NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept.

2000

NEW TYPES OF ROLL FIN STABILISERS

WITH INCREASED MAXIMUM LIFT

Stefano Brizzolara*, Alessandro Calcagno**

* formerly Hydrodynamic and Acoustic Dept. Fincantieri, Direzione Costruzioni Militari
now University of Genova, DINAV Dept. of Naval Architecture and Marine Engineering
Via Montallegro, 1 16145 Genova - Italy
** Mechanical Department - Fincantieri, Direzione Costruzioni Militari
Via Cipro, 11 16129 Genova, Italy

ABSTRACT:
The paper presents a new configuration for roll fin stabilisers with increased
maximum lift. The work is the results of a research project initiated by
Fincantieri, that brought to the formulation of a patented fin configuration.
A theoretical introduction of devices for lift increase is made, focusing on
the physics of vortex generators for boundary layer control, which are employed
in the new fin configuration.
Experimental results (from model tests in cavitation tunnel) of the new
solution respect to a reference conventional fin are presented and discussed.
Major hydrodynamic advantages of the solution are: maximum lift increase of
more than 10%, hydrodynamic efficiency increase of more than 15%, better
cavitation behaviour and lower cavitation noise.
The obtained hydrodynamic benefits are translated into tangible
engineering advantages by means of an application example of the patented
solution to a couple of fixed anti-roll fins for a patrol vessel. Substantial
advantages in terms of increased stabilisation efficiency and easiness of
installation/repairing are found.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

INTRODUCTION
Over the last decade, and in particular in these last years, the market
demand of fin stabilisers has grown up, in connection with the increased orders
for fast ferries and cruise vessels. For these types of ships, in fact, the owners
have become aware of the importance of the seakeeping quality of the ships (in
relation to the passenger comfort) and integrated ship motion control systems
that counteract roll, pitch and yaw motions are now practice. Also in the
medium-big luxury yacht sector, it is nowadays common to fit roll stabilising fins.
These growing demand has, as usual, stimulated the R&D and different
unconventional solutions to improve the efficiency of the fins systems have
appeared on the market.
Fincantieri, of course, as one of the world biggest producers of stabilising
systems, was actively involved in the research and development of advanced
systems configurations. The research has brought together the 40 years
experience of the Fincantieri Mechanical Department in designing and
manufacturing of fin stabilisers with the competence of the Hydrodynamic
Department of Naval Shipbuilding Division in designing and building
hydrodynamic advanced solution for hulls, propellers and submarines.
The work presented in the paper is based on the hydrodynamic design and
tuning of a type of vortex generators that can retard the separation of the
boundary layer, with the final effect of increasing the maximum angle of attack
and the maximum lift. Fincantieri has patented the configuration for fin
stabilisers in 1999 [1]. Some notes on the theoretical aspects at the base of the
different solutions are introduced in the next two paragraphs. Later on, after the
presentation of experimental results, the application of the patented
configuration onto a real case will be presented and its advantages discussed.
HIGH LIFT DEVICES AND BOUNDARY LAYER CONTROL
The maximum lift of a given fin can be increased by means of various
devices. Some examples have recently appeared in the market of fin
stabilisers, under several interpretations. From a hydrodynamic point of view,
high lift devices can be identified with respect to the specific effect they create,
and thus be subdivided as follows:
- special profile shape (fish tail profiles, IFS types of profiles,)
- auxiliary lifting surfaces to the base fin (moving flaps, ailerons, slats,)
which increase the load distribution along the cord of the base profile;
- additional devices acting on the load distribution along the span (winglets or
various tip vortex reduction devices,) which augment the efficiency and in
minor extent the maximum lift of the fin;
- devices for boundary layer control which are theoretically more difficult to
design but that can give appreciable results in terms of maximum lift.
The control of the boundary layer for increasing the maximum lift of wing
profiles has been evident since the first investigation of Prandtl [2], which
revealed the physics of the phenomenon of boundary layer separation.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

