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SHIMRIT – SON OF FLAGSTAFFFrom Ships That Fly

SHIMRIT was a collaboration between Grumman and the IsraeliGovernment. It was in 1977 that the Israeli Government contractedwith Grumman Aerospace Corporation to design and build the firstof a series of hydrofoils based on the U.S. Navy FLAGSTAFF(PGH-1). However, its full load weight was increased from 69 tons toabout 105 tons. The agreement was for Grumman to build the No. 1ship, then provide the Israelis with foil systems, control systems, andpropulsion components so they could build additional ships in theircountry. The Israeli Navy anticipated that with the employment of ap-propriate tactics and techniques, this high performance hydrofoilwould provide a substantial improvement in fast striking poweragainst the conventional hullborne vessels of its adversaries. As onecan see from the picture of this hydrofoil, the radome, which almostoverpowers the superstructure, is indicative of the “high tech” natureof the ship.

The first ship ofthe series, SHIM-RIT (Guardian)was actually builtin Lantana,Florida at LantanaBoat-yard, Inc,rather than atGrumman’s plantin Bethpage, LongIsland where theengineering basewas located.Grumman there-fore had a real

See SHIMRIT, Page 3

INSIDE THIS ISSUE

- Tribute To John Meyer . . . . . p. 2

- Welcome New Members . . . . p. 2

- Quadrofoil . . . . . . . . . . . . . . . p. 4

- Sam Bradfield . . . . . . . . . . . . p. 5

- SWASH. . . . . . . . . . . . . . . . . . p. 6

- From The Board Room . . . . p. 9

- Sailor’s Page . . . . . . . . . . . . p. 10

First Quarter 2013 Sailing Editor: Martin Grimm

SUSTAINING MEMBERS

______________________________

YOUR 2013 IHS DUES ARE DUE

See Full Announcement onPage 2

Grumman-Israeli SHIMRIT

The NEWS LETTER

International Hydrofoil SocietyPO Box 51 - Cabin John MD 20818 - USA

Editor: John Meyer

IHS First Quarter 2013

Tribute to John R. Meyer – IHS Past PresidentHoward Apollonio - Howardsigned up as a new member of IHSat the Tacoma Fest several monthsago. He is a lifetime boater fromMaine, now living in Lynden,Washington, and an early hydrofoilsailor. He designed and built sev-eral boats (successful) before goingto Univ of Michigan to learn how todo it (better). With a Naval Archi-tecture degree in 1969 and Profes-sional Engineer’s license, he has runan independent practice since 1981,specializing in advanced designmotoryachts and commercial craft.The first 12 years of his career werein design of commercial & militarycraft, and waterjet propulsion.While at U of M he became fasci-nated with hydrofoils and hover-craft. One outlet for that was todesign and build a successful sailingfoilcat with tandem surface-pierc-ing foils in 1967. It hit speeds over30 knots, and was a great rough wa-ter performer. Another was a seniordesign project for a 250 ft hydrofoilCoast Guard cutter. Subsequent em-ployment realities and family obli-gations sidelined hydrofoil activityuntil the last 15 years when he got to

Continued on Page 12

WELCOME NEW MEMBERS

YOUR 2013 DUES ARE DUE

IHS Membership options are:

US$30 for 1 year, $56 for 2

years, and $82 for 3 years. Stu-

dent membership is still only

US$10. For payment of regular

membership dues by credit card

using PAYPAL, please go to the

IHS Membership page at

<http://www. Foils.org/mem-

ber.htm> and follow the instruc-

tions.

By Mark Bebar and Bill Hockberger

As noted in the President’s Column of the Fourth Quarter 2012 IHS Newslet-ter, John Meyer has stepped down as President of the International HydrofoilSociety after 21 years of outstanding service and leadership of the organiza-tion. In recognition of his contributions to the success of the Society and to hy-drofoil technology development over a period of many years, this issuefeatures a retrospective on John’s impressive career and tribute to his out-standing accomplishments.

A native of Staten Island, New York, John attended public schools there andenrolled in Aeronautical Engineering at the Brooklyn Polytechnic Institute in1941. After his sophomore year, he joined the U.S. Navy V-12 program atRensselaer Polytechnic Institute in Troy, New York. Subsequent to earning abachelor’s degree in Aeronautical Engineering at RPI, he attended CornellUniversity and received a commission in the U.S. Naval Reserve in March1945. After serving as an aircraft maintenance officer, John returned to RPI in1947 to earn an M.S. degree in Aeronautical Engineering, followed by addi-tional graduate work at the Massachusetts Institute of Technology in the samefield. Subsequently John held several research and development, long rangeplanning, and engineering management positions with Boeing-Vertol,Trans-Sonics Inc., Air Force Cambridge Research Center, and theAero-Elastic Laboratory at MIT. He has served on the AIAA Marine Systemsand Technologies Committee and the High Speed Vehicle Committee of theAmerican Towing Tank Conference (ATTC) and he is a member of the Ameri-can Institute of Aeronautics and Astronautics (AIAA) and the Society ofSigma Xi.

John joined the David Taylor Model Basin, now known as the Naval SurfaceWarfare Center, Carderock Division (NSWCCD) in 1971. He was involvedwith Advanced Naval Vehicles in the Advanced Concepts Office and wasManager of Hydrofoil Technology in the Hydrofoil Group (Code 115) of theShip Systems Integration and Programs Departments. He served as the Cen-ter’s technical manager of the PHM program, participating in many activitiesincluding Contracting Officer’s Technical Representative (COTR) on theBoeing contract, the Automated Surface Ship Information System-Technical(ASSIST), Hydrofoil Collision Avoidance and Tracking System (HYCATS),and various PHM sea trials. He was also project leader for an Innovation Cen-ter one-year study of a Semi-Submerged Surface Ship. During his 25 years atNSWCCD, John was closely associated with and a strong advocate for main-tenance of the Advanced Ship Data Bank (ASDB), a unique collection of tech-nical data and reports on all types of High Performance Marine Vehicles.

John has authored numerous NSWCCD reports, as well as AIAA and ASNEpapers on hydrofoils and hybrid marine vehicles. He has also written twobooks: Ships That Fly and Hybrid Ships and Craft - A New Breed.

(Continued on page 7)


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SHIMRIT(Continued From Page 1)

challenge: design, build and test anessentially new hydrofoil with 1,500miles between engineering and con-struction, and another 8,000 milesfrom the customer and their secondconstruction base.

After launch of SHIMRIT in May1981, a series of sea trials in the At-lantic and equipment tests were per-formed with approximately 550operational hours accumulated at thetime of acceptance by and delivery tothe Israel Navy. The first Israeli-builthydrofoil, LIVNIK (Heron), fol-lowed about 18 months behind thelead ship. Launched during the latterhalf of 1982, it was identical to theU.S.-built craft. A third ship,SNAPRIT was completed by the Is-raeli Shipyards Ltd. in Haifa in thefirst half of 1985. The original plan tobuild a total of 12 hydrofoils of thisclass has been dropped. The hull ofSHIMRIT is about 11 feet longer and2 1/2 feet greater in beam than FLAG-STAFF. This increased size providesdeck space for mounting missilelaunchers aft of the forward deck-house and on either side of the aftdeckhouse. It also provides addi-tional space on the foredeck for alarger gun, an enlarged forwarddeckhouse with provisions for thelarge radome, and accommodationsfor a 13-man crew.

The overall general foil and propul-sion arrangement is the same asFLAGSTAFF with two foils/strutsforward and a single aft foil strut.Foilborne propulsion is provided by afour-bladed controllable-pitch pro-peller driven by a four-gearbox maintransmission system. Hullborne pro-pulsion consists of two hydrauli-

cally-powered stern drives mountedon port and starboard lower outboardsections of the transom. In the ex-tended position, the lower leg of theunit protrudes below the bottom ofthe hull, rotating inboard 90 degreesto its retracted position behind thetransom for foilborne flight.

Due primarily to the hydraulic sterndrives, SHIMRIT is equipped with

perhaps one of the largest hydraulicsystems ever designed for a militaryvessel of its class. In flow capacity itis larger than the systems of a Boeing747, Lockheed C-5A or the SpaceShuttle. In addition to hullborne pro-pulsion and steering, the hydraulicsystem supplies power for strut ex-tension, retraction (and locking), foilincidence control, aft strut steering,main engine start, various pumps,transmission brake/ clutch, and for-ward deck gun positioning. Hydrau-lic fluid at 3,000 psi is provided byseven pumps, each with a capacity of64 gallons per minute.

SHIMRIT is designed with an ad-vanced hybrid (digital/analog)fly-by-wire automatic control system

(ACS). Craft motions and positionrelative to the calm-water surface aresensed and the information pro-cessed by a digital computer. This inturn generates foil commands which(via a digital to analog interface) aretransmitted to the servo amplifierunit and the servo actuators. TheACS craft attitude and motion inputsinclude height above the water sur-face from two French TRT radar al-

timeters in the bow, verticalacceleration from an accelerometer,heading from a gyro, roll and pitchattitude from dual redundant verticalgyros, and roll, pitch and yaw ratefrom rate gyros. Signals from thesesensors are supplied to the ACS com-puter which compares them with de-sired parameters and automaticallycommands the required foil inci-dence and aft strut turning angles.

These advanced features, combinedwith a 5,400 horsepower Allison501-KF marine gas turbine engine,give SHIMRIT a maximum intermit-tent speed of 52 knots, a most eco-nomical speed of 42 knots, andhullborne propulsion speed of 9.5

SHIMRIT General Arrangement Profile


SHIMRIT(Continued From Previous Page)


kts. With a fuel load of 16 to 2l tonnes,the ship has a foilborne range ofabout 750 to 1,150 nautical miles.

Armament on this small ship is in-deed impressive. SHIMRIT carriesfour HARPOON missiles in two pairsof launchers mounted aft, and two Is-raeli Aircraft Industries GABRIELMk III ship-to-ship missiles immedi-ately just forward of them. Anti-shipmissile and aircraft defense is pro-vided by a twin 30mm EMERLEC re-mote-controlled cannon on theforedeck. Chaff launchers aremounted on the deckhouse roof. Thelarge radome contains a powerfulsearch radar antenna.

One of the most interesting and ad-vanced systems on SHIMRIT is theEngineering Monitoring and ControlSystem (EMCS) which is warrantedbecause of the complexity and so-phistication of her systems. Withoutan EMCS, about half of the crewwould be assigned to systems opera-tion, monitoring and control duties,whereas with it, a single EngineeringOfficer is able to do the same job. TheEMCS is an integrated, distributedmicroprocessor based system, de-signed to provide reliable manage-ment of SHIMRIT’s propulsion,hydraulic, electrical, systems; thisamounts to twenty-two parameters inall.

Overall, SHIMRIT demonstrated ahigh level of reliability throughoutthe trials program. Very few failuresof significance or of critical compo-nents were experienced. The largemajority of hardware failures werewith components such as valves, sen-sors, etc. which were designed andbuilt as “commercial quality”. A

great deal of time was required to de-velop and refine the complex systemsaboard the ship. It was reported thatas these various tasks were completedand corrections incorporated, the op-erational readiness and performanceof SHIMRIT improved to provide thebasis for concluding that she wastruly an outstanding military hydro-foil.

Reference: Frauenberger, H. C.,“SHIMRIT-Mark II Hydrofoil for theIsraeli Navy”, 1

stInternational Hy-

drofoil Society Conference, IngonishBeach, Nova Scotia, Canada, July27-30, 1982.

QUADROFOIL

From:www.gizmag.com/quadrofoil-electric-hydrofoil-watercraft/22560/

The field of motorized recreationaltoys is currently undergoing a renais-sance due to the availability of highperformance electric motors, newmaterials, computer aided design,new manufacturing techniques and anew wave of educated designers withno understanding of the word “can-not.”

The Quadrofoil is a prime example ofthis phenomenon, having been cre-ated by three young Slovenian de-signers inside six months, andlaunched at Slovenia’s recent exhibi-tion.

So successful has been the responsefrom the public that a short produc-tion run of 100 units will be com-pleted before the year is out, givingthe Quadrofoil a concept to markettime of less than 12 months, and withsome ambitious plans for faster future

models and perhaps even a race ver-sion. The company is now in capitalraising mode to fund productionplans for more than 10,000 units ayear from 2013 onwards.

The retail price of the Quadrofoil willbe EUR15,000 (US$19,100) and aspot on the waiting list can be securedwith a EUR5000 (US$6,370) deposit.

What you get is a two-person electricvehicle which offers completely si-lent running and a 40 km/h (25mph/22 knot) top speed, along withthe fast-turning dynamics of a “sportscar for the water.”

One of the greatest advantages of theQuadrofoil is its lack of emissionsand hence impact on delicate marineecosystems. Another advantage ofthe Quadrofoil over PWCs (and plusfor the marine environment) is that inaddition to being silent, it does notcreate a wake at speed, as it does notdisplace a significant amount of wa-ter.

Due to the remarkable efficiency ofhydrofoils, it achieves its 25 mph topspeed with just one 3.7 kW electricmotor, and thanks to its lightweight of150 kg (330 lb) carbon fiber andKevlar body and in-built 4.5 kWhlithium batteries, it has a range of100km (62 miles). It can also be re-charged from a domestic powerpoint

Rendering of Quadrofoil


QUADROFOIL(Continued From Previous Page )

Continued on Page 6

in an hour, or via the flexible solarpanels which come with eachQuadrofoil and are designed to befolded inside the watercraft as anemergency power source, or to top upthe battery when “off the grid.”

The hydrofoil’s efficiency comesfrom its ability to lift a boat out of thewater during forward motion, reduc-ing hull drag to near zero into the bar-gain.

