Bethesda,
Center
MD 200845000
DTRC-89/027
October
1989
Ship Hydromechanics
Department
Research and Development
Report
#I
of the
(5
K
10
CODE
011
DIRECTOR
OF TECHNOLOGY,
INTEGRATION
PLANS
12
SHIP SYSTEMS
14
SHIP ELECTROMAGNETIC
SIGNATURES
15
SHIP HYDROMECHANICS
DEPARTMENT
16
AVIATION
17
SHIP STRUCTURES
18
COMPUTATION,
19
SHIP ACOUSTICS
27
PROPULSION
28
SHIP MATERIALS
AND ASSESSMENT
DEPARTMENT
DEPARTMENT
DEPARTMENT
AND PROTECTION
MATHEMATICS
DEPARTMENT
& LOGISTICS
DEPARTMENT
DEPARTMENT
AND AUXILIARY
ENGINEERING
SYSTEMS
DEPARTMENT
DEPARTMENT
DTRC reports,
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value.
or the
2. Departmental
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They carry a
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of
limited use and interest. They are primarily working papers intended for internal use. They
carry an identifying
number which indicates their type and the numerical code of the
originating department. Any distribution outside DTRC must be approved by the head of
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Stenson,
Richard
J.
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Fins 1
6 SUPPLEMENTARY
NOTATION
Presented
at the Spring Meeting/STAR
Symposium of the Society of Naval
and Marine Engineers,
New Orleans,
Louisiana,
12-15 April
1989.
COSATI
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and
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Architects
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Standardization
Tactical
Trials
number)
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number)
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19 Continued)
Tracking
Offshore
Range (HECTOR) operated by DTRC.
Trials
techniques,
methods of data collection,
and data analysis
have also
changed considerably
over the ensuing 42 years since delivery
of these ships.
These new techniques
and procedures
will
be discussed,
contrasted,
and compared.
.
1
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CONTENTS
Page
ABSTRACT. .0...0..0
. 000..0...
INTRODUCTION. 0 . . ...0.0.
Background
.... .
l
. .00...0..
. . . . ...00.
. . . . . . . . . . . . . ...0.0.0.
.....
..
.. .. ..... ..
First
of Class
of Class
. 0..000...
.. .. .
1943 . . . . . . . . .
1985 . . . . . . . . . . . . . . . .
. . 0.00....0
. . ... .. ..
Trials
Trials
....
. . ...0....
l
- October
- August
. . . . . . ...0 ..*
..
. .............................. ..
Maine . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure.
................................
Rockland,
Maine . . . . . . . . . . . . . . . . . . . . . . . . . .
.......................................
. . . . . ...0
.0.......
. . . . . . . . . . . . . . . . . . . . . . . ...0
l
..
TRIAL SITES AND TRIAL PROCEDURES
uss NEW JERSEY (BB 62) . . . . .
Measured
Mile
Course,
Trials
Tactical
Trials
Course,
Tactical
Trial
Procedure..
Economy Trials
Tactical
Procedure.
Trials
Economy Trials
Trials
.... ...
l
...
. . .* . . . . . .
7
8
Range (HECTOR) . . . . . . . . . . . . .
................................
.......................................
Procedure.
Offshore
..................................
. ......
l
o. .
Procedures.
INSTRUMENTATION. . . . . . . .
...................................
..... ...
Procedure.
Standardization
Fuel
Rockland,
Standardization
Fuel
**....*.
.....
....... ..
l
Instrumentation
.0
. .......... ................
iii
.. ...
CONTENTS (Continued)
Page
Tactical
Fuel
Trials
Instrumentation
Economy Trial
..
0.00...
..............................
11
Standardization
Trials
Tactical
Instrumentation
Fuel
10
Instrumentation.
Trials
..................................
Economy Trials
...0.
Instrumentation
...0....
12
..............................
13
..
13
..
13
........................................
13
..................................................
14
Standardization
.*.
....
Trials...
Economy Trials
............
.....
.. ...
Fuel
..................................................
15
.. ....................................... ...
l
16
...........................................
16
..................................................
16
Trials
Economy Trials
. ....
l
REFERENCES. . . . . . . . . *. . . . . . . . . . . .
l
..............................................
iv
. ..
l
...
18
. . . . . . . 0. . . . . . . . .
19
18
..
CONCLUSIONS. . . , . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . .
l
16
.. ... ...
Fuel
14
14
COMPARISON OF DATA . . . . . . . . . . . . . . . . . . . . . .
Trials
...........................................
Economy Trials
Tactical
14
Trials
Standardization
.......
Standardization
Trials
..............................................
Tactical
11
0..0..
..................................
Instrumentation
Fuel
11
Trials
...0..
