·'1 .

:/
Chapter 7 Calculation of Submarine Derivatives

1. Introduction

It has been seen that a great deal of information about

submarine p e r f o r m a n c e , a n d s t a b i l i t y a n d c o n t r o l , c an b e o b t a i n e d
from a study of the simplified linear equations o t motion despite the
many assumptions that have to be made. In order to use these
equations we must have available realistic numerical valuea for the
coefficients o f the equations, that i S t the derivatives. It would
obviously be desirable to be able to determine these derivatives in
the early stages of the design so that the necessary predictions could
be made to check that the design meets the various requirements laid
. down. A t this €a r ly 's ta g e c ha ng e s eould e a s i l y b e m a d e t o i m p r o v e
the design if it were found that the requirements were not being met.

A method is described below for calculating the derivatives

of single-screw submarines. The method is not claimed to be very
accurate ( w i t h i n 10% i s c o n s i d e r e d . g o o d ) b u t · i s s u i t a b l e f o r p r e l i m i n a r y
\ design calculations and also for estimating the effects of small changes
" t ea . . de s ig n . The derivatives so found apply only where the incidence )\'
,o f t h e s u b m a r i n e o r t h e c u r v a t u r e o f i t s p a t h a r e s m a l l . They are 'thus
s u i t a b l e f o r c h ee k i n g t h e s t a b i l i t y o f t h e s u b m a r i n e b u t n o t , f o r
instance, for describing turning in the horizontal plane when the
curvature becomes large.

It is assumed that the derivatives for the complete submarine

can be found by adding the contributions of each of the components
( h u l l , p r o p e l 1e r ~ a p p e n d a g e s ) a n d i n c l u d i n g any i n t e r f e r e n c e effects
betveen components.

2. Accuracy

P a r t i c u l a r l y w h e n e s t i m a t i n g t h e e f f e c t s o n d e r i v a t i v e s o f small
changes t o the design it is important that great care is taken in
r e a d i n g v a l u e s f r o m t h e v a r i o u s f i g u r e s a n d in u s i n g i d e n t i c a l m e t h o d s
each time. The changes in derivatives may otherwise reflect the
different methods rather than the changes to the design.

3 . Hull

Many classical textbooks of hydrodynamics derive the forces acting

on a neutrally buoyant ellipsoid moving through an ideal, inviscid
fluid. If the ellipsoid baa an angle of attack to the floY &
destabilising m o m e n t a c t s o n t h e bodyt b u t n o l i f t i n g force. Lamb,
in Reference 2 derived the values o t tha destabilising moment for
a n e l l i p s o i d of r e v o l u t i o n i n t e r m s ot k a n d k t th e co et fi ci e nt .
x z
o ~ a d d e d m a s s o f t h e body i n t h e x a n d z d i r e c t i o n s . In the oon-
dimensional derivative not~tion he shove

' = Z 'q : M 'q = 0

zv M '." • (It
X·
- k Z)JIlI

.. ...
'
T hi s vor k .. .s ..ap pl i ed t o ai rs h ip h u ll s t n o ta bl y b y ~ k. R e fe re nc e 9 \--
....o o bt a in ed a n e xp re s si on f o~ t he d es t ab il is i ng mo m en t o n any
c l os ed bo dy o f re v ol ut io n i n p o te nt i al fl ov , th e "M un k m om en t ".
Ex p e ri me nt s . ..th. ai rs h ip hu l ls s ho v ed , ho v ev er t ha t th e as s um pt i on
t

o f p o te nt ia l f lo . . ..e d t o se r io us di sc r ep an c ie s. At an a ng l e o t
a tt a ck , a body of revolution does generate l if t an d t h e Mu nk mo men t
i s an o ve r es ti m at e o f t h e m om e nt in a r ea l fl ui d .

pInro po
a tt
seem
d p ti
t hng to s te
e e xi r i ev e o fa n a imvoprrtove xed t rthaieol ryan vd o nth iKas rmhan
d e nc as, siRen fe
ce rebe
ncen
e, ·t O ,
fOW1d e xp e ri me n ta ll y by H a rr in g to n, Re fe re n ce . _ 1. 1. Th e b od y ot
r ev ol ut i on ge n er at es li f t i n a ma n ne r similar t o t ha t of a l ov
a sp e ct r a ti o a e ra fo i l, vo r ti ci t y be in g s be d f ro m t h e after part o t
t he b o dy . ..e.re t he bo un d ar y la ye r is th i ck en i ng ra pi d ly .

Th is t ra i li ng vo rt ic i ty a s so ci a te d w i th l if t v il l c au se d
• • an , fo r su bm ar in es wi th st ab il is in s
ta il sur fa ces , body l i ft w il l interfere with t h e l i ft o n t h e tail.
The tail i s n o r m a l l y a very ef fi ci en t li ft in g surface co m pa r e d t o
the h u l l , 80 a method f o r a c c u r a t e l y e s t i m a t i n g t h e t o r c e l o n a bar.
hull should b e c o m b i n e d w i t h a m e t h o d t o r c a l c u l a t i n g t h e e f f e c t O D
th e t ai l f or c es .

A me t ho d si m il ar to t ha t us e d b y t he e ar ly ai rs h ip d e si gn er s ha s b e en
found t o give acceptable results:-

z~ • (Z~)TAlL

Mw' • 2 5 . ('Z') + m '(k - k )

- 1 y TAIL Z x

z~• - IZ~.)TAIL
2
•
M~ • (- ~) {Z~)TAlL

x • di st a nc e ot ta~": f-orward o f CG

Th e se eq ua t io ns t re at t he body,as~if i n p ot e nt ia l f lo v a nd ig no r e t he
e ff e ct s o f d o v n v a s h . T h e pred1ctlon o f t he se d er iv at i ve s vi ll ~ e
d is c us se d u n de r t he h ea di n gs o f h ul l a n d t a il fi ns but,it i s
em ph a si se d t ha t t h e h ul l de ri v at iv e s sO f o un d a re n ot 1n te n de d to
~ th e hu l l: th e hu l l an d t ai l d er i va ti v es m us t
r ep re se n t t he fo r ce s Ou
always b e co ns id er ed to ge th er .

Th e d is c us si on ab o ve dO~S no t m en ti on th e ef f ec t o f t h ep ro p U l oo r,
w h i c h i n ~ a s i n g l e sc re v su bm ar in e, ch a n g o s 't h e -t l o Y a _' b o u t th ea te r_ n. -. __ _,
<~endi~g;fobring it closer t o · t he potential.tloYab ou t th e hull.
I t is th er ef or e p os si bl e t ha t t he m et h od w i ll york e qu al ly v e1 l f o r
.: :
single a nd t.. .n. sc re w su bm ar in es .
 i
'"

Tbe ideal fluid forces and moments will be used for the effect of the
hull as explained above. Extending the equation to include the
horizontal plane derivatives we have

Z' • Z'q • M 'q • 0

Y'
v = Y'
r
a N'
r
= 0

M'
w = (k
z
- k )m '
x

N'
V
= - (k - k )m'

k ,k an d k a re t he ad de d ma ss co ef fi ci en ts fo r mo ti on in t he x ,
x y z
y an d z d ir ec ti on s, an d m ay be o bt ai ne d w it h su ff ic ie nt a cc ur ac y b y
c on si de ri ng i n p la ce of th e hul l an " eq ui va le nt el li ps oi d" . T his is
a n e ll ip so id h av in g th e s am e vo lu me an d l en gth a s th e h ul l, an d
th er ef ore th e s am e v al ue of m ' . T he r at io of th e tw o s ma ll er a xe s is
ma de th e s am e as t he ra ti o of th e p roj ec te d a re as o f th e h ul l in
pr of il e a nd i n pl an . T he m om en ts o f i ne rt ia i n p it ch an d y aw , It a nd
. Y
I may be ta ke n t o b e th os e of th e eq uiv al en t e ll ip so id a bo ut it s mid
z
length.

