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Ninth International Conference on Fast Sea Transportation FAST2007, Shanghai, China, September 2007

Self-propulsion model test of a Wing-In-Surface-Effect-Ship with canard conguration, part 3


Hiromichi Akimoto1 , Syozo Kubo2 , Masahide Kawakami3
1

Department of Environmental & Ocean Engineering, Graduate School of Engineering, The University of Tokyo, Tokyo, Japan 2 Emeritus professor, Tottori University, Tottori, Japan 3 Course of Applied Mathematics & Physics, Graduate School of Engineering, Tottori University, Tottori, Japan

ABSTRACT

The present authors are studying a canard type WISES as a promising candidate for commercialization. It has a forward mounted horizontal stabilizer(canard), main wing and forward mounted air propellers. The ship does not have a horizontal tail and long tail structure of conventional aircraft type WISES. For demonstration and investigation of the concept, the authors built a self-propulsion model of 7.2m-length which is almost equivalent to a two-seat experimental ship in size. The present model is the third scale-up in the series of radio controlled models those are reported in the last two FAST conferences. This paper describes the canard concept, outline of the present model, experimental result and nally concluding remarks.
Keywords

Wing In Surface Effect Ship, WISES, WIG, ekranoplan, canard concept


1 INTRODUCTION

Three dimensional wings show signicant increase of their lift/drag ratio in the proximity to the water surface. The phenomena is known as the wing in ground effect or surface effect. Wing In Surface Effect Ship (WISES) is a high-speed ship concept which utilizes the enhanced performance of aerodynamic wings in low altitude ights above the sea surface. The term WISES is a synonym of Wing In Ground effect ship (WIG) and ekranoplan. Many types of WISES have been planned and developed in the world, however, their successful commercializations are not seen, yet. One problem is the unclear construction and operational cost of the vehicle. The construction cost of a WISES is expected to be smaller than that of an airplane with the same size. However the needs of takeoff from and alighting on waves increase the construction cost and the required engine power. Therefore the capability of low-speed takeoff and alighting on waves without deteriorating the cruising efciency is the key to the commercialization of WISES. Usually, a WISES requires a large horizontal tail on the top of its long tail structure to achieve sufcient stability in

the coupled motion of pitching and heaving under the inuence of the surface effect. The long tail structure prevents the ship from taking a large angle of attack on the water surface, and consequently restricts the maximum lift of the main wing. It leads to high takeoff speed and increase of the hydrodynamic forces on the hull. A well known solution to the problem is Power Augmented Ram (PAR) system that impinges high-speed air from forward mounted thrusters into the space between the main wing and the water surface. The pressurization under the wing is expected to enhance the lift force. However, the effect of PAR diminishes on waves because pressurized air leaks easily through gaps between end-plates of the wing and the wavy water surface. More over, the large horizontal tail does not exert lift at the moment of takeoff, because the horizontal tail has to generate bow-up moment on the ship in that instant. And the drag on the large tail structures deteriorates the cruising efciency. As the solution to the problem, present authors are proposing the canard type WISES. In a four-year project, we have studied the new concept using wind tunnel tests, towing tank tests and selfpropulsion model tests. The model tests are reported in the last two FAST conferences (Akimoto et al. 2003, 2005a ). The original target of the project is to build an experimental ship. However, with the limited budget of the project, the authors shift the target to the construction of a large radio-controlled demonstrator. The size and structure of the demonstrator is equivalent to those of a two-seat experimental ship except materials and weight.
2 CANARD TYPE WISES

Fig.1 shows the schematic sketch of the canard concept. Its has a forward mounted horizontal stabilizer instead of horizontal tail. The stabilizer is called canard or canard wing as in aeronautical engineering. And aerodynamic propellers are located on the canard (Akimoto et al. 2003). The combination of the canard and forward mounted propellers in WISES has some merits as follows, 1. High angle of attack position is possible at the moment of take off because of its short tail structure. It increases the lift force without complex mechanisms.

