03 The Foiling Optimist
03 The Foiling Optimist
03 The Foiling Optimist
A relatively new phenomenon within the sailing world is the use of hydrofoils to boost sailing
performance. This technique is applied to a wide range of boats, from dinghies to ocean racers. An
interesting question is whether one of the slowest racing boats in the world, the Optimist dinghy, can
foil, and if so, at what minimum wind speed. The present paper presents a comprehensive design
campaign to answer the two questions. The campaign includes a newly developed Velocity Prediction
Program (VPP) for foiling/non-foiling conditions, a wind tunnel test of sail aerodynamics, a towing tank
test of hull hydrodynamics and a large number of numerical predictions of foil characteristics. An
optimum foil configuration is developed and towing tank tested with satisfactory results. The final proof
of the concept is a successful on the water test with stable foiling at a speed of 12 knots.
1 INTRODUCTION The sail is square and supported by a sprit. There are two
options for the building material: wood or GRP.
The hottest trend in sailing at the moment is foiling. Since
the appearance of the foiling catamarans in the 34 th By the start of the present project in early 2016 a very light
Americas Cup in 2013 the interest has boosted and foils hull, built for demonstration purposes in an earlier project
are now used on a large number of boats, ranging from at Chalmers, was available. The material was carbon fibre,
dinghies like the Laser to large racing yachts like the doped with 0.5 kg of graphene. Its weight was only 9 kg.
Vendee Globe IMOCA 60s. The most sophisticated However, the structural strength was far too low for the
foiling class is probably the Moth [1], which has used foils extreme loading case when the hull is foiling. Therefore,
since around 2000. The relatively recent interest in foiling a parallel project was initiated, where the structure of the
yachts is in fact a bit surprising, since the technique has hull, centreboard, rudder and the two wings were designed
been known for about a century [2], and has been used for based of input from the present project. The structural
high-speed ferries [3] for a long time. Nevertheless, the design is reported in [5] and will not be further discussed
relative ease by which the technique has been applied to in this paper. Including all appendages, the new weight
contemporary yachts and dinghies may have come as a was 27 kg.
surprise. The purpose of the present project is to take the
ultimate step and apply the technique to one of the slowest, To enable a ride height of 0.4 m with sufficient
but most popular boats in the world: the Optimist dinghy. submergence of the foils the draft was increased to 0.97 m
The question is: can it foil; and if so, at what minimum by increasing the centreboard span. There was also an
wind speed? extension of the rudder to give sufficient submergence
under foiling conditions. A picture of the Optimist with
2 THE OPTIMIST foils is seen in Figure 1.
INNOV'SAIL 2017
19
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
was obtained from wind tunnel tests of an Optimist sail at the sailor determines the distribution of the lift between
1:4 scale (see Section 4), towing tank tests of a full scale the main foil and the rudder foil.
hull (see Section 5) and numerical calculations of wing
profiles (see Section 6). Figure 2 shows the program flowchart. Since a major
program task is to optimise the dimensions of the foils on
In the VPP five Degrees of Freedom (DOFs) are the centreboard and rudder, the outermost loop contains a
considered. Equilibrium is assumed in all DOFs but the systematic variation of the foil dimensions, as described
yaw moment. The rudder angle is not computed, and is set below. In the following two loops the true wind speed
to zero throughout the computations. This approximation and direction are varied systematically, like in most
was considered acceptable, as the primary objective of the VPPs. After guessing the boat speed the apparent wind
project was to see if the dinghy could foil, and the effect speed and direction are computed and the sail forces
of a non-zero rudder angle would be very small in this obtained from the wind tunnel data (Section 4).
respect.
The guessed boat speed is also used for computing the
The hull is assumed upright in all conditions and the total lift from the two foils. If the lift is smaller than the
heeling moment from the sails is assumed balanced by a gravity force, the displacement is reduced to account for
suitable athwartships position of the sailor. However, the lift, and the hull resistance read from the towing tank
there is a check in the program of the heeling moment, data (Section 5). Leeway is neglected in the hull
which must not exceed the largest available righting resistance.
moment from a 65 kg sailor. The longitudinal position of
INNOV'SAIL 2017
20
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
INNOV'SAIL 2017
21
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
The sail polar used in the VPP was obtained as the average
of the two measurements at 15 m/s with the sprit to
windward. The numerical values are given in Table 2.
INNOV'SAIL 2017
22
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
disadvantages of the lever-system and having to construct the lowest possible speed (and wind velocity). Therefore,
a centre foil with a moving flap were seen as relatively the best section shape for the centre foil is one that
minor. A large advantage of having a horizontal foil is that generates the highest lift to drag ratio. A high lift is
the forces acting on it are easy to compute, making the important because the centre foil is designed to generate
dimensioning of the foil easier than for the V, C, J and L the major part of the lift needed to elevate the dinghy.
foils. The T-foil is also easier to manufacture. Also, a low drag is important for the slow Optimist to
reach the take-off speed.