This means the speed of a boatequipped with hydrofoils is eithergreatly increased, or the amount ofpower required to propel it is greatlyreduced, in comparison to a boat thatdoes not have hydrofoils. It is hencenot surprising that the world sailingspeed record, and the human-poweredwater speed record, both belong towatercraft with hydrofoils.

Another benefit of a hydrofoil is thecomfort factor for passengers - asonce the hull has been lifted above thewaves, the incessant pounding disap-pears and the boat feels like it is fly-ing. Indeed, a hydrofoil is a wing that“flies” in water, and the flight of theQuadrofoil is only disturbed by wavesgreater than 20 inches (50 cm).

The designers claim the Quadrofoil isunsinkable, and it is designed to al-ways return to upright should youmanage to overturn it in a tight turn.

One of the key enablers of the ma-chine was the development of a hy-drofoil-folding mechanism, whichenables the six kilogram hydrofoillegs to be adjusted during use, and tobe folded upwards by means of a man-ual or electric winch before entering a

REMEMBERING SAM BRADFIELD

IHS HONORARY LIFE MEMBER

We were saddened to receive the news from IHS member and Hydrosail as-sociate, Tom Haman, of the passing away of long time IHS member and hy-drofoil advocate Professor W. Sam Bradfield, the principal of Hydrosail Inc,on Tuesday, October 16, 2012 at Melbourne, Florida at the age of 94.

Sam, as a professor in aeronautical engineering with an interest in boundarylayer studies, had used a hydrofoil sailboat as the basis for a senior designcourse at the State University of New York, Stonybrook, since 1964. Suc-cessive classes of engineering students worked on various design aspects,carrying their work through to full-scale testing on Long Island Sound. Saminspired many students to design, build and test sailing hydrofoils over sev-eral years in the 1960s.

With an early test boat named NF2, short for “Neither Fish Nor Fowl”, Sam

established several world speed sailing records: In B Class 17.20 knots in1975 increasing to 23.00 knots in 1977. Then in C Class in 1978 at 24.4knots.

In subsequent years, since 1987, with his associates Tom Haman and MikeMcGarry at HydroSail LLC and various students at Florida Tech, Sam de-veloped a prototype of a practical sailing hydrofoil which entered produc-tion in August 1998 as the 16 ft (4.9m) trimaran configured WindRiderRave.

The HydroSail team developed or contributed to a string of other sailing hy-drofoils that included: The 25ft (7.6m) “EIFO”, short for Easily IdentifiedFlying Object, designed as a coastal racing day sailor. Afurther developmentwas NF

3, an 18ft (5.5m) trimaran hydrofoil built in 1988 which was

equipped with a wing sail and dihedral main foils and a T-foil rudder aft.Volantis (a design; not built), a 60ft wing sail trimaran hydrofoil in associa-tion with Mark Ott, Nigel Irens and David Hubbard. The 37ft (11.3m) SCAT

(Sam’s Crazy-Ass Trimaran) project was aimed at applying hydrofoils totrue offshore sailing conditions. The overall configuration of SCAT is simi-lar to the Rave except that SCAT is a considerably larger. Sam’s most recentproject with his HydroSail Associates has been the 18ft (5.5m) Osprey

which was launched in 2012.

Sam initiated the ‘Sailors Page’ column of the IHS Newsletter in the Winter1999-2000 issue and continued editing this column for several issues beforesailing hydrofoil commitments and age made him pull back from the role.

Sam and the HydroSail LLC team have been sustaining members of the IHSfor several years. In February 2010, in recognition of Sam’s contributions tothe hydrofoil community, the IHS awarded him with an Honorary Life Mem-ber. The full award citation can be found on the IHS website.



QUADROFOIL(Continued From Previous Page )

swimming area or approaching shore.Once the hydrofoil legs have beenturned upwards, the Quadrofoil has adraft of just 6 inches (15cm).

The folding legs can also be removed,making for an easily transportablemachine at 150 kg and 10 feet (3 m) inlength.

Due to the low power of the 3.7 kWmotor, the Quadrofoil belongs to acategory of watercraft that does notrequire registration, a PWC license,insurance or navigation permit in theEuropean Union.

The future looks bright for theQuadrofoil and already developmentof a much faster machine is underway.The current foils are suitable forspeeds up to 80 km/h and, in coopera-tion with Fakulteta za Energetiko(Faculty of Energy Technology) inKrškothe, the company is developingits own outboard motor and propellerwith variable pitch which it believeswill be one of the most efficient in theworld.

The propeller and 12 kW outboardwill be ready later this year, presum-ably meaning that a version will beavailable in the not-too- distant futurewith a top speed more than double thecurrent version.

From a recreational craft to a silent,fast craft for special forces, theQuadrofoil looks to have everychance of commercial success. Distri-bution, dealership and investment in-quiries will be welcomed from allcountries according to the company.

*********

A&R MAKES WAVES WITH NEWSWASH DESIGN

Excerpt from Maritime Journal,August 2012

By Tom Todd

Germany’s specialist Abeking andRasmussen (A&R) Shipyard isbuilding a small new type of workboat tender based on its provenSWATH boats but with a single hulland says the new design will be testedin autumn.

A&R in Lemwerder was the firstGerman facility to enter the SWATH(Small Waterplane Area Twin Hull)technology sector. Its new type iscalled SWASH (Small WaterplaneArea Single Hull).

The yard claims to be the first to havemarketed a reliable and commer-cially successful SWATH and hasbeen a leader in the development andmarketing of SWATH boats in the25m to 60m range. All have been pio-neers in their fields. However, be-cause of their stability in rough

weather and good sea holding, manyhave found service as pilot tendersand mother ships and as Coast Guardpatrol boats in Germany and neigh-boring countries. Others are in off-shore service and one was built as aprivate yacht.

The new smaller SWASH type looks abit like a Praying Mantis on land andlike a trimaran on water but is a stabi-lized single hull vessel whose dis-placement is in its central hull tube.

A&R marketing and sales managerSilke Thape told Maritime Journal,“This is a very extravagant new devel-opment, which we are very con-sciously financing ourselves.” Sherevealed that it was planned to begintesting the new type in September andthat A&R hoped to provide moretechnical details about it at that time.

The SWASH prototype, already beingbuilt to GL classifications at A&R asHull No 6496, will reportedly be 20mlong and operate in principle just likea SWATH boat.

The deck and superstructure of thevessel are of aluminum and closely re-semble that of the standard SWATHs.

They rest on two central struts weldedonto a single cigar shaped tube sus-pended below the center of the vesseland three meters below the surface.

Rendering of SWASH

SWASH under construction


Interested in hydrofoil history,

pioneers, photographs? Visit the

history and photo gallery pages

of the IHS website.

http://www.foils.org

Disclaimer

IHS chooses articles and

photos for potential interest to IHS

members, but does not endorse

products or necessarily agree with

the authors’ opinions or claims.

SWASH(Continued From Previous Page )

To meet class requirements, designershave also mounted two vertical out-riggers on either side of the super-structure which work in combinationwith a fin stabilizer system to balancethe 12.16m wide vessel. They alsoprovide flat sides for convenientberthing

The single hull tube contains all theship’s systems technology includinggears, shaft, generators and bowthruster plant along with the main en-gine, which unconfirmed reports saidwould be a diesel unit from MTU of900 kW providing up to 18 knots witha variable pitch propeller. A&R be-lieves the concentration and hull loca-tion not only means equipment is lessnoisy but also that there is more spacefor a maximum of ten people on thetender’s superstructure.

A&R experts are said to believe thatthe new small SWASH design will in-terest pilot groups, wind parks, police,customs and local authorities.

He has also obtained a number of patents related to this technical area. Hybridsurface ships were under study at NSWCCD by John and his colleagues forabout two decades during his employment there. Largely as a result of his sus-tained efforts over many years, the technology has matured through analyticalstudies, feasibility designs, computer simulations and model tests. Investiga-tions have been performed on hybrid ships ranging from 160 tons to about4,000 tons. John also published a series of classified hybrid hydrofoil reportsrelated to pressure signatures, sonar array installations characteristics, a LightEscort design, and multi-mission versions of the concept. In 1993-1996 a Hy-drofoil Small Waterplane Area Ship (HYSWAS) demonstrator, namedQUEST, was designed, built, and successfully tested under U.S. Navy/MAPCcontract, with John as the COTR. Since retiring from NSWCCD, John hasconsulted for George G. Sharp, Inc., and Maritime Applied Physics Corp(MAPC).

In his 21 years as President, John has truly been the force behind the success ofIHS. He has run a tight ship and ensured that we have fulfilled the legal re-quirements of an organization of this type. With the help of those on the Boardand other members, he has managed all aspects of IHS business, organizingand efficiently running regular Board meetings and special meetings as re-quired. He has been an outstanding leader, with the ability to delegate specifictasks to those individuals best suited for the work that is necessary. Under hisleadership, we have forged strong relationships with other professional soci-eties, including ASNE and the Society of Naval Architects and Marine Engi-neers (SNAME). As a result, IHS has benefitted greatly by having a presenceat many ASNE conferences and holding regular joint meetings with SNAMEPanel SD-5 on Advanced Marine Vehicles. John has also consistently recog-nized others in the high performance marine vehicle community for their con-tributions to the advancement of the technology.

As Newsletter Editor and major contributor, he has been the voice of the Soci-ety in increasing awareness of hydrofoil developments around the world.Through his many professional contacts, he has gathered information on ev-erything from hydrofoil sailboards to large hydrofoil assisted catamaran fer-ries. He has been a driving force behind the IHS website and has pushed fordevelopment and continuous improvement of the bulletin board, which pro-vides a mechanism for real-time communication among IHS members. As aresult of his strong desire to preserve the legacy of hydrofoil technology de-velopment, John has encouraged the establishment of a permanent exhibit atthe National Museum of the U.S. Navy at the Washington Navy Yard. Clearly,development of hydrofoil, hybrid hydrofoil and advanced naval vehicle tech-nology have benefitted greatly from John Meyer’s unmatched technical ex-pertise, tremendous energy, and dedication to the U.S. Navy and the Nation.Let all of us in the IHS join together in saying: “Well done John, may you havefair winds and following seas in your retirement.”

Tribute to John R. Meyer – IHS Past PresidentContinued from page 2


DO YOU REMEMBER …HMS SPEEDY?

All of Boeing’s JETFOILs were notdestined for passenger ferry service.In 1979 the 14th ship in the produc-tion line was diverted to the RoyalNavy of Great Britain. They pur-chased the hydrofoil “HMSSPEEDY” as a demonstration vehi-cle to investigate it technically andevaluate several operational roles.Although there are obvious differ-ences in the superstructure betweenJETFOIL and SPEEDY, the funda-mental elements of the craft in termsof propulsion system, foils and auto-matic control system are essentiallythe same. However, there is a smallexception. Separate hullborne pro-pulsion engines consisting of twoGM Detroit Diesels were installed todrive directly into the foilborne pro-pulsion gearboxes and in turn drivethe waterjets. This provided moreeconomical, low speed, hullborneoperations.

Fisheries Protection was the majorrole in which SPEEDY was evalu-ated. Operating extensively aroundthe British Isles and in the North Sea,

the ship was exposed to a completespectrum of the sea environment.Seas as high as State 7 (waves can beas high as 25 feet) were experiencedwhich of course forced SPEEDYintothe hullborne mode. She maintainedheadway, good control and survivedthe ordeal with no damage to equip-ment or personnel.

During other rough water evalua-tions, SPEEDY was comparedside-by-side with Britain’s ISLANDand TON Class patrol boats, and itwas concluded that the foilborneSPEEDY was more comfortable thanthe much larger conventional boats.It should be noted that these shipswere about 1000 and 425 tons respec-tively. However, SPEEDY’s endur-ance was found to be limiting in thatthe 10 hours of foilborne time wasnot sufficient for patrols in the moreremote parts of the fisheries enforce-ment zones. The ISLAND class shiphas a much higher endurance of7,000 nautical miles at 15 knots. Onthe other hand, the hydrofoil’s higherspeed of 45 knots gave her consider-able greater annual “census taking”ability and quicker reaction to intelli-

genceandhencethe ar-rest ofoffend-ers whowouldescapeor ap-pear in-nocentby thetime theconven-tionalpatrol

boats could have arrived on thescene.

At the completion of the evaluation itwas concluded that “SPEEDY can-not be regarded as a direct alternativeto fishery protection vessels, sincethere are some requirements that shecannot meet (primarily range andtowing ability). However, a hydro-foil could have a useful role as part ofa ”mixed force." Since SPEEDYcould not substitute directly for theconventional ship’s role, and financeprecluded her from joining the Fish-ery Protection Squadron without acompensating reduction in its normalstrength, it was reluctantly decided todecommission SPEEDY in April1982 and offer her for sale. Subse-quently she was purchased in 1986by Far East Hydrofoils for conver-sion to a passenger ferry and integra-tion into their fleet of otherJETFOILs.

It must be said that an evaluation orcomparison, which such evaluationsinevitably become, are somewhat un-fair - something like comparing ap-ples and oranges. The vastdifferences in range and towing capa-bility between the ISLAND Classand SPEEDY were bound to producethe Royal Navy eventual negative“evaluation” in the Fisheries Protec-tion role. Apparently there was noway to accept the tradeoffs of highspeed and excellent motion charac-teristics for SPEEDY’s lack of rangeand towing capability.

*********

HMS SPEEDY on patrol


REMEMBER THE MINE COUNTERMEA-SURES HYDROFOIL SLED?

