The side-force coefficients for the B-1 configuration demonstrated an average 

 increase of approximately 60 percent when compared to Cg determined for the A-1 

 configuration, while the C-1 configuration demonstrated an average reduction of 

 approximately 12 percent. Although a large variation in side-force coefficient is 

 shown for these configurations, these may have been the result of asymmetries 

 introduced by the truncation process. Therefore, no distrinct trends for the side- 

 force coefficient as a function of percentage alternating bevel chordwise trunca- 

 tion are discernible from the coefficients presented. 



The effects of the chordwise cuts may be examined by comparing the force 

 coefficients determined for configurations C-1 and C-2. The C-1 configuration 

 demonstrated a variation in C^ from approximately 0.33 to 0.24 at Reynolds numbers 

 from 2.2 x 10 to 4.5 x 10 , respectively. Configuration C-2 for the same 

 Reynolds number range as C-1 demonstrated a nearly constant value for Cj^ of 0.25, 

 being essentially equal to configuration C-1 at Reynolds numbers above 3.3 x 10 . 



The C-1 configuration demonstrated a Cg that varied from 0.068 to 0.048 at 

 Reynolds numbers from 2.2 x 10 to 4.5 x 10 , respectively. For the C-2 

 configuration over the same Reynolds number range the side-force coefficient had a 

 value approximately 73 percent lower than the C-1 configuration. Based upon this 

 result and the actual kite angle measurements presented in a preceding section of 

 this report for the C-1, C-2 and C-3 configurations, there is signficant evidence 

 suggesting a trend of reduced kite for an increasing frequency of chordwise cuts. 

 The mechanism by which the chordwise cuts reduce the kiting is not explicitly 

 known, but is believed to be related to the reduced strain these cuts provide in 

 the fairing trailing edge when the fairing is bent to the shape of the catenary. 



Figure 18 presents the force coefficients developed for the NACA 0020 shape. 

 The normal drag coefficients determined from the basin data are compared to the 

 coefficients determined from at-sea data. As can be seen in Figure 18a, the C^ 

 values from the basin data agree well with those determined from the at-sea data 

 over the Reynolds number range of 2.2 to 5.0 x 10 . The values for Cg determined 

 from the basin data are presented in Figure 18b. Basin data only is shown since 

 at-sea values of Cg are not available for comparison. As shown in this figure, 

 the values of Cg demonstrate a large reduction with increasing Reynolds number. 

 This reduction is believed to be attributable to the hydrodynamic forces and 

 moments overcoming those produced by the fairing structural instability as 

 Reynolds number is increased. 



36 