Ac ce le ra ti on de riv at iv es ( ad de d ma ss es a nd i ne rt ia s) a r e al so ob ta in ed
f ro m t he a dd ed ma ss c oe ff ici en ts o f th e e qu iv al en t el lip so id
__.
_ k
X!
u
= x
m'

y!
v = _"k m '
y

Z w! = _ k mt
z

_ k' II
M!
q
= Y Y

".
N!
___ = - k ' I'
z z

D if fe re nt ex pr es sio ns for th e va rio us co ef fi ci en ts a re fou nd i f t he

sh or te st ax is o f t he eq qi va le nt el li ps oid i s v ert ic al o r ho ri zo nt al .
E qu at io ns wi ll be pr ese nt ed her e fo r t he c as e w he re t he sm al le st ax is
is h or iz on ta l b ut t he ex pr es si ons us ed in e ac h ca se a re co ll ec te d in
parts 1 an d 2 of the A pp en di x.

I f d thc e w he
l eng b
an re th s of th e se mi ax es o f th e e qui va le nt e ll ip so id ar e a ,

& > b ) c

1
th en a • 2
 46 ,
'I,

bc 3 m'
:7=
a 1T

and b
- = .- _r-=-o_f_il_e_a_r_e_;,a""":"""o-::-f_h~ul=--'"""l
...
c plan area of hull

The added mass coefficients of an ellipsoid of revolution (b =

c)
are given b y Lamb, Reference 2, and for the general case, (a ~ b # c),
by Kochin, Kibel and Roz e in Reference 3. R e c e n t v o r k by t h e a u t h o r
has shown that, over the range of shapes found in submarines, the
coefficients may be derived from Lamb' s coefficients, k,f k2 and kl,
as calculated f o r an e l l i ps o id w i t h

length a
diameter = b

ky = k 2 ( ' + 1. 02 7 ( ~ - 1) )

kz = k 2 (1 + 0.964 (~- 1»-1

k' = k' (, + (1. 02 + 0.95 E .) (E . - 1))-1

Y a c

k' .. k I( 1 + (0.97 + 1.(4){.£ - 1»

z (~ _ 2) c
b

er-ror of 2 p e r
'I 'h e s e e m p i r i c a l
ange
equations have a maximum
. cent in the

a b
15 > b> 6 - < 2
c

and are sufficiently accurate fO r the purpose o t these estimates. 4

kl 'k2 and k' can be found from Figure A.l in the A.ppendix •.

T h e moments of i n e rt i a o f t h e e l li p s oi d are found to be

ml c2 2
.- (1 +
II.
y 20 az) II..
z
~(1 + b )
20 az
 4. Propeller

Apart from the effect on the flow over the body the propeller
as a fin-effect of its own. For a propeller in open water there
~ r e a n u m b e r o f p u b l i s h e d p a p e r s giving methods of calculating the
~ide force in non-axial flow.

One of the simplest is by Harris ( R e f . 4) a n d g i v e s :

z.,' = y ,
v
= -4.24 D2
12
(K ~ ~2 dKQ)
dJ
J - " '\o! -

where D is diameter of propeller.

This assumes that the tangential force is distributed uniformly

along the length of the blades but little error occurs if this is not
so. If the tangential force d i s t r i b u t i o n i s o f t h e f o r m r 3(1- r ) 2
(where r = r a d i u s / m a x r a d i u s ) then the error is only 5 % .

Evaluation of this term involves a knowledge of wake and

pr op el le r ch ar ac te ri st ic s. If t h i s i s n o t a v a i l a b l e t h e w a k e f r o m a
similar ship can be used and propeller data obtained from data sheets,
Ref. 5.

Th e propeller on the submarine is no t in open water and its

real incidence to the flow may be different to that of the hull. In
p a r t i c u l a r t h e i n c i d e n c e o f t h e p r o p e l l e r will b e a f f e c t e d by t h e dovnvash
behind the rudders and stern hydroplanes. H o w e v e r i t i s suggested
that no correction be made to the open water derivative, which is usually
small compared with hull and fin derivatives.

5 . Fins

There is a vast amount of data available concerning the lift

characteristics of the aero foil-type appendages which are common to
aircraft, submarines, etc. Most of this data comes from the aircraft
field. R e f e r e n c e 6 c a n b e u s e d t o c a l c u l a t e t h e l i f t s l o p e (6CL)/(oa)
of isolated low aspect ratio aerofoils and shows clearly the effects of
the major design parameters. T h e d a t a f r o m R e f . 6 can a l s o b e u s e d t o
calculate the interference effects for fins mounted at the tail of a
body (such as stern hydroplanes and rudders). Ref. 7 can be used to
calculate the interference effects for fins mounted where the hull is
cylindrical (such as the bridge fin). Ref. 7 can also be used to
calculate vortex interference effects.

6 . I s o l a t e d Wi n g s

igure 2 ( f r o m R e f . 6 ) a l l o w s t h e l i f t s l o p e a l (-~ 6~~L)

O Y ] to be
estimated taking account of the effects of:
 48
I

b2
aspect ratio A ==
s

1 root chord
taper ratio - =
tip chord
(A i s al so s om e ti me s referred to as taper ratio)

trailing edge angle

size and position of control gap.

The method of using this figure is described on the page following

Figure 2. Figure 3 gives the effect of end plates on the effective

The effect of control surfaces (flaps) can be estimated

using figures 4, 5 and 6. The lift slope due to the control surface
a 2 (= = (dCL)/(3&)) is given by

= a1 x x n x f

a2]
(-a1 s i s the effect of control chord ratio (: t (
c o n t r o l c h o r d A F T O F H I NG E L I NE )
total chord

and is found from figure 4.

n 1S t h e e f f e c t o f h y d r o p l a n e shape and control gap and 1S found from

fig. 5.

f is the ~orrection for controls which do not extend over the whole span
and is found from fig. 6 . The method of estimating a2/a1 from these
figures is given in the Appendix.

7 . Bridge F in

Reference 7 g i v e s c o r r e c t i o n f a c t o r s t o liftf o r p a i r s o f f i n s
mounted on a cylindrical body. The correction factors are applied to
the lift slope of a wing consisting of the two opposite fins removed
from the body and joined together at the root. a2, the lift slope of
t h i s w i n g , can b e o b t a i n e d f r o m f i g . 2 a s d e s c r i b e d a b o v e . The correction
factors for the interference effects between fin and body are given
i n f i g . 7.

The factors required for the stability derivative are K w ( ) and

These apply to the case when incidence is on both fin anH body.

Derivative of isolated wing = - :l0al

S
.t
where S is fin area.

Derivative of fin and body combination

Z'w = (KB(w) + K w ( B) ): 2 al
 V a l u e s o f ( K B ( ) + K' w' (B lfo r" "f in s mo un te d sy mm et ri ca ll y on an
e l l i p t i c a l b o d y a r e g i v ~ n i n F i g . 8.

8 . Bo' w'Pla nes

The same methods can be used for the stability derivative of

the bow planes if they are mounted at mid-depth of hull. The
correction factors required for the control derivatives are kW(B) and
k B ( ) f o r t h e c a s e ' w ' h e r et h e r e i s i n c i d e n c e o n t h e f i n o n l y
wand t h e f i n i s a n g l e d ' w ' i t hr e s p e c t t o t h e b o d y . These are
also given in Fig. 7 for circular hulls, and an estimate for elliptic
hulls in F ig. 9.

Control derlvatlve of lsolated 'w'lng =

Control derivative of fin and body combination

zt
s =
,O f t e n t h e b o w p l a n e s a r e s i t u a t e d h i g h u p o n t h e h u l l . F i g . 10 g i v e s \
correction factors for stability and control forces for planes not
mounted at mid-depth of hull. Also the bow planes are often fitted \
c · o n - - s h a f t sp r o t r u d i n g f r o m t h e h u l l s o t h a t t h e r e i s a l a r g e g a p b e t w e e n
plane and hull. Sometimes the shaft is faired to form a fixed 'wing'.
In such cases it is suggested that the lift be taken as that of isolated
'wings' of some area and aspect ratio of the planes only, for both
stability and control. From model experiment data it appears that
this under-estimates control forces and experiment values are about
1. 5 t i m e s l a r g e r f o r l i f t a n d a b o u t 2 t i m e s . l a r g e r f o r m o m e n t t h a n
values calculated as above, ignoring vortex effects.

Sail Planes (Bridge F in Planes)

If the chord is much less than the chord of the sail (bridge
fin) it is likely that the effect of the planes on the sail lift is
small and can be ignored. The lift of the planes can be obtained
from that of an isolated aerofoil consisting of tvo planes joined
together at their roots.