By Martin Grimm, IHS Member

I stumbled across a photo of anAN/ALQ-166 hydrofoil MCM sled(an early version of what is also re-ferred to as the Mk 105) on displayoutside the Museum of Man in theSea taken 10 June 2012 in Gulf ResortBeach, Panama City Beach, Florida:

While conceptually the same as theMk 105, it is a different float and foilconfiguration than the current design.If anyone knows about the evolutionof the design, I would be interested tohear about it.

The AN/ALQ-166 Helicopter-towedmagnetic minesweeping system wasdesigned and manufactured forNAVAIR by EDO Corporation. Thehydrofoil sled is towed on a 450’ ca-ble and allows the helicopter to sweepfor magnetic mines. The sled trailstwo-electrode cables in the water, onelong (800 feet), and the other (600feet). An electrical current generatedon the sled travels between the elec-trodes. The current is caused by a1000-volt electrical potential be-tween the two cables. This creates anelectric field in the water, which canset off a magnetic mine. A noise-maker that simulates a ship’s acoustic

signature can be towed behind themagnetic sweep. It detonatessound-activated mines.

The EDO sled is unmanned. Thesweep operator, at a control consolein the helicopter, can start and stopthe turbine and raise and lower thehydrofoils. The helicopter can pickup the sled from a ship’s deck, fly itto a contaminated area, clean thearea, and then return the sled to theship or shore.

AN/ALQ-166 on display at Man in

the Sea Museum, Florida

IHS AT ONR/ASNE S&T EXPO

By Joel Roberts, IHS Member

The Office of Naval Research (ONR)Naval Science and Technology(S&T) Partnership Conference &American Society of Naval Engi-neers (ASNE) Expo was held 22 – 24October 2012 at the Hyatt Regency,Crystal City, Arlington VA. This wasa stellar event, and the IHS was aproud participant.

Simply stated, this expo was a

“candy store” for anyone interested

in high performance ships, vehicles,

and the latest science and technol-

ogy which makes them possible.

Our IHS booth featured a large photokiosk which portrayed the history ofhydrofoils and an eye catching ban-ner advertising the coming “Hydro-

foil Reunion” scheduled for 2013.Our booth was manned by MarkBebar, William Hockberger, FrankHorn, Nat Kobitz, and Joel Roberts.Special thanks are in order for FrankHorn who manned our booth for theentire 3 days.

Joel Roberts and Frank Horn

manning the IHS booth

FROM THE BOARD ROOM

By Joel Billingsley, IHS Member,Secretary

18 July 2012 - Mark Bebar,George Jenkins, Leigh McCue-Weil,and Ray Vellinga were elected to theBoard to fill the 2012 - 2015 term.Officers for the coming year areMark Bebar – President, Joel Roberts– Vice President, Frank Horn – Trea-surer, and Joel Billingsley – Secre-tary.

Plans came together quickly andhighly successfully for IHS to partic-ipate in the Tacoma Maritime Fest.held on 25 & 26 August 2012 inWashington state. IHS had a tentbooth staffed by Mark Bebar, SumiArima, Ray Vellinga, Mike Terry,and Bill Hockberger. Harry Larsonbrought personal hydrofoil TalariaIV. Terry Orme set up an adjacentbooth devoted to the restoration ofPCH 1 High Point.

The Board is making preparationsalso to exhibit at the ASNE Day 2013event to be held 21 & 22 February2013 at the Hyatt Regency Hotel inArlington, VA. ASNE is offering theIHS meeting room space in additionto the standard booth to attract addi-tional attendance.

Plans also are continuing for the Hy-drofoil Reunion to be held in KeyWest, FL 20 – 23 September 2013.




SAILOR’S PAGEMORE ON SAM BRADFIELD

The following collection of photos ofthe numerous hydrofoil sailing craftdeveloped by Sam Bradfield and hisassociates are either courtesy of theHydrosail website, via MikeMcGarry or from the book Hydrofoil

Sailing by Alexander, Grogono andNigg.

1967 tow testing of a canard configu-ration tri-hulled sailing hydrofoilcompleted by Sam Bradfield and hisstudents prior to fitting of a sail rig.

Sam Bradfield’s tri-hulled sailinghydrofoil configuration which wasextensively tested during the summerof 1969.

Another early test boat named NF2,

short for “Neither Fish Nor Fowl”,with ladder foils, steering canardfoil and inflatable outrigger hulls.

Another variation on the NF2

speedsailing record holder again with lad-der foil configuration but this timewith a center hull.

NF3

was an 18ft (5.5m) trimaran hy-drofoil with wing sail, dihedral mainfoils and a T-foil rudder aft, built in1988.

NF3

was an 18ft (5.5m) trimaran hy-drofoil with wing sail, dihedral mainfoils and a T-foil rudder aft, built in1988.

Further view of NF3.


NEW OUTRIGHT SAILING SPEED RE-

CORDS FOR VESTAS SAILROCKET2

The 2nd

and 3rd

Quarter 2012 News-letters described the VestasSailrocket2 (VSR2). The Sailrocketteam, lead by Australian, PaulLarsen, has since returned to WalvisBay in Namibia equipped with a newfoil to continue their speed sailing re-cord attempts.

We are pleased to be able to reportthat Paul Larson and his team haveprovisionally broken the outrightworld speed sailing record at about59.2 knots average speed over 500m.This outright speed record over500m was previously held at 55.65knots by Rob Douglas from USAandhad been set at Luderitz, Namibia, in2010 using a kite board.

The Trimble GPS unit on board re-corded a 59.23 knot average over500m and a peak speed of 62.53knots. These speeds and the recordare still subject to ratification by theWorld Speed Sailing Record Council(WSSRC).

As if this was not sufficient, on a sub-sequent run, Paul achieved a speed ofabout 55.3 knots over a nautical mile

thereby also claiming theoutright record for this dis-tance category from previ-ous record holder AlainThebault withl’Hydroptere. Paul reportsachieving “a whole nauti-cal mile dipping well intothe 60’s on each gust” and apeak speed near 64 knots

while at the same timemarginally beating hisprevious 500 meter av-

Profile and plan views of Vestas Sailrocket2

erage by increasing it to 59.38 knots.These records will also be subject toWSSRC ratification. The peak speedreached on this run was close to 64knots though such peak speeds do notconstitute any formal speed records.

At the time of writing, the WSSRChad confirmed the establishment of anew World Record for “B” Divisionsailcraft by Paul Larsen with VestasSailRocket 2 on 12th November2012. of 54.08 knots over 500 meterswith no current exceeding Paul’s pre-vious class record also set at WalvisBay in 2011 at 49.19 knots. WSSRCnotes a further claim for a speed inexcess of this is currently being as-sessed.

The complete re-design of the hydro-foil on the craft since last season ap-pears to have been a key to thissuccessful outcome.

More details from the team are atwww.sailrocket.com. A video of theearlier record run has been posted onYou Tube and is worth viewing.When running at speed, the craft ap-pears to sail with only the bow plan-ing sponson and foil in the water.

Ratification of records is announcedon the WSSRC website at:www.sailspeedrecords.com

On an earlier run last season with leeward

pod flying.


NEW BENEFIT

IHS provides a free link from

the IHS website to members’ per-

sonal and/or corporate site. To re-

quest your link, contact William

White, IHS Home Page Editor at

[email protected]

WELCOME NEW MEMBERS(Continued From Page 2)

IHS BOARD OF DIRECTORS

2010 - 2013 2011 - 2014 2012 - 2015

Sumi Arima Joel Billingsley Mark Bebar

John R. Meyer Martin Grimm George Jenkins

Joel Roberts Captain Frank Horn Leigh McCue-Weil

William White John Monk Raymond Vellinga

IHS OFFICERS 2012 - 2013

Mark Bebar President

Joel Roberts Vice President

Frank Horn Treasurer

Joel Billingsley Secretary

design several foil assisted catama-rans. A wish for the future is to helpproduce a fully foil supported yacht.

Capt. Mark Sedlacek USN (RET)

-Mark is from Alexandria, Virginia.He is a retired Navy Captain resid-ing in Alexandria Virginia. Markgrew up in Los Angeles and gradu-ated from USC NROTC in 1984with a degree in Industrial and Sys-tems Engineering. After progress-ing through the ranks, he ultimatelycommanded USS DONALDCOOK (DDG 75) and DestroyerSquadron 28. He retired in 2011 andjoined The Boeing Company’s mis-sile defense division where helearned of Boeing’s role in the Navyhydrofoil program. Mark had sev-eral colleagues in the Navy whoserved on PHMs and is interested inreconnecting with the hydrofoilcommunity.

Capt Carl E Weiscopf USN (ret) -Carl is from San Diego, CA. He wasthe commissioning CO of USSARIES (PHM 5). Carl has promisedmore information, but so far, nonehas been received. Stay tuned.

Claus Dettelbacher - Claus is fromBern, Switzerland. More to come.

There are between 100-150 potentialattendees already. Several membersare planning a reconnaissance tripthis September.

8 November 2012. - The Board is ac-tively exploring the opportunity toestablish an exhibit highlighting theU S Navy’s hydrofoil developmentprogram with the U S Navy Museum.To that end, the Board Meeting washeld in the newly established ColdWar Gallery at the Washington NavyYard. The Director of the museum ex-plained what kind of effort putting to-gether an exhibit entails and thengave a tour of the CWG showingwhere the hydrofoil exhibit might fit.The Curator of Ship Models has mod-els of FRESH 1, AGEH 1, PCH 1,PGH 1, PGH 2, and PHM 3 availablefor loan to the Navy Museum. Longrange plans for the Navy Museum areto relocate to a facility off the WNYthat is easily accessible by the generalpublic. The new museum will be astate-of-the-art facility, over threetimes the size of the current museum.If the IHS is willing to take on this op-portunity, we can develop an exhibitimmediately in the current museum,and then ride the wave into the newmuseum.

FROM THE BOARD ROOM(Continued From Page 9)

MORE ON SAM(Continued From Page 10)

HydroSail 21 (or simply HS-21)served as a test boat in the 1990’soriginally with dihedral J foils as seenhere.

To be continued in the next IHS

Newsletter

SPARVIERO – SON OFTUCUMCARIFrom Ships That Fly

It has been said that the NIBBIO Class of hydrofoils of the Italian Navyis the grandchild of TUCUMCARI (PGH-2). This can be understoodwhen one traces the successful evolution of its design fromTUCUMCARI through its predecessor, SPARVIERO.

In October of 1970 Alinavi, S.p.A. was awarded a contract by the ItalianNavy for the design and construction of the P420 SPARVIERO Classhydrofoil missile craft. Alinavi had been formed in 1964 to develop,manufacture and market military and commercial advanced marine sys-tems, particularly in the European and Mediterranean areas.

See SPARVIERO, Page 3

INSIDE THIS ISSUE

- President’s Column . . . . . . . . p. 2


- BRAS D’OR . . . . . . . . . . . . . . p. 4

- Classic Fast Ferries . . . . . . . . p. 5

- Talaria Update . . . . . . . . . . . . p. 7

- Book Review . . . . . . . . . . . . . p. 8

- Sailor’s Page . . . . . . . . . . . . p. 10

SUSTAINING MEMBERS

______________________________

YOUR 2013 IHS DUES ARE DUE

See IHS Website underMembership

SPARVIERO Class Hydrofoil, SWORDFISH

The NEWS LETTER

PO Box 51 - Cabin John MD 20818 - USA

International Hydrofoil Society

Editor: John Meyer 2nd Quarter 2013 Sailing Editor: Martin Grimm

IHS Second Quarter 2013

PRESIDENT’S COLUMNClaus Dettelbacher -

Claus holds a master’s degree inPhilosophy and Oriental Studiesfrom Vienna University, Austria.After an Internship at Blohm & Vossshipyards he began a degree in Na-val Architecture at the University ofHamburg in 1994, before switchingcourse and then finally specializingin Philosophy of History and Phi-losophy of Science. Claus has beenan avid blogger for years and haspublished several books on politics,philosophy of history and his travelsin Asia.

Claus is currently living in Dar esSalaam, where he is working as aweb designer and film maker. He issailing a lot - mostly on beach catsand his Hobie AI - and working onthe prototype of small 2-person hy-drofoil trimaran. In 2012 he hasalso made a short documentary filmon Ngalawas, the traditional fishingtrimarans of East Africa

********

WELCOME NEW MEMBERS

To All IHS Members,

Happy New Year and all the best for2013! As you know from reading theretrospective in the 1

stQuarter 2013

Newsletter, IHS was truly blessed tohave John Meyer’s outstandingservice and leadership as Presidentfor 21years. As newly-elected Presi-dent, I am in the process of taking onmore of the business of the Society.We are very appreciative that John iscontinuing in his role as Editor of theNewsletter.

Since the last issue of the Newsletter,we had one Joint Dinner Meetingwith SNAME Panel SD-5 (Ad-vanced Marine Vehicles) on 17 Janu-ary at the new Army-Navy CountryClub facilities in Arlington, VA. Wewere fortunate to have Jeff Kline,Vice-President of Naval Architec-ture, Navatek, Ltd. as guest speaker.

Mr. Kline’s presentation was on the“CAAT” - Captive Air AmphibiousTransporter. The CAAT is a new am-phibious vehicle technology that en-ables heavy-lift logistics transport atabout 20 knots over open or shallowwater, surf-zone and beach, land andmud-flats, and moderate obstacles.Unlike an air cushion vehicle, it hastranslating buoyant belts that provideboth buoyancy and propulsion. Withits low ground pressure, it can tra-verse environments, including sensi-tive ecosystems, that could notsupport an equivalently-loadedtracked or wheeled vehicle (15-20psi).

The CAAT has progressed throughseveral stages of model and proto-type development and testing under

DARPA and ONR sponsorship. Thecomplete presentation will be postedon the IHS website.

