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안장영,김광일,김민선,이창헌 한국수산해양기술학회 2020 수산해양기술연구 Vol.56 No.2
In order to offer specific information needed to assist in operation of a ship with same type rudder through evaluating the maneuverability of training ship A-Ra with flapped rudder, sea trials based full scale for turning test, zig-zag test with rudder angle 10° and 20°, and spiral test at service condition were carried out on starboard and port sides around Jeju Island according to the standards of maneuverability of IMO. As a result, the angular velocity of port turn was higher than that of starboard turn. Therefore, the size of turning circle was longer on the starboard side. In addition, variation of the transfer due to various factors was more stable than those of the others. In the Z-test results, the mean of 1st and 2nd overshoot angles were 9.8°, 6.3° and 15.3°, 9.2° respectively when the port and starboard was 10°; the 1st overshoot angle were 18°, 13.7° when using 20°. Her maneuverability index Tˊ and Kˊ can be easily determined by using a computer with the data obtained from Z-test where Kˊ and Tˊ are dimensionless constants representing turning ability and responsiveness to the helm, respectively. In the Z-test under flap rudder angle 10°, the obtained Kˊ value covered the range of 2.37-2.87 and Tˊ was 1.74-3.45. Under the flap rudder angle 20°, Kˊ and Tˊ value showed 1.43-1.63, 1.0-1.73, respectively. In the spiral test, the loop width was unstable at +0.3° and –0.5°-0.9° around the midship of flap rudder. As a result, course stability was comparatively good. From the sea trial results, training ship ARA met the present criterion in the standards of maneuverability of IMO. 선박 운항자들에게 Flap rudder를 설치한 선박의 특성 및 여러 외력의 영향에 의한 크기의 변화 등, 충돌 사고 예방뿐 아니라 해상 관측시 외력에 의한 변화폭을 예상할 수 있는 있는 기초적인 자료를 제공하고자, 실습선 아라호를 이용하여 Flap rudder의 조종성능을 파악하기 위한 실선시험을 행하였다. 해상실험에서 선회권 실험결과는 전반적으로 우선회 보다 좌선회의 선회권 크기가 작았으며, Transfer의 편차가 가장 적은 반면 Tactical dianeter, Final diameter는 외력의 영향으로 판단되는 크기의 편차가 크게 나타났다. 이처럼 선회권이 작을수록 선속감소로 인한 외력의 영향이 높고, 선회권이 클수록 선속 영향보다는 거리 증가에 따른 외력 영향이 높은 것으로 판단되었다. 좌선회에서는 선회권의 크기가 우선회권보다 작기 때문에 좌선회 변침이 유리한 선박으로 추정되나, 좌선회후 정침시 선박이 좌선회로 치우쳐, 좌현측 여유수역이 없는 해역에서 선박조종은 다소 부담으로 생각된다. Z-test 결과에서는 좌·우현 10°일 때 1st Overshoot angle은 우현, 좌현이 각각 평균 6.3°, 9.8°이며 2nd Overshoot angle의 경우, 우현 및 좌현은 각각 15.3°, 9.2°이었다. 이 때 선회성 지수 Kˊ, 추종성 지수 Tˊ는 각각 2.37~2.87, 1.74~3.45의 범위에 있었다. 좌·우현 20°일 경우, 1st Overshoot angle은 우현 및 좌현이 13.7°, 18°이고, 조종성 지수는 선회성이 1.43~1.62, 추종성이 1.0~1.78이었다. Semi-balance rudder를 사용한 타 선박들과 이들 범위를 비교한 결과, Flap rudder의 영향으로 선회성이 높아지고, 추종성은 상대적으로 낮은 것으로 판단된다. Spiral실험에서는 타 중앙을 중심으로 타각 0°의 접선이 타각과 정상 각속도에 비례하는 경향이 보였으며 다소 불안정한 loop폭과 함께, 타 중앙을 중심으로 +0.3° 및 -0.5~-1.1의 범위를 나타내고 있으나, 일반적으로 타각이 0°에서 직진하지 않는 것이 보통이기 때문에 침로안정성 측면에서는 양호한 선박으로 판단된다. 실습선은 학생 실습중 주로 소형어선들이 밀집한 해역에서 관측을 하는 중에 빈번한 정지, 항해, 변침 등을 해야 하는 선박이므로 비록 IMO조종성능 기준에 기초하여 정량적으로 분석한 결과는 전반적으로 만족하지만, 안전항해를 위해서 선박 운항자는 선박의 특성을 주의깊게 확인하면서 주변 해상의 안전운항에 관심을 가져야 할 것이다.
안장영 제주대학교 1984 논문집 Vol.17 No.-
In order to be determined the position by Loran C receiver automately, author make the formula of hyperbolic curves that is the equivalent of time differences and compute position with micro computer for them of 9970 chain of Loran C to be measured on the A, B and C courses in the south coast, and compare the computed positions with positions by Radar. The computed positions around them by Radar on the A course make two groups in the east and west but on the B and C courses are scattered in all directions. On the A, B and C courses, the ranges of total errors of the computed positions to them by Rader are 0.16-1.40 miles, 0.10-1.30 miles and 038-1.27 miles, and the mean values of them are 0.63 miles, 0.66 miles and 0.81 miles, and its standard deviations are 0.25 miles, 0.31 miles and 0.26 miles respectively.
안장영 ( Jang-young Ahn ),김광일 ( Kwang-il Kim ),김민선 ( Min-son Kim ),이창헌 ( Chang-heon Lee ) 한국수산해양기술학회 2021 수산해양기술연구 Vol.57 No.3
In this study, a drifting test using a experimental vessel (2,966 tons) in the northern waters of Jeju was carried out for the first time in order to obtain the fundamental data for drift. During the test, it was shown that the average leeway speed and direction by GPS position were 0.362 m/s and 155.54° respectively and the leeway rate for wind speed was 8.80%. The analysis of linear regression modes about leeway speed and direction of the experimental vessel indicated that wind or current (i.e. explanatory variable) had a greater influence upon response variable (e.g. leeway speed or direction) with the speed of the wind and current rather than their directions. On the other hand, the result of multiple regression model analysis was able to predict that the direction was negative, and it was demonstrated that predicted values of leeway speed and direction using an experimental vessel is to be more influential by current than wind while the leeway speed through variance and covariance was positive. In terms of the leeway direction of the experimental vessel, the same result of the leeway speed appeared except for a possibility of the existence of multi-collinearity. Then, it can be interpreted that the explanatory variables were less descriptive in the predicted values of the leeway direction. As a result, the prediction of leeway speed and direction can be demonstrated as following equations. Ŷ<sub>1</sub>= 0.4031-0.0032 X<sub>1</sub>+0.0631 X<sub>2</sub>-0.0010 X<sub>3</sub>+0.4110 X<sub>4</sub> Ŷ<sub>2</sub> = 0.4031-0.6662 X<sub>1</sub>+27.1955 X<sub>2</sub>-0.6787 X<sub>3</sub>-420.4833 X<sub>4</sub> However, many drift tests using actual vessels and various drifting objects will provide reasonable estimations, so that they can help search and rescue fishing gears as well.