...........................
Tactical
Page
3
1.
2.
3.
4.
Measured
Mile
5.
Tactical
Trial
6.
Shore
7.
Hatteras
8.
9.
Instrumentation
Course,
party,
Rockland,
Rockland,
East Coast
Typical
instrument
11.
Chronograph
12.
Torsionmeter
13.
Shore
14.
Instrumentation
15.
CRT display,
16.
Motorola
17.
Acurex
18.
CRT display,
19.
Standardization
20.
Tactical
plot,
21.
Tactical
Curves,
22.
Fuel
23.
Standardization
..s
...00.00.
..0...0.0
. ...0.0...
.000000.0
. . . . . ...0.
room,
5
6
. ..0.....
Maine. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maine . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
diagram,
trial
.0..0...
Range (HECTOR) . . . . . . . . . . .
Offshore
block
10.
Rockland,
Course,
station
00.0
,.
station
10
1943 . . . . . . . . . . ...0...0
10
. . . . . . . . . ..0.
diagram,
standardization
11
11
11
data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
...............................
12
...............................................
12
turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
tracking
torsionmeter
.........................
10
........
block
Falcon
micrometer
tripod
.......................................................
husk and magnetic
tactical
Trials
equipment.
data,
Economy Curves,
Trials
.0.......
.. O
l
. ..00.....
....... 0
14
. . ...*.
14
13
15
15
FIGURES (Continued)
Page
24.
Tactical
plot,
25.
Tactical
curves,
26.
Fuel
27.
Standardization
Trials
28.
Tactical
comparison.
29.
Fuel
Economy Trials
comparison.
(fuel
30.
Fuel
Economy Trials
comparison
(specific
Economy Curves,
Trials
...00
15
17
...........
17
.................................
18
.......................................
18
comparison
flow) . ..0..00.
fuel
.....
18
..............
19
..00..0...
rates)
TABLES
1.
II.
conditions
and propeller
v.
VI.
VII.
characteristics
Iv.
VIII.
ship
data,
1943,
.
Trial
.......
and
.0
1943 . . . . . . . . .
13
1943, . . . . . . . . . . . . . . . . . . . . . . .
14
Economy Trials
data,
data,
1943 . . . . . . . . . . .
14
Trial
data,
1985 . . . . . . . . . . . . . . .
16
data,
1985 . . . . . . . . . . . . . . . . . . . . .
17
Trials
Economy Trials
vi
data,
1985 . . . . . . . . . . . . . . . . .
17
ABSTRACT
The U.S. Navy has for many years
conducted First of Class Trials on
each new class of ship built for the
Fleet. During World War II, such
trials were accomplished on the USS
NEW JERSEY (BB 62) representing the
new IOWA Class battleships which were
then entering the fleet. These trials
were conducted by the David Taylor
Model Basin at Rockland, Maine in
October 1943.
Over 40 years later, under the
Battleship Reactivation and Modernization Program, the David Taylor
Research Center (DTRC) was tasked by
the Naval Sea Systems Command (NAVSEA)
to conduct a new set of First of Class
Trials for the IOWA Class. These new
trials were deemed necessary due to
the many changes to these ships which
have occurred over the years and more
recently during the Reactivation Program. The new trials were conducted on
the lead ship, USS IOWA (BB 61) in
August 1985 at the Hatteras East Coast
Tracking Offshore Range (HECTOR)
operated by DTRC.
Trials techniques, methods of
data collection, and data analysis
have also changed considerably over
the ensuing 42 years since delivery of
these ships. These new techniques and
procedures will be discussed, contrasted, and compared.
INTRODUCTION
Background
First of Class Trials have been
conducted by the U.S. Navy on one ship
of each class for close to 50 years.
These trials typically consisted of
Standardization Trials (speed/power
measurements) , Tactical Trials (maneuvering and turning characteristics), and Fuel Economy Trials. In
complete
both
Standardization
and
Tactical Trials during the same underway trial
period and within the same
general location.
As reported in (3), the possibilities
of accurate determination
of
tactical
data impressed the Chief of
Naval Operations and led to an inquiry
into the feasibility
of the Experimental Model Basin obtaining
these
data on one ship of each new class.
Early in 1938 a tentative schedule was
worked out to provide for running
these trials.
It was decided that
they should be separate trials
rather
than a part of the Builders Trials,
as
These trials
were requested
by
the then Bureau of Ships,
and were
under the overall
direction
of the
Navy Departments
Board of InspecThe Standardization and Survey.
tion and Tactical
Trials
were conducted
by the David Taylor
Model
Basin, while the Fuel Economy Trials
were conducted
by the Philadelphia
Naval Shipyard with support from the
David Taylor Model Basin for powering
measurements.