On 7 March, the Board of Directorsheld a regular meeting, at which sev-eral initiatives were discussed, in-cluding plans for a permanenthydrofoil exhibit at the WashingtonNavy Yard and a potential StudentHydrofoil Design Competition. Thiswill be covered in more detail bySecretary Joel Billingsley in a futurenewsletter.

Planning continued for the Navy Hy-drofoil Reunion to be held in KeyWest from 20-23 September 2013.The announcement will be publishedon the web and in the next issue ofthe NL.

We are also looking forward to par-ticipating again at the Tacoma Mari-time Fest in August 2013. Moredetails on both of these events will beissued in the future.

On the subject of new members, weurge all of you to recruit colleaguesand others to swell the ranks. I hopethat we can exceed last year’s num-bers by a reasonable amount thisyear. Finally, please consider yourNewsletter Editor’s plea for volun-teers to provide articles of interest toour members and readers. Pleasesend material, drafts, or ideas to [email protected] John Meyer will bepleased to hear from you.

Best regards,

Mark Bebar, IHS President

By Dave Patch, IHS Member

The reunion preparations remain ontrack for 20-23 Sept 2013. NAS KeyWest Morale, Welfare , Recreation(MWR) Director is in the process ofpreparing the procedures for our par-ticipants to make reservations at allthe MWR facilities in Key West. Hehas asked that we wait until he coor-dinates things at his end and expectsto be ready by 1 April. Once we havethose procedures, the next two stepsin the process are to start the security

HYDROFOIL REUNION STATUS


IHS Second Quarter 2013 Page 3

SPARVIERO(Continued From Page 1)

The company was jointly owned byThe Boeing Company, Finmeccania,and Carlo Rodriquez. Under theterms of a Boeing- Alinavi licensingagreement, Alinavi had access toBoeing technology for fully-sub-merged-foil hydrofoil craft. Hencethe SPARVIERO - TUCUMCARIconnection.

Whereas TUCUMCARI was a patrolboat carrying a crew of 13, the Italianboats were to be designed asfast-attack craft for very short dura-tion missions with minimum “hotel”services. Thus a crew of only 10 wasrequired. Because of the mission re-quirements, emphasis was placed onheavier weapons than those onTUCUMCARI. SPARVIERO’sOTOMAT missiles and a 76mm OTOMelara gun dominated the deck ofthis relatively small, 60- ton craft.You may remember that this is thesame gun that was incorporated onthe 235-ton PHM.

Although the craft retained thefoilborne propulsion system, foilsystem, and automatic controls ofTUCUMCARI, extensive rearrange-ment of the hull was required. Thehull was wider, the internal layout toaccommodate the larger Combat Op-erations Center and electronicsequipment was completely different.Named SWORDFISH, this 60-tonfast attack hydrofoil was delivered tothe Italian Navy in July 1974. Al-though designed primarily as a“day-boat”, it could stay out up to 5days if foilborne operations were re-stricted and remained hullborne formost of the voyage. To obtain thishullborne capability in such a smallboat, another difference fromTUCUMCARI was evident, namely

a hullborne propulsor utilizing a pro-peller outdrive instead of a waterjeton the transom centerline. With this360 degree fully rotatable outdrive,the designers of SPARVIERO wereable to eliminate the bow thrusterused on the PGH-2.

The NIBBIO Class of Italian Navyhydrofoils followed closely behindSWORDFISH with relatively minor,but important changes. These cen-

tered around the rather interestingand innovative use of distilled waterinjection in the gas turbine engine.The result was a 600 horsepower in-crease in maximum engine power.The ship could carry up to about1,100 pounds of water which wassufficient for up to one hour of higherpower operation. This additionalpower provided such advantages astakeoff in very rough seas, takeoff invery warm air, takeoff with very highweight such as a fuel overload, andprobably most important, an increasein maximum speed from 48 knots to50 knots in battle conditions. An ad-

ditional 3,300 pounds of fuel, plusthe 1,100 pounds of injection water,could be carried as a fuel overload. Atotal of seven SPARVIERO/NIBBIOhydrofoils were built for the ItalianNavy up until 1990. The other shipsin the Class were: Falcone, Astore,Grifone, Gheppio, and Condor. Theywere all commissioned in the 1981 to1983 time frame.

The TUCUMCARI heritage did notend with the Italian Navy. The Japa-

nese Defence Agency, after consider-ing a larger alternative hydrofoil, in1989 included three SPARVIEROClass hydrofoil missile boats for itsMaritime Self Defence Force in itsFY90 Defense budget. These hydro-foils, were to be built under license inJapan, would retain the OTO Melara76mm gun, but would replace theSPARVIERO’s missiles with theMitsubishi SSM-lB, a derivative ofthe Ground Self- Defence Force’sland-based missile.

********

NIBBIO- Class Hydrofoils, GRIFONE and ASTORE

The Canadian requirement for a hy-drofoil centered about the Anti-Sub-marine Warfare role which demandsan extremely versatile ship. MichaelEames, in his paper reviewing hydro-foil developments in Canada, pointsout that an alternative to improvingsonar range (on large ships) is to pro-vide a significantly larger number ofsonars economically - the so-called“small and many” concept. Initial de-tection requires long endurance atslow search speeds; interception andattack require short bursts at speedsexceeding those of conventionalships.

With this philosophy firmly in mind,and continued confidence from theirearlier developmental effort, the Ca-nadians undertook in 1959 a study ofdesign requirements for a nominal200-ton ASW hydrofoil ship desig-nated R-200. The design concept thatresulted was reviewed in January1960 by experts from the UnitedStates, United Kingdom, and Canadawith the conclusion that the conceptwas sound.

In August 1960 a contract wasawarded to DeHavilland Aircraft ofCanada to carry out engineering stud-ies and to determine the technical fea-sibility of the R-200 design. Based onthe positive conclusions that resulted,a second contract was awarded to de-velop a preliminary design. In May1963 this led to award of athree-phase contract to DeHavillandwhich called for preparation of con-tract plans and specification, detaileddesign and construction, and the con-duct of performance trials. DeHavil-land, in turn, subcontracted fabrica-tion of the hull and installation of shipsystems to Marine Industries Ltd. in

Sorel, Quebec. Hull construction ofBRAS D’OR commenced in 1964,but during construction, on 5 Novem-ber 1966, there was a disastrous firein the main machinery space whichalmost caused termination of the pro-gram. In spite of the delays and costincrease, however, the ship, desig-nated FHE-400 and named BRASD’OR, was completed in 1967.

The surface-piercing foil system ofthis hydrofoil is very evident from thephoto. The main foil carries about 90% of the lift, whereas the small bowfoil carries the remaining l0%. Thebow foil is steerable and acts like arudder for both foilborne andhullborne operations. It can also beadjusted in rake, enabling the best an-gle- of-attack to be selected forfoilborne or hullborne operation un-der whatever load or sea conditionsthat may exist.

As in many hydrofoil designs, the dif-ferent power levels involved inhullborne and high-speed foilborneoperations dictate separate propul-sion systems. The illustration on page5 shows the layout of BRAS D’OR’s

propulsion system. For the lower-power, long endurance hullborne sys-tem, fuel weight is a critical factorwhich made the selection of a highspeed diesel engine a logical one. APaxman 16 YJCM diesel rated at2,000 hp drove two three-bladed pro-pellers on pods mounted on the mainanhedral foils. These 7-foot diameter,fully-reversible, controllable-pitchpropellers were 30 feet apart in thelateral direction which provided ex-cellent maneuverability at low speedthrough differential pitch control.

The foilborne propulsion system con-sisted of a Pratt & Whitney FT A-Zgas turbine engine, rated at 22,000hp, driving two fixed-pitch,three-bladed propellers 4 feet in di-ameter.

BRAS D’OR arrived in Halifax,Nova Scotia on 1 July 1968 to begin along series of trials. From Septemberof 1968 until July 1971, when the tri-als terminated, the ship logged 648hours, 552 hullborne, and 96 hoursfoilborne. The most operationally

Page 4 IHS Second Quarter 2013

DO YOU REMEMBER CANADIAN BRASD’OR. FHE-400?


Canadian BRAS D'OR, FHE-400,at 62 Knots

representative trial was a 2,500 milevoyage to Hamilton, Bermuda, andNorfolk, Virginia, in June 1971.Thebiggest disappointment, albeit from ascientific point of view (but not thesailor’s aboard), was that the amountof significant rough-water data col-lected was regrettably small. At notime during the trip were limitingrough-water conditions experienced,either hullborne or foilborne.

This was not to say that BRAS D’ORdid not encounter rough water! Ac-cording to Michael Eames, HMCSFRASIER, a 3,000-ton frigate sailingin company during a rough-watertrial sent a signal as follows:“Weather conditions were consideredmost unpleasant, heavy seas and15-20 ft swell, wind gusting to 60knots, ship spraying overall with up-per deck (of FRASIER) out ofbounds most of the time. BRASD’OR appeared to possess enviableseakeeping qualities. She was re-markably stable with a noticeable ab-sence of roll and pitch, and

apparently no lack of maneuverabil-ity. The almost complete absence ofspray over the fo'c'sle and bridge wasvery impressive.”

Foilborne, BRAS D’OR exceededher calm-water design speed, achiev-ing 63 knots at full load in 3 to 4 footwaves. Sea trials included a compre-hensive set of seakeeping and mo-tions data, all of which prompted theCanadians to conclude that BRASD’OR showed its performance to bequite remarkable for a surface-pierc-ing hydrofoil ship.

The FHE-400, although no longer op-erational, remains even today themost sophisticated and advanced de-sign of a surface-piercing-type hy-drofoil. Its design and extensive trialsprogram contributed significantly tothe technical data base and this wasinvaluable in complementing theU.S. development program.

Editor’s Note: A comprehensivetreatment of the FHE-400 was a re-port by Thomas G. Lynch, entitled“The Flying 400 - Canada’s Hydro-foil Project”, published by NimbusPublishing Limited.


BRAS D’OR Propulsion System Layout

By Martin Grimm, IHS Member

After a pause of several years, as ofOctober 2012, Classic Fast Ferries isonce again being published. This freeon-line magazine is produced by for-mer Danish IHS member and longtime fast ferry enthusiast TimTimoleon. The latest issues are avail-able at: www.classicfastferries.com

The on-line magazine was first pub-lished by Tim in January 2000 andcontinued to be produced regularly inan electronic ‘magazine’ format untilMay 2005, before being producedmore intermittently in the form ofshorter ‘Netnewz’ items until about2008. One further full issue was re-leased during that period. Many ofthe previous issues are still availablein the archive at the CFF website.

The new October 2012 issue in-cluded some historical private photosof the SR.N4 cross Channel hover-craft as well as plans for the possiblepreservation of the Rodriquez builtPT20B ‘Ekspressen’ that once oper-ated in Norway. The November issuereviewed current and past hydrofoiland hovercraft services in Italy. TheDecember issue provided an updateon the Rodriquez fully submergedhydrofoil prototypes “Hydrofoil 1”and “Hydrofoil 2” and also the opera-tion of the one-off fully submergedhydrofoil ‘Victoria’ by NorthwestHydrofoil Lines and subsequent Jet-foil services on the routes from Seat-tle in the USA and Victoria andVancouver in British Columbia, Can-ada. This issue also included an itemon the Voskhod hydrofoils that had

CLASSIC FAST FERRIES ON-LINE MAG-AZINE RETURNS


BRAS D’ORContinued from Previous Page


CLASSIC FAST FERRIES(Continued From Previous Page )


previously operated between Mon-treal and Quebec City.

If you have any historical photos orinformation related to commercialhydrofoil, hovercraft, catamarans,SES or monohull fast ferries, why notpass that information on to Tim forpossible future use in this fabulousand detailed online magazine. Ofcourse, for hydrofoil material, theIHS Newsletter Editor would also beinterested in a copy of such material.

RODRIQUEZ UPDATE - I

Excepts from Classic Fast Ferries,December 2012

It has been well over five years sincea new hydrofoil was last delivered byRodriquez Cantieri Navali. But thisdoes not mean there has been no newhydrofoil development at theMessina yard. Quite the opposite.

Even before the last Foilmaster todate entered service with UsticaLines in 2007, a new design had beenon the drawing-table since the begin-ning of the new millennium. By farthe most significant difference be-tween this and the yard’s other hy-drofoils is that it features fullysubmerged foils, whereas previousgenerations were all of the sur-face-piercing type.

Financed by the Italian Ministry ofResearch, it was decided to constructtwo prototypes in order to acquire thenecessary full scale experience tosuccessfully put into production thisnext generation Rodriquez hydro-foils. Towing tank tests were carriedout by the Krylov Shipbuilding Re-search Institute of St. Petersburg.

Both prototypes are of the fully sub-merged type featuring a T-shapedbow foil and aft foil with three strutsincorporating the rudders. But unlikethe Boeing Jetfoil which iswaterjet-propelled and powered bygas turbine engines, the Rodriquezcraft, like hitherto, are powered bydiesel engines. However, each vesselis equipped with a different propul-sion system.

The sleek, 38m twin-deck design canbe fitted out for 240–280 passengersand has a cruising speed of approx.42 knots. Corresponding figures forthe Foilmaster are 31.2m, 224 pas-sengers and 36 knots, respectively.

The first of the two prototypes, Hy-drofoil 1, was launched in 2008 andis equipped with traditional shaftpropellers. The second unit, not sur-prisingly called Hydrofoil 2, has apod propulsion system with pullingcounter rotating propellers. The ves-sel is structurally complete atRodriquez but has yet to be launched.

