The Naval Surface Warfare Center, Carderock Division (NSWCCD) with major facilities at Carderock and Annapolis, Maryland and Philadelphia, Pennsylvania, is currently pursuing certification of a Quality Management System under International Standard ISO 9001. Three pilot programs within the Division are involved. One of these pilot programs is the Full Scale Trials Branch of the Hydromechanics Directorate (David Taylor Model Basin) located in Carderock, Maryland. The other two pilot programs are the Submarine Sail Systems Department and the Vibration Monitoring and Trending Section. Both of these pilot programs are part of the Machinery In-Service Engineering Directorate located at the Naval Ship Systems Engineering Station (NAVSSES) in Philadelphia, Pennsylvania. The Full Scale Trials Branch conducts Hydrodynamic Performance Trials on surface ships and submarines of the US. Navy using model predictions provided by other branches within the Hydromechanics Directorate. The full-scale data is used to validate the predictions and is then provided to the model groups for post-trial correlation. The goal of the Hydromechanics Directorate is to certify a quality management system that is in compliance with ISO 9001 Standard 1994 and which encompasses the processes of model testing, ship powering predictions, full-scale testing, validation of predictions, and full scale/model correlation.
海军水面作战中心卡德洛克分部(NSWCCD)的主要设施位于马里兰州的卡德洛克和安纳波利斯以及宾夕法尼亚州的费城，目前正在根据国际标准ISO 9001进行质量管理体系认证。该司内涉及三个试点方案。其中一个试点项目是位于马里兰州Carderock的流体力学理事会(David Taylor Model Basin)的全尺寸试验分部。另外两个试点项目是潜艇帆系统部门和振动监测和趋势部门。这两个试点项目都是位于宾夕法尼亚州费城海军舰艇系统工程站(NAVSSES)的机械在役工程指挥部的一部分。全尺寸试验处负责美国水面舰艇和潜艇的水动力性能试验。海军使用流体力学理事会其他分支机构提供的模型预测。全尺寸数据用于验证预测，然后提供给模型组进行试验后相关性。流体力学理事会的目标是认证符合1994年ISO 9001标准的质量管理体系，其中包括模型测试，船舶动力预测，全尺寸测试，预测验证以及全尺寸/模型相关性的过程。
{"title":"ISO 9001 Certification at the David Taylor Model Basin, Naval, Carderock Division Surface Warfare Center","authors":"E. L. Woo, R. J. Stenson, Sondra D. Gutkind","doi":"10.5957/attc-1995-012","DOIUrl":"https://doi.org/10.5957/attc-1995-012","url":null,"abstract":"The Naval Surface Warfare Center, Carderock Division (NSWCCD) with major facilities at Carderock and Annapolis, Maryland and Philadelphia, Pennsylvania, is currently pursuing certification of a Quality Management System under International Standard ISO 9001. Three pilot programs within the Division are involved. One of these pilot programs is the Full Scale Trials Branch of the Hydromechanics Directorate (David Taylor Model Basin) located in Carderock, Maryland. The other two pilot programs are the Submarine Sail Systems Department and the Vibration Monitoring and Trending Section. Both of these pilot programs are part of the Machinery In-Service Engineering Directorate located at the Naval Ship Systems Engineering Station (NAVSSES) in Philadelphia, Pennsylvania. The Full Scale Trials Branch conducts Hydrodynamic Performance Trials on surface ships and submarines of the US. Navy using model predictions provided by other branches within the Hydromechanics Directorate. The full-scale data is used to validate the predictions and is then provided to the model groups for post-trial correlation. The goal of the Hydromechanics Directorate is to certify a quality management system that is in compliance with ISO 9001 Standard 1994 and which encompasses the processes of model testing, ship powering predictions, full-scale testing, validation of predictions, and full scale/model correlation.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130953209","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In model basin testing it is a common practice to measure both the global and local loads on offshore and mari.ne structures. The purpose of this paper is to describe the design and application of a variety of load cells for the measurement of these loads under a simulated wave environment. Several specific examples are chosen for both marine and offshore structures and the load cell design for these structures is discussed. In this regard, it should be noted that the distinction between the two types of structures is made to differentiate the in-place offshore structures from the floating ocean-going structures. The model structures chosen are jacket type structures and submarines. The load cells that are included have application in the measurement of both local and global loads on these structures. The calibration method and calibration results are given. Checks on the accuracy of measurements are often made which are illustrated. Anomalies present in any of these data are discussed. The load cells chosen for the discussion in this paper are considered to have a wide variety of applications.