9 . St e r n H y d ro p l an e s , a nd R u d de r s

Reference 6 gives the correction factor ( K W ( B ) + KB(v))*for

p a ir s o f f i n s m o u n t e d n e a r t h e t a i l o f a b o d y .
T h i s i s r e p r o d u c e d i n F i g . 11; t h e c u r v e f o r b o d i e s w i t h f a i r e d e n d s
should normally be used. Note that this correction factor must be
applied to the lift slope of the "gross" wing - formed from the two
exposed fins plus the imaginary fin between them. No values of the
correction factors for the control term are available for fins mounted
at the tail of a body. It is assumed that the ratio of control and
stability correction factors will be the same as for fins on a
cy l i nd r i ca l b o d y.
 50

kV(B) + kB ( )
Figure 9 g iv e s v a l u e s of v extracted from
K....
B ) + KB(v)
Fig. 7 w h i c h c a n b e u s e d v i t h (Ky{B) + KB(v))* to get the correction

factor for the control derivatives.

Ad di ti on al co rr ec ti on s IDaj' b e r e q u i r e d d u e t o t h e e f f e c t o f
trailing vortices from the bay planes and the bridge fin. These
effects are considered belay.

The upper and lower rudders are otten very different because
o f th e re st ri ct io n s o n t h e d r a u g h t o f t h e l o w e r r u d d e r . In this case
the rudders should b e treated separatelY, the equivalent ying being
taken to be the rudder plus its image in the plane of the bydroplanes.

10. E f f e c t of Trailing Vo r t i c e s

Trailing vortices from the tips o t the bridge fin and boy planes,
w h e n l i f t i s d e v e l o p e d , ¥ill attect the lift p r o d u c e d t r o m the upper
rudder and stern planee. T h e v o r t i c e s s t r e a m i n g p a s t t h e h u l l may
a . 1s o i n d u c e l i f t on t h e hull. F r o m d a t a g i v e n i n R e t e r e n c e " ~ " t h e
e f f e c t o f t h e s e v o r t i c e s o n t h e l i f t o t t h e s t e r n surfaces can b e
v e r y l a r g e , p a r t i c u l a r l y on t h e up pe r ru dd er .

Wh e n incidence is present the vortex vill Dot follow an axial direc-

tion and its effect on tbe st e r n c on t r o l surtaces vill diminisp with
lateral separation. But DO vortex vill occur u n l e s s t h e r e i.
incidence t o create lift. T h u e a Don-lioear ettect vould b e e x p e c t e d .
F o r the linear derivative the vortex i. considered to tollov a stream-
line f o r t h e condition o t no i n c i d e n c e . T h e st ar ti ng po si ti on o t
t h e v o r t e x d e p e n d s on the geometry o t th e "v ing " "bu t t o r mo at pr ac ti cal
cases it may" be taken at 80 p e r c e n t s p a n ( m e a s u r e d trom"' hull to tip
of ring).

The streamline can b e traced using slender body principles and i 8 a t

radius t trom axis o t hull vbere

f2 • r2 + t 2-r2
v y

r • radius ot hull

t v ' rv define starting position (see Appendix part 6 ) .

Th e ci rc ula ti on o f e a c h t i p vortex f o r f i n a f i x e d t o t h e hull i.

given i n Reference 7~as ~
 51

I t is s ee n th at t he circulation ~8 proportional t o t h e angle ot attack

~ a nd t h e velocity:

-.
r
V

where LW(B) • lift o n fins only when attached t o body.

Kw(B) ~ correction factor f o r lift on fiDS i n presence or body.

S _, = exposed area at both f in s •

(Reference '7 ' deals with ey:mmetriceJ. pairs ot tins)

'(a) , v • lift curve slope ot equivalent isolated ving.

K..,(B) an d (a,)._, must be calculated using the me th od s o f Reference )2,

ie using part 4 b o f t he a p p e n d i x a n d F i g u r e A T . F o r t h e control
der iv at iv e w he n incidence i s o n th e ti n o n l y w e find

(a). Lift on Stern. Planes Due to- Vortices from Bow Planes .'

Figure A 12 o f t h e app en di x gi ve s t he i nte rf er en ce f ac to r' i. wh ich i s

us ed as follows. Th e su ff ix v ( Yi ng ) re te rs t' o the b oy planes a nd the
suffix T (tail) t o t h e stern p l a n e s . The lift coefficient o t the stern
planes du e t o th e vo rt ic es ia g iv en b y

2
Q
Sy (~v)
T b e r e f e r e n c e a r e a f or t he l if t co ef fi ci en t i8 B y ' t he are a ot t he vi ng ,
80 the de ri va ti ve be co me s

Z' "" S.., (C L )T = _ t.. (L )

w -17 a i- aV

b
T
where 2.:xposed span ot o ne plane

ot
~ " "e ff ec ti ve aspect ratio tail
The values of (a,)T and ~ must a ga in be c al cu la te d using th e m et ho d o r
Reference T ~ which applies only t o f in s mounted o n c yl in dr ic al bu ll s.
To d o t hi s th e ta il su rf ac es ar e co ns id er ed to be a tt ac he d to a cylin-
d r i c a l h u l l v he re r = radius o t hull a t m id ch or d o t tail. Th is i s'
T
 52

illustrated in part 6b of the appendix. N o t e · t h a t i ,i s a l v a y s

negative so that this component of Z' is positive - this vortex effect
."
is destabilising. For the control derivative the value of' r is
changed a s s h o w n previously and

T h e m e t h o d g i v e n a b o v e a p p l i e s it_ t.p_e._'bQY" lanes .are. mounte d n e a r t h e

axis of the hull __ I f t h e boy p l a n e s a r e m o u n t e d h i g h u p o n t h e hull
t h e v o r t i c e s ' - v i l l s t r e a m avay from t h e s t e r n p l a n e s v i t h b o y - u p
.incidence and closer to the stern planes with bov-dovn incidence. This
may account for the difference in the values of stability derivatives
for bow up and b ov-doYn incidence obtained in model experiments.
Experiment results also show that, for the control derivatives of the
b o v p l a n e s , t h e c e n t r e o f p r e s s u r e Ot t h e p l a n e s i s f o r w a r d o f t h e p l a n e
position. T h i s i s c o n s i s t e n t v i t h a negative lift on the stern planes
caused by vortex interference. Thus i t a p p e a r s t h a t t h i s e f f e c t cannot.
be i g n o r e d . F o r t h e p r e s e n t , i t is su gg es te d t h a t t h e v e r t i c a l .
separation o f t h e s t e r n p l a n e a n d t h e t r a i l i n g v o r t e x from t h e bow
plane b e c o n s i d e r e d a s ~ a l l a n d t h e i n t e r f e r e n c e f a c t o r g i v e n i n
Figure A 12 o f t h e a p p e n d i x b e used.

..;

~}. --Lift On the. U p p e r R u d d e r D u e to' V o r t e x from Bridge Fin

The s a m e m e t h o d as· (a) rr/a.y be used 'b ut th e fcrmUla f o r t h e d e r i v a t i ve

m u s t b e c h a n g e d a s t h e r e i s o n l y o n e firi.--It i s a s s U m e d t h a t t h e t o t a l
to rc e is -h a lv ed .

.:
 53

(c) Lift on hull due to trailing vortices

The image vortex i n the hull is at radius r2/f, so that the

separation of the vortex and its image is

( se e Pa rt 6 of the Appendix)

t h e B by o ucnodn s iv do er rt ae tx i, o nt h eo f s tt ah er t iinmgp u lv so er t eoxf at nh de vt oh re t etxr a irliinngg f vo or rm te ed x b y

and its image (Ref. 8 ) , the lift is given by
d r2
d t (o rH)- p rv( r - f)

H = area enclosed by vortex ring

L i f t o f p l a n e o r f i n = prV(f w - r w 2 / f w ) w h i c h h a s a l r e a d y
been taken into account
r2 r 2
A d d i t i o n a l l i f t o n h u l l = p r V ( f - - - - f + __o _
f W fw

where the circulation r = Va K w (B)a 1w)Sw

4 ( f w - rw)

To find the centre of pressure of this lift it is necessary

to plot the differential of the separation of the vortex and its image.