Conversely, extensive sea trials havebeen carried out in the Straits ofMessina with Hydrofoil 1 and theseshould by now have been finalised.The trials verified the project’s goalof, for example, better seakeeping inhigh sea states and consequentlygreater passenger comfort and lowerresistance in foilborne mode and thuslower fuel consumption in compari-son with the surface-piercing hydro-foil. Also, the resistance in hullbornemode is lower allowing for a higherspeed, approx. 25 knots compared toapprox. 15 knots for the sur-face-piercing craft. The design takesoff at around 27 knots.

To simulate a full load condition of240 passengers, the vessel wasloaded with water tanks for the trials.While the design service speed of 42knots was confirmed, the expectedmaximum speed of 45 knots was notreached. It is believed that this willbe achieved on the second unit whichfeatures the pod propulsion system.

Since it was launched, the super-structure on bridge deck on Hydro-foil 1 has been extended inaccordance with the initial designdrawings. In this connection, prior tothe main sea tests, the livery was

Hydrofoil 1

Stern Quarter View of

Hydrofoil 1


RODRIQUEZ UPDATE - II


RODRIQUEZ UPDATE - I(Continued From Previous Page )

changed from a simple and becomingcream white to a perhaps more strik-ing appearance of a brighter whiteand sporting a large seagull on itswing on each side.

EARLIER ATTEMPTS

This is not the first time that theRodriquez yard is dealing with thefully submerged hydrofoil technol-ogy.

Already in the mid-1960s CarloRodriquez, son of the founder of theLeopoldo Rodriquez Shipyard, ap-preciated the prospective competi-tion from the big Americancompanies of Boeing, General Mo-tors and Grumman which were all in-terested in adding to their aircraftbusiness the production, on a grandscale, of the fully submerged hydro-foil, civil as well as military. Negoti-ations between Rodriquez andGrumman went on for a year, butCarlo Rodriquez felt his yard wouldonly act as Grumman’s right-handman with no influence on designchanges, etc., and the plans for an al-liance with the Americans weredropped.

Some years later Rodriquez turned toBoeing to build military hydrofoilsof the fully submerged type devel-oped by Boeing for, initially, the Ital-ian Navy. Having formed a jointventure, Alinavi, made up of theRodriquez yard, Boeing and a thirdparty of Italcantieri, the Italian Gov-ernment commissioned six craft ofwhat was to be called the Sparvieroclass fast attack hydrofoil. Built notin Messina but in La Spezia innorth-western Italy, the first of thesewas launched in 1973. There was

also talk about setting up a produc-tion of the commercial Boeing Jetfoilin Italy for the European market.

More recently, when the MaximumEfficiency Craft, MEC, was beingdeveloped by Rodriquez it was tohave been built in two variants.When launched in 1992, the 25mMEC 1 prototype was equipped withsurface-piercing W-foils for the ini-tial trials and the plan was to replacethese with a fully submerged foil sys-tem when these trials had been com-pleted before entering upon a batchproduction, including the larger fullysubmerged MEC 3. None of theseprojects eventuated and only the pro-totype MEC 1 was realized. Instead,Rodriquez focused on developing theFoilmaster.

COMMERCIAL SERVICE

At present it is uncertain when one orboth of the new fully submerged pro-totypes will be tested commerciallyin regular service. Unfortunately theglobal cash flow could be better andtimes do not spur to new investmentor ideas, a situation which of coursehas been going on for a number ofyears. Everyone, includingRodriquez, is cutting back on ex-penses. It should be safe to assume,though, that when it happens the hy-drofoil(s) will be leased to or ac-quired by an existing operator withsufficient experience in operatingfast ferries and with back-up craftshould it prove necessary.

By Lorenzo Bonesera, IHSMember

When I recently visited theRodriquez site I observed that thereare very few people working to

complete the two last catamarans,“City Cats”, for the Oman customer.Moreover a little yacht has been pro-duced but without foils, I do notknow the customer.

The AliSwath is always in the samecondition as it was two/three yearsago. Maybe it will be completed as“normal” catamaran.

Hydrofoil 1 and Hydrofoil 2 are stillwaiting financial help to continuetheir development. The first one is al-ready completed, could be sold to anoperator, but in a social/financial cri-sis period finding a customer is quiteimpossible. The second one is stillwaiting to be finished. It has a differ-ent propulsion system (not includedin the rear foils) but not yet installed.

TALARIA UPDATE

By Harry Larsen, IHS Member

An article about Talaria’s develop-ments including its digital controlsystem in was published in 2010.

My work since has been to replace itsoriginal aluminum aft foil with oneof carbon fiber and add an additionalMoog servo value. The new foil wasinstalled this last October. The origi-nal aft flaps were actuated differen-tially by two single acting cylinders.Thus there was no pitch control with-out moving the aft struts. Now, theaft flaps are independently actuatedand adjusted up or down dependenton speed (engine RPM). Thus thecamber of the foil is varied as a func-tion of speed yielding a better L/Dover is entire speed range. The boat,despite a smaller foil area (3/4), can





of the IHS website.


Disclaimer






TALARIA UPDATE(Continued From Previous Page )

fly at about the same minimum speedas with the original aft foil. Also, thecomputer is programmed to drop theboat to the water given a rapid cut tothe throttle or engine failure.

The carbon fiber aft foil, span 8’, cord9”, .9” thick, has an anhedral of 10 de-grees. The new carbon fiber aft sidestruts, 54” x 6.25” x .75” were madein a two sided mold using resin infu-sion. It was a chancy procedure sincewith a two-sided mold one can not ob-serve the infusion as it takes place.My attempts with test samples to in-fuse the aft foil were unsuccessful soit was hand laid up. Using a slow (14hour cure) epoxy it has 60 plies of uni-directional carbon with a FG core. Iam currently working on a printed cir-cuit board to replace the hand wireddigital/analog interface board. Asunlight readable 1000 nit 8” LCDscreen is ordered to replace the exist-ing 300 nit screen.

Talaria Foilborne on Lake

Washington

REMEMBERING JOE KOELBEL

Joseph G. Koelbel, Jr., of Springfield,VA died early Monday, January 14,2013 in Inova Fairfax Hospital, aftera long illness. Born in Hempstead,NY on October 29, 1928, Joe wasraised in Baldwin, NY. He served inthe U.S. Army during the KoreanWar.

A respected naval architect, Joe be-gan his career at Sparkman andStephens and Grumman Aircraft En-gineering on Long Island, NY, andlater worked at Asset Inc., AdvancedMarine Enterprises, and John J.McMullen Associates in northernVirginia. He was a member of the So-ciety of Naval Architects and MarineEngineers (SNAME) and the Interna-tional Hydrofoil Society. Joe special-ized in the design and development ofhull forms for both displacement andplaning craft. Projects included shipconversions, patrol boats, high speedpassenger ferries, surface effect craft,hydrofoils, and wheeled and trackedamphibious craft. His particular spe-cialties in the small ship and craftfield were the design of high speed,rough water planing boats, and con-sultation in difficult performance andpropulsion problems. Joe was an ex-pert in the fields of hydrodynamics,bottom loading, and structures ofhigh speed craft, and presented anumber of SNAME papers on thosesubjects.

By Ray Vellinga, IHS Member

20,000 miles under sail. 960 Nauticalmiles in 6 days! For a 31’ cruisingsailboat this is phenomenal, and maystill be a record for hydrofoil sailingboats. It’s the story of David Keiperwho nearly 40 years ago flew into his-tory aboard his self-designed,home-built hydrofoil trimaran,Williwaw.

In 1975 David cast off his mooringsin California and chartered a coursefor the South Pacific. Hawaii, Tahiti,Cook, Samoa, Tonga, Rarotonga,New Zealand are some of the islandsvisited.

REVIEW OF THE BOOK: HYDROFOIL

VOYAGER, BY DAVID KEIPER.



HYDROFOIL VOYAGER(Continued From Previous Page )

Did he dream of blue water adven-tures nine years earlier as he cut thefirst plank in his Petaluma, Californiaback yard? Perhaps, but when I vis-ited David later in Sausalito aboardhis work-in-progress the focus wason the technical achievements andperformance characteristics. By thattime, David was living on shore andWilliwaw was moored within rowingdistance. I remember him as a slen-der, 6’ 3”, friendly, helpful youngbachelor with a tasseled head of hairsuggesting that he either just camefrom the sea or slept late. He was areal Sausalito guy preparing for agreat adventure. When we boardedWilliwaw I heard her timbers beckonto him, “come, sail away with me”.Shortly thereafter he answered thecall and watched Golden Gate Bridgedissolve into his wake.

Lucky for us, David shared his adven-tures in his exciting book, Hydrofoil

Voyager. We join David as he strug-gles with capsizing, material failure,dissolving wood glue, crew prob-lems, torn sails, high winds, nowinds, freak waves, cold, heat,spoiled food, good food, contami-nated water — if you’ve been to seain a small boat, you know. Did I men-tion girl crews jumping ship, drunkenjealous boy-friends, and hepatitis?

His crew problems started inSausalito where locals volunteered.In the mid sixties “there was a sub-stantial counter-culture and half thecrew were stoned and the other halfdrunk.” The more he sailed the morehis taste in crew changed. In Lahaina,Hawaii, he posted on some bulletinboards: Affirmative Action: To getmore women into yachting - Free

sailing and navigation lessons Fourladies and one guy applied within aday. On other occasions in Auckland,his search for an all girl crew resultedin some “all night interviews,” but “Ihad difficulty persuading any to govoyaging.” Later success in this ap-proach leads to navigation problems.He wrote: “A boat with a womencrew never gets to where it was plan-ning to go.” (His words, ladies, notmine).

In Samoa a traditional family almostinvoluntarily married him off to theoldest granddaughter that ended up ina “hair-pulling cloths-tearing fight”between two hopeful brides-to-be.No wonder David occasionally foundhimself alone at the tiller far fromlandfall.

However, dear reader, before you canhave this kind of fun at sea, you mustbuild your boat. For this, the appen-dix describes how to make your ownWilliwaw. This part of the book isfilled with hints based on hard experi-ence about materials, techniques, andcommon mistakes.

Let’s not forget that above all this is abook on sailing, and David goes into

great detail. It is also a fine book onhydrofoil design. It is a must-read forthose going to sea, building a boat, ordesigning one. You will learn a lot,and it is exciting.

In 1976 a death in the family requiredDavid to return to the States. Theboat’s caretaker anchored her close tothe shore in Hanalei bay, and an Octo-ber storm brought 15’ waves thatcrumbled the unattended boat against

a concrete pier. Thevessel was uninsured.

Footnote: Ironically, ina paper dated 1977, Da-vid wrote: “For low costadventure, I turned tobackpacking. For intel-lectual challenge, I re-turned to doing researchin the biomedical field.The loss of my two fa-vorite relatives, my fa-ther and my uncle, toheart disease gave methe motivation to do re-search on heart dis-ease.” On June 27,1998, David followed in

the footsteps of these two blood rela-tives and suffered sudden fatal heartattack. The hydrofoil world lost a col-orful, important hydrofoil innovator,and a fine writer.

David and Williwaw can be seen inthe Youtube video:http://www.youtube.com/watch?v=1cYXxZiL4B8&list=UU7Z-PqVlYu5m4CDTgesvR7g&index=4

Hydrofoil Voyager is available atAmazon.com: http://www.ama-zon.com/s/ref=nb_sb_ss_i_0_15?url=search-alias%3Dstripbooks&field-keywords=hydrofoil+voy-ager&sprefix=hydro-foil+voyag%2Cstripbooks%2C277

David and Williwaw Smoothly Underway in

Force 3 Seas



SAILOR’S PAGE

HydroSail 21 rebuilt with a T-foil ar-

rangement including surface-sensing

wands as seen here.

Another view of HydroSail 21 withT-foils and clearly showing one ofthe surface sensing wands in action.

The 25ft (7.6m) “EIFO”, or EasilyIdentified Flying Object, designed asa coastal racing day sailor equippedwith carbon fiber T-foils pictured inOctober 1995.

This is shown at top of secondcolumn.

Further photo of “EIFO” in October1995.

Further photo of “EIFO

The 16 ft (4.9m) trimaran WindriderRave with surface sensing wands andT-foil support which entered produc-tion in August 1998. Shown heresailing smoothly through choppyseas. Photo: Ralph Naranjo.

The 37ft (11.3m) SCAT (Sam’sCrazy-Ass Trimaran) built in 2002in Florida sailing in light air.

CAD rendering of SCAT showinglayout.

More on The Pictorial Tribute toSam Bradfield


Sam Bradfield (left) aboard SCATwith his team in 2003. Tom Hamanreports that Scat was sold to HarborWing a few years ago. She wasshipped to California and was storedat Morelli and Melvin’s yard and sitsthere still. She had to be cut apart toship and was supposed to be reas-sembled as a 50 footer, but I thinkthey lost their funding.

The 18ft (5.5m) Osprey waslaunched in 2012 as Hydrosail’s mostrecent project.

***************

At the time of going to print in theprevious Newsletter we noted thatnew outright world speed sailing re-cords had provisionally been set byVestas Sailrocket2. In fact, PaulLarson and his team have now bro-ken the outright world speed sailingrecord convincingly for both 500mand over one nautical mile, with the500m record increased on two sepa-rate occasions.

Initially, on the late afternoon of 12thNovember 2012, Paul managed to in-crease his own World “B” DivisionSpeed Record with an average speedof 54.08 knots over 500m exceedinghis previous record in this class of49.19 knots set in 2011. However thiswas not the team objective.

The true goal was achieved a fewdays later on the afternoon of 16thNovember, when Paul managed toincrease his average speed over500m to 59.23 knots breaking theoutright speed record for this dis-tance across all classes of sailingcraft.

