NAVY DEPARTMENT 5o Ball DAVID TAYLOR MODEL BASIN WASHINGTON, D.C. RESULTS OF EXPERIMENTS WITH MODELS OF HIGH SPEED TOWING TARGETS INCLUDING ESTIMATES OF FULL-SCALE TARGET DRAG AND CABLE TENSION by da He curry and Jack Posner ovember 1947 i Report 595 0 @2beb&O00 TOED O HOMO A IOHM/181N TABLE OF CONTENTS POESIPRIMG veniens be occ, Meo Glas) gr dy lea ce INTRODUCTION. . . . . . 2s. « DESCRIPTION OF MODELS . . 5 53 TEST APPARATUS AND PROCEDURE. . TEST RESULTS AND ANALYSIS OF DATA PS CUSSTON co 6. woos) sn oes CONCHUSTONS: 2056) 8 ccs oe a BORE NCES OY one Meuse Mile |e: aire We PEPIN NO i Po eo bol GN bau @) Sots ey) ie alal 13 14 2 hae Mes RESULTS OF EXPERIMENTS WITH MODELS OF HIGH SPEED TOWING TARGETS INCLUDING ESTIMATES OF FULL-SCALE TARGET DRAG AND CABLE TENSION ABSTRACT Five models of high-speed towing targets, two flat- bottom gsled=-types, two vee-bottom boat-types from Bureau of Ships designs, and one vee=bottom toboggan-type David Taylor Model Basin design, were tested at the David Taylor Model Basin and in the Potomac River in an attempt to develop an improved type towing target. The models were towed in the basin (a) by a long cable attached to the dynamometer, and (b) under the towing carriage with load increments applied to simulate various lengths of cable. Subsequent tests were made in the Potomac River to observe the maneuverability of the models when towed in waves. Motion pictures were taken during the latter tests to show the action of the models in a straight run and in turns. Estimates of full-scale target resistance and horizontal cable _tension® are given for various speeds and lengths of cable. It was found that for a given displacement and initial trim, a change in tow=point position, within the limits covered by the tests, has little effect on target resistance or directional stability. The resistances of the two boat- type targets and of the TMB design target were appreciably less when they were towed by a single cable in place of the conventional bridle, but the effect on the directional stability was small. When towed by the single cable the targets had a tendency to be self righting, after deliberately being capsized. % The terms horizontal cable tension and horizontal target- plus-cable drag are used synonymously in this report. on During the model basin tests for resistance, without gimulated cable load, the boat type targets exhibited undesirable porpoising at speeds above 35 knots full scale. The porpoising was of sufficient severity fs) GaSe) “ite inadvisable to operate the targets at these speeds. The TMB design did not show any ten- dency to porpoise, even when violently disturbed. At high speeds and long cable lengths all of the targets have practically the same horizontal cable tension, with the exception of the revised G-60 sled-type target. For cable lengths of 1500 and 2500 yards full seale and a horizontal cable tension of 60,000 pounds, the estimated maximum speed attainable for the respective cable lengths is practically the same for all targets, with the possible exception of the sled=type target mentioned. above. It is concluded, therefore, that the fundamental fac- tors in the determination of an improved target sled are not the conditions affecting target resistance or the target resis=- tanee itself, but the cable drag, the target stability, and the target maneuverability. INTRODUCTION In April 1930 the Experimental Model Basin at the Naval Gun Factory, Washington, D. C., conducted experiments on a series of models (1)* for the purpose of developing a * Numbers in parentheses indicate references on page of this report. ae high-speed towing target for the War Department Coast Artillery. A 25-foot by 12-foot rectangular amigcs sled was the result of this investigation. Subsequently, the demand for larger target screens and higher target speeds led to further investigations and the ultimate development of 30-, 40=-, and 60-foot sleds (2). The present 60-foot sled is reported to perform the best of the series, however, it is not entirely satisfactory. Because of the high resistance of the target, the relative instability when under tow, and the limited strength of the towing cable, failures have occurred in service. In order to reduce the cable tension and develop an ‘improved planing-type target, the Bureau of Ships prepared plans igoyng aroc new designs of targets and requested (3) that the Taylor