It is probable that this effect is small~ and it may be negligible.

For example, if f = 2r ,
\o f W

Lift on fin = 1·5prVr

Lift on hull
due to vortex = Q'232prVr
w
, 1. e . 15 ' 5 p e r c e n t l i f t o n f i n .

11. M o m e n t derivatives of propeller, planes etc.

T h e l i f t d e r i v a t i v e i s m u l t i p l i e d b y ~ , w h e r e x 1S t h e d i s t a n c e
forward of the centre of gravity. F o r s t a b i I i t y t e r m s t h e a chord
position should be used. For control terms use ~ chord position on
all-moving surfaces~ otherwise take mid chord, or shaft position.

12 . C u r v a t u r e derivatives of propeller, planes etc.

Control derivatives are not affected by curvature. For stability

terms, the incidence due to motion of the CG ~n a curved path is:
x
ho r iz o nt al pl an e - r'
9.

x
ve rt ic al p la ne - - q'
t
 54
1\ !

x
Hence for fins etco ylr = y'v -
°t

N'r .. Y' v{~) 2

z' .!
q
= w 1
Z'
M'
q
= Z;(i] 2

The effect of curvature on the vortex derivatives is as

foll o ....: ..
Xv Y'
Y r(vortex)
' = .t v( vortex)

Xv Nt
Nt
r(vortex) = t V(vortex}

where x......
e f e r s t o t h e . . .n.g...

13. Summary
The derivatives for the complete submarine are the sums o f
the contributions from the relevant components. As an aid to
computation the signs and orders of magnitude of the various •
derivatives for a typical submarine are given in Appendix 3 .
REFERENCES

1. Ae ro dy na mi c Th eo ry by W.F . D u r a n d . V o l . VI, Division Q.

Aerodynamics of Airships - Max. M. Munk.

2. Hydrodynamics by Lamb.

3. T h e o r e t i c a l H y d r o m e c h a n i c s , b y N.E. Kochin, I.A. Kibel & N.V. Roze.

1964 In te rs ci en ce Pu bl is he rs .

4. ARC R & M 4 27 (1918) Forces on a propeller due to sideslip.

R.G. Harris

5. R I N A S p r i l 19 5 3 . Effect of pitch and blade ~idth on propeller

performance, by R . W . L . Ga w n .

6. A R C R & M 2 3 08 ( 19 5 0) An analysis of lift slope of aerofoils

of small aspect ratio, including fins, with design charts.
D . J . .L y o n s a n d P . L . B i s g o o d .

7. N A C A R e p o r t 13 07 . Lift and centre of pressure of wing-body-tail

combinations at subsonic, transonic, and supersonic speeds.
W. C . P i t t s , J . N . N i e l s o n , G . E . K a a t t a r i .

8. Theoretical Aerodynamics b y 1M . M i l n e T h o m p s o n .

Vo n K a r m a n T . T h e C a l c u l a t i o n o f P r e s s u r e D i s t r i b u t i o n s on
Airship Hulls. NACA Technical Memorandum No 2.

10. Harrington. An A t t a c k o n t h e O r i g i n o f L i f t o f a n E l o n g a t e d
Body. Daniel Guggenheim Airships Institute Publication N J 2 .

-+

'.'
 -Appendix

CO L LE CT E D DAT A F O R CAL CU LA TIO N O F DE RIVATIVE S

Part 1. Hull Derivatives When Shor tes t Ax is is Hori zont al

a. EQ ui vale nt El li psoi d

m' =
1 be 3m'
a ::
2 az = Tr

b ::
P r o f i l e Area o f H u l l
e Plan Ar ea of H ull

m' b2 • m'
= -(
20
1+
-)
8,2 I~ = 20 (,

b. Ad ded Ma ss Coefficients

: is fou nd from abo ve equ atio ns and t h e n k " k 2 a nd k ' a r e

obt ain ed fro m F i gure A ll

(!!. - 1»)-1
Then k
x = k, ( 1 + 0.772
c

y = k2 ( 1 + 1. 027 (-
c
- b
1 »)

.- 0.964 ( E . _ 1) ) - 1
k
z k2 ( 1 + c
b b
k' = k' ( 1 + (1.02 + 0.95-)a (-- 1»-1
y c

(- - 1 )
1.04 b
' = k' ( 1 + (0.97 + )
z c
(!. - 2)
b

e. Derivatives

Z' = Z, = M' = 0 X!
u
= - k
x
m'
q q
'"
I v' = Y'
r = Nt
r
= 0 y!
v = - k
y
m'

M'
w
= (k
z
- k ) m'
x
Z w! = - k
Z
m'

NV - (k -k . Mq
! :.
= X) m' - k'
' It
Y Y Y

N! II - k' II
r z z

..~
 ,-\.C

Figure A 1

ADDED MASS COE F F ICIE NTS F O R PRO LATE E LLIPSO ID

(F RO M LA MB 'S HYDRODYNAMICS)

k1 Longitudinal

k2 Lateral

k I Rotational

0.05 1. 0

, .

. I •.•.

0.04 1------+~~--~~--~.--._+;.-.---~.r-~--~--.---lO.95
~ 'r-. L 1 ._ •

.. . . I··.- .
_ .. !.- _.

0.03 ----~--+---~--~---+---i--~~--t-.-_- .l-·-·-·---t-·.-·~. L_ -+

.-. ...
~_
~i-·-.---~O.90
~ 1_ ___

l ,
_ I

..~. -
r

~- _ ..
k , .k '
- ---""! . -.. - 2
"". - "I . -" .
•_ . ,_ - -I- - - ....

0.02

0.01
~~

_T
__

._ _
_,_

,
,
_ •

"_'L .+--- .. .t. _~ .

, .
..
+ _ - _

-_ .
.
.... - i. _• . • -+

-,
• • •L_ ~ ,_+-,-,._._
_ .. : - -- ._ - --~-,.._-- ___ • _L• ~ ,_ ~ • _ __ . _

o . I .: ~.:': .: :. ~ ._. __ ..,- --

+--- -- . .. .. .. :.. --- ---- --
--- j --- ..
-'--·1---'-- 0.75
4 5 6 7 8 9 10 11 12 13 14 15 16
Part 2. Hu ll De ri va ti ve s When S h o r t e s t A x i s i s V e rt ic al

a. Equivalent Ellipsoid

m
m' =
1Pl!
1 bc 3m'
a = 2 :"I
a = -'II'

b Plan Area of Hull

= Profile Area o f H u l l

II = m'
20 (1
'I

b. Added Mass Coefficients

~ is found from the equations above and k" k2 and k tare

obtained f r o m F i g u r e A 1.

then k
x
=.k1 ( 1 + 0. 7 7 2 ( ~ -
c
1» - 1

k :; k (1 + 0.964 (b - 1)-1
Y 2 c
b
k
z = k 2 ( 1 + 1.027 (-e - 1»)

k'
y
:;k' ( 1 + (0.97 +
a
1.04
(-bc -1»
(- - 2)
b

k' = k' (1 + (1.02 + 0.95 :2.) ( E . _ 1)-1

z a c

c. Derivatives

Z'
v
= Z'
q
:; M'
q = 0 X ! :; - k m'
u x

Y' = X 'r :;N' = 0 y! :; - k m'

v r v y

M 'y 1: 1
(k -k ) m' Z w! • - k z m t
z x

N 'v (ky -k x) m'

.
M! iii - k' I'
q Y 1

N! • - k'
r z Ifz
 _'\I,
•• c,

Part 3. Lift on an Isolated Wi n g

Spanviu Flap
Extent of Chord
Flap Cf
Control
Gap
Span b

Root

a. Method of Estimating a, for an Isolated Wing

Ne ce ss a, ry Da ta

Trailing E d g e A n g l e o f Wi n g S e c t i o n .

Control G a p S i z e - if < 0. 002 5 x MEAN CHORD treat as

sealed
i f > 0. 002 5 x MEAN CHORD treat &9
unsealed

Control Gap position - measured from trailing edge

and expressed as a percentage of the wing mean chord.

2
Effective Aspect Ratio ~ = A = bs- (but s e e b below)

. Root chord
Taper Ratlo = Tip chord

(The flaps are treated as full span flaps at this stage.)