On a subsequent run on 18th Novem-ber, Paul achieved a speed of 55.32knots over a nautical mile therebyalso claiming the outright record forthis distance category. At the sametime he marginally increased his 500meter average to 59.37 knots.

Finally, on the afternoon of Saturday24 November, a significant furtherimprovement in average speed overthe 500m distance was achieved at65.45 knots measured using the GPS.A peak speed of 68.01 knots over 1second was also recorded on this run.

Multiple New Speed Records forVestas Sailrocket2

These records have all now been rati-fied by the WSSRC; see the webpagewww.sailspeedRocket 2 [data cour-tesy WSSRC].

See page 12 for the chart of speed re-cords.

VSR2 on the 65 knot run with

leeward float airborne and bow

float merely skimming the water,

The sail and foil are doing the

bulk of the work.

Aerial photo of the 65 knot run at

the Walvis Bay site.

Aerial photo of Walvis Bay,

Namibia, with speed sailing strip

on right of image. Winds typi-

cally approach from the South.

Tribute to Sam BradfieldContinued from Previous Page


HYDROFOIL REUNION STATUSContinued from Page 2






The steady progress in speed sailing records since they were officially

recorded is shown here. Of interest is the competition and progress

made in recent years and the jump in the records by SailRocket 2

[data courtesy WSSRC].

IHS AND SNAME SD-5 HOLD JOINTMEETING

As mentioned by Mark Bebar in hiscolumn on page 2, IHS held a JointDinner Meeting with SNAME PanelSD-5 (Advanced Marine Vehicles) on17 January at the new Army- NavyCountry Club facilities in Arlington,VA. We were fortunate to have JeffKline, Vice-President of Naval Archi-tecture, Navatek, Ltd. as guestspeaker. Mr. Kline’s presentation wason the “CAAT” - Captive Air Am-phibious Transporter.

The CAAT is a new amphibious vehi-cle technology that enables heavy-liftlogistics transport at about 20 knotsover open or shallow water, surf-zoneand beach, land and mud-flats, andmoderate obstacles.

Shown here are IHS President, MarkBebar, the speaker, Jeff Kline andSD-5 Chairman, Bill Hockberger.


2010 - 2013 2011 - 2014 2012 - 2015





form process, and finalize reunioncost, prepare registration forms, anddistribute.

We are making the final arrange-ments relative to the Friday BBQ andthe Saturday Banquet. This will en-able us to finalize the cost of the re-union.

We have received over 145 notifica-tions from those interested in attend-ing. That could mean over 250attending. The banquet space has atotal capacity of 280, with 250 a morecomfortable number. Event plannersindicate that a rule of thumb is about20-25% who express interest ulti-mately do not register. We are look-ing at alternatives, but are hoping thatwe will not exceed 280.

We have just learned that the KeyWest Poker Run is being held thesame weekend (20-23 Sept). 10,000bikers descend on Key West. Wehave talked to Key West Chamber ofCommerce and they indicate thatthere are still plenty of rooms avail-able, but reservations should be madesoon. We will be providing links onour web site for finding appropriateaccommodations for those who don’twant to stay at MWR facilities.

RUSSIAN HYDROFOILS – STILLFLYING!

It was about 1957 when commercial hydrofoil activity started at theKrasnoe Sormovo Ship Yard in Gorki in the Soviet Union with thelaunching of RAKETA, an 88-foot, 27 ton hydrofoil powered by a900 hp supercharged diesel engine. Several hundred of these vesselswere produced over the years up until the 1970s. This was the begin-ning of a whole series of hydrofoils designed, built, tested, andoperated in Russia and the Ukraine, and continues even until the pres-ent time.

Today there are several shipyards producing hydrofoils forhigh-speed passenger transportation on rivers and in coastal areasaround the world.

Third Quarter 2013

See Russian Hydrofoils, Page 3

INSIDE THIS ISSUE

- President’s Column . . . . . . . . p. 2


- New Initiative . . . . . . . . . . . . p. 5

- Cavitation . . . . . . . . . . . . . . . p. 7

- FRESH-1 Update . . . . . . . . . .p. 8

- Navy Museum . . . . . . . . . . . . p. 9

- Sailor’s Page . . . . . . . . . . . . p. 10

Sailing Editor: Martin Grimm

SUSTAINING MEMBERS

_____________________________

HAVE YOU PAID YOUR2013 IHS DUES? IF NOT,THEY ARE OVERDUE

See Full Announcement onPage 6

Meteor is one of the most common Russian hydrofoils for

river operations - Courtesy of Konstantin Matveev

The NEWS LETTER

Editor: John Meyer

International Hydrofoil SocietyPO Box 51 - Cabin John MD 20818 - USA

IHS Third Quarter 2013

PRESIDENT’S COLUMN Jack Fruin – Jack received his BSEin Mechanical Engineering and Ma-terial Science from University ofConnecticut in 1986. He later re-ceived an MSME in StructuralAnalysis from RPI, and an MSMEin Manufacturing from Universityof Connecticut. Prior to joining Na-iad in 2007, his Engineering experi-ence in the Aerospace and MachineTool industries has involved ma-chine tool design, bearing testingand analysis, as well as Product andProcess Development. As LeadMechanical Engineer at Naiad, he isresponsible for Mechanical Designand Applications Engineering at theConnecticut office.

Jon Kashetta – Jon received hisBSET in Electronics Engineeringand Minor in Mathematics fromPennsylvania College of Technol-ogy in 2005. Prior to joining Naiadin 2010, he was part of an engineer-ing firm designing experimentalelectronics through SBIR/STTRcontracts. There, he accrued knowl-edge in FPGA programming, highspeed digital embedded design, andhigh voltage reactive drive technol-ogy, with much experience gainedin circuit board design. As Electri-cal and Software Engineer for Na-iad Dynamics, he is responsible forall electrical designs for custom ridecontrol systems, design of newproducts, systems integration, andproject management.

Vic Kuzmovich – Vic began work-ing with Naiad products in 1976 andhas been with the company throughdifferent ownerships in various ca-pacities, from machinist through


WELCOME NEW MEMBERS

To all IHS Members

I hope this finds everyone well. Overthe past few months, in getting moredeeply involved in the business of theSociety, I have obtained greater in-sight of and appreciation for the out-standing work by our past president,John Meyer. John continues to play akey role on the Society’s Board of Di-rectors, and we are blessed to haveJohn continue as NL Editor.

Since the last issue of the NL, we hada Joint Dinner Meeting with SNAMEPanel SD-5 (Advanced Marine Vehi-cles), which was co-sponsored withASNE and held on 21 February inconjunction with ASNE Day 2013.The technical presentation was “RideControl for High-PerformanceShips” given by Alan Haywood andBenton Schaub of Naiad DynamicsUS, Inc. (see page 7). The completepresentation has been posted on theIHS website (www.foils.org). Alsosee page 8 for details related to NaiadDynamics capabilities.

In the last issue of the NL, I noted thepotential for a Student Hydrofoil De-sign Competition. After much plan-ning, the International HydrofoilSociety has established and recentlyannounced the Mandles Prize for Hy-drofoil Excellence. See page 5 for de-tails. Background for the MandlesPrize and Rules for the competitioncan be downloaded from our websiteat and questions can be sent to:[email protected] We anticipate avery exciting competition and lookforward to receiving manyhigh-quality entries. Best of luck toall those who compete!

On 7 March, the Board of Directorsheld a regular meeting, at which sev-eral initiatives were discussed, in-cluding plans for a permanenthydrofoil exhibit at the WashingtonNavy Yard. This is covered by Secre-tary Joel Billingsley in From the

Board Room on pages 6 and 9.

Planning continues for the Navy Hy-drofoil Reunion to be held in KeyWest on 20-23 September 2013 (seepage 2 of the 2

ndQtr 2013 NL. We are

also looking forward to participatingagain at the Tacoma Maritime Fest on24-25 August 2013. Information canbe found at: http://www.maritimefest.org/. We encourage those of youon the West Coast to attend the Festand we also need volunteers to staffthe IHS booth. This is an outstandingopportunity to enjoy the festivitiesand increase public awareness of hy-drofoil technology. More details onboth of these events will be issued inthe future.

On the subject of new members, weurge all of you to recruit colleaguesand others to increase our numbersand bring new talent into the Society.Our goal is to exceed last year’s num-bers by a reasonable amount this year.As always, please consider your NLEditor’s plea for volunteers to pro-vide articles and photos of interest toour members and readers. Pleasesend material to John Meyer at [email protected]; he will be pleased tohear from you.

Best regards,

Mark Bebar, IHS President

IHS Third Quarter 2013 Page 3


RUSSIAN HYDROFOILS(Continued From Page 1 )

The Morye/Feodosia ShipbuildingCompany is a Ukrainian Yard lo-cated on the Black Sea nearFeodosia on the Crimean Peninsula.It specializes in production ofhigh-speed dynamically supportedvessels (hydrofoils, hovercraft, ves-sels with air-cavities) planningboats, pleasure yachts and boatswith hulls made of alumi-num-magnesium alloy. The com-pany is the biggest in the Ukraine inits field. A considerable part of itsproduction are patrol boats and an-tisubmarine hydrofoil craft and, inaddition multi-purpose hovercraft.From their building berths werelaunched such well-known passen-ger hydrofoils as Raketa, Kometa,Voskhod, Cyclone and Olympia.The total composed about 40% ofthese types of vessels built in theworld. The hydrofoils Kometa,built at the end of the 1960s and thebeginning of the 1970s, are still inoperation in Greece and Cuba.

Another builder is the Volga Ship-yard located in Nizhny Novgorod(called Gorky in Soviet times) thathas been in operation for over 30years and continues to produce hy-drofoils distinguished by their goodconstruction and reliability. Ac-cording to the company, the best ev-idence of this is the operation ofhydrofoils in different climatic con-ditions, in particular: Meteor, Sun-rise and Polesie in Russia, China,Hungary, Ukraine, Vietnam; alsoComet, Katran Olympia Cyclone inRussia, Estonia, Italy, Greece,Croatia, Cuba, Ukraine, Vietnam.According to their website, they aremanufacturing and making repairs

to Kolkhida, Kometa, andLastochka type hydrofoils.

The speed limit for these hydrofoilsis about 65 knots and was reachedby a patrol boat Antares with a dis-placement of 220t. [Ed Note: This isa very high figure for their passen-ger hydrofoils, and really only ap-plies to their military hydrofoilsmentioned below.] These patrolboats were built from the late 1970’sto early 1990’s.

It is interesting to note that theUSSR introduced several hydrofoilfast attack craft into their navy, prin-cipally:

Sarantcha class missile boat, aunique vessel built in the 1970s.

Turya class torpedo boat, whichwas introduced in 1972 and still re-mains in service today.

Matka class missile boat, which wasintroduced in the 1980s and still re-mains in service today.

Muravey class patrol boat, whichwas introduced in the 1980s andstill remains in service today.

Soviet Union-built Voskhods areone of the most successful passen-ger hydrofoil designs. It was devel-oped in the Soviet Union andmanufactured in Russia andUkraine. Currently, they are in ser-vice in more than 20 countries. The

most recent model Voskhod 2MFFF, also known as Eurofoil, wasbuilt in Feodosia, Ukraine for theDutch public transport operatorConnexxion.

According to Wikipedia, some cur-rent operators of Russian/Ukrainianhydrofoils include:

Voskhod and Polesye service be-tween Tulcea and Sulina on theDanube.

Meteor and Polesye service in Po-land between Szczecun andSwinoujscie.

Cometa service between Nijnean-garsk and Irkutsk on Lake Baikal .

Cometa service between Vladi-vostok and Slavyanka.

Polesye service between Mozyr andTurov on the Pripyat River.

Meteor service between Saint Pe-tersburg, Russia and the PeterhofPalace.

Meteor service between Saint Pe-tersburg, Russia, and the Kronstadt,a strongly fortified Russian seaporttown, located on Kotlin Island, nearthe head of the Gulf of Finland. Itlies thirty kilometers west of SaintPetersburg.

Antares

Voskhod


RUSSIAN HYDROFOILS(Continued From Previous Page)

Meteor, Raketa and Voskhod hydro-foil types operate on the Volga, Don,and Kama Rivers in Russia.

Kometa and Kolhida (Katran) hy-drofoils are operated by a number oftour operators in Croatia, mostly forpackaged tours, but there are alsosome scheduled services to islandsin the Adriatic.

Hydrofoils are regularly operated onthe three major Italian Lakes(Maggiore, Garda and Como) bybranches of Ministry of Transporta-tion. [Editor's Note: My wife I had

the opportunity, while touring

Northern Italy several years ago, to

stay a few days at each lake. While

there we rode on an RHS160 and saw

a 50-year old RAKETA chugging

along on Lake Como.] Three unitsof the Rodriquez RHS150 type op-erate on each lake, for a total of ninehydrofoils. Navigazione Lago diComo still operates the lastRodriquez RHS70 in active servicein Italy.

Former Russian hydrofoils are usedin southern Italy for connectionwith islands of Lazio andCampania. SNAV has 5 RHS200,RHS160 and RHS150 used in theconnections between Naples andthe islands of Capri and Ischia.

Fast Flying Ferries operated byConnexxion, provides a regularservice over the North Sea Canalbetween Amsterdam Central Sta-tion and Velsen-Zuid in theNetherlands, using Voskhod 2Mhydrofoils.

Hellenic Seaways operate theirFlying Dolphins service over manyroutes in the Aegean, between theCycladic islands, Saronic Gulfislands such as Aegina and Porosand Athens.