Vertical fins Propeller

Forward wing Main wing Cruise water line Step

ter line Take-off wa

(a)

(b)

Figure 1: Canard type WISES concept.


(c)

Table 1: Principal particulars of models. Model name No name Kaien-1 Kaien-2 Length[m] 1.1 1.8 3.6 Width[m] 0.6 1.2 2.4 Weight[kg] 0.4 3.8 13.5 Year 2001 2002 2004 2. Accelerated ow from the forward mounted propellers prevents the wing system from going into a stall, even in a high lift condition. 3. Long slender hull of the canard conguration is suitable for speeding on waves before take off. 4. The canard wing exerts positive lift at the moment of take off and alighting, in contrast to the conventional horizontal tail system. 5. Rudders and elevators work well even in a slow speed condition or stall because of the accelerated ow from the forward mounted propellers, 6. Propulsion units are in a spray free region because they are always in front of the spray generating point. It leads to the low maintenance cost and high durability of the units. The present authors have built a series of self propulsion models to check and demonstrate the concept. Fig.2 shows the preceding models. The rst one is a small prototype for wire-restricted circular ight tests. The second and third are for free ight tests. They are of 1.8m and 3.6m length, respectively (Akimoto et al. 2003 & 2005b). These models are designed to have light wing load so that they can takeoff in a slow speed. It is required for easy observation and manual control of the models. The remote operator is on shore or on an accompanying boat. The models showed smooth ight and gave us basic knowledge of the concept. However, for the limited

Figure 2: Self propulsion models, wired prototype model(a), 1.8m-length model(b) and 3.6m-length model(c). Table 2: Principal particulars of the model Kaien-3
Total Weight Length Width Main wing Canard wing Propulsion 57kg 7.2m 5.0m 5.03.6m NACA3409-s wing section 2.40.46m NACA0012 wing section 2-blades propeller (=508mm)2 Rotary engine2 Thrust 413kgf

capacity of electric batteries, each ight time was too short to obtain reliable data of steady states. At the nal stage of the project, we built a large radio controlled model of 7.2m length with combustion engines.
3 7.2m-LENGTH MODEL 3.1 Outline of the model

Fig.3 and Table.2 show the schematic view and principal particulars of the present model, respectively. The size of the model is almost equivalent to that of a two-seat experimental ship. Two Wankel type rotary combustion engines and fuel tanks are installed on the canard wing. In Fig.4, you can see the size of the present model. Main structure of the model is semi mono-cock with wooden frames and Styrofoam skins. The structure simulates the construction of a real ship. In the real experimental ship, materials of frames and skins in the model will be replaced with the high-strength materials of metal and FRP. Fig.5 shows the inner structures of the model. The model can be divided into four parts for its transportation from our workshop to the test site on a small lake. The section of the main wing is NACA3409-s1 which

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Figure 6: Devision of the model for its transportation.

(a)

(b)

Figure 7: S-shaped wing section, (a) NACA3409-s1 and its base section (b) NACA3409. is a modication of NACA3409. NACA3409-s1 has an additional reversed camber on its rear part (Fig.7). The prole of the reversed camber is dened as follows: 0 (0 < x < p) 27n yr (x) = 2 (x p) (x 1) (p < x < 1) 4(1 p)3 Here, x is the position on the wing chord, p is the maximum camber position of NACA 4digit wings, n is the maximum reversed camber. The reversed camber reduces the shift of pressure center when the wing moves vertically in the surface effect (Watanabe et al. 2002, Iwashita et al. 2003). Parameters of the present wing section are p = 0.4 and n = 0.01. Control surfaces of the model are air rudders on two vertical ns for steering control, and elevators on the canard for pitch control. For simplicity of the system, the model does not have any controls of roll motion, such as ailerons on an airplane. The restoring moment in roll direction comes from the difference of surface effect between right and left parts of the main wing.
3.2 Measurement system

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Figure 3: Schematic view of the radio controlled model Kaien-3

Figure 4: Top and side view of Kaien-3

The model carries following measurement equipments for recording its experienced control and resultant motion as follows, GPS receiver A portable receiver of Global Positioning System (GPS). It records planer trajectory and velocity vector of the model. Altimeters Two supersonic distance meters on the bow and aft to measure altitude from the water surface and pitch angle of the model. Flight data recorder Recording unit of rudder and elevator angles, throttle of two engines and air speed. It also records the signal from the altimeters.