6.2 SECTION SHAPE
There exists a vast amount of different section shapes In Figure 8 an XFOIL comparison of the lift-drag ratios of
developed for water applications. Examining the the three sections is presented as a function of Reynolds
literature, three section shapes suitable for the foils were number. Wortmann is clearly superior to the others and
chosen for further investigation: NACA63-412, EPPLER was therefore chosen for the centre foil.
817 and Wortmann FX60-100. For the centreboard and
rudder the symmetric NACA0009 was chosen, based on 6.3 PLANFORM
recommendations in [7].
6.3.1 3D effects
The subsonic airfoil analysis tool XFOIL was used to The 2D lift coefficient of the sections discussed above was
compute data for the selected section shapes [8]. Two- converted to 3D by the lifting line formula [7]
dimensional lift- and drag coefficients were computed for
different Reynolds numbers and effective angles of attack. 2
XFOIL was used in two ways. First, data was produced in 3 =
2
1+
order to select the most suitable section shape. Second,
XFOIL was used to produce a database for the VPP in
order to simulate lift and drag for the foils chosen. where AR= cm/s is the aspect ratio. cm is the mean chord
and s is the span.
6.2.1 Rudder Foil Section
The primary task of the rudder foil is not to produce The induced resistance coefficient, CDi, was computed
maximum lift. Instead the rudder foil is crucial for the using the same theory
longitudinal stability of the dinghy when foiling. The 2
rudder foil is therefore designed to give a certain lift at =
relatively high velocities. At low velocities, before the
dinghy is foiling, the rudder foil is not expected to give a 6.3.2 Rudder Foil Planform
large contribution to the total lift of the dinghy. Therefore, When deciding on the planform of the rudder foil the
a low drag coefficient was considered to be the decisive objective was to give the sailor the possibility to control
factor when choosing the section shape of the rudder foil. the pitch of the dinghy by moving his or her centre of
gravity longitudinally. Altering the pitch affects the angle
Figure 7 shows a comparison between the drag of attack of the rudder foil and consequently the lift
coefficients, computed using XFOIL, for the three section generated. Different sailing conditions and velocities were
shapes at three different angles of attack. The figure analysed and corresponding moment equilibriums
indicates that NACA63-412 and Wortmann FX60-100, indicated a desired lift from the rudder foil of around 25%
generate the lowest drag coefficients of the three. NACA of the total lift when foiling. This was achieved with a span
has slightly higher drag than Wortmann, but was chosen of 0.45 m and a mean chord of 0.10 m. To obtain as closely
since it has been tried and tested in the Moth class. as possible an elliptic lift distribution, a taper ratio of 0.43
was selected [7].
The angle of attack of the rudder foil is set to 1 in the
VPP. However, the effect of downwash from the upstream 6.3.3 Centre Foil Planform
centre foil affects the flow direction downstream and Different planforms of the centre foil were analysed with
should be considered. The downwash effect, especially a maximum wingspan constraint set by the hull beam. A
from a foil with flap, is a complex phenomenon, limitation of 1.10 m was set throughout the optimization
inadequately described in literature. Thus, the effect is using the VPP.
disregarded in the VPP. In reality the downwash effect
may be considered by experimentally adjusting the rudder To determine the optimum angle of attack of the centre
foil angle of attack so that an effective angle of attack of foil the influence of the flap angle on the lift to drag ratio
1 is obtained. The rudder hinge is designed to enable such was studied for varying angles of attack. The result is seen
an adjustment to be done rather easily. in Figure 9. The data shown are computed using XFOIL
for the Wortmann FX60-100 section shape with a 30%
6.2.2 Centre Foil Section flap.
The objective of the present work is not only to investigate
whether the Optimist can foil, but also, in case this turns
out to be possible, to design the foil system for take-off at
INNOV'SAIL 2017
23
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
INNOV'SAIL 2017
24
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
Figure 9 : Centre foil lift- and drag coefficients versus angle of attack and flap angle.
From the figure it can be seen that the Wortmann FX60- Both the rudder and centreboard was given a wingspan of
100 has the highest ratio of lift to drag for an angle of 0.80 m measured from the bottom of the hull to the top of
attack between 5 to 10 for negative flap angles. For the respective foil. A wingspan of 0.80 m was selected to
positive flap angles the highest ratio is found somewhere give the dinghy a foiling height of approximately 0.40 m
between 0 and 5. When the dinghy is still in non-foiling above the surface. This ride height will give a sufficient
mode the flap angle will be in the higher positive range in operating range for the wand and it will allow for smaller
order to generate maximum lift. waves to pass below the hull.