Meteor (2), Polesye (4) andVoskhod (3) hydrofoil types operatein Hungary. MAHART PassNaveLtd. operates scheduled hydrofoilliners between Budapest,Bratislava and Vienna,, inland lin-ers between Budapest and the Dan-ube Bend, and theme cruises toKomárom, Solt, Kalocsa andMohács.

Vietnamese Greenline Company

operates hourly shuttle service be-tween Ho Chi Minh city and ConDao island. Hydrofoil lines usingthe Russian-built Meteor type alsoconnect Hai Phong, Ha Long andMong Cai in North Vietnam.

Several hydrofoils of Meteor andLastochka types were built in1990-2000s and sold to China.

This is an impressive list and couldbe supplemented by the RodriquezRHS series hydrofoils operating inand around Italy plus the Jetfoilsoperating in the Far East.

It is fair to say: Yes!, Russian (andother) hydrofoils are still flying.

*********


NEW INITIATIVE


ANNOUNCING: The InternationalHydrofoil Society Mandles Prize forHydrofoil Excellence.By Ray Vellinga, IHS Member

Recently, Martinn Mandles and hiswife Connie funded up to $5,000 ayear in IHS hydrofoil achievementawards for students. What was oncejust a dream of past president, JohnMeyer, is now a reality due to thecontributions of the Mandles and thecreative efforts of several IHS mem-bers including President Mark Bebar,Ray Vellinga, Leigh McCue-Weil,Bill Hockberger, Martin Grimm, JoelBillingsley, Frank Horn and GeorgeJenkins.

The Mandles Prize itself is an annual$2,500 award in recognition of hy-drofoil engineering, design or con-struction achievement by college anduniversity students (undergraduateand graduate level) worldwide.

Martinn and Connie Mandles

The award of the Prize will be basedon submissions from individual stu-dents or groups of up to six studentswith the signature of a faculty adviserendorsing each submission. Submis-sions must be specific to hydrofoils,and publishable by IHS.

Submissions will be solicited on theIHS website, by contacting faculty ateducational institutions internation-ally, and by advertisement, cost per-mitting, in applicable professionaland trade publications (e.g.,SNAME’s Marine Technology,ASNE’s Naval Engineers Journal,etc.).

Papers must be submitted in English,and students need not be a member ofthe IHS. Submissions will be due onor before June 1

stof each year, with

the Prize winner selected, announcedand awarded no later than August 1

st

of that year. The awards consist of the$2,500 Prize with a commemorativeplaque, and up to two $1,000 Honor-able Mention awards. The initialawards will be made in 2014.

The IHS Board of Directors will ap-point a panel of no less than five (5)judges, free from any real or per-ceived conflict of interest, to evalu-ate the submissions and recommendthe Prize winner. The recommenda-tion of the panel shall be ratified by amajority of the IHS Board of Direc-tors. Depending on the submissionsreceived, it may be necessary to addother judges who are Subject MatterExperts.

The IHS annual dues form will beamended to allow any member tospecify a donation toward this Prizein addition to their dues payment.Any and all such funds will be ap-

plied to a cash reserve or endowmentto sustain the Prize.

In a recent email of thanks to Martinnand Connie, Bill Hockberger cap-tured the spirit of this competition: “Iwas really pleased when I learned ofyour generous offer to establish a stu-dent competition with monetaryawards. I think it will motivateyoung people studying ship design toconsider hydrofoils in a way that amere award certificate or plaque cannever do. And if they jump in, by ne-cessity it will also motivate their pro-fessors to learn about hydrofoils sothey can oversee their students’ pro-jects. That’ll be a significant extrabang for the buck! A big part of theproblem getting people to considerhydrofoils when they might be thebest alternative, is that so few knowenough about them.”

Many of our members know Martinnand something about his accomplish-ments. For others, here is a sum-mary: Martinn started as ahydroplane racer in high school andbecame both an airplane and hydro-foil “pilot” before earning an engi-neering degree from StanfordUniversity in 1964. As such, he wasthe first co-pilot of Boeing’sAqua-Jet hydrofoil research hydro-plane, and on the first flight crew ofthe Boeing built FRESH-1high-speed research hydrofoil. Uponhis return from Vietnam in 1967,Mandles became the Navy’s firstcaptain of Boeing’s first hydrofoilgunboat, USS Tucumcari.

After completing five years of mili-tary service in 1969, Mandles com-menced a 37-year career at ABM


FROM THE BOARD ROOMNEW INITIATIVE(Continued From Previous Page )

Industries (NYSE:ABM), where hewas Chairman of the Board from1997-2006.

An accomplished aviator and avidadventurer, Martinn was the firstnon-NASA American pilot to gradu-ate from the Russian Cosmonaut Ba-sic Training Program at Star Citynear Moscow, and has visited boththe North and South Poles, as well asthe North Face Base Camp of Mt. Ev-erest in Tibet and countless otherchallenging destinations worldwide.Two of these adventures are illus-trated here.

IHS member Martinn and his wifeConnie reside in Los Angeles, wherehe now serves as an executor andtrustee of several major trusts.

*********

Martinn training in the cockpit

of a Soyuz

Connie and Martinn at the

North Pole

By Joel Billingsley, IHS Memberand Secretary

March 7, 2013

The IHS Board of Directors meetingwas scheduled to be held on March 7at the Army-Navy Country Club inVirginia., but became its first 100%virtual meeting by teleconferencedue to a snow storm in the Washing-ton, DC area. It worked out well andserved as a model for future meetingsif need be.

Activity for the IHS is at an all timehigh and the agenda was chock full ofdiscussion items. These ranged fromtopics for the next joint IHS/SNAMEdinner meeting to finding successorsfor the Board and bringing in addi-tional volunteers for projects under-way.

Amajor opportunity for the IHS is thedevelopment of an exhibit at theWashington Navy Yard Museumcovering the R&D program begun inthe 1940’s that culminated in thePHM class of six patrol craft in the

IHS Membership is by calendaryear. Options are:

• Regular Membership: US$30 for 1

calendar year, $56 for 2 years, or $82

for 3 years

• Student: still only US$10

• Sustaining: US$250.00 per year

To pay by credit card using PayPal,go to the IHS Membership page atwww. foils.org/member.htm and scrolldown to the green payment box.

1980’s. Another opportunity is theestablishment of a design competi-tion for university students, fundedby a gift from IHS Member, MartinnMandles, to encourage interest in theapplication of hydrofoil technology.The Board is sponsoring a reunion inKey West, FL in September for ev-eryone involved in the hydrofoil pro-gram.

The Board is supporting a major pub-lic display at the Maritime Fest in Ta-coma, WA this August. Discussionsalso addressed ongoing efforts to in-crease membership, public relations,organization finances, website devel-opment, and publications. The resultsof these topics are evident elsewherein the Newsletter, but suffice to saythere are many irons in the fire.

IHS at HiPer 2013

By Mark Bebar, IHS President

We will once again have an IHSbooth at this year’s ASNE High Per-formance Craft Forum 2013, whichwill be held on 19 – 20 June at theHalf Moone Cruise and CelebrationCenter in Norfolk, VA.

The event will feature exhibits,in-water demonstrations, displays,vendor presentations, panel discus-sions and technical discussions. Formore information, go to:www.navalengineers.org





of the IHS website.


Disclaimer






IHS, SNAME SD-5 PANEL MEETING

On the evening of ASNE Day, 21February 2013, IHS teamed withSNAME SD-5 Panel on AdvancedShips and Craft and ASNE in hostinga presentation by Naiad DynamicsUS, Inc. on “Ride Control forHigh-Performance Ships”. Mr. AlanHaywood and Mr. Benton Schaub,IHS members, were the presenters.

Ride control systems are needed be-cause even moderate waves can gen-erate substantial forces on a ship orboat and produce significant motionsthat can disturb passengers and causedamage to cargo and equipment. Thisis especially true for smallerhigh-performance vessels encounter-ing waves at high speed. Ride controlsystems have been developed that areable to reduce these motions signifi-cantly, and Naiad and its predecessorcompanies have been major playersin this achievement.

The presentation provided an over-view of ride control devices (fins,trim tabs, interceptors, T-foils), theirincorporation into systems for ridecontrol, and examples of their appli-cations and resulting effectiveness ina range of high-speed ships. These in-clude commercial ferries, privateyachts, and military vessels (for

which the technology has been largelyadopted from the commercial sector).

The meeting was well attended andfollowed by a vigorous Q&A session.The presenters received IHS coffeemugs as a token of appreciation. Din-ner was provided afterward in theASNE Day exhibit hall, courtesy ofASNE. The support of ASNE in mak-ing the meeting possible in conjunc-tion with ASNE Day 2013 made for avery successful event.

Pictured here are Bill

Hockberger, Alan Haywood,

Mark Bebar and Ben Schaub

DIFFERENT TYPES OF CAVITATION

Extracts from S.A. Kinnas, Univer-sity of Texas

Illustrated here are photographs ofdifferent types of cavitation includingfoils and propellers.

Here we see a hydrofoil exhibitingpartial cavitation. A hydrofoil is a“lifting” surface. It is like an airplanewing in that it provides lift when afluid flows past it. Both an airfoil anda hydrofoil create lift by creating alow pressure on the upper surface. Inthe case of the hydrofoil though, the

pressure can become so low that theliquid water transforms into a gas-eous water (cavity). The study ofcavitating hydrofoils is important forresearch in the propulsor industrybecause a propeller is nothing morethan a few hydrofoils “wrappedaround” a hub.

This hydrofoil exhibits “cloud cavi-tation” Cloud cavities present mod-eling difficulties because they tendto be unstable. It is also difficult tohydrodynamically model the flowaround a “cloud”.

This foil exhibits a fairly clean“sheet” cavity. Although near the

Partially Cavitating Hydrofoil

Cloud Cavitation

Sheet Cavitation




CAVITATION(Continued From Previous Page )

end of the cavity, you may noticesome “bubble” cavitation. Notice thatthe cavity does not begin at the lead-ing edge of the foil. (The leading edgeis the very front of the foil.) Efforts areunderway to correctly model cavi-tating propellers with non leadingedge detachment.

Here we can see a hydrofoil undergo-ing “super cavitation”—the grand-daddy of all cavities! A partial cavitybecomes a super cavity when it ex-tends beyond the end of the foil (orblade in the case of propellers).

Super Cavitation

By Eliot James, IHS Member

Work on the Foil Research Experi-mental Supercavitating Hydrofoil(FRESH-1) restoration has been pro-gressing, since she is in our shop,warm and dry, we have been spend-ing more time on her than other hy-drofoils. There are a lot of rivets wehave to shave to remove the skins,which is necessary for the largeamount of corrosion has poppedmany rivet heads. Fortunately wehave the equipment for working onaircraft structures. The biggest painis where the main cabin had urethane

FRESH-1 UPDATE

foam sprayed for insulation. This is amess to clean up and hampers pullingthe skins easily. Anyone have abetter approach than shaving rivetsand prying away skin, please let meknow.

We closely examined the originalfoilborne engine and while it stillturns over by hand, it has set outsideso long with oil caps removed thatthe general consensus is we shouldlook for a donor engine. There are anumber of specialized parts includ-ing the ducts built to utilize the by-pass fan trust that we plan oninstalling on a new engine. We havebeen looking for a TF33 or JT3Dfrom the federal surplus system sincewe are eligible to receive propertyfor the museum, and haven’t foundone yet. It seems most of the craftthat use that equipment have alreadybeen phased out, but there has been aJT8D come up in the system. Myquestion that I hope someone heremight be able to answer is whether ornot this newer engine would be com-patible with the specialized mountsand fan ducts of the TF33 or JT3D? Iknow that the JT8D replaced theJT3D on the DC-8, but I don’t knowhow close it really is?

Eliot James is Curator of the USSAries Hydrofoil Museum, phonenumber: +1 (660) 998-0801

TACOMA MARITIME FEST

By Ray Velinga

August is rapidly approachingand the IHS will once again be man-ning its booth at the annual TacomaMaritime Fest. Last year we hadplenty of enthusiastic participationby the west coast members, alongwith East coast Society Board mem-bers, Mark Bebar and BillHockberger.

Of course, we will once more beneeding people to occupy our boothduring either or both days of the Fest.This is a great time to enjoy the com-pany of fellow members, meet thepublic, and help spread the hydro-foil gospel.

Please respond to Mark, Bill, or RayVellinga and let us know what day(s)are best for you to attend.

NEW SUSTAINING MEMBER

We welcome NAIAD DY-

NAMICS®

as an additional IHSSustaining Member. The companycombines Stabilizer and Ride Con-trol Systems, manufacturers NaiadMarine Systems®, Maritime Dy-namics, Vosper Motion Control®,Vosper Stabilizers, VT Marine Prod-ucts and KoopNautic Holland. Thefull integration of these jointly-owned businesses occurred in early2009 when NAIAD MARITIMEGROUP, INC acquired all global op-erations and reorganized them asNAIAD DYNAMICS with inter-linked facilities across the USA, inthe UK and Netherlands.

Responsible for more than 10,000stabilization systems in the luxuryFRESH-1 Flying High in the

Good Ole Days


NEW SUSTAINING MEMBER(Continued From Previous Page)

yacht, commercial ship and militaryship markets—including 50 of theworld’s Navies, most of the world’sfast ferries, and more luxury yachtsthan any other company. The com-bined fielded experience and techni-cal expertise of NAIAD DYNAMICSis unmatched in marine motion con-trol.

Proven applications include displace-ment and planning monohulls, cata-marans, trimarans, surface effectships (SES), SWATH, SLICE,RHIBS and other advanced hullforms from 10 to 150m. Recent mili-tary applications include the USNavy’s sophisticated 115m Freedom

Class Littoral Combat Ships andRoyal Norwegian Navy Skjold classSES.