 II
1

F ig u r e A 2 . L IF f O N ISO L A TE D W IN G

In
to i

'Z
Q
~
j
tiC l
§

~~f
'ob

•
I!j

0 \o J

oct
~
..
IL
J
..
If)

@
«
I
t-
O .
W"
In
Example of Method

To estimate the lift curve slope for an isolated ving as follows:-

Trailing edge angle = 14 degrees

Unsealed full span control gap a t 4 0 per cent of the mean
chord ahead of the trailing edge.

Effective aspect ratio = 4

Taper Ratio = 1.5

U s e Figure A2: the trace A B C D indicates the method adopted.

1. A vertical line A B is drawn through 14 degrees on the

T E angle scale to meet the appropriate gap correction
curve (ie gap at 4 0 per cent mean chord ahead of the
TE) at B.
2. From B a horizontal line is drawn to meet the aspect
ratio correction curve (A = 4 ) at c .

3. From C 8vertical line is drawn to meet the taper ratio

c o r r e c t i o n c u r v e (1 f A = 1. 5 ) a t tl.

4. The required value of 8, is read off the circular

scale ie a, = 3.45.
 I

b. Method of Estimating.Effective Aspect Ratio of Isolated

Wi n g Wi t h E n d P l a t e s

If the wing is fitted with end plates the effective aspect ratio
~ is greater than the geometric aspect ratio A
__ b2 )
( as shovn in Figure A3.
S

Figure A3

IN C R E A SE IN TH E E F F 'E crIVE A SP E C T R A TIO O F A W IN G D U E TO E N D P L A TE S

2.0

1.9

1.8

1.7

~ 1.6
A

1. 5 .

1.4

1.3

1.2

1• 1

1.0

0 0. 1 . 0.2 h I 0.3 . 0.5

.b

b •I
c. Method of Estimating·a for an Isolated Wing
2

Necessary Data

Trailing edge angle of wing section.

C
C o n t r o l c h o r d AF T O F HING E LINE f
Control chord ratio = ~=T~o~t~al~a~e~r~o~f~o~i~l~c~h~o-r~d~~~~~ =-
C

Percentage balance, nose shape and gap, for set-back hinge,

spanwise limits of control expressed as a percentage of the
sem l. sp an.

(Note:- i f t h e i n b o a r d e n d o f t h e c o n t r o l l i e s o n o r near
the side of the hull it should be treated as though extend-
i n g t o t h e Cl..)

Taper ratio.

Example of Method

Consider an isolated wing having the following data.

TE angle = ,5 degrees
C
f
= 34 p e r c e n t
C

30 per cent blunt nose balance, gap unsealed.

b b
Spanwise limits of control 0. 1 2 to 0 . 9 2

Taper ratio = 2.0

From Figure A4
(:~)s 0.62

From Figure A5 n := 1.07

From Figure A 6 f = 0.95 - .13 = .82

Hence :~ • (:~). x " x f •0.62 x , .07 x 0.82 • 0.5.

Note:- All-moving control surfaces h a v e &2 • &,

 A9
,I
~-----.-.
1.0
F igur e A4 Tra.ilihg IEdge . Angl~ = 5°
--~;.-.-j__---: I
... .
= 10° 0
L IF T D U E TO . !
CON TROL F LA PS
. I .
= '6
0. 8 ___.----!I
----~ =--~.
=25 0
I·

· 'I"

i
• t
0.6 , .
·. . r
: : i ~: - .: i
a • • r : : !_ . .: , 1
( 2 /a,)
s "
".
.. j,
j ..
..
-
'I

0.4

0.2
·. . :: :)- :-~: ..... i ::.:
· .... I .-. .. ... '"
1'' tI-
• •• •• 1 • ••• o o T • I .-. •. -••.... __• L •

~~- ... -. -.-.-.~ .

. i ...
,_ I
.. :: l .. . .. ..:
o
I
l~~:
. ! . - ...

0. 2 0.4 0.6 , 0.8 1.0

C
rl
c
F igur e A 5
Variation Of(a2 /a 1 )s wi th c o n t r o l c h o r d a n d
LInD U E TO
tr aili ng ed ge angl e f or fu ll-s pan cont rols .
CO N TRO L FL APS

1.3

1.2

1• 1 ;..,...i·.."
••••• I ••••

" " 1,

- .. , .
. ,1 +

1.0
0 "" . . . ~..
. 1 :0
I

o,q

••.• t· _: ,. . _--_ ...

•
.- - .. -~
~-

0.&
o 10 0 30 40 50 60
Corr ecti on fa ctor app lied to 8 2 /&1 for full- span
balance and gap.
 A10

F i gur e A6

L IF T D U E TO C O N TR O L FLA PS

, .0 j
1
. i
-- ..- I .._..._...-.
_.' --'1'-
·. . . i.. . .
! . ~. ~.. : TAPfR ~ATlO I
.4-.0 .
0. 8
Part span control
factor f. ....i._-

.. , ... . .
!

0.6 ·... I .
.. . I .
2/a for part-span control
1 ·. . '1 ' ..
=
••••••

-~--.
&
2/&, f o r fUll-span control
0.4 ... I' . j .•.•
...I ...... I····
. ! . . .. ., ..... t - .••

.-_- - '~I-:-'
..!. .. .
,
:-"- +-:-:-.-:', -< -;_ _ -
• .• • t : • .•
0.2

o
o 0. 2 0.4 0.6 0. 8 1.0
1- 1-
Centreline Tip
Sp anv ise e xte nt of con tr ol
Cor rec ti on fo r pa rt- spa n con tr ol
 A il

Part 4. Derivatives o f Wing~~y Combinations

a. De r iv at i ve Eq ua t io ns

F or hydroplanes or horizontal fins

z· \I
=

Z'
IS
=

(The formulae for moment and curvature derivatives are given

in Part 7 of the Appendix.)

F or rudders or the bridge fin

Y'
v

yt
IS

a a 2 and S refer to the equivalent isolated ving.

"
b. Fins on Cylindrical Hulls of Circular Cross Section

Equivalent Isolated Wing

(f in s jo in ed a t root)

a , and a are calculated using the method of Part 3.

2

K v ( B) ' K B( w ) ' k w ( B) and ~(v) for this arrangement are given

i n Figure A7.
Note: I f o n l y o n e f i n i 8 present (bridge f i n ) t h e co n s t a n t a
a r e evaluated a s if there were a pair of fins, but S is t h e
area of one tin only, thus halving the deriv&tiv~.
 Figure A7

CO RR E CTIO N F ACTO RS F O R LIF T O F F INS O N CYLI NDRICAL BO D IE S

O F CIR CU L AR CRO SS S E CTIO N I--~ -"
"-~
I'
-:
-----'
--------'
.I .
-------
2.0 ... I . . . .. ! .• >

-~--~-:-~~~
! .
_
: :_;~~~l-~~
L ••
-
i .: :: . -- -. I ' . --
.. i ... __ -- - - ! .-- ; .
.

1.8

.. ;
1.6
- I
, , -!
!
- I -
- I _

1.4 . . . ,

K....(B)

1.2
KB('W)

k....B)

kB( .... 1.0

.8

.6

· ..
.. ._
. i ._.
..
.. . .

- ._ - 1 -- - •
- •j • . ....... _. .• -! - .~- -

.4 •

,
••• •

•• -
1-

1 •• -._ .
_... !.._-._

. :.. :j : :. ~,: ~ -.:- :- ~ J- ~ - ~ - ~ ~ · .. .'.-~ ... . .

•, ._- - 1'- _ ••
••• • I ._ •• • _ ••• 'I .o .
• _- 1 .. ·- ... -1 --
-- -- !-'
.2 -"_ . I... ,
..
·.-, . I·
·'
• • ' j _-. · - -~- ..

•._ -, .•. j .- .•.

1.0
!.
S
 A 13

Figure A 8

CORRECTION FACTORS FOR STABILITY TERMS FOR FINS ON CIRCULAR AND

ELLIPTIC HULLS

9 ,,
I
,, .
I

,. I
· ·.........._1--···--· '_-I. .1 __ .. ·.. ......__
:
·_··
I
............- 1

I
8

7
.:
'-1
..... ,
6
- -. ~-'i' --- •..•.

_.. .
••

··. ... ... _ r '__ __--.

~_"_ _4 __ 4_ _• ~
_ _; .
• • __

-.- ...-; ...

