2011 rowbiomnews04
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A study tested how oar length affects rowing performance for lightweight single scullers between 1.68-1.84m height. Four rigging settings with decreasing oar lengths were tested. Shorter oars allowed for larger catch and total angles but slower handle velocity, lower power, and slightly slower boat speed. Two methods estimated optimal rigging: 1) maximal speed at 157% of oar length to height ratio resulted in very radical dimensions; 2) maximal speed at 114 degree total angle and adjusting dimensions based on height and arc length provided more realistic optimal rigging.
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Dynamics lab manual
This document provides information about an experiment to determine the torsional vibration characteristics of single and double rotor systems. It includes the objectives, equipment description, procedures, sample calculations and observations. The experiment aims to determine the period and frequency of torsional vibration experimentally and compare to theoretical values. Key steps involve twisting and releasing rotors to measure oscillation times and calculating moments of inertia, torsional stiffness and natural frequencies.
Assignment 3
1. This document provides numerical and theory questions related to governors used in steam engines. Numerical questions involve calculating speed ranges, forces, and other parameters for various governor configurations.
2. Theory questions explain governing concepts like governor height, types of governors including Watt, spring loaded, and Proell, factors that affect stability, and how stability is determined from controlling force curves.
3. Questions also cover topics such as how governing is done in steam engines, effects of friction and central weights, controlling forces that determine stability, and comparing ball weights between Porter and Proell governors.
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Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure.
Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process.
To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft.
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This document describes an experiment conducted to determine the moment of inertia of a flywheel. It includes sections on the objective, theory, apparatus, calculations and results, and discussion. The results show the angular acceleration of the flywheel, calculated moment of inertia, and percentage error between calculated and experimental values. The discussion comments on the relationship between moment of inertia and friction torque, and factors that affect moment of inertia such as mass distribution and applied torque. It also defines the kinetic energy stored in a flywheel based on its rotational speed and mass.
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This document summarizes a student's analysis of aeroelastic divergence and flutter for a swept wing. In part 1, the student calculates the required stiffness (K) to achieve a specified divergence speed for a given wing configuration. A parametric study shows that increasing flexural rigidity (EI), torsional rigidity (GJ), or stiffness (K) increases divergence speed as expected. With K=0, the student estimates possible forward sweep angles that would achieve the required divergence speed. In part 2, the student considers flutter of the flexible wing and calculates flutter speeds for different configurations.
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Experiment #02 was conducted to calculate the moment of inertia of a flywheel using the falling weight method. Various masses were allowed to fall from different heights onto the flywheel attached to an apparatus containing a scale and stopwatch. The height fallen, mass, time of fall, velocity, and angular velocity were recorded. The moment of inertia was then calculated using the formula derived from the law of conservation of energy. The experiment was repeated for different masses and heights, yielding values between 0.249-0.269 lb-ft^2 for the moment of inertia.
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This document provides information about an experiment to determine the torsional vibration characteristics of single and double rotor systems. It includes the objectives, equipment description, procedures, sample calculations and observations. The experiment aims to determine the period and frequency of torsional vibration experimentally and compare to theoretical values. Key steps involve twisting and releasing rotors to measure oscillation times and calculating moments of inertia, torsional stiffness and natural frequencies.
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1. This document provides numerical and theory questions related to governors used in steam engines. Numerical questions involve calculating speed ranges, forces, and other parameters for various governor configurations.
2. Theory questions explain governing concepts like governor height, types of governors including Watt, spring loaded, and Proell, factors that affect stability, and how stability is determined from controlling force curves.
3. Questions also cover topics such as how governing is done in steam engines, effects of friction and central weights, controlling forces that determine stability, and comparing ball weights between Porter and Proell governors.
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To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft.
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The document provides instructions for experiments using a simple flywheel apparatus to study rotational motion and energy storage. Experiment 1 measures the relationship between torque and angular acceleration of the flywheel. Results are plotted and the slope is used to calculate the moment of inertia. Experiment 2 examines the flywheel's performance as an energy storage device by measuring its revolutions from an applied torque. The results are used to calculate the bearing friction and compare theoretical and experimental moments of inertia.
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This document describes an experiment conducted to determine the moment of inertia of a flywheel. It includes sections on the objective, theory, apparatus, calculations and results, and discussion. The results show the angular acceleration of the flywheel, calculated moment of inertia, and percentage error between calculated and experimental values. The discussion comments on the relationship between moment of inertia and friction torque, and factors that affect moment of inertia such as mass distribution and applied torque. It also defines the kinetic energy stored in a flywheel based on its rotational speed and mass.