A great number of aeronautical studies about devices for the control

boundary layer to improve maximum lift were done around the years 50s.
Typical devices were slots (which let air flow between pressure and suction side
of the profile), slats (auxiliary profiles that can compress the boundary layer at
L.E.), active air blowing or air suction on the wing surface and vortex
generators.
Some of these devices are seen nowadays on the modern aeroplanes,
while some others were abandoned for different reasons: high costs of
maintenance-manufacturing, overall low efficiency, etc..
Among the existing different alternatives of vortex generators, McCullough
et al. [3] studied wedges or ramps (see figure 1-2) with very good results in
terms of maximum lift increase: around 45% of increase in the best case.
These devices were, nevertheless, abandoned due to the high drag increase
experienced, in a real full scale application especially at low angle of attack [4],
which for the aeroplane flight mechanic point of view is absolutely unbearable.
For many years no more studies on vortex generators appeared in the
literature, since just recently some new proposals have been issued [5], still for
aeronautical applications.

Figure 1-2 Vortex Generators: wedges (left) and ramps (right) types. (Figure taken from [6])

The physical principles of wedges and ramps vortex generators, which are
responsible for the delay of boundary layer separation, are the following:
Creation of a vortical flow along both sides of the wedge, causing a turbulent
mixing of the low energy boundary layer with the high energy external flow.
The phenomenon re-energise the flow attached to the profile surface retarding
its separation.
Expulsion (by means of the ramp) of a part of the low energy b.l. developed
upstream of the wedge, into the outer flow. This avoid that part of the fluid with
low energy continues its path on the foil surface, until its final separation;
Reduction of the boundary layer thickness between two contiguous wedges
(or ramps). The turbulent mix above mentioned and the concomitant expulsion
of a portion of low energy boundary layer causes a reduction in thickness of
the foil attached boundary layer between two adjacent wedges.
All the above effects contribute to the delay of boundary layer separation,
shifting the wing stall towards higher angles of attack, avoiding the abrupt
increase of corresponding added drag. Retarding the stall, moreover, means
extending the curve of the lift coefficient CL- , almost linearly, towards higher
angles of attack, obtaining higher maximum lift coefficients.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

It is worth to note that the types of stall, that can be experienced by a

typical profile of a marine anti-roll fin, is the trailing edge stall. The profiles used
for stabiliser fins, typically, resembles the NACA 6 series or the NACA 4 digit
series, with a characteristic thickness ratio of 15% and more. These types of
profiles are identified by McCullough and Gault [7] as those that typically
experience the trailing edge stall (T.E. stall). This type of stall is manifested by a
failure of pressure recovery at T.E., evidenced by a region at constant pressure
in the aft part of the profile at high angle of attack.
The position of the wedges must take into account the starting point of the
boundary separation at the T.E. of the profile. this A proper design
methodology, then, must include a correct prediction of the boundary layer
formation around the wing. In case of stabiliser fins, that work in the water, the
phenomenon is complicated by the cavitation which influences and is
influenced by the boundary layer of the profile.
PATENTED FIN CONFIGURATION
The research promoted in Fincantieri was aimed towards the definition of
the best devices suitable for boundary layer control with the final aim to
maximise the lift of conventional anti-roll fins. Wedge like and/or ramp vortex
generators of a certain characteristics were identified as most efficient.
The devices are composed by triangle ramps which are placed on the fin
upper and lower faces at certain proper position along the chord. The geometric
characteristic of the ramps (breadth, length and height) are calculated
opportunely for each application, as explained below.
The fin configuration was patented in 1999 [1], as the result of the research
project together with its design methodology. An example of application of such
solution is presented in figures 3, 4 and 5, for the fin used in the model tests
and in figure 17 for an emblematic full scale application.
With reference to the physical phenomena explained in the previous
paragraph, it is clear that the correct dimensioning and positioning along the
cord of these devices depends by the specific fin design and its operating
conditions. In particular, height, breadth and length of the ramp must be chosen
according to the following parameters:
Dimensions and shape of the fin, to which V.G. are to be installed;
Design Speed or design Reynolds number of the fin;
Design cavitation number of the fin;
By varying the profile shape, in fact, the adverse pressure gradients on the
suction side vary as well, influencing the point and extent of the T.E.
separation. The Reynolds number is influencing the thickness and behaviour of
the boundary layer along the profile, as well.
A design methodology to properly determine the dimensions and the
position of the wedge or ramps vortex generators, with respect to the
mentioned parameters, was developed by means of model tests and numerical
calculations.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

