222 THE PROBLEM OF THE HULL AND ITS SCREW PROPELLER. 
Data Mosel Wore ieee 
DUS Eee ia 60833’ 18.25’ 18.25 
PSO Bees Peat .65833/ 19.75/ 19.75/ 
pea AEM Acs 328 328 328 
TE SULA VAN Na TPIAU atin 4 [AE ge 7250 
ESHER A Ma a OPC! EOSIN nest NbN 8 865 
LARS nara EG UR VE SIN aaa aM ON 21.32 
FT anny iad ts eae PEE har) HOU e Las AIC 4,35 
I.H.P. (2 Prop.)...... DH PSSIN A ON. ANU LNRI aera UL te 24800 
PIC Leaning eae aD E Niac| |eee ta 665 
BEEP se eee (SESS 5g Pulm gees ts wi 16492 
Goh Nets e oe aniat SuBsaqi yn ILURNNnee a: 21 
> Pea Net IY Sah RSA 98504 
SRL A eee AOSOSII | Mey A Ee 15575 
ELISE RL ROOST SOLU eee: 94441 
E.H.P 
a SAMAR UAL Yh iy BGKIO WEEN] Le wes Hoe —.025868 
Ree ia eee ile 1. it 
TARP, WAS aaa Aste: .128685 |23506. 23366. 
(Actual 23400) 
AERA Aa ee NN DUOSSO Stall Aes alas 0 
Re dae sa SO ROTADSSWY| ica 12719 
ROM UE eT AS 635.41 121.26 
123.4 
(Actual 122.1) 
The foregoing problems demonstrate that the model screw performance may be 
estimated either by analysis of the model screw itself or by the application of the laws 
of comparison. 
Now to design the model propeller by fixing the power and speed fractions to be 
used in the design, take the propeller of the last problem. 
IDSA ANS JIBS nye IU. ID ass Manne Gln Sues. 
eh. p. _ RUC cer 
EHP. 96441, V .98504; power on two propellers; S=.135 
For the model, the hull is to be one-thirtieth as long on the L.W.L. as the actual vessel. 
i Sas. @ . 98504 eh. p. .94441 
° RS 0; a= i ? => —P 8 ; Si 
: 30 Vinee ian E.H.P. V 303 
=.0057804 