{"title":"Design and Application of Force Dynamometers","authors":"S. Chakrabarti, A. Libby","doi":"10.5957/attc-1995-008","DOIUrl":"https://doi.org/10.5957/attc-1995-008","url":null,"abstract":"In model basin testing it is a common practice to measure both the global and local loads on offshore and mari.ne structures. The purpose of this paper is to describe the design and application of a variety of load cells for the measurement of these loads under a simulated wave environment. Several specific examples are chosen for both marine and offshore structures and the load cell design for these structures is discussed. In this regard, it should be noted that the distinction between the two types of structures is made to differentiate the in-place offshore structures from the floating ocean-going structures. The model structures chosen are jacket type structures and submarines. The load cells that are included have application in the measurement of both local and global loads on these structures. The calibration method and calibration results are given. Checks on the accuracy of measurements are often made which are illustrated. Anomalies present in any of these data are discussed. The load cells chosen for the discussion in this paper are considered to have a wide variety of applications.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"219 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124342567","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Rudder surfaces can experience severe cavitation at high speeds or in hard turns resulting in excessive noise, vibration and erosion. Methods to improve surface ship rudder performance are being investigated at David Taylor Model Basin. As part of this project, effects of cavitation on rudder forces were experimentally studied. These rudder cavitation tests were conducted in the Navy's Large Cavitation Channel (LCC) with the rudder model installed on a fully wetted ship hull. Rudder forces, surface pressure distributions and velocity distributions in the propeller slip stream were all measured. The existence of large flow angles at the rudder's leading edge makes the cavitation inception and cavitation patterns markedly different between the two sides of the rudder. Significant effects of cavitation on rudder forces were measured and are presented in two examples. If rudder cavitation occurs at full scale, estimates of the rudder drag and power consumption based on towing tank tests can be grossly in error.
{"title":"Effects of Cavitation on Rudder Forces","authors":"Y. Shen, W. D. Burroughs, K. Remmers","doi":"10.5957/attc-1995-003","DOIUrl":"https://doi.org/10.5957/attc-1995-003","url":null,"abstract":"Rudder surfaces can experience severe cavitation at high speeds or in hard turns resulting in excessive noise, vibration and erosion. Methods to improve surface ship rudder performance are being investigated at David Taylor Model Basin. As part of this project, effects of cavitation on rudder forces were experimentally studied. These rudder cavitation tests were conducted in the Navy's Large Cavitation Channel (LCC) with the rudder model installed on a fully wetted ship hull. Rudder forces, surface pressure distributions and velocity distributions in the propeller slip stream were all measured. The existence of large flow angles at the rudder's leading edge makes the cavitation inception and cavitation patterns markedly different between the two sides of the rudder. Significant effects of cavitation on rudder forces were measured and are presented in two examples. If rudder cavitation occurs at full scale, estimates of the rudder drag and power consumption based on towing tank tests can be grossly in error.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"112 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114438249","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Since the 23rd ATTC in 1992, the U.S. Naval Academy Hydromechanics Laboratory (NAHL) has replaced and updated all of the computer hardware and software used to drive its three wavemakers. Until last year, some of the original equipment that was installed in the mid 1970's was still in use. The old system was cumbersome to use by today's standards, but was capable of generating very good waves. Eventually, the computer hardware became unreliable and had to be replaced. This paper describes the replacement system that was put together at NAHL. The new system is based on the old one, but wherever possible uses “off-the-shelf” components that can be easily replaced as technology advances. The paper gives an overview of the hardware and software used to drive the wavemakers and describes the types of waves that can be generated with the new system. Each time new wavemaker drive signals ar. e created, decisions must be made about digitization rates, data analysis frame lengths, etc. The paper discusses tradeoffs involved in selecting those parameters and their impact on the waves produced. Also, some of the subtleties involved in creating wavemaker drive signals are mentioned; for instance, the splicing of drive signal frames when the endpoints don't match up. Finally, details are given on a procedure used to adjust and refine drive signals so that the measured wave spectrum more closely resembles the desired spectrum.