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This document summarizes a student's analysis of aeroelastic divergence and flutter for a swept wing. In part 1, the student calculates the required stiffness (K) to achieve a specified divergence speed for a given wing configuration. A parametric study shows that increasing flexural rigidity (EI), torsional rigidity (GJ), or stiffness (K) increases divergence speed as expected. With K=0, the student estimates possible forward sweep angles that would achieve the required divergence speed. In part 2, the student considers flutter of the flexible wing and calculates flutter speeds for different configurations.
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Experiment #02 was conducted to calculate the moment of inertia of a flywheel using the falling weight method. Various masses were allowed to fall from different heights onto the flywheel attached to an apparatus containing a scale and stopwatch. The height fallen, mass, time of fall, velocity, and angular velocity were recorded. The moment of inertia was then calculated using the formula derived from the law of conservation of energy. The experiment was repeated for different masses and heights, yielding values between 0.249-0.269 lb-ft^2 for the moment of inertia.
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Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure.
Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process.
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To verify the relation T = 2 Π √1/g for a simple pendulum experimentally.
Formula Used:
T = 2 Π √(L/g)
Where,
T = Time period of oscillation
L = Length of pendulum
g = Acceleration due to gravity
Procedure Of Experiment:
1. Suspend the pendulum bob with the help of a thread.
2. Adjust the length of the pendulum using the scale.
3. Displace the bob to one side and release it.
4. Note the time period for certain number of oscillations using a stopwatch.
5. Repeat the experiment for different lengths of the pendulum.
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Torsion test
SAIF ALDIN ALI MADIN
سيف الدين علي ماضي
S96aif@gmail.com
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The objective of this experiment is to study the linearly elastic behavior
of metallic material under a torsion test. Torsion test measures the
strength of any material against maximum twisting forces. During this
experiment, a failure testing is done to our testing material which is a
steel. This failure testing involves twisting the material until it breaks
which helps demonstrates how materials undergo during testing
condition by measuring the applied torque with respect to the angle of
twist, the shear modulus, shear stress
At the limit of proportionality. The shear modulus of elasticity G and
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fraction surface of our material at the end of the experiment is used to
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1) The turbine is designed to produce 80 kW of power at a wind speed of 12 m/s. It uses a three blade rotor with a diameter of 14.27 meters.
2) Airfoil profiles were selected for the root, mid, and tip sections of the blades. Velocity triangles and chord lengths were calculated along the blade.
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1. A static loading test was performed on an instrumented test pile (TP1) in two phases. Phase 1 was a bidirectional test where the bottom portion of the pile plunged at 700 kN of load. Phase 2 was a head-down test on the upper portion.
2. Delegates were challenged to predict the load-movement curve and capacity of the upper portion from Phase 2 testing. The document provided details on the pile, soil conditions, and test setup to aid predictions.
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simple pendulum and compound pendulum | vaibration | u.o.b |
saif aldin ali madi
سيف الدين علي ماضي
s96aif@gmail.com
In this laboratory practice the simulation of a simple pendulum was
carried out with the objective of determining the acceleration of gravity
and its uncertainty, through the data obtained in the simulation. In this
one was made the assembly of a simple pendulum through a rope, a
weight, a grader and the base for pendulums, which allowed us to
obtain through the following instruments rule and timer, data as the time
in which 20 oscillations are completed and the length of the pendulum,
taking into account the uncertainties of each instrument, these data
were organized into tables and then used in the realization of graphs
expressing the time as a function of the length of the pendulum, in
addition to calculating the acceleration of gravity and its uncertainty.
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https://ageofaerospace.blogspot.com/p/gate-aerospace.html
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The document discusses the longitudinal static stability of the Boeing 737 MAX 8 aircraft. It provides specifications of the Boeing 737 MAX-8 and its LEAP 1B engines. The replacement of the original engines with larger LEAP engines affected the static stability of the aircraft by changing the static margin and causing the elevator to trim differently with various center of gravity positions. This contributed to the Lion Air and Ethiopian Airlines crashes that killed 346 people. Analytical calculations are shown relating center of gravity, coefficient of lift, static margin, elevator trim, and maximum climb angle. The reasons for the crashes are justified using this data.
