Ship
Design Process",SNAME
quarterly, Marine Technology (October 1965). [2J Brennan, A.J., J.D. Burroughs,W.C. Hurt, W.
Wichert
and D. Wacker, Hydrofoil Analysis and Design Program
(HANDE) Phase OFina! Report. Seattle,Wash.: The Boe-ing Company, D221-51302-1, June 1973.
[3) A.J. Brennan, J.D. Burroughs, N.R. Knutsen, K.E.
Meldahi, D.E. Strain and D. Wacker,Application of the Hydrofoil Analysis and Design (HANDE) Program
-Volume O. Seattle, Wash.: The Boeing Company, D321-51321-5, September 1977.
[41 A.J. Brennen, J.D. Búrroughs, N.R. Knutsen,
K.E.
Meldahi, D.E. Strain and D. Wacker,Hydrofoil Analysis
and Design Program (HANDE) UsersManual
Volume
i. Seattle, Wash.:The Boeing Company, D32l-51312-1,
July 1976.
A.J. Brennan, J.D. Burroughs, N.R. Knutsen, K.E. Meldahi, D.E. Strain and D. Wacker,Hydrofoil Analysis and Design Program (HA NDE) Theory Manual
Volüme il. Seattle, Wash.: The Boeing Company, D321-5l321-2, July 1976.
A.J. Brennañ, J.D. Burroughs, N.R. Knutsen, K.E. Meldahl, D.E. Strain and D. Wacker,Hydrofoil Analysis and Design Program(HANDE) MaintenanceManual -Volume li!. Seattle, Wash.: The Boeing Company,
D321-51312-3, September 1977.
A.J. Brennan, J.D. Burroughs, N.R. Knutsen, K.E.
Meldahi, D.E. Strain and D. Wacker, HydrofoilAnalysis and Design Program (HANDE Data Bank Maintenance Manual - VolumeIV, Seattle, Wash.:The Boeing Com-pany, D321-51321-4, September 1977.
Clark, D.J., W.C. O'Neill, and D.C.Wight, "Balancing
Mission Requirements
and Hydrofoil
DesignCharacteristics," Paper No.78-725, AIAA/SNAME
Ad-vanced Marine VehiclesConference, April 1978.
[9J Hawkins, S., J. King, and J. Meyer. "Hydrofoil Opera-tional Performance Enhancement Using Hybrid Design
Options," Paper No. 78-750, AIAA/SNAME Advanced
Marine VehiclesConference, April 1978.
APPENDIX
COMPUTATIONALPROGRAMCAPABILITIES INITIALIZATION - This program is normallythe first program to
be exercised afterassembling a new ship in the current model. Data is
thoroughly checked for completeness and if no fatal errors exist within the data, amini-design synthesis process is initiated that
con-tains geometric,hydrodynamic, propulsion,
performance, and weight calculation capability. Simple empirical
methods are usedthroughout.
The calculation sequenceused by this program
is as follows:
i. Input data arechecked. 2.Ship weight isestimated.
3.Hullis resized, ifrequested.
4.Auxiliary and electricalsystems are sized.
5.Foilborne and huilborneship drag forces are calculated. 6.Foilborne and huilbornepropulsion systems aresized. 7.Ship range or fuel weight are calculated.
-
-8.Ship weight isrecalculated.
9.If the ship weightcalculated in Step 8 doesnotapproximately
equal the weight as previously calculated,the mini-synthesis cycle is repeated fromStep 3 until weight convergence occurs.
HULL GEOMETRY - The hull geometry program defines
bulkhead, girder, and deck locations, andalso defines superstructure and hull geometry. Hull offsets in the current model are
scaled and warped to define a newhuilform that meetsrequested physical
charac-teristics. This program includes portions of
the NAVY program
"Huilform Derivedfrom Parent."
HULL STRUCTUREThis module calculates
scantling dáta for the ship elements definedin the current model.The calculations are based upon pressureloading data which areeither calculated by the program -or input by the designer. Scantlings are determined at
three
-longitudinal locations for the hull bottom,
hull sides, and weather
deck. Additional scantling data are calculated for lower
decks,
bulkheads, frames,girders, beams, and stiffeners.
FOIL/STRUT GEOMETRY - The foil/strut geometry program sizes foils, struts, and pods inaccordance with the
defined hull size
and with the foil system type and geometricdata provided.
Single T,
double T, z or three-strutconfigurations may be used for the aft and forward foil systems.Longitudinal locations of struts are calculated from a foil loading ratio specified bythe designer.