EXPERIMENTAL RESULTS
The hydrodynamic performance of the new fin solution has been tested in
the Rome cavitation tunnel, starting from a conventional fin of typical geometric
parameters (chord c=200mm, NACA series 6 profile), illustrated in figures 35.
The complete test campaign was programmed with measurements of the
hydrodynamic forces and moments in the complete angle of attack range and
for four cavitation indexes =1,2,3 and 4. At some remarkable working
conditions also the cavitation sketches were taken from visual observation. The
tests were run at the maximum achievable Reynolds number of the tunnel for
6
this particular configuration: about 1.7 10 .
Figures 613 present the measured lift coefficient CL and the aerodynamic
efficiency CL/CD as function of the angle of attack
at the four cavitation
indexes reproduced in the tunnel, for the fin with and without V.G. Figures
1417 represent the comparison of cavitation sketches at two cavitation
indexes ( =1,2) and two representative angle of attack: =10,20.
As clear from all the presented results, the major advantages, in terms of
maximum lift force, are achieved at higher cavitation indexes (up to 0=2.5-3.0).
In these conditions the vortex generated by the designed wedges are not
disturbed by cavities and can positively act on the boundary layer.
In non-cavitating conditions ( =4), the patented configuration has a
maximum CL more than 10% higher respect to the original fin without the vortex
generators. The angle up to which the CL- curve maintains a linear trend is
shifted of more than 3 degrees with the introduction of vortex generators. This
fact testimony the efficiency of the devices. Higher maximum lift increases can
be achieved with an higher number and proper dimensions of the V.G.
Beside the noticeable improvement on lift, for the particular solution
presented, no drag increase was measured at any angle of attack, while even a
smaller drag was found in some conditions. Mainly the form drag and the
tangential stresses are reduced by the effect of the vortex generators. This fact
results in an overall relevant increase of the aerodynamic efficiency of the fin
with V.G. at every cavitation index.
The patented fin configuration, then, is producing higher lifts, respect to a
conventional fin, without any penalty on added drag. This is not the case of
many other devices, such as flaps, auxiliary profiles and modified profile
shapes, which usually compensate high added drags to the increased lift.
The lift increase is achievable at high angle of attack and high cavitation
indexes, conditions that correspond to the low ship speed case, where usually
the stabilisation efficiency of conventional fins becomes critic.
The good behaviour of the patented configuration with regard to cavitation
must be noted as well, comparing the cavitation sketches of the solution with
and without V.G (figg. 1417) at low cavitation indexes ( =1,2). The turbulence
flow induced by the V.G. positively interact with the bubble cavitation existing on
the fin without V.G. at high angle of attack (20). The bubble cavitation is
braked by V.G. and almost disappears in the patented fin configuration.
The cavitation induced noise is also clearly reduced for the fin with V.G.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

Figure 3 Particulars of the wedges built for a

model tested in the cavitation tunnel

Figure 4 Plan view of a fins with wedges tested

in the cavitation tunnel

Figure 5 Rear view of a fins with wedges like vortex generators tested in the cavitation tunnel