Model Basin conduct tests on models of the new designs and on a model of the revised 60-foot sled-type target to ob- tain quantitative data. In addition to the four models constructed from the Bureau of Ships plans, a fifth model was developed at the Taylor Model Basin. te Parse of Ships subsequently requested (4) that maneuvering tests of the models be conducted in the Potomac River to observe the effect of vary ine the fore and aft position of the towpoint. DESCRIPTION OF MODELS The TMB model numbers and the corresponding full- scale design designations are given belows A ply. Re Model Full-Scale 4024 - Revised G-60 sled=type 4025 All-steel sled=type | 4026 BuShips design "A", boat-type 4027 BuShips design NBM, boat-type 4029 TMB design 7 Model and full-scale relationships are given in Table l. The model of the revised sled=type target was con- structed of pine and the other models were madevoe balsa. wood in order to keep the total weights within the limits specified. The models were all constructed to a scale of 1/15 full-size. All°models were-four feet long. Simulated target screens were installed on the models for the Potomac Hiver tests. Fitting room pictures of the models as tested are shown in Figure 21. TEST APPARATUS AND PROCEDURE The test and analysis program was divided into four parts. Part 1 of the program consisted of towing the models by cable in the model basin to determine the comparative resistance characteristics, A 1/32-inch diameter steel cable 400 feet long ~ was used for towing the models. Each model was tested at two : initial displacements and at a series of initial trims, positions of towpoint, and speeds, except the TMB design which was towed with a single cable attachment in place of the conventional Be bridle used for the other models and for one position of tow- point only. For comparative purposes spot tests were made of the TMB design with conventional bridle and of the BuShips design "B" with single cable attachment. A still camera was set up at a fixed position along the basin for taking pictures of the models while under way. Part 2 of the program consisted of tests in the model basin to determine the resistance of the targets without cable but with vertical load increments applied to simulate the effect of the weight of various lengths of cable. For this purpose, a special towing bracket was designed which permitted the appli- cation of the simulated cable loads ae the towpoint. The model was free to trim and rise and the load increments were applied through counterweights. Several increments were applied at each speed to assure a range that was broad enough to cover any full-scale cable loads anticipated. Hesistance, trim, rise, and wetted lengths were determined for each model at a series of initial displacements, initial trims, and positions of tow= point for several speeds ranging up to 35 knots full scale. Additional tests, up to a full-scale speed of 60 knots, with zero cable load, were made with the two boat-type and ; the TMB design targets. Part 3 of the program included tests in the Potomac River off Indian Head, Meee year to observe the maneuvering characteristics of the models in turns and in waves at various =6o speeds, cable lengths, and towpoint positions. For these tests the models were fitted with target screens. The targets were towed by a 1/16-inch diameter steel cable connected to the models by a loop of wire with a breaking strength of about 75 pounds. All turns were 180 degrees with the radius of turn maintained as nearly equal to the length of cable as practicable. All models were towed at the heavy displacement and at the trim which gave minimum resistance in Part 1 of the test program. The BuShips designs were towed both with conventional bridle and with single cable attachment. The TMB design was towed with single cable attachment only. When the Bureau of Ships designs were towed with single cable attachment the point of Seetenment was located midway between the extreme forward and after locations used for the bridle attachment. Motion pictures were taken of the models in action and a print of the film con- stitutes a part of this penoete Part 4 of the program douadeted of expanding to full scale the data gathered in Part 2 of ihe phoe radi and presenting curves of estimated horizontal drag of the target iweluddne simulated. cable load and horizontal cable tension with varia~ tion