{"title":"Wave Generating Software at the U.S. Naval Academy","authors":"J. Zseleczky","doi":"10.5957/attc-1995-009","DOIUrl":"https://doi.org/10.5957/attc-1995-009","url":null,"abstract":"Since the 23rd ATTC in 1992, the U.S. Naval Academy Hydromechanics Laboratory (NAHL) has replaced and updated all of the computer hardware and software used to drive its three wavemakers. Until last year, some of the original equipment that was installed in the mid 1970's was still in use. The old system was cumbersome to use by today's standards, but was capable of generating very good waves. Eventually, the computer hardware became unreliable and had to be replaced. This paper describes the replacement system that was put together at NAHL. The new system is based on the old one, but wherever possible uses “off-the-shelf” components that can be easily replaced as technology advances. The paper gives an overview of the hardware and software used to drive the wavemakers and describes the types of waves that can be generated with the new system. Each time new wavemaker drive signals ar. e created, decisions must be made about digitization rates, data analysis frame lengths, etc. The paper discusses tradeoffs involved in selecting those parameters and their impact on the waves produced. Also, some of the subtleties involved in creating wavemaker drive signals are mentioned; for instance, the splicing of drive signal frames when the endpoints don't match up. Finally, details are given on a procedure used to adjust and refine drive signals so that the measured wave spectrum more closely resembles the desired spectrum.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133656950","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Using empirical data from model test with 5 similar hull forms, a relationship between ice resistance and friction coefficient is developed. The techniques used in interpreting the model data and normalizing to a common basis are also presented. These include breaking the total resistance into four components; ice breaking, submergence, clearing and open water, and scaling each individually to a common basis. In total, 187 data points were used representing seven different hull-ice friction coefficients. The results show a doubling of ice resistance as the hull-ice friction goes from 0. 05 for a new ship to 0.10 for a ship with a hull in poor condition. Full-scale data for the Canadian Coast Guard RClass icebreakers is also presented showing a deterioration in icebreaking performance over a ten year period.
{"title":"The Effect of Hull-Ice Friction Coefficient on the Resistance of Icebreaking Ships","authors":"D. Spencer","doi":"10.5957/attc-1995-006","DOIUrl":"https://doi.org/10.5957/attc-1995-006","url":null,"abstract":"Using empirical data from model test with 5 similar hull forms, a relationship between ice resistance and friction coefficient is developed. The techniques used in interpreting the model data and normalizing to a common basis are also presented. These include breaking the total resistance into four components; ice breaking, submergence, clearing and open water, and scaling each individually to a common basis. In total, 187 data points were used representing seven different hull-ice friction coefficients. The results show a doubling of ice resistance as the hull-ice friction goes from 0. 05 for a new ship to 0.10 for a ship with a hull in poor condition. Full-scale data for the Canadian Coast Guard RClass icebreakers is also presented showing a deterioration in icebreaking performance over a ten year period.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115467967","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The role and effects of cavitation in model and full-scale waterjet propulsors are reviewed, for conventional and inducer pumps, with flush and Pitot inlets. The special problems of model testing when air ingestion is expected in the full-scale installation are briefly discussed. The methods of scaling model test results to provide full-scale performance predictions when cavitation is present are touched upon, concerning the need for new standards.