USS IOWA (BB 61) First
Trials
- August
The First
of Class Trials
conducted on USS IOWA in 1985 consisted
of Fuel Economy Trials
conducted in
free route on 2 and 3 August 1985,
and on the Hatteras East Coast Tracking Offshore Range (HECTOR) on 4 and
Trial
con5 August 1985, a Tactical
ducted at HECTOR on 3 August 1985, a
Standardization
Trial
conducted
at
HECTOR on 3 August 1985, and some
maneuvering trials
(spirals
and zigzag maneuvers)
conducted
in
free
route.
These trials
were requested
by the Naval Sea Systems Command by a
Naval Message, portions
of which are
reproduced here:
In October of
also reported
in (3).
1941 Tactical
Trials
were conducted on
the USS WASHINGTON (BB 56) at the
Maine trial
site
(4).
Up
Rockland,
time
until
that
under
directives
issued
by
the
Office
of
Naval
Operations
and the Bureau of Ships,
the now David Taylor Model Basin had
conducted full
scale Tactical
Trials
on an aircraft
carrier
USS YORXTOWN
(CV 10), a light
cruiser
Uss PHI~ELPHIA (CL 41), a destroyer
tender USS
DIXIE (AD 14), a tanker USS CIMERRON
and four
destroyers:
USS
(AO 22),
SOMERS, USS BLUE (DD 380), USS SIMS
(DD 409), and USS GLEAVES (DD 423).
The procedures
for conducting
these
trials,
which had evolved between 1934
and 1941,
are well
documented
in
reference
3, and will
be discussed in
greater detail
later in this paper.
The year 1943 was a busy time
for
the David
Taylor
Model Basin
Tactical
Trials
were
trials
group.
conducted on the USS IRA JEFFREY (DE
63).(5).
and Standardization
Trials
werec-onducted
on the USS BILOXI (CL
80). (6). the USS BOSTON (CA 69), (7),
R301955Z JAN 85
FROM: COMNAVSEASYSCOM
WASHINGTONDC
TO:COMNAVSURFLAN
T NORFOLXVA
SUBJ: USS IOWA (BB61) PERFORMANCE
TRIALS
A. DTNSRDCBETHESDAMD, USS IOWA (BB
61) PERFORMANCE
TRIALS AGENDADTD NOV
1984
i;-REF A IS THE PROPOSEDAGENDA FOR
THE USS IOWA (BB 61) PERFORMANCE
TRIALS .
PERFORMANCE TRIALS
ARE
USUALLY CONDUCTEDON THE FIRST SHIP
OF A NEW CUSS TO DETERMINE THE
VARIOUS CHARACTERISTICS FOR THE CLASS
(I.E.,
SPEED, POWER
, RPM, TORQUE,
FUEL
CONSUMPTION, CONTROL AND
STABILITY,
ETC.).
DATA FROM THESE
TRIALS WILL BE USED TO ESTABLISH FULL
17T.F.l?T
POWER REQUIREMENTS. PROVIDE ----WITH SHIP- OPERATIONAL CHAl@~nTcTICS , AND VERIFY DESIGN PRO~EDURES
--FOR THE BB 61 CLASS. THESE rRIALs
ARE ALSO CONDUCTEDFOR MAJORCONFERSION SHIPS OR SHIPS IN PREVIOUS
SERVICE WHEN NEW DESIGN EQUIPMENTINSTALLATION AFFECTS THE PROPl~.~TnN
,-- --- ----AND MANEUVERING CAPABILITIES OF THE
SHIP .
2. THE BB61 CLASS BATTLESHIPS HAVE
NOT UNDERGONE STANDARDIZATION AND
TACTICAL TRIALS SINCE OCT 1943. AS A
RESULT OF ADVANCEMENTSIN INSTRUMENTATION TECHNOLOGY AND SHIP DESIGN
CHANGES DURING MODERNIZATION, IT IS
PLANNED THAT Uss
IOWA UNDERGO
SELECTED PERFORMANCETRIALS SHORTLY
AFTER POST SHAXEDOWN AVAILABILITY
(PSA) .
3. TOTAL SHIP TIME FOR SUBJ TRIALS IS
of Class
-.
of Class
The First
of Class Trials
conducted
on USS NEW JERSEY in 1943
consisted
of a Fuel Economy Trial
conducted while
in free route on 12,
13, and 23 October 1943, a Tactical
Trial
conducted at the Rockland, Maine
tactical
trial
course on 26, 27, and
28 October 1943, and a Standardization
Trial
conducted on the Rockland, Maine
measured mile
course on 24 and 26
October 1943.