HYDRODYNAMICS -This module uses hull and foil system data to calculate foilborne drag andtakeoff drag.
FOILBORNE PROPULSION- Thispropulsion module
performs
-sizìng calculations for either a
waserjet or foilborne-propeller propulsion system. Thewaterjet-propulsion system
section
of this programcalculates engine power requirements, water-duct losses, pump sìze, and operating data based upon given drag, duct,
and pump type data. The propeller-propulsion :sYstem section
calculates engine power requirements,. z-drive
transmission parameters, propeller size, and propeller
operating data based upon given drag, gearbox, and propellercharacteristic data.
-HULLBORNE HYDRODYNAMICS - The huilborne hydrodynamics program calculates ship drag data during huilborne operation. Either planing hull or Taylor Standard Series drag-type
calculations may be performed.
HULLBORNE PROPULSION - The hulibornepropulsion program
calculations parallel thoseof the foilbornepropulsion program except
that all data for the hulibornepropulsión system.
-FOÍ 1/STRUT STRUCTURE - The foil/strut - structure program
calculates scantlingsof the primary load-carrying structure
of the foils
Nava) EngineersJournal, April 1981 -129 KING/DEVINE
HANDE/COMPUTER-AIDED DESIGN APPROACH
and struts. The calculations are based upon geometric data and upon loading conditions derived from hydrodynamic and inertial forces developed during foilborne operation. Loads include unsymmetrical foil loading, hydrodynamic lift distribution, and incremental lift, drag, and side loads associated with maneuvers and operation in a sea
state.
FUEL/RANGE - Range performance is calculated by this program in either of two ways. The weight of fuel required to achieve a specified foilborne range is calculated or the range which may be achieved by a given ship is calculated. The calculation mode is specified by the designer. Fuel requirements for auxiliary and electric plants are also considered.
WEIGHT - The weight program calculates a detailed weight
breakdown for the ship. The weight statement follows the Navy Ship Work Breakdown Structure (SWBS).
PERFORMANCE - The performance program calculates the per-formance characteristics of ship designs that have been generated via the design synthesis process. Whereas design-synthesis performance
calculations assume calm water and a clean ship, the performance
pro-gram considers fouling effects of marine organisms, degradation of machinery with time, and sea state operation.
HE FIRST OF TWO BOEING JETFOIL HYDROFOILS for Regie voor Maritime Transport (RMT), the state-owned ferry company of Belgium, was launched by JETFOIL manufacturer Boeing Marine Systems in Seattle, Wash., on 16 February 1981.
The 316-seat Hydrofoil, Princesse Clementine, will enter commercial service on 31 May 1981 between
Dover, England and Ostend, Belgium. Operating under
130 Naval EngineersJournal,April 1981
BOEING JETFOIL LAUNCHED FOR BELGIUM
KING/DEV INE
HYDROSTATICS - The hydrostatics program determines the hydrostatic characteristics of a hydrofoil ship design. Data are calculated for hydrostatic properties of form, floodable length, intact stability, damaged stability, and maximum vertical center of gravity
posit ions allowed by NAVSEC Design Data Sheet DDS 079-1 criteria.
This program includes portions of the NLvv "Ship Hull Characteristics Program."
CONTROL SYSTEMS - This program allows the designer to obtain quantitative information regarding the dynamic stability and
con-trollability of the foilborne ship in a sea state. A set of stability
boun-daries based upon foil system geometry is calculated to determine whether the boundaries are violated when the ship is exposed to
several sea conditions.
COST - The cost program estimates hydrofoil-ship costs for the pur-pose of design "trade-offs" and comparative evaluations. Both unit production costs and life-cycle costs are addressed. Simple empirical relationships based primarily upon the NAVY SWBS are used to
estimate unit costs. Life-cycle costs are estimated utilizing a variety of
data.
GEOMETRY DISPLAY - The geometry display module produces
plots of ship geometry. Hull lines, bulkheads, decks, foil systems, and
superstructure can be assessed quickly and easily for correctness by
the designer.
the name "Sealink, RMT will provide up to six trips a
day on the sixty-two nautical mile route when the
se-cond JETFOIL, Princesse Stafanie, is added to the ser-vice this summer. Direct train connections will enable travellers to make the trip between Ostend and London in just three-and-one-half hours at approximately $43 one-way fare.
RMT presently operates regular car-carrying vessels
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