HK wrote in
:
Jim Willemin wrote:
Frogwatch wrote in
news:571e39b1-f812-459a-b9e6-
:
It seems that deadrise has a radical effect on the ability of a boat
to get on plane quickly and thus use less fuel. More deadrise makes
a boat punch through waves better but increases draft and reduces
fuel economy in smaller seas. I assume that variable deadrise has
been tried. Of course there are boats that try to use hull shape to
accomodate varying conditions but not too successfully.
My Tolman has about 10 degree deadrise and is very light so is very
fuel efficient but pounds a lot in chop so I have to slow down to
about 12 kts. Why not some mechanism that would consist of another
outer variable hull layer that would be hinged at the chines
allowing the keel portion to move downward to increase deadrise. It
would have a flexible stiff plastic piece at the front to keep water
out of the area between the two hulls. Is this simply too complex
for too little benefit?
Having pondered this for a couple of days, I am struck by the problem
of changing the area of the floor between the keel and the chine.
This might be tractable near the transom (overlapping leaves,
perhaps, kinda like a 'sliding lapstrake' construction), but as you
get near the stem you gotta worry about major changes in geometry as
well as area. I imagine a really clever designer could do it. I
suppose the question is where in the hull would variable deadrise be
most effective in the transition to planing? That might make an
interesting thesis for someone...
Bring a lifejacket.
I was thinking more of models in a wavetank. But seriously: where in
the hull is deadrise most important to achieving planing status? Is it
in the forward third, the midships third, or the aft third? Since
planing is essentially the result of climbing one's own bow wake, or the
wave whose wavelength is equal to your waterline length, my hunch is
that the geometry near the stem is probably most significant in
acheiving planing. But there has to be some kind of optimum - it seems
to me that a flatiron skiff, say, would take more energy to achieve
planing mode than a runabout of identical length. So if the critical
region is in the forward third of the hull, where major changes in both
hull geometry and hull area occur as you mess with deadrise, it seems to
me probably not worth the effort.
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