...
the ships
hull
was in very good
condition
at the time of the undockThe Standardization
Trial
was
ing.
conducted 71 days after
undocking at
a displacement
of 56,858 t (55,960
tons) .
Table II.
Trial conditions
USS NEU JESSSY
(BB 62) 1943, and USS IOWA (BB 61) 1985.
USS NSUJERBEY
(BB 62)
Dates of Irial
Standardization
Tact ical
Fuel Econcmy
Tact ical
Full kd
Displacement,
tons (t)
Length Overall
(MA), ft (m)
L.msth Between
Perpendiculars
(3.8P), ft (m)
Beam, Molded, ft (m)
Number of Sudders
Projected Sudder Area
(per rudder),
fta (m)
5S,000
887.25
Shaft
shaft
Propeller
Shaft
Shaft
Shaft
shaft
Propeller
(58,930)
(270.4)
Seawater Specific
Standardization
860
10S.0
2
(262 .1)
(32.9)
~ys
335
(31)
PROPBLLSR CNA7WCIZ7U.WICS
Propellers
4
Slades
5 Inbosrd, &
Diueter,
ft (m)
- Starboard Wtbnard
1S.25
- Starboard Inboard
17.00
- Port Inboard
17.00
- Port titboard
1S.25
Pitch, ft (8)
- Starboard CUtboard
at 0.7 radius
19.04
2 - Starboard Inboard
at 0.794 radiua
1S.38
3 - Port Inboard
at 0.794 radiua
1S.38
4 - Port Cmtboard
at 0.7 radius
19.04
Number of
Number of
Prnpr.ller
Shaft 1
shaft 2
Shaft 3
Shaft 4
Propeller
shaft 1
Shaft
1
2
3
4
55,960
(56,85S)
56,900
55,890
(56,779)
(57,S23)
(5.60)
(5.80)
22382
5241
5242
1s567
Outbosrd
IhdKrlmm
1.0245
21, 23
71
(5.60)
- Starboard Outboard
- Starboard Inboard
- Port Inboard
- Port Outboard
Notation
1.0254
(5.s0)
Number
Gravity
(5.56)
(5.1s)
(5.28)
(5.56)
USS MU JSSSZY
(BB 62)
1943
CUt of Drydock
Standardization
81 (27)
Outboard
USS ICUA
(SS 61)
19s5
Serial
56,200 (57,102),
56,900 (57, S13)
SifIP CSASAC2SSISTICS
(SS 61)
3 Aug 1965
24 and 26 Ott 1943
4 Aug 1985
27 Ott 191+3
12-3.3 &t 1943 and
23 Ott 1943
2-3 AW 1985
UssIm
Ulllmm
u~
unknown
Outbnard
transit
to HECTOR, and on the range.
The runs conducted in free route consisted of a full
power buildup
at six
distinct
rlmins
with all four shafts
propelling
the ship.
The runs conducted
on the range
were either
locked shaft or trailed
shaft runs.
The trials
procedure was esse;;ia~~;
employed
similar
to those
1940s
with
the exception
of the
range tracking
and the instrumentation used to collect
powering
data.
The fuel economy runs in free route
were typically
1 hr in length with
data collected
at 15-min intervals
for
each distinct
condition.
The
locked
and trailed
shaft
runs on
HECTORwere typically
two 10-min runs
in opposite directions
at each condition
with
the ship
being
tracked
throughout
for accurate
speed determination.
Tactical
Trials
Procedure,
The
Tactical
Trial
procedure
for the IOWA
trials
consistid
of
conducting
a
series of 540 turns at three differspeeds using
ent
approach
various
right
and left
rudder
angles.
The
ship was steadied
up on an approach
tours e of 018 or 198.
A COMEX
command was given
and 1 min of
data
was collected.
approach
An
EXECUTE command was given
and the
rudder was moved smartly
to the predetermined position
and held until
the
ship had changed heading
540,
at
which time a FINEX command was given
ending the run.
The 540 turn enables
the positional
data to be corrected
for drift
due to wind and current.
The assumption
is made that the ship
steadies
out to a constant
rate
of
change of heading after
approximately
120 heading change from the approach
course.
Positional
information
between 120 and 180 is compared to
positional
information
between
480
and 540.
Changes in position
between
these two portions
of the turns are
attributed
to drift
due to wind and
Drift
vectors are determined
current.
and applied
to each and every positional
data point collected
during the
turn,
thus
correcting
the tactical
turn to a condition
of zero wind and
A drift
corrected
plot
of
current.
the turn and its associated
tactical
and tactical
data, advance, transfer,
diameter,
are available
for
review
shortly
after
completing
a turn.
The
Tactical
Trials
on IOWA were completed
commencing at 2000 and
in
5 hr,
finishing
at 0100.