of speed and length of cable. It was not possible in all ¢ases to obtain the trims by the stern specified in Reference (1) without exceeding the specified displacements. In such cases the models were trimmed the maximum practicable with the available ballast. mee TEST RESULTS AND ANALYSIS OF DATA The variation of resistance with initial displacement, initial trim, position of towpoint, and speed, as determined in Part 1 of the program, is shown in Figures 1 to 5. Still pictures showing the corresponding running attitudes and spray formations at a full-scale speed of approximately 35 knots, are included in Figures 7 to 15. Figure 6 is a comparative plot of the pegtee tances of the five models as derived from Figures 1 to 5, at the best trim for each model, that is, the trim for minimum resistance. The results of the simulated cable load tests, Part 2 of the program, are shown in Figures 16 to 20 at speeds cor- eaponcine tov; 20, and Sovknots fudlseale. The amaitial oes on the curves, indicated by circles, are the resistances as zero cable load. It should be stated that the initial trims noted correspond to the zero gad condition, and were not reset when the simulated cable loads were applied. The curves shown are for the extreme towpoint positions, the intermediate tow- point positions being designated by symbols. The maneuvering characteristics of the models, Part 5 of the program, are best illustrated by the motion pictures taken during the tests. The results of the estimated full-scale drag of the targets including simulated cable load, and the estimated full- scale cable tensions, Part 4 of the program, are presented in | aQan Figures 22 to 51. It was assumed that minimum target drag at ‘thigh speeds would be of most interest, therefore, for each target, only the model condition for each displacement which gave minimum resistance at a full-scale speed of 30 knots was used in estimating the full-scale target drag and cable tension presented in Figures 22 to 31. ‘The eanile lengths were deter-~ mined by computing @®, the angle of the cable with the horizontal at the trailing end, from the relationship tan @ = apps2ed cable toad and determining the corresponding oe8 Ti He T=aeala ratio -at the various speeds from Figure 52. This figure was computed py HIS method given in Reference (5). The full-scale target daops was derived from the model data by the use of the Schoenhe rr frictional Eeaiubence formulation. See the appendix for details and a typical example of the computations. , “ae connection with the possibility of self-propelled targets at high speeds, the tests on the boat=-type and the TMB- design targets were extended to a full-scale speed of 60 eeorsel The results of computations of full-scale target resistances based on these tests are shown in Figures 55 and 44. For speeds up to and including 30 knots full scale, the data were taken from Figures 26 50 Bly For full-scale speeds of 35 knots and above, the computations were made using the model conditions that gave minimum resistance at the various speeds. 5 ae el ‘ oe wie her er ee tte§ ; nS ea aa05 ¥ bene | ” ; Qe 1 Wag’ : DISCUSS ION The resistance of the targets at a given speed may be changed by a change in towpoint position, initial trim, and initial displacement. Parts i and 2 of the program show that the effect of change of towpoint position on model resistance is small. Therefore, in Part 3, it was decided to test only the extreme forward and after positions of the towpoints. In the course of these tests, no appreciable difference could be observed in the maneuvering characteristics of the models when the towpoint was moved from the extreme forward position to the extreme after position. Variation in initial trim does have a noticeable effect on the me criacanee and spray formation of the models. All of the models have more advantageous resistance and spray characteristics at the higher speeds when trimmed by the stem. When trimmed by the bow, all of the models had undesirable and in some cases dangerous spray formations at low speeds. The models of the two sled-type targets, Model 4024 and Model 4025, exhibited some slight tendency to yaw during the maneuvering tests. Hard pounding in waves was also notice- able. The two boat=-type targets heel ehe most in a cross wind. As accurately as could be detected by eye, the boat-type sleds towed equally well with bridle or with single