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Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure.
Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process.
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Balancing of an air-bearing-based Acs Test Bed
This document describes the mass balancing of an air-bearing-based Attitude Control System (ACS) test bed. It involves both gross and fine mass balancing procedures to reduce residual gravitational torque to below 10-4 Nm. Fine balancing is done through a PD control law using inclinometer readings to adjust stepper motor-moved masses. Monte Carlo simulations validated the balancing method and inertia matrix determination through a least squares estimation technique using gyroscope and applied torque data. The results meet the goals of low residual torque and high accuracy inertia estimates. Future work involves testing on a real ACS test bed.
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The document summarizes key performance specifications and flight characteristics of the T-38 Talon jet trainer aircraft. It discusses that the T-38 has a best angle of climb of 19.7 degrees, which occurs at an airspeed of 240 knots and a weight of 10,000 pounds. The document also states that the maximum endurance airspeed of the T-38 is 240 knots. Finally, it explains that as the weight of the T-38 increases, its maximum lift-to-drag ratio and required thrust and airspeed also increase to maintain performance.
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This document describes an experiment to obtain the displacement diagram of a piston in a crank and connecting rod assembly. Students will use a slider crank apparatus to collect data on piston movement over increments of crank rotation and generate graphs of displacement, velocity, and acceleration. The goals are to understand the piston's cyclical motion and determine its maximum displacement, velocity, and acceleration.
Fly wheel Apparatus
Experiment to determine the moment of inertia of a flywheel. A weight was allowed to fall through a known distance while attached to the flywheel by cord. The number of revolutions of the flywheel during the fall and after were counted. Using the kinetic energy equation and conservation of energy principle, the moment of inertia was calculated. The average moment of inertia calculated from multiple trials was 44.1x10-3 kgm2.
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This document describes an experiment to determine the moment of inertia of a flywheel both with and without additional masses attached. Students measured the angular acceleration of the flywheel when subjected to different torques provided by hanging weights. From the measured angular accelerations and known torques, the moments of inertia of the flywheel assembly were calculated. The experimentally determined moments of inertia matched reasonably well with the theoretical calculations. The experiment allowed students to apply their understanding of rotational motion and moment of inertia.
Theory of machine ii 012110050121-1
To verify the relation T = 2 Π √1/g for a simple pendulum experimentally.
Formula Used:
T = 2 Π √(L/g)
Where,
T = Time period of oscillation
L = Length of pendulum
g = Acceleration due to gravity
Procedure Of Experiment:
1. Suspend the pendulum bob with the help of a thread.
2. Adjust the length of the pendulum using the scale.
3. Displace the bob to one side and release it.
4. Note the time period for certain number of oscillations using a stopwatch.
5. Repeat the experiment for different lengths of the pendulum.
Mechanics of Machines - Experiment 3
This document provides instructions for a lab experiment on static and dynamic balancing. The objectives are to demonstrate static balancing techniques and draw force polygon diagrams. Students will use a balancing apparatus, weights, protractor, and Allen keys. They will adjust weight positions, observe the system's rotation, and draw force polygons to balance the system both statically and dynamically. Questions address why balancing is important and how static and dynamic balancing differ.
Torsion test
SAIF ALDIN ALI MADIN
سيف الدين علي ماضي
S96aif@gmail.com
Torsion tesd
MECHANICS OF MATERIALS
The objective of this experiment is to study the linearly elastic behavior
of metallic material under a torsion test. Torsion test measures the
strength of any material against maximum twisting forces. During this
experiment, a failure testing is done to our testing material which is a
steel. This failure testing involves twisting the material until it breaks
which helps demonstrates how materials undergo during testing
condition by measuring the applied torque with respect to the angle of
twist, the shear modulus, shear stress
At the limit of proportionality. The shear modulus of elasticity G and
Poisson's Ratio are determined for the specimen using torsional stressstrain relationship from the data collected during the experiment. The
fraction surface of our material at the end of the experiment is used to
stablish characteristics of the material,
Pile load test
This document summarizes the procedures for conducting a pile load test to determine the load carrying capacity of a pile. The test involves installing a test pile between two anchor piles and applying incremental loads through a hydraulic jack while monitoring settlement. Loads are applied until the pile reaches twice its safe load or a specified settlement. A load-settlement curve is plotted to determine the ultimate load and safe load based on settlement criteria. The test provides values for maximum load, permissible working load, and pile settlement under different loads.