NAV 2000 Int. Conference on1.1Ships Design and Shipping. Venezia, Sept. 2000

1.1

= atm

1.0

Vc = 7.00 m/s

0.9

0.9

0.8

0.8

0.7

0.7

0.6

0.6

CL

CL

1.0

0.5
0.4

withoutWEDGES
WEDGES
senza

0.1

with WEDGES
WEDGES
con
0

0.2

withoutWWEDGES
senza
EDGES

0.1

with WEDGES
WEDGES
con

0.0

8 10 12 14 16 18 20 22 24 26 28

10 12 14 16 18 20 22 24 26 28

1.0

1.0
0.9

=2

0.9

Vc = 7.00 m/s

0.8

0.8

0.7

0.7

0.6

0.6

CL

CL

0.5

0.3

0.2

0.0

0.5

=1

Vc = 7.00 m/s

0.5

0.4

0.4

0.3

0.3

0.2

withoutWEDGES
WEDGES
senza

0.2

withoutW
WEDGES
senza
EDGES

0.1

withW
WEDGES
con
EDGES

0.1

with W
WEDGES
con
EDGES

0.0

0.0
0

10 12 14 16 18 20 22 24 26 28

8 10 12 14 16 18 20 22 24 26 28

14

14

= atm

=3

Vc = 7.00 m/s
12

10

10

CL\ C D

12

Vc = 7.00 m/s

without
WEDGES
senza WEDGES
2

without
WEDGES
senza WEDGES
2

with
con WEDGES
WEDGES

with
con WEDGES
W EDGES

0
0

10

15

20

25

30

35

10

15

20

25

30

14

14

=2

=1

Vc = 7.00 m/s

12

12

10

10

C L\C D

C L\C D

Vc = 7.00 m/s

0.4

0.3

C L\C D

=3

Vc = 7.00 m/s

without
WEDGES
senza WEDGES
2

without
WEDGES
senza W
EDGES

with
con WEDGES
WEDGES

with
con WEDGES
WEDGES
0

0
0

10

15

20

l di attacco corretto

25

30

10

15

20

25

30

Figures 613 Measured Lift Coefficient (CL) and aerodynamic efficiency (CL/CD) vs. angle of attack for
a fin tested in cavitation tunnel with and without vortex generators at four cavitation indexes .

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

Figure 14 Fin with vortex generators

Cavitation sketches =2

Figure 16 Fin with vortex generators

Cavitation sketches =2

Figure 15 Fin with vortex generators

Cavitation sketches =1

Figure 17 Fin with vortex generators

Cavitation sketches =1

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

PRACTICAL APPLICATIONS
Applicability
The application of vortex generators is very simple and economic
considering that can be realised in two different phases:
1. during the fins manufacturing in the workshop.
2. during a possible refitting.
In case 1, the fins main dimensions, can be calculated during the offer
phase, taking into account the new lift coefficients. In this case it is possible to
choose Fincantieri standard and unflapped fins, or the flapped one, and now
the vortex generators fins.
In case 2., a recalculation in terms of roll reduction efficiency can be
performed taking in account the lift increase due to the vortex generators
applications. The refitting is suggested in the applications where efficiency at
the low speed needs to be increased.
Tilting cilynders

Vessels plate

Vo rtex generators

Figure 18 - Application of vortex generators on fin stabiliser for a fast patrol vessel

A Real Case Application

A pair of Fincantieri fixed fins stabiliser were fitted on a Fast Patrol Vessel
built in 1996, at Riva Trigoso Shipyard. The main data of the ship and of the
stabilisers system are presented in Table 1.
Figure 19 presents the calculated stabilisation efficiency for the
conventional pair of fin stabilisers. The requested efficiency was satisfied at the
design conditions (18 knots), but denote a fast decrease at low speed, even if
the remote control system is able to increase the maximum attack angle when
the ships speed decreases.