A block
diagram
showing
the
types and location
of the instrumentation
most probably
used during the
trials
on the NEW JERSEY is depicted
in Fig. 9. As can be observed in the
figure,
the majority
of the equipment
required
manual operation
with
the
data being recorded with pencil
and
As discussed
earlier,
this
paper.
involved
numerous personnel
located
at various widely-scattered
locations
This necessitated
an
about the ship.
elaborate
bell
and light
system to
alert
data takers and equipment operators
when a run was to start
or
finish.
Figure
10 is a photograph
showing an actual
trial
rdom of a
multi-shaft
ship in the 1940s.
INSTRUMENTATION
USS NEW JERSEY (B13 62)
Standardization
Trials
Instrumentation.
he
Standardization
Trials
instrumentation
consisted
of
equipment
necessary
to
accurately
measure the ships speed and powering
characteristics.
As previously
discussed, the ahip speed was determined
by observers
visually
sighting
range
beacons on shore, and determining
by
s top watch
time
required
to
the
trave 1 1 nmi.
Another
important
function
of the observers
was to
electrically
start
and stop a device
as the ship
called
a chronograph
entered and exited the measured mile.
A photograph
of a chronograph
is
shown in Fig. 11.
The operation
of
the chronograph is described
in great
detail
in
(11).
Simply
put,
the
chronograph
was electrically
connected to each observer
station,
a
wind anemometer, and to two different
types of counters
on each propeller
shaft.
As the device was started
and
stopped, it recorded the total number
of revolutions
of the anemometer and
10
11
Fig. 16. The R/T is used to interrogate each of the transponders, and
the time required to receive its
response is used to determine the
range from each tower and thus ships
position by the use of trigonometric
relationships. The console system is
used to then process the range information to display ships position and
speed on the CRTs located on the
Navigation Bridge. The accuracy of
ship s position is 3 m (3.3 yd). The
accuracy of the ships speed is a
function of run time and is determined
from repetitive positional updates.
For runs conducted on IOWA the
accuracy was typically 0.05 kn.
Propeller shaft torque for the IOWA
trials was measured by the use of an
Acurex type torsionmeter depicted in
Fig. 17. As can be seen, this unit is
considerably smaller and lighter than
the husk type units used in the
1940s. In addition, by using telemetry, there is no contact with the
rotating components of the torsionmeter as with the slip rings on the
old units. The system consists of two
clamping rings which are used to mount
a hermetically-sealed sensor bar.
within the sensor bar is a strain
gauge bridge assembly which is used to
sense the displacement of the shaft
due to twist over the known length
between the clamping rings. Knowing
the accurate dimensions of the
shafting, outside diameter, and inside
diameter, and the modulus of rigidity
of the shafting material, the torque
can be calculated, The accuracy of
the torque measurement is 1.5%.
Propeller shaft r/min was determined
for the IOWA trials by the use of an
infrared sensor. Sixty strips of
reflective tape were mounted on each
shaft and the infrared sensor was used
to see the strips and determine
r/rein. The use of 60 strips enables
the r/min to be displayed continuously
and enables the determination of
dynamic r/min changes.
12
Average
R/min
89.2
117.0
147.2
168.9
183.2
Total
Torque
(lb-ft)
989,170
1,705,800
2,783,000
3,930,400
4,684,400
Total
Shaft
Horsepower
16,800
38,000
78,000
126,400
163,400
13
Tactical
results
Trials.
The
are shown in
scale
Tactical
Tactical
Trials.
Figs.
20
Th; data
through 21 and in Table IV.
with
the
is
nondimensionalized
largest
turning
circle
given a value
the
Figure
20 shows
1.000.
of
20 kn turn
tactical
plot
of this
As can be
rudder.
using 15 of right
only
available
data
is
observed,
through
approximately
180 change of
Positional
information
was
heading.
also only recorded
once every 15 s,
and it
is not apparent
how corrections were made for drift
due to wind
though the report
states
and current,
Figure
21 is
corrections
were made.
of nondimensionalized
a cross
plot
transfer,
and
tactical
advance,
approach speed at a
diameter
versus
angles.
rudder
number of different
only the first
three speeds on these
curves
were developed
from the full
Trials
The dashed
were developed
1.2
1.1
1
y
.9
.8
a
.7
.6
.5
~s=d
1s.8
KNOTS
q
E.1
MOvmg
S&
-,
h7-Jlt
14.8.
L_,
270
240
WPRORCH
*O
Dmm,te,
210
S,*
--4
,10
,,.
12
.
Ckn]
Results of
Fuel Economy Trials.
the Iuel Economy Trials
conducted on
the NEW JERSEY are presented
in Fig.