Prova finale presentazione
This document summarizes the design of a horizontal axis wind turbine with the following key points:
1) The turbine is designed to produce 80 kW of power at a wind speed of 12 m/s. It uses a three blade rotor with a diameter of 14.27 meters.
2) Airfoil profiles were selected for the root, mid, and tip sections of the blades. Velocity triangles and chord lengths were calculated along the blade.
3) At the design wind speed, the turbine produces 81.8 kW of power, corresponding to a power coefficient of 0.5634. Off-design performance at lower wind speeds was also analyzed.
Static load testing and prediction bengt h. fellenius
1. A static loading test was performed on an instrumented test pile (TP1) in two phases. Phase 1 was a bidirectional test where the bottom portion of the pile plunged at 700 kN of load. Phase 2 was a head-down test on the upper portion.
2. Delegates were challenged to predict the load-movement curve and capacity of the upper portion from Phase 2 testing. The document provided details on the pile, soil conditions, and test setup to aid predictions.
3. Measured load-movement curves from Phases 1 and 2 of TP1 and a companion pile TP2 are presented, along with analyses comparing predictions and using computer simulations. Good agreement was found between predictions
simple pendulum and compound pendulum | vaibration | u.o.b |
saif aldin ali madi
سيف الدين علي ماضي
s96aif@gmail.com
In this laboratory practice the simulation of a simple pendulum was
carried out with the objective of determining the acceleration of gravity
and its uncertainty, through the data obtained in the simulation. In this
one was made the assembly of a simple pendulum through a rope, a
weight, a grader and the base for pendulums, which allowed us to
obtain through the following instruments rule and timer, data as the time
in which 20 oscillations are completed and the length of the pendulum,
taking into account the uncertainties of each instrument, these data
were organized into tables and then used in the realization of graphs
expressing the time as a function of the length of the pendulum, in
addition to calculating the acceleration of gravity and its uncertainty.
Tech paper1balqualityreqmts
This document provides an overview and tutorial on ISO 1940/1, an international standard for selecting balance quality requirements for rigid rotors. It outlines the standard's methodology for determining permissible residual unbalance (Uper) based on rotor type, weight, and maximum operating speed. The document simplifies the calculations for Uper and provides guidance on allocating Uper between correction planes for different rotor configurations, such as symmetrical, overhung, and narrow rotors. It also compares ISO 1940/1 balance quality grades to those specified by other standards like MIL-STD-167-1 and API.
281 r. subbarao
This document describes a study on the effect of speed ratio on the performance and flow field of a counter rotating turbine. It provides background on counter rotating turbines and discusses previous work investigating the impact of speed ratio. The objectives and computational approach are outlined, including modeling the counter rotating turbine geometry, defining boundary conditions, and varying the speed ratio from 0.85 to 1.17. Results are presented on flow validation, the effects of speed ratio on nozzle, rotor 1 and rotor 2 exit flow fields, losses, and performance parameters.
Primary Flight Instruments| Q & A
Question Analysis, Book Reference, Important Concepts, and topic wise Solutions for the topic "Primary Flight Instruments" are time-stamped below. Access the study materials, presentation, links to previous and next lectures and further information in the description section.
Use the following link to access the GATE Aerospace page of "Age of Aerospace" Blog:
https://ageofaerospace.blogspot.com/p/gate-aerospace.html
The static loading test bengt h. fellenius
The document discusses instrumentation and interpretation of static loading pile tests. It provides details on different methods for determining pile capacity from load-movement curves. It also discusses using strain gauges and telltales to measure load distribution in piles. Group effects are illustrated with examples showing how load-movement curves change from single pile to group tests. Determining the modulus of concrete from strain measurements during testing is also covered.
Dynamics questions
This document contains 25 problems related to balancing rotating masses, inertia forces in reciprocating parts, turning moment diagrams and flywheel design, governors, and longitudinal and transverse vibrations. The problems involve calculating required balance masses, inertia forces, flywheel mass and properties, governor speed ranges, and natural frequencies of vibrations. Analytical methods are used to solve for velocities, accelerations, loads, moments, and frequencies. Effects of shaft inertia, damping, and distributed/point masses are also considered.
