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produce results similar to that of the bow or midship bulbs
then there would be some phenomenal gains in economy of
propulsion.
For the future, a joint program with Dr. Calisal and his team
at the University of British Columbia is planned. This contin-
ued look at improvements in hull resistance will focus on
enhancement and optimization of appendages. By combin-
ing these separate programs a 15%-20% reduction is ex-
pected beyond what has already been achieved based on
an initial assessment of each group’s past work. Both CFD
and model testing will be required to cover the many com-
binations possible with so many different parts, locations,
and sizes.
Once a combination of optimized appendages has been
established a new hull form will need to be developed to
take maximum advantage of all the benefits. The added
displacement of the appendages alone will allow finer
beam/length and draft/length ratios all of which will con-
tribute to lower resistance numbers through their own re-
duced hull volume.
The ultimate goal is to have a vessel that will slip through
the water without any disturbance to mark its passing, th
ultimate interface vehicle. This work is continuing on ma
of our new projects, particularly focusing on 100 ft. plus
long-range motoryachts.
ACKNOWLEDGEMENTS
George Roddan, of Roddan Engineering, has been an in-
valuable consultant and contributor to this technology fro
the start.
Fox 86 — Full Size Ship Constants
Length Overall (ship). 85.75 ft
26.135m
Length Waterline (ship) 77.5 ft.
23.621m
Beam Overall (ship) 24.5 ft.
7.467m
Draught (ship)
6.49 ft.
1.978m
Displacement (ship) 109.62 L.Tons 111.41 Tonn
Block Coefficient
0.36
0.36
Prismatic Coefficient 0.62
0.62
Fox 86 — Config. A: With Bulb, Stabilizers, Blisters, Bi-foils, Level Trim
ANALYSIS OF TANK TEST CONDUCTED AT BCRI OCEAN ENGINEERING CENTRE — FOX 86
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