Since the aim of the project was to achieve foiling for the The mean chords of the rudder and centreboard were
lowest wind speed, the positive flap angle range was determined to avoid large drift angles. Different mean
chosen as the more critical one of the two. A fixed 4 angle chord lengths for both the rudder and centreboard were
of attack was selected because it is in the optimum range evaluated using the VPP and the lengths adopted were
for positive flap angles and it provides some room for the 0.15 m for the rudder and a 0.30 m for the centreboard.
sailor to alter the dinghys pitch angle without the risk of This yields a maximum drift angle of 5 for a true wind of
acquiring a negative angle of attack of the centre foil. 10 m/s sailing with a true wind direction of 30. Since the
foils prevent leakage across the tip both appendages were
Once the angle of attack for the centre foil had been designed with a rectangular planform.
determined, the optimal planform area was analysed using
the VPP. For the maximum span of 1.10 m the mean chord 6.3.4 Summary of Foil Dimensions
was varied from 0.10 m to 0.40 m with 0.10 m increments. A summary of the different foil dimensions is presented in
The lowest true wind speed resulting in the Optimist Table 4. These dimensions were obtained through
dinghy foiling was computed for each configuration. It extensive use of the VPP, as presented above. For all
turned out that for 0.1 and 0.2 m chord the take-off wind wings, i.e. the foils and the centreboard and rudder, the
speed at the most favourable direction was 6.0 m/s. For the forces were obtained using XFOIL and aerodynamic
0.3 and 0.4 m chords this speed was 6.2 and 6.5 m theory. However, there are some additional resistance
respectively. A mean chord length of 0.2 m was finally components of the wings when used in a hydrofoil
selected and the taper ratio was set to 0.43, like for the configuration. These components, which are described
rudder foil. below, may be considered as corrections and were not
included in the VPP used for the wing optimisation.
6.3.3 Centreboard and Rudder Planforms However, they are included in the validation tests and in
When determining the planform of the rudder and the final polar plot.
centreboard the span was the decisive factor to which the
mean chord had to be adapted. The span is important
because it restricts the foiling height of dinghy.
INNOV'SAIL 2017
25
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
INNOV'SAIL 2017
26
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
At high foiling speeds the windage may be important. To The resistance components for the dinghy at zero leeway
account for this, the approximation by Hazen [10] used in are presented in Figure 11 with the same foil settings as
many VPPs, was adopted. The drag, DA,is computed in the in the polar plot. The reason for presenting the zero
direction of the apparent wind as follows leeway case is to be able to compare with the towing
tests in the next section.
= 0.5 2
9 POLAR PLOT
INNOV'SAIL 2017
27
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
11.1 TOWING TANK TESTING The final proof of the concept was the on-the-water testing
carried out in early April. A first attempt was
In order to test the design and to check the influence of the unsuccessful, with an experienced sailor, but without
rudder foil angle a new towing test was carried out. This experience from foiling. The setting of the rudder foil was
was with the foil settings and weight as in the polar plot. probably also incorrect. In a second attempt the rudder foil
The resistance, sinkage and trim were measured at speeds was set to 2.5 degrees and a sailor with experience from
varying from 3 knots to about 15 (7.5 m/s to be precise). Waszp sailing took over. He succeeded immediately and
A picture from the tests is shown in Figure 12. had no problems keeping the boat foiling as long as the
wind speed was sufficient. The only data recorded was the
GPS speed. Some measurements were also done
separately of the wind speed, which varied between 6 and
7 m/s. The speed of the boat was about 12 knots on a broad
reach, which corresponds very well with the prediction in
the polar plot. More data will be taken during the spring
and presented at the conference.
12 CONCLUSIONS
The objective of the present work was to investigate if one
of the slowest racing boats in the world the Optimist
dinghy could be made foiling. If so, what is the lowest
possible wind speed for take-off?
INNOV'SAIL 2017
28
The Fourth International Conference on Innovation in High Performance Sailing Yachts, Lorient, France
The answer to the research questions are: YES, the L. Larsson is Professor of Hydrodynamics at Chalmers
Optimist can foil very well and the minimum take off wind University of Technology, managing the research group
speed is 6.2 m/s. working on sailing dynamics. Larsson has been engaged
as a design consultant in five Americas Cup campaigns.
ACKNOWLEDGEMENTS
C. Finnsgrd is Director of the Centre for Sports and
The authors are indebted to SSPA Sweden AB for Technology at Chalmers University of Technology.
sponsoring the first towing tank campaign, to the Finnsgrd has had a distinguished sailing career, winning
Department of Applied Mechanics at Chalmers for the 2001 Star World Championship.
making their large wind tunnel available for the sail tests
and to Srmans Fund for sponsoring the second round of A. Persson is Ph.D. student at SSPA Sweden AB,
towing tank tests. conducting research on sailing dynamics. Persson
worked with Artemis Racing as an Assistant Naval
REFERENCES Architect in 2015.
1. Boegle, C., Hansen, H. , Hochkirch, H., Speed vs. M. Brown is Project Manager at SSPA Sweden AB,
Stability - Design considerations and velocity prediction responsible for hydrodynamic testing of special projects.
of a hydro-foiled international Moth 4th High Brown managed the model testing for the Swedish
Performance Yacht Design Conference, Auckland, 2012 Americas Cup team Victory Challenge.
2. Hoerner, S., Fluid Dynamic Drag, Hoerner Fluid J. McVeagh is a boat builder specializing in high
Dynamics, Albuquerque, USA, 1957 performance carbon fibre composites. McVeigh has
participated in several Americas Cup and Volvo Ocean
3. Faltinsen, O. M., Hydrodynamics of high speed Race campaigns.
vehicles, Cambridge University Press, Cambridge, UK,
2005
AUTHORS BIOGRAPHY
INNOV'SAIL 2017
29