Extensive FEA engineering design,CFD hydrodynamic design, naval ar-chitecture and structural analysis,highly correlated proprietary shipmodeling and simulation, full CNCmanufacturing to US military aero-space standards, fabrication, fullscale assembly and testing, tear downand repair facilities, dynamometerload testing, motion simulation hy-draulic testing, electrical assemblyand testing laboratory, extensive soft-ware engineering and programming.

NAIAD DYNAMICS US, INC.

A NAIAD MARITIME GROUPINC Company

Connecticut / Maryland / Florida /Washington / Holland / United

Kingdom

IHS AND THE NAVY MUSEUM

By Joel Billingsley

Mr. Jim Bruns, Director of the U. S.

Navy Museum in Washington, D.C.,

was invited by the IHS to address:

“What would be involved in setting up

an exhibit to present the Navy’s hydro-

foil program that coincided with the

Cold War time period?”

He responded that there were two op-

portunities. Immediately, the Cold War

Gallery (CWG) could accommodate an

exhibit with static displays and

multi-media components. Regarding

static displays, Joel Billingsley had

contacted Dana Wegner, Curator of

Ship Models at Naval Surface Warfare

Center – Carderock Division, and

learned there were a dozen Navy mod-

els of six different Navy hydrofoils

available for display by the Navy Mu-

seum plus additional hydrofoil artifacts

held by the Cheatham Annex. Down-

stream, Mr. Bruns was hopeful that

Congress would approve a $145 mil-

lion dollar proposal to re-locate the

Navy Museum to new quarters off the

WNYthat are more easily accessible by

the general public. The Museum would

expand from 70,000 sq. ft. to 240,000

sq. ft. with multi-story galleries in a

state-of-the-art facility to open in 2018.

The new facility could accommodate

full-size displays, not the size of a

PHM, but at least as large as a 77 foot

PT boat. He said that the Museum could

lend professional designers to accom-

plish production work. For example,

the Museum employs large panels of 3’

x 7’ size that roll up, window shade

style, and prepares large posters.

The IHS would need to provide sub-ject matter experts to create the themeof such graphics. The Museum couldprovide exhibit cases and provide,operate and maintain audio-video

equipment. It was also noted that thenew museum, if approved, has com-mitments from major sponsors tofund multi-million dollar exhibits. Inthe ensuing discussion, the Board dis-cussed topics such as availability ofsimulators, whereabouts of the Sea

Legs, development of video presenta-tions, and donations from private col-lections. The consensus was that thisrepresented a golden opportunity forthe IHS to develop an exhibit immedi-ately for the CWG that could ulti-mately expand to the new museum.Mark Bebar and Joel Roberts tookjoint action to come up with “bubblediagrams” to depict the theme of a hy-drofoil exhibit for presentation to theBoard and the Museum.

At a recent Board meeting, MarkBebar and Joel Billingsley reviewedthe near term and far term prospectsbefore us at the U.S. Navy Museum.We plan to have models availablefrom the Curator at NSWCCarderock, videos from Ray Vellinga,and storyboards that the museum iswilling to put together with our input.The storyboards envisioned wouldtell the story of a successful R&D pro-gram that led to the PHMs. For thosewanting more detailed knowledge ofthe technology, a secondary set of dis-plays and videos could be available.Discussion noted that interest in per-sonal/human powered hydrofoils isalso very strong besides the militaryhydrofoil program. We will need tofocus on the purpose of the WNY ex-hibit, but possibly accommodate themore general interest. Joel B. took ac-tion to follow-up with Dana Wegnerre availability of models. Joel R. andRay Vellinga took action to follow upwith a company that converts film ofthis nature to digital format. Joel B.took action to recruit additional helpfor the museum initiative.



SAILOR’S PAGE

In an email message circulated tovarious IHS members by MartinnMandles during March, Martinn at-tached the following photo of theAC72 class Oracle Team USA cata-maran sailing boat built for theAmericas Cup and remarked about it:“Those black vertical objects - one

deployed into the water on the port

side and the other one retracted

amidships to starboard - sure look

like hydrofoil struts to me! And what

are those black “wing” under the red

rudder to starboard? Perhaps Ora-

cle should rename the boat

“Tucumcari Too”?” (in reference toPGH-2 which he had previouslycommanded).

Martinn has indeed observed that thelatest generation of America’s Cupyachts have ventured into the hydro-foil domain to the point that the craft

can operate fully foil supported un-der some sailing conditions. This isclearly demonstrated on team videossuch as at: http://www.youtube.com/watch?feature=player_embed-ded&v=Y6dnOIE9sjk or at:https://www.youtube.com/watch?v=jUZu7RivhoQ

In response to Martinn, Tom Speer,who is engaged with the Oracle team,added the following comments andclarifications: There is a daggerfoiland a rudder in each hull. T foils areused on the rudders. Under the classrules and protocol for the AC72, thewindward daggerfoil must be re-tracted to within 500 mm of the hullexcept when maneuvering in tacks,jibes, and pre-start maneuvers. Thedaggerfoil’s lower bearing is not al-lowed to translate, but the foil can beraked (pitched) and canted about thelower bearing. The rudder is only al-lowed to rotate about an axis within10 deg of the vertical. No pitch con-

trol is allowed and the horizontal rud-der foil cannot be adjusted whenracing. No movable flaps are al-lowed on either the rudder or thedaggerfoil. No other appendages,like a sensor wand, are allowed. Sothe boats are severely handicappedwith regard to their foil design com-pared to, say, the International Mothclass.

When sailing off the wind, the boatsare full flying foilers, and not foil as-sisted. At least for the Emirates TeamNew Zealand and Oracle Team USAdesigns. The Artemis AC72 designwas foil assisted, but they are nowconverting to a flying configuration.Upwind, the boats will be foil as-sisted, with at least some of theweight supported by buoyancy.

Various foil types have been investi-gated, including C (constant curva-

ture), J (multiple curvatures), S (Jfoil with inflection point on verti-cal segment), L (straight vertical,straight horizontal segments),and L foils with dihedral. Thecant angle (inboard-outboard tilt)has also been varied and may becontrollable when sailing forsome designs.

Speeds, in knots, are in the mid30’s to low 40’s off the wind andmid 20’s when sailing upwind.The teams are now working onthe tradeoff between stability andperformance, and on maneuver-ing while flying.

In response to a question fromHarry Larsen: “Is the

ORACLE flying high

ORACLE ON FOILS


daggerfoil’s pitch/cant adjustedwhile foiling?”, Tom responded: Un-der the design rules, the boards are al-lowed to be raked and canted. Thedegree to which the various designsare doing that is something that is un-der development. The boards areheavily loaded when flying, and nostored energy is allowed. The hy-draulic power to move the boards hasto be generated by the crew as theboat is sailing. They can’t even usean accumulator to reduce the peakdemands. The side force on theboards is equal to that of the wing andheadsail, and the vertical load is ap-proximately equal to the weight ofthe boat. Even with good bearings,there’s a lot of friction involved. Somoving the boards is not a simplematter.

Tom concluded that “there are somereally interesting things beinglearned about stability while foiling”and observed that sailboats are quitedifferent from power boats in this re-gard. He was hopefully some of thiscould be published after the cam-paign.

The 34th America’s Cup will besailed in September 2013 in SanFrancisco, California, with these72-foot (21.9 m) wing-sail catama-rans. Golden Gate Yacht Club(GGYC) will be the defender of theAmerica’s Cup. An overview of the2013 America’s Cup can be found at:while a summary of the AC72 classcan be found at:http://en.wikipedia.org/wiki/AC72

*******************

Extracts from http://hydroptere.com

The publisher Arthaud, a subsidiaryof Flammarion, specialized in tales ofadventure and travel, is preparing areference book on the hydrofoil tri-maran l’Hydroptère planned for re-lease this northern autumn.

This 192 page book with around 200illustrations in a 30x30cm formatwith a fold-central section will aim tocelebrate the adventure of this excep-tional boat. The publication will be inboth French and English with a Ger-man version also under consider-ation. The publisher has previouslycovered French sailing history fromÉric Tabarly to Florence Arthaudthrough Moitessier.

Meanwhile, following the with-drawal of sponsorship by DCNS latelast year, the l’Hydroptère team islooking for new partners to financetheir Transpacific record attempt be-tween Los Angeles and Hawaii thisnorthern summer. ChampagnesLanson has strengthened its partner-ship with the l’Hydroptère team bybecoming the official partner. Theinitial Trans-Pacific record attempt

NEW BOOK ON L’HYDROPTÈRE

RELEASED SOON

ORACLE ON FOILS

(Continued From Previous Page)

was deferred in 2012 as no favorableweather conditions were achieved forthe attempt.

In the medium term, the team has aninterest in building a prototype sail-boat for pure speed, inspired by therecent achievements of the VestasSailrocket team. Now the target has tobe an average of 80 knots explainsAlain Thébault.

In the longer term, also planned is thelaunch in 2015 of a second generationl’Hydroptère designed to beat theNorth Atlantic record, Hydroptère 2.This craft will be a synthesis ofl’Hydroptère features with those ofthe best conventional maxi-multihulls. The aim is to cross the At-lantic in three days and to achieve anambitious speed record of in excess ofa thousand nautical miles in 24 hours.

CAD image of the proposed Hydroptère 2.


WEB BENEFIT

IHS provides a free link from

the IHS website to members’ per-

sonal and/or corporate site. To re-

quest your link, contact William

White, IHS Home Page Editor at

[email protected]

WELCOME NEW MEMBERS(Continued From Page 2)






management, since 1973. His cur-rent positions are Global ServiceManager for all offices and regionalmanager for the Fort Lauderdale lo-cation.

David K Spurrier – David joinedVosper Thornycroft UK Ltd Hy-draulic Power Division, Stabi-lizer Dept in 1975 as an apprenticeDraughtsman and has remainedwith the company for the past 38years after some company namechanges. In 1980 he received hisDegree in Production Engi-neering/Management studies andhas progressed through the com-pany from Draughtsman, Designer,Product Engineer and at present theposition of Design Engineer withthe new company name of NaiadDynamics UK Ltd. He has the re-sponsibility for a range of hydraulicPower Packs for Ride Control sys-tems, Steering Gear, Marine Stabi-lizers, Bow thrusters and anyspecial projects pertaining to hy-draulic systems. This will includethe verification of technical specifi-cations and research and develop-ment of the products within therange. Supervision of the designersof these products is required withinthis role. Liaison with customers,sub-contractors, internal dept andclassification societies.

John Venables – John has been ac-tive in the marine industry for over

30 years, in both Engineering andExecutive roles, with specializationin ship stabilization and motioncontrol. John is CEO of NAIADMARITIME GROUP, INC, parentof the NAIAD DYNAMICS com-panies with operations in Connecti-cut, Maryland, Florida, WashingtonUSA, Portsmouth UK andMaastricht Netherlands. John holdsthree degrees in Engineering &Business, including a Master of Sci-ence from Rensselaer PolytechnicInstitute, New York. He is a mem-ber of several professional organi-zations including the Society ofNaval Architects & Marine Engi-neers (SNAME), the American So-ciety of Naval Engineers (ASNE),and serves on the Board of Directorsof the International Superyacht So-ciety.

Dr. Steven Vidakovic – Steven re-ceived his BE in Aeronautical Engi-neering from UNSW, Australia in1985; Ph.D. from University ofAdelaide, Aust. in 1995; M.Sc. Ex-ecutive Masters in TechnologyManagement from Rensselaer,Hartford, CT in 2006. He worked inDefense Industry, Industrial Re-search and Medical Devices Indus-try on Artificial Heart Program andin Commercial Sales of Novel Tech-nologies, HVAC in Australia. He

moved his family to USA in 2001 tojoin Pfizer Global Research and De-velopment to head up Lab Automa-tion Program in Groton, CT in 2001and in 2009 joined Naiad Dynamicsas Global Sales Director. He is anexpert in aerodynamics, hydrody-namics, fluid mechanics, automa-tion, robotics, businessmanagement and global businessdevelopment with knowledge ofsimulation software, mechanical,structural and hydrodynamic designof underwater appendages.

Matthew Wolen – Matthew re-ceived his BSE from Roger Wil-liams University in 2006.Following graduation he beganworking at VT Naiad Marine, nowNaiad Dynamics, where he func-tions as a project engineer and con-centrates in hydraulic systemdesign, power unit design and gen-eral hydraulic troubleshooting inthe Shelton Connecticut office.


2010 - 2013 2011 - 2014 2012 - 2015






RUSSIAN HYDROFOILS ABOUND

By Your Editor

Iwas impressed by an article appearing in the November 2010 issue of Fast Ferry International on the subject of hy-drofoil operations in Russia. It mentioned that this past year approximately 100 hydrofoils were in service – but onlya fraction of the number operating when Russia was part of the USSR.

In some areas fewer hydrofoils were operating, however, in Saint Petersburg, the size of the fleets continues to grow.The largest operator, Vodohad-Saint Petersburg has a fleet of 12 Meteors. The company continues to build up its fleetby buying Meteors from other operators. The operation continues to be profitable because of the many tourists visitingthe area. Below is a montage of the many varieties of hydrofoils that have been operating in this vast country of lakesand rivers. One could say that the center of gravity of the hydrofoil world seems to be somewhere between the BlackSea and Saint Petersburg.

I highly recommend that all members add the Fast Ferry International publication to their library because it continues,after many decades, to publish important and interesting articles on hydrofoils and other high performance vessels.

Raketa

SputnikVikhr

Lastocha

Cometa Olympia

MeteorCyclone

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