T-ARC(X) System Spec Appendix B Model Test Requirements.pdf
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- Attached to
- Navy Cable Ship Replacement T-ARC(X) Federal contract opportunity
- Solicitation number
- N00024-20-R-2211R1
About this file
This document contains model test requirements for the Navy's T-ARC(X) cable ship replacement program. The Navy seeks model testing of three loading conditions to determine bare hull resistance, appended hull resistance, propulsor performance, and cavitation characteristics. Testing must cover speeds from 7 knots to sustained maximum and include resistance, self-propulsion, wake survey, bubble sweepdown visualization, and cavitation tests. Speed and power estimates will be developed from extrapolated model test data and used to meet performance requirements for the T-ARC(X) cable ship outlined in solicitation N00024-20-R-2211R1, with proposals due by August 18, 2020.
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Other files for this federal contract opportunity
| File | Type | Posted |
|---|---|---|
| N0002420R2211 Amend 0004 091420.pdf | ||
| N00024-20-R-2211 T_ARC QA 26AUG2020.xlsx | XLSX spreadsheet | |
| N00024-20-R-2211 T-ARC(X) Amendment 0003.docx | DOCX document | |
| N00024-20-R-2211 T-ARC(X) Conformed through Amendment 0003.docx | DOCX document | |
| N00024-20-R-2211 T_ARC QA 21AUG2020.xlsx | XLSX spreadsheet | |
| T-ARC RFP Amendment 0002.pdf | ||
| N00024-20-R-2211 T_ARC QA 13AUG2020.xlsx | XLSX spreadsheet | |
| N00024-20-R-2211 T-ARC Amendment 0001.pdf | ||
| N00024-20-R-2211 T-ARC Conformed.pdf | ||
| N00024-20-R-2211 T_ARC QA 03AUG2020.xlsx | XLSX spreadsheet | |
| Attachment J-1 and J-2.docx | DOCX document | |
| Attachment L-2 Resume Template (T-ARC(X)).docx | DOCX document | |
| Attachment J-4 T-ARC(X) Specification Change Recommendation Form Rev A clean.docx | DOCX document | |
| TARC RFP FINAL 17 Jul 2020.pdf | ||
| Attachment L-1 Bidders Question Form.xls | XLS spreadsheet | |
| Attachment J-3 Key Requirements Verification Matrix Rev B.xlsx | XLSX spreadsheet |
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Text version
T-ARC(X) SYSTEM SPECIFICATION VERSION 1.0 (11 JUNE 2020)
B-1
APPENDIX B MOBILITY PERFORMANCE CALCULATIONS
B1. Performance Prediction
B1.1 Pre-model testing - Initial speed-power estimates shall be in accordance with DDS 051-1.
Bare hull resistance shall be estimated before model testing using model test data for similar hull forms, with adjustments as necessary, or series data (e.g. Taylor Standard Series) with appropriate adjustments. Appendage resistance estimates shall be based on appropriate model test results or other generally recognized sources of appendage drag data. Hull-propeller interaction coefficient estimates shall be based on model test data for generally similar hull-propeller configurations. Propeller open water efficiency estimates shall be based on series data (e.g. MARIN B-Series) or appropriate blade design prediction methods (e.g. lifting line program).
B1.2 Model testing - Except as noted below, model tests shall be performed at model speeds covering the range 7 knots to sustained speed full scale.
B1.2.1 Bare hull resistance tests - Tests shall be performed with the model representing the ship in the following loading conditions:
a. Full Load Departure
b. Mid-Voyage
c. Ballast Arrival
B1.2.2 Appendage alignment flow tests
B1.2.3 Appended hull resistance tests - Appended hull resistance tests shall be performed with the model representing the ship in the following loading conditions:
a. Full Load Departure
b. Mid-Voyage
c. Ballast Arrival
B1.2.4 Bubble Sweepdown tests - Bubble sweepdown flow visualization tests shall be performed with the model representing the ship in the Full Load Departure and Mid-Voyage conditions at a speed of 10 knots. Tests shall use water soluble dye to visualize streamlines with flow streamline initiation points in accordance with Section 3.073.3 of the System Specification.
B1.2.5 Wake Survey tests - Wake survey tests shall be performed with the model representing Full Load Departure at sustained speed.
B1.2.6 Stock propulsor Self-Propulsion tests - Stock propulsor self-propulsion tests shall be performed with the model representing the ship in the following loading conditions:
B-2
a. Full Load Departure
b. Ballast Arrival
B1.2.7 Propulsor Open Water Model testing - Design propulsor open water model testing shall be performed at a sufficient number of pitch or RPM settings to permit matching engine power and RPM in each normal operating mode. Open water tests shall include astern pitch settings or reverse RPM values and idle settings as required to simulate a crash stop.
Design propulsor self-propulsion testing shall be performed with the model representing the ship in the following loading conditions:
a. Full Load Departure
b. Mid-Voyage
c. Ballast Arrival
B1.2.8 Cavitation tests - Model scale cavitation tests with the design propulsor(s) shall be performed in a simulated or scaled wake in a cavitation tunnel or depressurized towing tank.
Cavitation tests shall be performed with the model representing the following loading conditions:
a. Full Departure
b. Ballast Arrival
Cavitation tests shall be performed to model the flow on the full-scale ship at sustained speed and the speed corresponding to full power.
Propulsor Cavitation Erosion Tests shall be performed as simulated conditions corresponding to 100% MCR with the ship at its minimum operating draft.
B1.3 Speed/Power Estimates - Speed/power estimates shall be developed based on model test data as follows:
a. Model resistance data shall be extrapolated to full scale as follows:
Appendage resistance of rudders, bilge keels, thruster tunnels, propeller shafts and struts, etc., shall be included as separate elements of speed/power estimates as determined from model tests or by proven computational means. Scale corrections shall not be applied to appendage resistance. Twin skegs, if used, shall not be considered appendages and their resistance shall be included with the bare hull. Rudders, if used, shall be excluded from the bare hull tests.
Still-air resistance shall be included. Still-air resistance shall be determined either from wind tunnel testing, were available, or computed analytically using the projected, above-waterline area of the hull and superstructure in a bow view at the appropriate draft.
Overlapping areas shall be counted only once, applying them to the surface furthest forward on the ship. Masts and kingposts shall be omitted. The drag coefficients used shall be 0.36 for the hull and 0.91 for the superstructure, as defined in NAVSEA
B-3
Memo 55W3/JJK Ser. 53 of 23 Apr 1984, “Still Air Drag Estimation Technique.”
Use ITTC frictional resistance coefficients (Cf) and seawater temperature equal to 15 °C.
Resistance coefficient shall be determined as follows:= (1 + )
Where:
CR is the resistance coefficient Ctm is the model total resistance coefficient k is the form factor and shall be 0 Cfm is the model friction resistance coefficient.
Use a correlation allowance (Ca) value of 0.00015.
Use a design power margin per DDS 051-1.
a. Model self-propulsion data shall be extrapolated to full scale as follows:
1. Use extrapolated resistance data, as defined above.
2. Use model hull-propulsor interaction factors such as the thrust deduction (t), wake fraction (w), and relative rotative efficiency ( R) values as determined from model tests (including tests with the propeller model representing the final propeller design).
Scale corrections shall not be applied.
3. Use model propeller open-water thrust coefficient (Kt) vs advance coefficient (J) and torque coefficient (Kq) vs J values. Scale corrections shall not be applied.
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