Figure 5: Inner structure of the wing part (a view on the right wing, main hull and dummy cabin.)

On-board camera A wireless video camera is in a dummy cabin. The view from the model is recorded on a remote video recorder on the shore.

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Velocity vector by GPS

150

100

Second turn start 18s:Take off 20s 100s stop First turn

50

-50

146s Third turn 137s

-100

-150 Wind:0-2m/s -200 -200 -150 -100 -50 0 50 100 150 200

Figure 8: Trajectory and velocity vectors in a ight The remote operator is on the accompanying boat to observe the state of the model directly. The maximum speed of the model is about 14m/s, while that of the boat is only 3m/s. Therefore we have difculties in conducting long straight ights due to the range of control with visual observation. Two or three video cameras are on shore for the recording of the model.
4 EXPERIMENTAL RESULTS 4.1 Circular ights

Figure 9: Snapshots in a circular ight in (a) right turn and (b) left turn. In an experienced low altitude ight, the trailing edge of the main wing is 10 20% chord length from the water surface and the speed of the model is 12m/s. Estimated lift/drag ratio is 5.7 (lift coefcient CL =0.4). The estimation is made based on the record of propeller revolutions in the ight and the static propeller thrust test that was conducted on the ground. For the low altitude ight lasted only about 10 seconds and was not enough for the steady state, the lift/drag ratio is only a rough estimation. Fig.10 shows the snapshots in a high altitude ight. With the elevator control, the model gradually gained altitude up to about 5m (1.4 chord length) from the water surface. Speed of the model is 6 8m/s and the estimated lift/drag ratio is 4.4. For the restoring moment from the surface effect is small in high altitude and the present model does not have ailerons, it is difcult to keep the altitude. The model slides down to low altitude where the surface effect gives roll stability to the model.
4.3 High angle of attack test

Due to the fact that the accompanying boat is too slow to chase the long straight ight of the model, we conducted circular ights with turns. Fig.8 shows the sample trajectory of a ight with 1500m total length in 2.5 minutes. Generally, piloting a small airplane model is more difcult than that of a real airplane because of the very short time constant of the model. The response of the small model tends to be too fast to control for the reection of remote operator. More over, the remote operator can not sense the change of acceleration and wind noise from wings. However, the control of our model is easy even for an inexperienced graduate student. It stems from the slow ight speed and large size of the model. The ight in Fig.8 is three times long as the record of total length of the preceding 3.6m-length model (Akimoto et al. 2006 & 2005a). Fig.9 shows the snapshots in right and left turn. When the model starts a turn, it banks inwardly about 5 degrees. The bank moment comes from the speed difference between the outside and inside part of the main wing in the turn. On the other hand, the difference of altitude between the two sides exerts the restoring moment due to the surface effect. Then the model keeps its inward inclination in turning maneuvers.
4.2 Low and high altitude ights

To obtain the minimum ying speed of the model, we conducted a stall test. From a cruising condition, the model gradually took bow up position and decreased thrusts. A snapshot in the low-speed ight (Fig.11) shows a bow up trim of 8 degrees and the angle of attack of the main wing is 11 degrees. The obtained minimum ying speed is 7.4 [m/sec] and the estimated lift/drag ratio is 4.1. It will be the lowest takeoff/alighting speed if control of the model is optimal.
5 PLAN OF EXPERIMENTAL SHIP

We tried a comparison of ight characteristics between low altitude ight in the strong surface effect and the high altitude ight in the weak surface effect.