22 and in Table
V.
This
curve
presents
fuel consumption
in gallons
per hour versus shaft r/rein.
1.
Tamtul
SPEED
Curves,
Fig. 21. Tactical
USS NEW JERSEY (BB 62)
30
9,
i
Table V.
Speed R/Uin
Table IV.
(kn)
15.3
20.0
25.1
29.7
31.0
Trials
data, 1943.
*Weight
Approach
Speed
(Icn)
Rudder
Angle
(deg)
14.8
15.5
14.5
14.6
15. OR
20. 6R
25. OR
34. 3R
0.921
0.841
0.785
0.682
0.885
0.743
0.690
0.610
0.952
0.819
0.708
0.619
19.8
21.1
19.4
19.5
14.8R
20.8R
24. 8R
34. 5R
1.000
0.839
0.757
0.715
1.000
0.779
0.708
0.583
1.000
0.793
0.747
0.584
24.5
24.3
24.5
15.3R
24.8R
34.8R
0.963
0.799
0.763
0.873
0.631
0.588
0.947
0.708
0.605
Avg.
SNF
Total
Fuel
Flow
(gal/hr)
Fuel
F1ow*
Specific
Fuel
Rate
(lb/hr)(lb/ehp/hr)
0.941
0.636
0.618
0.614
0.647
Non-dimensionalized
Turning
Characteristics
Advance
Transfer
DMneter
14
nondimensionalized
advance, transfer,
and tactical
diameter versus approach
speed for both left and right rudder.
As can be observed,
right
rudder
results
in less
advance than left
rudder,
approximately
the
same
transfer,
and a smaller
tactical
diameter.
200
:
+
.
160
120
BB
2
E
48
$
0
579
11
13
15
17
19
SPED
Fig.
0
20
40
6B
80
Sl+wl
Fig.
100
120
140
160
100
200
21
(k.
23
25
27
220
Tactical
Trials
.
The
nonTactxcal
Trial
results
dimensionalized
for IOWA are presented in Figs. 24 and
25 and Table VII.
As can be observed
in Table VII,
a total
of nine right
turns were conducted at nominal rudder
angles of 15, 25, and 35, and at
nominal approach speeds of 15, 22 and
30 kn. In addition,
three check turns
were conducted at a nominal 35 left
rudder, one each at 15, 22, and 30 kn
Em/
Fig.
15
31
23. Standardization
Trials
data, USS IOWA (BB 61).
SPEED [,,.1)
to determine
the difference
between
right
and left
rudder.
Figure
24
plot
of a typical
shows a tactical
turn
on IOWA.
Positional
data is
updated once per second, and the turn
is carried
out through 540 change in
heading to permit drift
vectors
to be
determined.
As previously
discussed,
this
enables
the correction
of the
data
for
drift
due to wind
and
current.
Figure 25 is a cross plot of
29
>
24. Tactical
plot,
USS IOWA (BB 61).
33
35
Table VI.
Run
NO.
Range
Speed
(kn)
RIMIN
1234
Avg.
3.
data,
Torque (lb-ft)
3
4
rot a
1985.
Shaft Horsepower
3
2
(shp)
Total
4
80,000
88,000
322,000
354,000
338,000
900
900
183,000
173,000
182,000
170,C430
170,0C4
171,000
719,000
673,000
690,000
3,000
2,400
2,S00
2,400
2,200
2,100
2,600
2,500
2,600
2,400
2,400
2,400
10,400
9,500
9,900
275,0W
298,000
220,000
265,000
267,000
303,000
287,000
307,000
300,000
297,000
297,000
1,200,000
1,124,000
1,170,000
1,130,000
5,200
5,300
5,700
4,W0
5,000
5,100
5,700
5,4LM
5,800
5,700
5,700
5,600
20,600
21,5W
22,200
21,400
536,000
501,000
470,000
461,00Q
525,000
544,000
515,000
476,000
2,046,000
1,9S2,000
2,024,000
13,400
12,6W
12,600
11,7W
50,500
b9,500
50,000
l130S
3MON
3350S
Avg.
646,0W
616, Wo
606,0W
544,0W
544,W0
509,000
635,000
643 ,Wo
634,000
61S,000 2,443,0W
632,000 2,435,W0
631,000 2,380,000
2,&23,W0
67,600
66,600
65,5W
66,600
902,000
891,000
Sso,ooo
750,0W
735,W0
74B,0W
932,0W
933,000
944*OW
882,000
882,W0
876,000
3,466,000
3,441,W0
3,44S,0W
3,449,000
28,8W
28,700
28,000
23,6W
23,2W
23,5W
977,000
992,000
977,0W
929,000
934,W0
939,0W
1,156,000
l,168,W0
1,059,0W
1,047,0004,109,000
1,064,W0 4,338,W0
1,066,0W 4,041,0W
4,3.26,000
33,600
33,900
33,5W
31,800 40,2W
31,90040,500
32,3W 35,9W
1,032,000
1,030,W0
l, OE,000
1,325,000
1,325,000
1,321,0W
1,326,000
1,306,000
1,296,0(!0
1020S 9.29
103ON 7.S4
Avg.