.,._
-. - .. . ..... -. -

r-' __.... ~.

-- ·.' 'l- ' -

. .:

__"0
-'
4
-
-

- .......

•
• •
•
: ..--- ..
•
_--

. ,..I .
. t :.: _: : ....i.

:::I.:.:':
. " I , ,
· ._ . I . , .
.......
___-
, "I '"
.L--_~ __ •• ~..

• . 1
" !

3 , ,,
., ! I .. ;
. i I' ! . I
· ., I
:. [.2 i_~_'
_'~
''-'-r'' _.__ ;

• T ••~••

'j' - -.
i , ... r : ....
2 , , 1

:.i :. . ,"
._
' .--1
..-~. '-"'1-""-
f ••
,,_,.
...- ! ....
_'.-. ..... _• . 1. _;_, ..

: .:': r- :: :~ -: ! .
i ::~:: ..
_ ... I
: .: ..: 1. :. :::: -:
._. __ . I " •
.-.. --_
, ......
. ." . I···..· _ 1 •• -- - ••,

.. ! '. ...
o
o .2 . 0.+ o.s 0. & r .+ I,b .8 ZO 2.2 2 .4 Z .b

!
'D
 Figure A 9

CO RRECTIO N F ACTORS F O R CONTRO L TE RMS F OR

F INS O N CIRCULAR AND ELLIPTIC HU LLS

I~-:-~~~:-.: r:. -~-:

~--'-'-:'I':-~':-':--:~l
~ . .: .~. : .: :. .. ': I
1.0
I
.....
...•..... I .
j' .'
....
1 ..
"1'
• •. ! ... '1 ,
0
<, i .: .. :'::.: .. i:::. ::.:: I:: ~.:~
\ ',;_ .---------:-- ~ - .-;-. - -. -:~ . , .. '. B
'''-. - •• ' • . I .

\ ~ ", ;.......... . . • .. : ., ..•1 ... D

I----\~,\ :: '"
.'
·. .
l'\:\ \
\!.....
;"-.. ..
- ~
I •~
__ :.
.~.
I· .
<-;:
- [:
.-
r- --.
.:
.!... .
.
:::. i: :
!-- ..
·-- ~ 1\ '" .. . ~. . . . __ . ' - ..'

