By Jack David
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It can be easily seen that streamlines spread outside the cavity with the increase of speed while following straight lines at lower speeds and escape from the stern ramp. Frictional resistance for each model was calculated by integrating x-component of wall shear on the surface of interest. For model HC, AC0, AC1 and AC2 frictional resistance values were calculated for each Fn, and frictional resistance coefficients were plotted in figure 8. Cf plot shows that the effect of air flow rate on frictional drag changes were negligible.
The main dimensions were thus identified, and the initial General Arrangement drawn up, permitting an estimate to be made of the LCG and KG values. A hull form having the necessary general characteristics outlined above was then developed, with a GMT value that had previously been identified as a starting point based on that of Benchijigua Express. 3 SELECTION OF METACENTRIC HEIGHT The hull form and preliminary ride control arrangement were modelled in a seakeeping simulation in a variety of sea conditions and wave headings using the software VERES from Marintek.
The foil section was designed as thin as possible consistent with strength to reduce the onset of cavitation. A fence was also added to the strut to prevent ventilation. 6m above the baseline of the foil. The T-Foil was designed to provide an operational lift force of 400 kN at the operating speed and be able to withstand slam pressures of 200 kPa. The design life span was set at 20 years, and fatigue loads were estimated for a projected operational area and schedule. Finite Element Analysis (FEA) was conducted in ANSYS using 3-D models generated in Inventor.
Abrams Tanks by Jack David