8.56
52.9
50.4
49.9
48.9
50.1
49.5
50.4
50.0
50. S
49.7
50.2
86,000
90,000
80,000
S4,wo
104ON 12.68
1050S 22..67
K%ON 12.65
7S.4
73.2
77.4
75.6
75.9
74.7
75.3
76.4
75.0
74.8
75.7
74.7
76.0
75.3
75.4
199,000
175,000
191,000
166,000
155,000
2.46,000
99.3
95.S
99.0
277,000
Avg.
13.17
107CM
17.29
76,000
92, oOO
75.5
200.0
9S.5
Rm.
800
Soo
700
900
800
Soo
9,80Q
69 S,000
frm
ship !s ZN Lq.
11,60012,900
11,500 13,7W
Average
addition,
IOWA was at a slightly
lower displacement
than NEW JERSEY,
56,858 t versus 57,458 t(55,960
tons
versus 56,550 tons),
although
this is
not considered
significant.
Other
possible
causes of these differences
could
be
in
the
comparative
accuracies
of the torque
measurements, and the constants
used in the
calculation
of shaft torque (modulus
of
outside
diameter
of
rigidity,
and inside
diameter
of
shafting,
shafting).
It was not possible
to
determine
the values
used in 1943.
For the IOWA trials,
the torsionwere installed
on a solid
meters
section
of shafting
with
a 23-in.
outside
diameter
and a modulus of
of 11.6 x 106 lb/inz
was
rigidity
used.
Tactical
Trials.
A comparison
of the Tactical
Trial
data for IOWA
and NEW JERSEY is shown in Fig. 28.
These comparisons
are quite
remarkable especially
considering
that the
16
--
3,2WJ
3,400
3,300
extremities
of the 1943 data were
developed
from
model
tests,
One
apparent inconsistency
is in the plots
of advance and transfer
where it
can
be seen that
the IOWAs advance is
consistently
greater
and its transfer
consistently
less
than NEW JERSEYs
although
the tactical
diameters
are
quite similar
for the two ships.
One
possibility
for this
discrepancy
may
be the method of constructing
the plot
of the ships
path
throughout
the
maneuver.
Current
methods plot
the
positional
path of the R/T mounted on
the ships main mast, with the ships
heading being determined
by the gyro.
This position
then includes
the drift
angle,
the angle between the ships
heading and a tangent
to the turning
A slightly
different
method
circle.
used
in
the
1940s
consisted
of
plotting
a tangent
to
the
ships
foremast at each point
and not using
the compass heading,
thus excluding
the drift
angle.
It appears that this
method has a greater
impact on the
determination
of advance and transfer
than it does on tactical
diameter.
It
is also not apparent whether the NEW
JERSEY
data
corrected
for
the irregular
curves
IOWA.
had
drift
been
as is
Table VII.
Approach
Speed
(kn)
Angle
(deg)
Rudder
Non-dimensionalized
15.1
15.2
15.2
15.7
24.8R
33.8R
34. IL
1.016
0,882
0.804
0.847
0.840
0.618
0.544
0.530
0.934
0.728
0.617
0.679
21.8
21.8
21.9
21.8
14.4R
24.5R
34. OR
33. 3L
1.043
0.897
0.819
0.856
0.956
0.659
0.542
0.563
0.989
0.739
0.637
0.682
29.5
29.5
29.5
29.5
15.5R
24. JR
33.8R
33. OL
1.129
0.980
0.862
0.916
0.863
0.746
0.613
0.611
0.997
0.797
0.669
0.711
.
Lnaraccerlstlcs
m
--
iurnnzg
Advance
14.4R
Transfer
Diameter
20
adequately
evident
by
16
14
20
40
6d
BB
SHRFT
Fig.
Table
WPRORCH
Fig.
SPEED
(k.
14.9
20.9
24.0
26.8
29.2
31.0
>
25. Tactical
curves,
USS IOWA (BB 61).
*Weight
17
120
140
160
180
20B
22S
(,/.1.1
VIII.
USS IOWA (BB 61) Fuel
Economy Trials
data, 1985.
Speed Rjliin
(kn)
SPEED
.6
.5
lBO
Avg.