{"title":"Cavitation Model and Full-Scale Waterjet Propulsors","authors":"J. Allison, J. Stricker","doi":"10.5957/attc-1995-004","DOIUrl":"https://doi.org/10.5957/attc-1995-004","url":null,"abstract":"The role and effects of cavitation in model and full-scale waterjet propulsors are reviewed, for conventional and inducer pumps, with flush and Pitot inlets. The special problems of model testing when air ingestion is expected in the full-scale installation are briefly discussed. The methods of scaling model test results to provide full-scale performance predictions when cavitation is present are touched upon, concerning the need for new standards.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"147 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124707012","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Recent demands for making velocity measurements on complex models in the Large Cavitation Channel have required the use of innovative techniques in the application of Laser Doppler Velocimetry (LDV). Several typical models, from bodies of revolution to fully-appended surface ships, are shown to demonstrate various effective techniques used in obtaining LDV measurements. Furthermore, LDV measurements of test section and diffuser flows obtained in the absence of a model are compared favorable with wind tunnel model data.
{"title":"Laser Doppler Velocimetry Techniques in the Large Cavitation Channel","authors":"J. Blanton","doi":"10.5957/attc-1995-013","DOIUrl":"https://doi.org/10.5957/attc-1995-013","url":null,"abstract":"Recent demands for making velocity measurements on complex models in the Large Cavitation Channel have required the use of innovative techniques in the application of Laser Doppler Velocimetry (LDV). Several typical models, from bodies of revolution to fully-appended surface ships, are shown to demonstrate various effective techniques used in obtaining LDV measurements. Furthermore, LDV measurements of test section and diffuser flows obtained in the absence of a model are compared favorable with wind tunnel model data.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"244 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133988975","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper summaries developments in the University of New Orleans (UNO) Towing Tank equipment/facilities over the period of June, 1992 to October, 1995. During these three years seven items of towing tank and model making equipment were acquired and/or brought on line.
{"title":"Development of UNO Towing Tank, 1992-1995","authors":"R. Latorre","doi":"10.5957/attc-1995-017","DOIUrl":"https://doi.org/10.5957/attc-1995-017","url":null,"abstract":"This paper summaries developments in the University of New Orleans (UNO) Towing Tank equipment/facilities over the period of June, 1992 to October, 1995. During these three years seven items of towing tank and model making equipment were acquired and/or brought on line.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"38 4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114365463","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
M. Beddhu, S. Nichols, M. Jiang, C. Sheng, D. Whitfield, L. K. Taylor
Series 60 CB= 0.6 represents an important class of ships for which vast amount of experimental data is available. Thus, it represents an ideal test bed for validating Computational Fluid Dynamics (CFO) codes. The code UNCLE incorporates the recently introduced algorithm for tracking incorporates the recently introduced algorithm for tracking unsteady free surface flows in a time accurate manner. In this algorithm, to facilitate the tracking of the free surface, a background grid is employed. Using the background grid the free surface grid points are forced to move along predetermined paths in order to simplify the grid regeneration process at the new time level. Newton's method is used to find the intersection of the background grid lines with the free surface. This allows to preserve the shape of the free surface during various grid operations at a given time level. The governing equations of the flow field are cast with respect to an unsteady Eulerian coordinate system and solved using the modified artificial compressibility method. The resulting numerical algorithm is implicit and time accurate and is formulated based on a finite volume approach. Roe's formulation is used for obtaining the first order inviscid numerical fluxes and van Leer's MUSCL approach is used for obtaining higher order (third) corrections. Central differencing is used for the viscous terms and a two point backward Euler formula is used for the time derivative. The same algorithm is also used for implicitly solving the free surface kinematic condition which is cast with respect to surface curvilinear coordinates. The numerical results are compared with the experimental results. The flow conditions are Fr= 0.316 and Re= 4,020,000. The results are quite encouraging.
