Propeller -Hull Interaction 



anrecL zon?zr. 3R«r! t/c* t trr 



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 ATA JODTD^SIT 

 »ACA 0055 SECT'II 

 EirrEL 5 T R U I 

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 A»C 00?0 3ECTI01 

 ATA JODrO'Srr 

 CARI - 3 7 II D T 

 PACA- ELI IPTICAL 

 ABC — 5 T B T 

 ATA 3TI10T 

 ATC, niCHI TE^.T 

 ^ACA 3 T II D 73 

 ARC. CC?5 fCIL 

 CAHI - S T R I 

 RICA - ELLIPTICAI, 

 ARC TOIL SECTICB 

 RACA - C0?5 fo;L 

 RACA - CC?1 roiL 

 ATA, WIBE-STRUT 



ARC jouKO'srr 



RACA- EILIPTKAL 



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STEYEVS I J 

 ARC, 0LC3TER SIR 

 RACA, rULL 3CALB 

 ARC-CAT, 1? 

 RACA, low lURRUl 



T L, 001? rciL 

 ATA jouir'srr 



RACA 0006 SECT'R 

 ATA, roIL SECT'R 

 RACA 0006 SECT'R 

 RACA 0006 SECT'R 

 DTI, 0006 roiL 



1 T A • CAKBERES 

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Fig. 4 -Data on sectional drag (at = zero lift) of streamline foil- and strut - 

 sections . Many of the experimental results are obtained by wake-survey 

 technique; in others, drag of blunt wing tips has been subtracted from the 

 original values. Drag coefficients at subcritical R' numbers are as indi- 

 cated by equation 24 (using C 

 given by equation 28 (using C 

 Chapter II) 



f = 2.66 \/R); at very high R' numbers as 

 f as indicated by the Schoenherr equation in 



"ship" which they built. The U.S. Navy found almost exactly the same rate of in- 

 crease of t in the case of submarine Albacore. The Germans have run tests on 

 a series of tanker models and they again found an increase in t with size. On 

 the other hand, the Series-60 Models that were run at the Taylor Model Basin 

 were later repeated at the Michigan tank on a smaller scale, and in this case the 

 opposite effect was found — the bigger model had a smaller thrust deduction 

 coefficient. He believed that something should be done about this question and in- 

 vited any thoughts or opinions on the situation. 



Dr. W. B. Morgan (Naval Ship Research and Development Center) also made 

 a brief remark about the comments by van Manen. So far, only one paper had 



1656 