Fuel
SHP Flow
Total (gal/hr)
Fuel
used 7.08
Specific
lb fgal.
1.336
0.762
0.680
0.655
0.642
0.667
iJss
NmJmsEY,
,,43
U5S
10iW,
trial
and full
power could not be
reached at HECTOR. In both cases,
off-range
data was used to help determine
the corresponding
speed at
besetting
full
Problems
power.
trials
in the 1940s still
occur in
the 1980s.
1995
240
160
5
=
80
1.2
Otsn,
11 PI. ,,
,2
2B R.
an
62
02s
25
e.
62
35
R,
=B 62
0
V,
mcl
R.m61
3s n,
SL.
18 61
SB61
I...ml
1.1
I
1=-r
I
12
,6
I
I
,5
280
1.1
:
+
*
160
~:
120
c
*
BO
.6
40
.5
:
a
579
11
13
1S
17
19
5PECD
Fig.
27.
(k.
.?3
?5
27
29
31
33
35
Standardization
comparison.
Economy
Fue 1
?1
Trials.
Trials
A
com-
tronics
the
of
suites,
NEW JERSEY.
etc.)
as
compared
RPPRORCH
Fig.
SPEED
28. Tactical
Comparison.
(k.
Trials
to
CONCLUSIONS
First
of Class Trials
conducted
on the USS NEW JERSEY (BB 62) in 1943
have been contrasted
with
a similar
set of trials
conducted
on the USS
IOWA (BB 61) in 1985.
Trial
techhave
niques
been
have
shown
to
evolved over the years as a result
of
instrumentaadvances
in electronic
t ion and computers,
to become much
more automated.
Data collection
and
analysis
have evolved to the point of
real
time
displays
of the various
test parameters
during the conduct of
again
as a result
of
the trial,
advances in instrumentation
and computers.
The conduct of a trial
today
is a much less labor intensive
effort
on the part of the trials
teams than
it was in 1943.
The similarities
in the problems
affecting
the
two
trials
are
In 1943 a casualty
prestriking.
vented
the
determination
of
full
power speed on the measured mile.
In
1965 a similar
problem
beset
the
Fig.
18
4
I
u,,
NE.
JERSEY,
,,43
U5S
10uR,
1985
Full
The similarity
and repeatability
of the trial
data collected
on two
different
ships over 40 years apart
equipment,
techusing
different
niques,
and personnel
reflects
highly
on the accuracy
of the data and the
professionalism
and care involved
in
The data
both
trials.
collected
during the 1940s supplemented by the
1985 trials
data will
be invaluable
to the operators
of the four battleships as they assume their
roles
as
points
of
the
Surface
focal
the
on into
Action
Groups of the Fleet
the Twenty-First
Century.
REFERENCES
McEntee,
CDR Wm., Comparison
of
Power and
Speed Data
for USS NEW
MEXICO on Standardization
Trials
of
Self-Propelled
Results
with
Model
Test,
U. S. Experimental
Model
Basin
Report
R-139,
Nov
1919.
Tactical
Trials
USS
Tactical
Escorts
for
Curves
51 Class
Destroyer
from Data
Obtained
on USS IIU JEFFREY (DE
David Taylor
Model Basin
63),
Report R-192, May 1948.
DE
Analysis
and ComGover, S. C.,
parison of Standardization
Trials
and Model Tests of the USS BILOXI
(CL 80), David Taylor Model Basin
Report R-250, Mar 1947.
Analysis
and ComGover, S. C.,
the Standardization
parison
of
Trials
and Model Tests
of the USS
BOSTON (CA 69),
David
Taylor
Model
Basin
Report
R-315,
Jul
1948.
Gover, S. C.,
Analysis
of StanUss
dardization
Trials
of the
BARTON (DD 722),
David Taylor
Mar
Model Basin
Report
R-250,
1947.
Fig.
30. Fuel Economy Trials
comparison (specific
fuel rates).
Scale
Pitre,
CDR A. S. and Thews, J. G.,
USS FARRAGUT Comparative
Rudder
Tests Model and Full Scale, U. S.
Model Basin
Report
Experimental
397, Mar 1935.
Tactical
Trial
Methods and EquipTaylor
Model Basin
ment, David
Report 475, Mar 1941.
19
D. W., The
Speed and
Power of Ships, A Manual of Marine
1st Rev
Propulsion,
Orig. 1910,
1933, 2 Rev 1943.
10
Taylor,
11
Report
Manual
12
Pimlott,
J. R., The TMB Magnetic
Micrometer
Mk 11,
David Taylor
Model Basin Report 847, May 1953.
13
Pimlott,
J. R., The TMB TorsionDavid Taylor
meter Shaft System,
Model Basin Report 825, Jul 1952.
20
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