{"title":"Cavitation and Multiphase Flow Laboratory at the University of Michigan","authors":"M. Beddhu, S. Nichols, M. Jiang, C. Sheng, D. Whitfield, L. K. Taylor","doi":"10.5957/attc-1995-001","DOIUrl":"https://doi.org/10.5957/attc-1995-001","url":null,"abstract":"Series 60 CB= 0.6 represents an important class of ships for which vast amount of experimental data is available. Thus, it represents an ideal test bed for validating Computational Fluid Dynamics (CFO) codes. The code UNCLE incorporates the recently introduced algorithm for tracking incorporates the recently introduced algorithm for tracking unsteady free surface flows in a time accurate manner. In this algorithm, to facilitate the tracking of the free surface, a background grid is employed. Using the background grid the free surface grid points are forced to move along predetermined paths in order to simplify the grid regeneration process at the new time level. Newton's method is used to find the intersection of the background grid lines with the free surface. This allows to preserve the shape of the free surface during various grid operations at a given time level. The governing equations of the flow field are cast with respect to an unsteady Eulerian coordinate system and solved using the modified artificial compressibility method. The resulting numerical algorithm is implicit and time accurate and is formulated based on a finite volume approach. Roe's formulation is used for obtaining the first order inviscid numerical fluxes and van Leer's MUSCL approach is used for obtaining higher order (third) corrections. Central differencing is used for the viscous terms and a two point backward Euler formula is used for the time derivative. The same algorithm is also used for implicitly solving the free surface kinematic condition which is cast with respect to surface curvilinear coordinates. The numerical results are compared with the experimental results. The flow conditions are Fr= 0.316 and Re= 4,020,000. The results are quite encouraging.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"419 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128450657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Over the past three years, the Naval Academy Hydromechanics Laboratory (NAHL) has been investigating the behavior of both intact and damaged ship models in the presence of moderate and severe wind and waves. This paper describes the design, fabrication, calibration, and use of the wind generation system developed for this experimental study. This modular wind generation system consists of up to four centrifugal fan sets suspended across the towing tank on a system of trusses. The discharge of each fan set is vectored (vertically) by adjustable louvers and throttled by means of an internal baffle. Wind velocity is measured at selected locations by a set of miniature vane anemometers. This collection of anemometers is used to map the towing tank's wind field longitudinally, vertically and transversely. Significant differences exist in the spatial distribution of the wind velocity and its quality between the NAHL wind field, theoretical assumptions, and the real world. These differences are described. In addition, decisions, observations, and ramifications regarding the scale modeling of a wind field, in conjunction with pragmatic model testing in a conventional towing tank, are discussed.
{"title":"Wind Generation and Calibration in a Conventional Towing Track","authors":"B. Nehrling, James J. Shaughness, R. H. Compton","doi":"10.5957/attc-1995-015","DOIUrl":"https://doi.org/10.5957/attc-1995-015","url":null,"abstract":"Over the past three years, the Naval Academy Hydromechanics Laboratory (NAHL) has been investigating the behavior of both intact and damaged ship models in the presence of moderate and severe wind and waves. This paper describes the design, fabrication, calibration, and use of the wind generation system developed for this experimental study. This modular wind generation system consists of up to four centrifugal fan sets suspended across the towing tank on a system of trusses. The discharge of each fan set is vectored (vertically) by adjustable louvers and throttled by means of an internal baffle. Wind velocity is measured at selected locations by a set of miniature vane anemometers. This collection of anemometers is used to map the towing tank's wind field longitudinally, vertically and transversely. Significant differences exist in the spatial distribution of the wind velocity and its quality between the NAHL wind field, theoretical assumptions, and the real world. These differences are described. In addition, decisions, observations, and ramifications regarding the scale modeling of a wind field, in conjunction with pragmatic model testing in a conventional towing tank, are discussed.","PeriodicalId":275396,"journal":{"name":"Day 32 Mon, October 02, 1995","volume":"111 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123440913","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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