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

Displacement [ton]
ton]
Metacentric height [m]
Stabilisation speed [kn]
kn]
Max. vessel speed [kn
kn]]

310
1.4
18
30

Fin surface calculated [m2]

Fin profile

Ship Beam [m]

Waveslope [deg]
deg]
Maximum speed [kn]
kn]
Efficiency at stabilisation speed [%]

7.5
6
30
90

1.8
NACA 0015

Table 1 Main characteristics of the real case example of application: fast patrol vessel

The diagram presented in figure 19, shows the calculated roll reduction
curve for the pair of conventional fins against the curve achievable with the
application of vortex generators.
The advantages coming up from application of the vortex generators, in case
of refitting on the patrol vessel taken for the example would be:
Obtaining the 90% roll reduction with a lower speed than the previous
design one (16.5 Kn instead 18 Kn);
Significant increase of the roll reduction efficiency at low speed (abt
25%)
Application during a dry-dock without a significant economic impact;
Zero cost of maintenace;
Furthermore in case of application during the initial design phase:
Higher efficiency compared to Fincantieri standard profile without flaps
Economic impact lower than the flapped fins without necessity of
maintenance.
Fin surface and weight reduction.
Fins surface reduction with advantages for the plants arrangement.
Roll reduction %

100

90

Max Design Fin Stab. Efficiency

80

Fin with Vortex

Generators

70

Conventional
Fin

60

50

40

30

Vessel speed [knots]

20
6

10

11

12

13

14

15

16

17

18

19

20

21

22

Figure 19 Comparison of roll stabilisation efficiency as function of the ship speed, for the
conventional fins and new types of fins with vortex generators (ship of table 1)

NAV 2000 Int. Conference on Ships Design and Shipping. Venezia, Sept. 2000

CONCLUSIONS AND FURTHER DEVELOPMENTS

A new solution for roll stabilising fins, that makes use of V.G., has been
presented in the paper. Theoretical explanation of the physical background of
the solution, experimental results in comparison with a reference conventional
fin and practical engineering advantages in a real application, were explained.
The advantages of the patented configuration can be summarised in:
Increase of maximum lift of more than 10% respect to a conventional fin (in
non-cavitating conditions);
Extension of the linear part of CL-A curve of more than 3 degrees;
Maximum increase of hydrodynamic efficiency of the fin of more than 15%;
Reduced cavitation and noise induced by cavitation;
High versatility: the devices are easy to build in new construction and easy
also to refit on existing fins;
High benefit/costs ratio;
Future research is devoted to the application and tuning of the patented
solution to fins with flap and with modified high lift profile shapes.
NOMENCLATURE
CL
CD
p
pv

lift coefficient:
Lift/(0.5 V A)
2
drag coefficient: Drag / (0.5 V A)
angle of attack with the undisturbed flow
2
cavitation index: (p-pv)/( 0.5 V )
total Pressure on the fin mean position
vapour pressure at ambient conditions

,V
Ar
C
A
S
V.G.

water density, undisturbed flow speed

2
aspect ratio: S /A
fin Chord
fin Planform Area
fin Span
vortex generators

REFERENCES:
[1] Struttura di Pinna Stabilizzatrice Italian Patent request # TC/10025, owner
FINCANTIERI, inventor S. BRIZZOLARA, (1999).
[2] L. PRANDTL Motion of fluids with very little viscosity NACA TN No. 452, (1928).
[3] MCCULLOUGH, G.B., NITZBERG, G.E., KELLY, J.A., Preliminary investigation
of the Delay of Turbulent Flow Separation by means of Wedge-Shaped Bodies,
NACA research Memorandum RMA50L12, (1951).
[4] STEPHENS A.V., COLLINS B.E., Turbulent Boundary Layer Control by Ramps
and Wedges, Rep. Austr. Aero. Res. Comm., MELBOURNE, (1955).
[5] BARRET, R., FAROKHI, S., On the Aerodynamics and Performance of Active
Vortex generators, AIAA paper presented at AIAA Applied Aerodynamic
Conference, 11th Monterey, CA, (1993).
[6] B. THWAITES, Incompressible Aerodynamics, Dover Publications Inc., NEW
YORK (1987).
[7] MCCULLOUGH, G.B., GAULT,D. E., Examples of Three Representative Types of
Airfoil Section Stall at Low Speed, Naca tecnical Note TN 2502, Washington,
(1951).