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Experimental and numerical stress analysis of a rectangular wing structure
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This document describes an experiment conducted to determine the critical speed or whirling speed of a shaft. The experiment involves fixing a shaft between chucks and applying a mass to induce deflection. The shaft speed is gradually increased using a motor and tachometer until whirling is observed, at which point the critical speed has been reached. Calculations are shown to determine the theoretical critical speed based on the shaft's moment of inertia, length, mass applied, and other properties. The goal is to find the speed at which the shaft vibrates violently in the transverse direction due to centrifugal forces from an eccentric mass. Comparing the experimental and theoretical critical speeds helps validate the results.
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K0342060066
The document describes the design and fabrication of an electrically powered groundnut shelling and separating machine. The machine was designed to shell 400kg of groundnut per hour with shelling and separating efficiencies of 95.25% and 91.67%, respectively. It was fabricated from locally sourced materials, making it cheap and affordable. The machine consists of a hopper, crushing chamber, separation chamber, and blower unit. Testing showed that pods with one or two small seeds were more likely to be unshelled or partially shelled.
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Fm sol chap06 044
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Prediction tool for preliminary design assessment of the manoeuvring characte...
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2. It provides examples of each use, such as quantifying the aerodynamic drag of a cyclist, monitoring chronic and acute training load over time, determining the power and cadence demands of sprint events, comparing performance at altitude versus sea level, analyzing power in different positions during team pursuits, and evaluating the effects of different training methods.
3. The document concludes that given track cycling outcomes often involve very small performance differences, power meters may provide even greater benefits to
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X10704 (me8594)
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Mom lab revised
The document describes a tensile test experiment conducted to determine the mechanical properties of mild steel. The experiment involved applying a tensile load to a mild steel specimen and measuring its elongation. Key results were:
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2) The maximum load of 12kN caused necking in the specimen.
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Vehicle dynamics final project
This project report summarizes work done by a student team to apply homework calculations to measurements taken from a 2004 Mitsubishi Galant.
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This document summarizes a design project for a 100 TEU container ship. It includes calculations for stability and trim, resistance and power, engine selection, rudder design, propeller and shaft design, and scantling. Principal particulars of the ship include a length of 74m, breadth of 13m, draught of 3m, and capacity of 100 twenty-foot equivalent units. Calculations show the ship will have a speed of 11 knots powered by a 900kW engine.
Vertical Screw Conveyor - Design Project
This document describes the design of a vertical screw conveyor. It includes the selection of a JHS400 screw to transport cement vertically over 3.15 meters. A 1.4552 kW motor operating at 1425 rpm is chosen to power the conveyor. Three A-section V-belts running over pulleys with diameters of 125mm and 250mm are selected to transmit power from the motor to the screw. Gears and chains are also included in the drive mechanism with specified transmission ratios. The shaft, keys, bearings and clutch are designed. Material selections are made for the pulleys, V-belts and other components. Dimensions and specifications are provided for each designed part.
Experimental Investigation of Multi Aerofoil Configurations Using Propeller T...
This paper briefs about the performance test on multi aero foil configuration on propeller test rig. The airfoils used are a conventional airfoil , a airfoil with stepped configuration and a Clark y airfoil .They were tested for various speed and blade angles using propeller test rig. The result are compared and studied with the conventional airfoil configurations. In future Such Aerofoils can be used for wind Mills for producing the high Voltage Power.
Cumulative hrf of NMWD model for Renin in patients with Depression
Hypercortisolism as a sign of hypothamamus-pituitary-adrenocortical (HPA) axis over activity and sleep EEG
changes are frequently observed in depression. Closely related to theHPA axis is the renin-angiotensinaldosterone
system (RAAS) as 1. adrenocorticotropic hormone(ACTH) is a common stimulus for cortisol and
aldosterone, 2. cortisol release is suppressed bymineralocorticoid receptor (MR) agonists 3. angiotensin II
(ATII) releases CRH and vasopressin from the hypothalamus. Here difference of sleep related activity of the
RAAS between depressed patients and healthy controls and also we found the analysis of survival function and
cumulative hazared rate function for renin.
QB-Godwin-Unit-V.pdf
This document contains 19 problems related to gyroscopic effects on ships and vehicles, as well as questions about governors. It examines gyroscopic effects when a ship steers, pitches, or rolls, and calculates gyroscopic couples. It also contains problems about determining the speed and load distributions for vehicles taking curves based on their moment of inertia, mass properties, and rotational speeds. Additional questions calculate the speed ranges of various types of governors based on their mass properties and geometry.