~~::~~
:\--~":~,
~:::-:
~~-:::.:
~t:-: 0. 2
0. 8
.:~ I

: .: ~ ;.:.~-.\~\-
\\ :~-:. -;: :'-
:-" ...
:~tt~'~"f~.~:-:;
. .~~::;;'; . ;. ;~ :;. ::
~~~~ ~; ..
· . ··1 '. t .".. ......
;._
,....".-";.;..;;.:
'
kv(B) + kB(v) •.•
·. -........
j ._ -. \
'\''\
", . r -..._ ...
. I ..... . -;
: .............
.. , "'. . -" r' -
-.1. ... --' _. ..
_. . ! .•.
!._ 0. 4
0.1
Kv(B) + ~(v) :: ~ -~i. : ': .:-:\ \ -, " K"I, :~,..' :.:..' .-.
:':'~1'::. ::::: .:":
· .. I-
· .•
--.
-! ....
-
..-\\
- " ':..'i. .. 'I, ' , .. ~ ....,- .. b.,;..,: I'" ..__
1 ..••
.

· .: _..:- ,;: .~ :· :· :-"'-'1"-\'"

... :· :: :_l- \~" :~" .N,;-· '.. I: .-.,,::~ .:- - : ~ ~ ~ ~I""""
, . 0.6
·..-I
... ...-i .-. "i"" ;'".
. ..; ~...
_...:-..
0.6
· .- 1 -·' -" : :·~_:i::::::~.~~.\,:. :"I'~ :.: ::",~.:.::~
:. :.:.: 1 : :- :',' ." '_ ," ..... \; _ "" . _.,,~:!~ : <
0. 8
:~: : ~:~~~~.:~';-=~~:-:.S~'<: I::"~;:.-.• ·1 >K" :: ~ -.

0. 5 --. - !
:>~,~,'~>K~:':~~,:.:::. :~-:!
:: ::.;::-:-:·.:::~f~:~.~:~L• C ...3......30 X .
...
. . , .0

1. 2

0. 4 .... -.-- ...... ,. . .... _.. , " .. I' ~

, .6
-:::::::- :.~'~~~;~::' ::~~-:::i
, ., .-_ . - :: .:.:-1 = ::~ .... ~

. 1 -'"
... _...:.~:l :-:: . ; 2.0
0. 3
o .2 0. 4 .6 0.8 1.0

B
B + b

FULL LINE. fROM F"GUREA7.

C/io\I~ DOTTED UN~ EXi'RAR:)\..ATEC.
 A i5

F in s o n C y li n di c al Hu ll s o f E l li p ti c C ro s s S e ct i on

eq uiv ale nt is ol ate d win g

(f i ns j oi ne d a t ro o t)

a, and a ar e e v al u at e d fo r th e e q ui v al e nt is o la t ed w in g us i ng
2
t he m e th o d of Pa r t 3. (Kv(B) + ~( w _ ) . fo r t hi s a rr a ng e me nt
i s g i ve n i n F i gu r e A S .

(kW(B) + kB(v) m a y th e n be f ou n d u s in g F ig u re A 9 .

d. F i n s Mo u nt e d A w ay f ro m t h e Ax i s o f Cy li nd ri ca l Hu ll s

-··8])

e qu i va l en t is o la t ed w in g
( f in s j o in e d at r o ot )

8 a nd 8 a re e v al u at e d f o r th e e q ui v al en t i s ol a te d w in g u s in g
1 2
t he m et h od o f Part 3.

and ar e g iv e n

in F i gu r e A1 0 bu t ap pl y o nl y t o fi n s o f ve r y sm a ll s pa n co m pa r ed
t o th e di m en s io n s of t h e hull, ie

b
--+0
B
 A16

Figure A10

C O R R E C T IO N FA CTO RS FOR L IF r OF HYDROPLANES NOT M OUNTED ON A X IS

1.0 I,
. .
- .

,. . ." 'I'...
.. -
. - .
.. , ...

0.8

0 .6 . ". , I..., .

: . : ~i :'. . : l( e : .: .. .:' :~ ;. .
and ~~"BLISJ N~ ": .. . ~:.:;: ,:
.• - .. j. .
... _.I .
,..
... ..
- '1 - .
H •••
••
... ,...
.. j •• ,. . .- ~ . • , _ .. .
0.4

0.2

0
0 200 400 600 800 900 9

= Kv!B~ + KB~V) k = kv(B) + kB~w2

Ke .!
(1 +- BD y e 1
D
 A 17
I

e. F ins Moun ted at the" Ta il of Hull s o f Circul ar Croe s Sect ion

l_ - + -
E quiv alent iso lated wing
(includes pal t 'ue t~ee n root s)

8
1 and 82 a re e valuated for the equival ent isol ated wing usi ng
the method of Part 3 . I t should be n oted tha t in this case the
equi valent wi ng includ es the p art "buried " in the hull between
the fin roots. (Ky(B) + K B(w» * for th is ar rangemen t is giv en in
Figure All. ( kw (B) + ~(w)) may then be found us ing figure A9.

Figure All

C O R R E C T IO N F A C T O R S F O R T H E STA B IL ISIN G FORCE

D U E T O F IN S A T TH E T A lL O F H U L L S O F C IR C U L A R C R O SS SE C T IO N

1.0

0.8

0.6

0.4 . _. " .. ..
-
. . .. I ...•
. . ..! .
. • •t .

... i ..
... J .
.oj ..
"1" ..
0.2

o 0 .2 0.4 .6 0.8 1.0

r
S
 Pr op ul so r De ri va ti ve s

Pr op el le r De ri va ti ve s

2
= y' = _ 4.24 n (K
v J 12 Q

where n : : diameter of propeller.

b. Pu mp je t De ri va ti ve s

2
z~ = y~ :: - 1/ V

where ~ :: internal area between duct and h u b

V2 = ve lo ci ty th ro ug h duct (at ~)

v :: ship's speed

V is given approximately by
2

where

W
T • Taylor wake

pV 2 D2
T ;I( Thrust. __J_
1t_ for propeller of
-~ J2
eq ui va le nt th ru st .

othervise ta.keV2 • V.
6. Vo rt ex In te rf er en ce 'D er iv at iv es

a. T ra i li ng Vor te x f ro m F i n o r Hy d ro pl an e

.--~
_
----------------~~

50Fflx W WING

O ri gi n o f th e vo rt e x f -r = 0.8 -
v v 2

U s in g t he sl en de r bo dy a ss um pt i on s th e v or te x p at h i s g iv en by

Th e ci rc ul at io n, r, o f t he v or te x i s pr op o rt io na l to th e sp ee d
and th e angle of at ta ck , a o f t he tin. F or a tin f i x~ d t o th e
hu ll (st ab il it y de ri va tiv es ).

-a V =

fo r co nt ro l de ri va ti ves .

r
- z

aV

vhere {a )v' (a )y T h e l if t sl op e of th e e qu iv al e nt is o la te d
1 2
wi n g a n d t he w in g b od y in te r fe re nc e f ac t or
K v ( B) ' k Y ( B)
a r e f ou nd as de sc r ib ed in pa r t 4 b o f th e
a p pe nd ix , u si ng Fi g u re A7.

sw E x po se d a re a of t wo f i ns , i e c om bi n ed !l .r ea
o f b ot h bow h yd ro pl an e s or t vi ce a re a of
bridge fin.

f Di st an c e of t ra il in g vo rt ex tram bull at
w
fin.

r Radius of hull at fin.

v
 ,\20

.i

',Figure A12

FORCE O N TA IL F IN

.i"
" .]:. . I, . . \:
•~.~~_:_.
.::_:_.
.~l.~~
_• •• I •••

_ ._ .~ _ L :_ :_ . :_ :. _
. .
. .
· :~ . . . . . ~ ,I
· . I ... .. .
I
l
! . 1 I " ..
I
....."I
. . . I. -.. - , ! . ~
'2.'
.
.~_. . _, ,: _1 1:. •
I"" : 1

s
:0':: I: :.:~ i
·i . I
•~ r _ __

".. I...
. I
I
·i .
· I .. • _- 1
I
· .!. -- .. ··1·

·" '1 .. . - ! i·
! .
.. .. l: ..
..
..•• 1. __ ..

. _-
· I ....
· ..I .
·.i. - -
-2.0 i ....__.
· " ,. I ...... ,._.-.

:.
·
: . '_ : ! :'-:~~:I d~"~~
:: :.:j: :: :
1- •.

· - ! - .•.
.
L_ ••• ..•• I...
- .- +- t I'

:: ::j
•... I

~.~- . . . -~,-.
'- '- " 1' ! ._ .
•d
.;~.........
,__
.....
_ I • ~_-

-+---+----1••.•
- --+-----
. I ..... ...-_ . ,b _' . .
..• "t ' •..
_ .. __ I
1 : _•.... . .._--.-.~
,---_. , . -._.
-
_.,~

._ ....
--0

- .. --
c _. . .... . ~ .. . -0

o 1.0 t.o

___________ ...r---
....

f
 A21

b. L if t o n St er n H yd ro pl an es Due to Vo rt ic es fr om B o w Hydroplanes

A!SUM£O' RAM: OF TAIL.

Th e strength of t h e t r a i l i n g v o r t i ce s lS found as described

above a n d then
(a 1)T• (bT/2)i
Z~(VORTEX) = -I r
2 !(aV)'
wA.r
and
(a, )To (bT/2li
2
Z6B(VORTEX) = 12
(..l)
aV lf A . r
The lift elope a n d aspect ratio of the equiv-
alent isolated w i n g fo r t h e t a i l m u s t b e
ca lc ul at ed us in g t h ~ m et ho d o f part 4 b. To d o
this the h y d r o p l a n e s m u s t b e a s s Q m e d t o b e m o u n t e d
o n a c y l i n d r i c a l h u l l a s shown above.

Hull radius at mid chord ot tail.

i The interference factor is found from

Fi g u r e A 1 2 .
c. L i f t o n U p p e r R u d d e r . D u e t o Vo r t e x F r o m Br i d g e F i n

The method given in b above is used, but the derivative must b e

halved because there is only one fin

Y'
v
=

d. F o r c e a n d M o m e n t on H u l l D u e t o T r a i l i n g Vo r t i c e s

The strength of the trailing vortices i s found as described

i n &. above and f o r t h e v o r t i c e s f r o m t h e b o w h y d r o p l a n e s :

Z'
2 r
:Ie
r .j
w 1 2 " (av) • w.

2 r
Z'
oB = - 17 (aV) • rw . j

T h e g e o m e t r i c f a c t o r J m a y b e f o u n d f r o m F i g u r e A14.
Similarly for the vortex from the bridge fin:

T h e l i n e of a c t i o n o f t h e f o r c e o n t h e h u l l i s f o u n d a s s h o w n
i n F i g u r e A13. I f z is t h e d i s t a n c e b e t w e e n t h e v o r t e x a n d i t s
image in the hull, then
r2
z = f --
f

dz
A curve is plotted of dx along the hull and the force on the
h u l l a c t s a t t h e c e n t r o i d o f t h e a r e a u n d e r t h e c u r v e •.
Alternatively a curve of

may b e p l o t t e d w h e r e r2 • fy2 - r v2
 A23 I

,I

.F igure A13

DI STR IBU TIO N O F F O R CE O N HU L L D U E T O TR AIL ING VO RT ICE S

~
0
s
cS
,
0
0 ~
,
ci

,t
-L
\. , ,l
~
 A24
'!

Fi g ure A14
•
FO RC E O N H U L L D U E TO TR A IL IN G V O R TIC E S

1--~-'--'---.. -----,-----,'-----.--
; I • : _. ~ i .... :.:':t:.:
~: :. : : I: :. :
i r: : ,: .! :- ~.: :.~~.:! : .-. i --.-.--
0.30 ·..
