Αποτελέσματα Αναζήτησης
29 Ιουν 2010 · Heavy boats have low value and light racers high value. L BR below “8” leads to increased wave making and this should be avoided. Lower values increase loading capacity. Normal L BR for a cruiser is somewhere between 9 and 12. L BR has a definitive effect on boat displacement estimate.
Use 6.0 as a target for LDR in a glass-sandwich built cruising catamaran. To adjust LDR and fully loaded displacement mLDC, change the length/beam ratio of hull, LBR. We can now estimate our empty boat displacement (kg): mLCC := 0.7 ⋅ mLDC. mLCC = 4995.
27 Δεκ 2009 · My goal is to start off with the most efficient L/B ratio for the stated speed of 20-25 knots, then adjust the hull length (and width) to accommodate the required displacement while maintaining the efficiency optimized L/B ratio.
Larger L/B indicates a slimmer hull. This usually implies less wave-making resistance, and thus more efficient high-speed performance, but also suggests reduced load-carrying ability for a given length. If a boat can plane, smaller L/B often suggests more efficient performance at low planing speeds.
Catamaran beam-to-length ratios are mathematical representations of the difference between the length of a sailing vessel and its width. There are multiple beam to length ratios, some impacts stability (Bcl/Lwl), and the amount of sail the vessel is able to carry.
The length-to-beam ratio (LBR) of large ocean-going vessels ofers an excellent example of such technological maturity. This ratio is simply the quo- tient of a ship’s length and breadth, both measured at the waterline; you can think of it simply as the expression of a vessel’s sleekness.
A motor catamaran can have less beam, with a clean flow between the hulls now taking prominence over high beam for sailing stability, so L/B ratios of 2.5 to 3 are now more appropriate. Hulls may need to be asymmetrical with a straighter side on the inside to avoid unfavorable hull wave interaction between them.