cable attachment. As had been noted on full-scale tows (2), during the maneuvering En6 tests the cable tended to rise on starboard turns sé QSuate Gin port turns due to the lay of the cable. On port turns the target tended to follow inside of the wake of the towing boat. During the maneuvering tests the boat-type and the TMB-design models were deliberately capsized when towed with both bridle and single cable attachments. With the single cable attachment the models always righted themselves, with soms damage to the target screens, whereas, with the bridle attach- ment, more often than not, the wire loop broke before the models meee righted. The estimated full-scale righting forces with the single cable attachment did not exceed the strength of the l=-inch cable used in full-scale tows. In Part 1 it was shown that when towed with a single cable Model 4027 and Model 4029, the only models so tested, had less resistance then when towed with a bridle attachment, see Figure 6. The full-scale estimates of horizontal target drag with simulated cable load, Figures 22 to 31, show that the two boat=-type targets and the TMB design have substantially less drag than the sieges targets. The same figures show that at high speeds and with long cable lengths the horizontal cable tension is virtually the same for all targets at both displace- ments, with the exception of the revised G-60 sled. A compari- son of the estimated maximum speed attainable with full-scale cable lengths of 1500 and 2500 yards and a full-scale cable tension of 60,000 pounds is given in Table 2, blake Figures 53 and 54 indicate that at speeds above $5 knots the two boat-type targets have appreciably less horizontal drag nai the TMB design. However, at speeds above 35 knots the TMB design was the only model with adequate stability. No data are shown for the two boat-type targets at a speed of 60 knots full-scale because at this speed both models porpoised violently and uncontrollably. At speeds above 35 knots full scale both boat-type models porpoised if disturbed, the ampli- tude and period depending upon the severity of the initial dis- turbance. In some cases slight ripples on the surface of the water, were sufficient to start porpoising. The TMB design did not porpoise at any SOS, CHER when violently disturbed. During the towing tests in the basin with cable, Part 1 of the program, Model 4024, the maviged G=60 sled, was the only model which porpoised, and then only when towed from the after tow point with maximum trim by the stern and at a full-scale speed corresponding to approximately 27 knots. CONCLUSIONS le For a given displacement and initial trim, a change in the position of the towpoint causes little change in the resistance or directional stability of the targets. 2. Towing the TMB design and the BuShips design "B" tar- gets by a single cable in nilaee of the conventional bridle results in an appreciable reduction in target resistance but does not See affect the directional stability. With the single cable attach- ment the boat-type and the TMB-design targets have a tendency to be self-righting when capsized. Do At full-scale speeds up to 55 knots, the boat-type and the TMB-design targets have towing and resistance charac- teristics superior to the sled-type targets. At full-scale speeds above 35 knots, the two boat-type targets have better resistance characteristics than the TMB design but they are | susceptible to porpoising. The porpoising is of sufficient severity to make it teen teebae to operate the boat-type tar- gets at these speeds. The TMB design does not porpoise at any speed, even when violently disturbed, : 4, The estimated full-scale horizontal drag with simu- lated cable load is less for the two boat-type and the TMB- design targets than for the sled=-type targets. With the excep- tion of the revised G-60 sled=-type target, all of the targets hayes at high speeds with long cable lengths and at both displace- ments, practically equal horizontal cable tension. Similarly, with the exception of the revised G-60 sled-type target, for 60,000 pounds horizontal cable tension and a given length of cable, within the limits of the tests, the estimated maximum speed attainable with either displacement is practically the same for all of the targets. This leads to the conclusion that the fundamental factors involved in the design of a tar- get with improved towing characteristics