..
....
l.
j • .. _ .
p_ •

,, _ • --1 - •• 0__
'-'. . • ...
. 'I " . :2 1 8 : .: · ,:.~ ' : :~. . : i,, :
- - - • ••• • _ _ • _ ~ •

•. .._ . ! -_-,-+- ....... _. j..-

, "'1" ,_.... ,.; .

I. · ···1·
•..... I.
0.25

0.20

0.15 . , • I ..•

.. ':,' . :. !.' . -,'-- :'. :- :.

,.
":. .J: r ' 1' -.__. ':,-:---t----~
1. .,

': :": "-;':.='-..

~:::=
-.-

:--=-=-:-.~ . : . := .
. _ _- , .. _ -... .. - - .. -
------!, ..... -

'1/':- .
I I ..:--1---- .. ~.-_--_..
·• ~-0- -. • .. ~ IIJ .• .• . _ .. • .-._ .~ ,_ ."j" ;,, '_"._-
_ -
._ .
-.~~
. - _ ,.."
• ._
•_ .• _~_!_
_ _ ..._ -:----.-
__ .,__ _ -:.. .._ ._... ..;... -T-~
.............. •

,. :i: .: .: : ::-:~ r :_ ;:.:.:. ~.----- .-.... ....

,._ .. - --
~ -i--- :" -- --
_ -- --- ..
._. . ... !_ :...
'-~+
-- ..;
.........._.
.

0.10

· ~ :- :t 0t~:' : .
~.
':::1 .::
.. ..
,'"
... - ..... -
_
-- _--
- - - - .- .
---.~.- ::= :--..- .. ==_~
•• • I

_..._.;.....__

· ... ... .-...I -.. - I .;.,

0.05

o 0. 2 .4 .6 0.8 1.0
r
-
w
w
 j

~
i

7. Mom ent a nd C urv atu re. Der iva tiv es

a. M ome nt Der iva tiv es

The mo men t der iva tiv es are o bta ine d f rom t he fo rce d eri vat ive s
as fall ovs:

M'=-Z' • .! .
w 'tJ 1

NI
v
= + yl. !
v
.
1

where x i s th e di sta nce o f t he lin e o f a cti on of the for ce

f orw ard of t he ce ntr e of g rav ity o f th e sub mar ine . F or the
s tab ili ty d eri vat ive s of fi Ds t he a cho rd poi nt sho uld be us ed.
F or c ont rol de riv ati ves the , ch ord po int i s use d fo r a11-
m ovi ng co ntr ol su rfa ces , o the rwi se mi d c hor d o r sha ft po sit ion
is us ed. The met hod f or fi ndi ng x for th e fo rce on th e hu ll
due t o t rai lin g vor tic es is des cri bed in Part 5 d of thi s
appendix.

b. Cu rva tur e Der iva tiv es

.
E xce pt fo r v ort ex der iva tiv es, t he cu rva tur e der iva tiv es are
obtained BS follows: I

x
Z'
q
= - Z '.
v 1

M ' ,. Z
v
I.
(It
Y 'r ,.Iv'. !.
1

N I ,. I'.
v (it
T he e ffe ct o f cur vat ure on t h e de riv ati ves du e t o v ort ex i nte r-
fe ren ce is a s f oll ows :
x
w
lq • - z~. 1
x
....!.
M'
q = M t.
y 1
X
yl yf. _.!
-= v
r 1

X
N' = N' .J!.
r v' 1

where X v re fer s t o the lin e o f action o f th e for ce o n the 'v ing '
i e the bri dge fi n o r fo rwa rd hyd rop lan e.
 " No ta ti on

1. Derivative Notation and Hull

x, Y. z Co -o rd in at es al on g body axes ~itb origin at e G .

x measured poeitive forward.

y measured positive to starboard.
z measured positive downward.
x , Y, Z Fo rces along x y z axes.

X I , yf, Z' No n- di me ns io na l fo rc es X I II
~ p X12 V 2 etc

Moments about axes x y z in directions given by

right handed screw.

K
K ', M ', N' No n- di me ns io na l mo me nt s K ' = J p13V2 etc

u , v, w Velocity of CG along X.if z axes.

u', Vi, w' No n- di me ns io na l ve lo ci ti es u' II ~ etc

V

p , q, r Angular vel oc it ie s al on s x y z axes.

pi, q', r' No n- di men si on al an gu la r ve lo ci ti es pi II ~ etc

V

1 Length.
,
V (or U ) Velocity of CG (Vector sum of u, v, w).

m Mass of volume of water enclosed by ou te r su rfa ce .

Includes external tanks and appendages.

m' Non-dimensional mass m' II J:13

x U, Y
V
t Z"",
..
F orce derivatives with respect to component
velocities

X = a x etc
u au
X' yl Z r Derivatives of non-dimensional force with respect to
U' v' V
no n- di me ns io na l ve lo ci ti es .

X, .. X u
u• h1
2V

F orce derivatives with respect to angular

velocities.
..
 "'<::/

Y'
r~ Z'
It
", No n- di me ns io na l de riva t iv es

Y 'r -- Yr
I t
1 3 Ve c

M,N,M,N Mo me n t de r iv at iv es .
w v q r

M' N' M' N' No n- d im en si on al mo me n t de ri v at iv e s.

w' v' q' r

M' -~
q 2Pl'tV

xu
. , Y ., Z. , K. , N. , M. A cc e l e r a t l o n d e r i v a t i v e s (equiv81ent to
v w p r q
added mass and inertia).

X ! , y! , Z! , K ! , N! , M! No n- di me ns io na l de ri va ti ve s.
u v w p r q
X.
X!
u
= ~l etc
:!P
K.
K! = ~l etc
P :!p

Angular denection of' control surface

(n on -d im en si on al ) •

OR Rudder angle
B ow p l a n e a n g l e
°B
Os Stern plane angle

YoR' Z6S' N o R ' M 6 S Derivatives of force and moment with

respect to control surface deflection.

N~ R ' M aS No n- di me ns io na l de ri va ti ve s.
Y6R' Z6S'

Lamb' s inertia coefficients of an

e l l ip s o i d o f r e v o l u t io n .

k,k,k k' k' Inertia co e f f i ci e n t s of equivalent

x Y z r' z
ellipsoid.
at b, e Se m i -a xe s o f ' e qu iv a l e n t e l l ip s o id
(a > b ~ c).
2. Isolated Wings

-----v
b

s Area.
b2
A As pec t ra t io . Geometric aspect ratio = S

c Chord, mean ch ord i t not specified.

1
Taper ratio
A

Lift
L if t c oef fi cie nt C = Jp s VZ
L

ex Incidence angle.

De riv ati ve o f.l ift co eff ici en t w ith r es pec t to

incidence.

Flap chord. a ft of h ing e l ine .

De riv ati ve o f l ift c oef fic ien t w ith res pe ct ·to co ntr ol
denection.

Co rre cti on fa cto rs t o d eri ve 8. from 8.,

2
(:~) .. n • f

3. a. F i ns mo un ted on a C yli nd ric al Body of Ci rcu lar Cro ss- sec ti on

r • r adi us of body.

s • s emi+ s pan , di sta nce f ro m

axis t o t ip.
 A29

St ab il i ty Co rr ec ti on Fa ct 'o rs

Ra tio of li ft on ' wi ng' in p re se nc e

of body t o l if t o n i so la te d wi ng .
In ci de nc e o n bo th w in g an d body
w hi ch ar e co ns id ere d n ot cap ab le o f
in de pe n6 en t mo ve me nt .

~(w) Ra ti o of lift o n b od y i n pr es en ce of
wi ng to l if t o n i so la te d wi ng . Wi ng
and body bo th b av in g in ci de nc e.

Co nt ro l Cor re cti on Fa ctor s

k....B) Ra ti o of li ft on wi ng i n pr es en ce of
bo ay to th at o f ls ol at ed w ln g. Wln g
ro tat ed to gi ve in ci de nce , bo dy h as
no in ci de nc e.

~(w)
R at io o f li ft on body in p re sen ce of
wi ng to th at of is ol at ed w in g. Wi ng
body
ro tainc
no te didetonc e.
gi ve in ci de nc e, ba s

b. Fi ns Mo un te d o n a Cy li nd ri ca l Body o f El li pt ic al Cr os s- se ct io n

D Half b re ad th of body (no rm al to

2" == fins).
Q
2 B == Half br ea dt h of body (parallel
2" to f in s) .
, b I
b
2 • E x po se a s pa n or on e p la ne .
-{~~

e == An gl e be tw ee n ta ng en t t o h ul l at
pl an e an d no rm al to hy dr op la ne .

B, D a nd b a s a bo ve .

Ke = F ac to r gi vi ng li ft o n w in g +
body from lift o n is ol at ed v in g.
Win g a nd body b ot h h av e'
incidence.
I

7i
2
F ac to rfromlift
ke • body g iv in g l if
ont isolated
on wing ring.
+
Wi ng o nl y h as i nc id en ce .
 c. F ins Mounted on 8 Cone

Ratio of lift on wing + body to

lift on isolated wing. Wing and body
both have incidence. Used for fins
on tail where isolated wing includes
part "bur ied " be t.. ..
en the fin roots.

4. Vortex Ef fects
Suffix T de no te s ta il .
S uffix W denotes wing.
Suffix B denotes body.

r Circulation of tip vortex.

r Hull radius.

Area of wing.

Aspect ratio of tail.

t Radial distance from body axis to

tr ai li ng vo rt ex .

Radial distance from body axis to tip

vortex from wing at wing location.

z Radial distance from trailing vortex

to its i m a g e i n the body.

i Interference factor giving effect of

trailing vortex from wing on tail lift.

J G eometric factor giving effect of

trailing vortex from wing on the hull
lift.

5. Propellers and Pumpjets

D ~ Diameter of propeller.

n • Ro ta ti on al ~p ee d (r ev ol ut ~o ns /u ni t
-time) •

V1 • velocity of now at propeller

location in absence of propeller.

= V (1 - 'IT)

w T • T a y l o r wa ke co ef fi ci en t.

v,
J • Advance ratio • - (rev-1)
nn
 A31

" a

"K T = Th ru st co ef fi ci en t = pn~D~ (rev- 2)

KQ = To rq ue co ef fi ci en t

Slope ot KQ - J curve a t J value f or

self propulsion.

Internal duct area between duct and hub.

Ve l o c i t y through duct measured at A u. "

 A 32

,I,

· _,
SKETCH SHOWING POSITIVE DIRECTIONS OF AXES • ANGLES. ANGLES VELOCITIES.
FORCES AND MOMENTS

.. ' ..
'