Reliable measurements require delicate controls of the model to obtain the steady state of various conditions. However, such a control of the present model is difcult for the remote operator on the slow accompanying boat. Therefore,

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5m

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Figure 10: Snapshots in a high altitude ight.

Figure 12: Schematic view of the two-seat experimental ship. lar ights. The longest ight experienced is of 1500m in length and 2.5 minutes in time. It can be concluded that the present canard type WISES concept has sufcient stability for manual control. It also means that the automatic control of the real ship will be an easy task.
ACKNOWLEDGEMENTS

Figure 11: High angle of attack ight. we are realizing the necessity of a manned experimental ship for further research and development. Fig.12 shows the schematic view of the two-seat experimental ship in our plan and Table.3 describes its principal particulars. The experimental ship is seven times heavier than the present radio controlled model, while their sizes are almost the same. For the increased weight, the takeoff speed of the ship is about three times higher than that of the model, and the hull of the ship becomes deep. Light-weight materials of the model are replaced with high-strength materials of metal, plywood and FRP. At present, a project of constructing an experimental ship is going on in Vietnam (Khiem et al. 2007). It uses the plan with adjustments for local conditions.
6 CONCLUSIONS

This research was partially supported by the Ministry of Education, Science, Sports and Culture of Japan, Grant-inAid for Scientic Research (A), 14205145, 2005.
REFERENCES

Akimoto, H. , Taketsume, T. , Iida, K. & Kubo, S. (2003b). Self-Propulsion Model Tests of A WingIn-Surface-Effect-Ship with Canard Conguration,

Table 3: Principal particulars of the two-seat experimental ship.


Total Weight Length Width Main wing Canard wing Propulsion 400kg 7.0m 5.3m 5.32.3m NACA3409-s wing section 2.50.36m NACA0012 wing section 2-blades propeller (=1016mm)2 Reciprocating engine2 Thrust 80kgf 46m/s(=166km/h) 18m/s(=65km/h)

We constructed and tested a radio controlled model of 7.2m length to demonstrate and evaluate the canard type Wing In Surface Effect Ship. The model is almost equivalent to the two-seat experimental ship in size and showed long circu-

Operational speed

Takeoff speed

Proc. 7th Int. Conf. on Fast Sea Transportation (FAST2003), vol. III, pp. 45-50, Ischia, Italy. Akimoto, H. , Kubo, S. , Tanaka, M. & Sakumasu, M. (2005b). Self-propulsion model test of a wingin-surface-effect-ship with canard conguration, part 2, Proc. FAST2005, St. Petersburg, Russia. Akimoto, H. , Kubo, S. , Kawakami, M. & Tanaka, M. (2005a), Canard type Wing-In-Surface-EffectShip (Self propulsion model tests and a conceptual design), Conference Proc. 1st Int. Symposium on WIG crafts, pp. 55-65, Seoul, Korea. Akimoto, H. , Kubo, S. , Kawakami, M. and Tanaka, M. (2006), Flight test of the canard type WISES by a self propulsion model of 3.6m length, J. Japan Society of Naval Architects and Ocean Engineering, Vol. 3, pp. 97-103 (in Japanese).

Iwashita et. al (2003), A Study on the Aerodynamic Interaction of Wings and the Aerodynamic Properties of a Canard-Conguration WISES Flying above Still Water and Waves (Part 1) and (Part 2), J. Society of Naval Architects of Japan, Vol. 194, pp. 3146(part 1) and pp. 47-57(part 2) (in Japanese). Khiem, N. T. , Kubo, S. , Son, N. K. , Kien, N. D. & Akimoto, H. (2007), Development of a Wing-InSurface-Effect ship for research purposes in cooperation between Vietnam and Japan, To be presented in FAST2007 conference, Shanghai, China. Watanabe, K. , Akimoto, H. , Kubo, S. & Iida, K. (2002), Characteristics of three-dimensional WingIn-Surface-Effect by a RaNS simulation, J. Soc. Naval Architects of Japan, Vol. 192, pp. 47-54 (in Japanese).

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