are not the conditions =-13=- affecting target resistance or the target resistance itself, but the cable drag, the target stability, and the target maneu- verability. REFERENCES } (1) “Experimental Investigation of High Speed Towing Target Design," EMB Report 252, April 1930. (2) ‘History of sled-type towing targets with enclosed references prepared by BuShips, Structure and Form (443), dated 24 April 1947. (3) BuShips ltr QT-(3)(442-440) of 24 Feb 47 to TMB, requesting construction and tests of models of towing targets. (4) BuShips ltr @T-(3)(442-440) of 19 Jun 47 to TMB, requesting maneuvering tests on models of towing targets. (5) “On the Resistance of a Heavy Flexible Cable for Towing a Surface Float Behind a Ship," by J. G. Thews and L. Landweber, EMB Report 418, March 1936. APPEND IX Method of determining full-scale horizontal drag of eae target with simulated cable load and full-scale horizontal drag of target=-plus-cable from model data. where Dy in pounds Di = (D sec G@ + T) cose = full-scale horizontal drag of target-plus-cable, D = full-seale horizontal drag of target with simu- lated cable load, in pounds end, in degrees. Tan @ # a end, in degrees. CosG = in pounds @ = angle between cable and horizontal at trailing T x ry a m cable tension,in pounds. T = FL angle between cable and horizontal at forward -~ Wwe wo + 4 = applied cable load, in pounds model resistance, in pounds tangential friction force in pound/feet = aa £ avs, (0) arbitrary constant (for all sizes of cable 2 mass density of water, ee ° cable diameter, in feet speed, in feet per second cable length, in feet W — ~ R weight per unit length of cable in salt water, 1279 drag of unit length of cable perpendicular to stream, in pounds = 50 F (for all sizes of cable) av =-15- Typical example of a computation. Model 4029 - TMB-Design Target HeeSDeerocd,) = ae eG oe pec eee ' Model resistance, Ry - 5.60 pounds Wetted length - 5.00 feet Wetted area - 5.65 feet@ Applied cable load, § = 5.00 pounds ‘ 2 Mass density of sea wat Pie = 0.995 wee sect i ~2 Mass density of basin water | Pos 0.968 lb. sec¢ ibys Cable diameter, d = 0.08353 feet Basin water temperature = 70 degrees Fahrenheit Sea water temperature = 50 degrees Fahrenheit al) Determine D from model data by the Schoenherr friction formulations; D = 18900 2) Tan g = ae = 0.893; @ = 41.8 degrees 3) From Figure 32, = = 2.16 4) L = 8320 feet 5) eos 1.70 pounds/foot 6) T = 14,100 pounds 7) & = 85.0 pounds/foot 8) w = 0.0210 9) cos%= 0.990 10) sec 0 = 1.34 i) De =—(Dvsec® + 1) cos [(1e,000)(1.34) + 14,100 } 0.990 357,800 TABLE 1 Model - Full-Scale Relationships Item Displacement Speed Towpoint position forward of stern Initial trim Cable length Model Full Scale 21.7 pounds 75,000 pounds 28.9 100,000 56.2 125,000 43.4 150,000 1.29 knots 5 knots 2.08 10 3 087 15 5016 20 6.45 25 7.75 30 9.04 Kote) 15.49 60 17.5 inches 21.9 feet Lene ; 24.0 20.5 2506 2204 28.0 24.0 50.0 25.6 32 20 28.8 36.0 35 06 42.0 0.29 inches by bow 0.56 feet by bow 1.68 2.10 3090 4.19 0.50 inches by stern 0.65 feet by stern 1.01 1.26 1.26 1.58 1.54 1.68 1.76 2.20 2.26 2.83 500 feet 1500 yards 400 2000 500 2500 Linear ratio ship to model, A® = 15 Speed ratio, 1/2 = 3.87 Displacement ratio, 1.024 »? - 3456 TABLE 2 Maximum Speeds Attainable with the Various Towing Targets for a Horizontal Cable Tension of 60,000 Pounds Cable Length = 1500 yards Cable Length = 2500 yards Light Heavy Light Heavy Target Displacement Displacement Displacement Displacement _— Revised G-60 33.0 knots 32.0 23.0 20.0 sled-type All steel 54.0 $505 24.5 23.5 sled-type BuShips 54.0 54.0 , BES 24.5 Design "a" BuShips 34.0 33.5 24.5 24.0 Design "B" TB design 34.5 34.0 24.5 24.0 *Tepow OF 4UeMOVIIY STPTAG UITM ‘BuoT 3007 OOF PTABD T999S JeZ0MBTC Your-ze/T ® £4 pemol, Futed Topo eur ‘UTSB_ TEPOW S42 UF PegonPUOD eTeM S35%L Ud quyod MOL eq} JO UOTZTSOg 4JV pus edog pues “MFI TetIFUL ‘queweoBTdstq 4ypM eous4sTsed [BIOL JO uoTAByTAeA °yodrey, edAL-PeTS 09-D PeSTAeY °F20hH TOPOW - T edna Ta Seyoul UF wzeqg oy fq WTA, TBTIFUI : 0°2 o°s 0 O°T 0° o°s Lol ==) i (61)-S (42) -2 PIES | {| _}_ } Lo fais se leet bats : “aT 000'0ST) “AT P°Sh = QuUeMeoBTdSTq _1_ ee | | eae —+—_+—— Hh | Sn | =s =| aie — | x 2 [(6T)-S ia | : : ul Lies Reg eas ES | (2c) ie | ea [ : als = | ‘ [ + al a | T aI —— walls | Beeele {aE eee | (eT80S TINg sz0uy cs) | szouy 6 1 : ! 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