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Design and Analysis of Centrifugal Governor: A Review
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Structure and Format
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3毕业证成绩单电子版做好以后发送给您确认；
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2011 rowbiomnews04
- 1. Volume 11 No 121 Rowing Biomechanics Newsletter April 2011 New Research Recently, we conducted a study with the following hypothesis: can shorter rowers really benefit from using shorter oars? Four lightweight single scullers (height 1.68-1.84m, weight 55-73kg) performed four trials each with various rigs (Oar Length/In- board/Span): Rig1 289/89/159 cm, Rig2 279/86/153, Rig3 269/82.5/147 and Rig4 259/79/141, so the actual gearing ratio (RBN 2006/11) was kept roughly con- stant at 2.07-2.08. Each trial was 1 km long and the stroke rate increased every 250m (20, 24, 28 and 32 str/min). WinTech Club Racer boat and four sets of Concept2 Smoothie2 Vortex sculls were used together with BioRowTel system (1) to collect the following data: § Boat velocity, acceleration, tilt and pitch, § Horizontal and vertical oar angles, § Forces at the handle and gate (normal and axial), § Positions of the seat and trunk, § Wind speed and direction. As it was expected, using shorter sculls enables bigger angles: shortening the inboard by 10cm increased the total angle by 12deg, when the handle arc length shortened by 3 cm. Tables 1 and 2 present average data for all athletes. Table 1 Drive Time (s) Catch (deg) Finish (deg) Total Angle (deg) Arc Length (m) Rig 1 1.093 -64.4 44.2 108.7 1.612 Rig 2 1.118 -64.7 47.3 111.9 1.602 Rig 3 1.145 -70.7 44.9 115.6 1.584 Rig 4 1.198 -73.6 47.3 120.9 1.582 Increase of the angles happened mainly by means of longer catch angles (9 deg on average), where values of more than 80 deg were recorded in the tallest sculler. Longer catch angles increased actual gearing ratio (RBN 2007/03), gave 10% longer drive time and similar slower average handle velocity (Table 2). Table 2 Aver. Han- dle Velocity (m/s) Average Force (N) Rowing Power (W) Boat Speed (m/s) Blade Efficiency (%) Rig 1 1.49 285.2 249.7 3.85 74.3% Rig 2 1.44 272.1 233.8 3.79 75.3% Rig 3 1.39 278.0 233.1 3.80 75.5% Rig 4 1.33 275.6 223.2 3.73 76.3% The average forces were quite similar in all rigging set- tings (3% difference), but slower handle velocity caused a proportionally 10% lower power production. This resulted in a 3.5% slower boat speed, even though the blade effi- ciency was 2% higher at the shortest rigging. To find out the optimal rig, the boat speed was cor- rected using wind speed and direction data (RBN 2009/12) and a prognostic boat speed for absolutely calm conditions was derived. Ratios of prognostic speed in each trial to the average for this sculler in all four trials were derived. Then, two methods could be used: 1. A ratio of the oar length to the athlete’s height was related to the boat speed and second order polynomial trend was added (Fig 1, red line). It was found that the maximal boat speed can be achieved at 157% of this ratio. This method leads to very radical rigging dimensions: Rower’s Height (cm) 160 170 180 190 200 Oar Length (cm) 250 265 281 296 312 Inboard (cm) 77 82 86 91 96 Span (cm) 137 146 156 165 175 2. Using similar analysis, it was found that the maximal boat speed was achieved at the total oar angle A = 114 deg. Using our database (n=4600), ratio of the arc length Larc to rowers’ height was calculated with a linear trend (Fig.2, blue line) and then actual inboard Linb.a was derived using an equation: Linb.a = (180 / π) * (Larc / A) (1) Oar length and span were derived using above gearing ratio leading to more realistic dimensions: Rower's Height (cm) 160 170 180 190 200 Arc Length (cm) 157 160 163 166 169 Oar Length (cm) 272 277 281 286 291 Inboard (cm) 83.0 84.5 86.0 87.5 89.0 Span (cm) 149 152 155 158 161 The used linear trend y=0.297x+109 means that every 1cm of extra rower’s height increases the arc only by about 0.3cm and the arc has a length 109 m at zero rower’s height. If we assume zero arc length at zero height and use the equation y=0.855x (Fig.2 red line), then the rigging will be similar to radical method 1. Conclusions: § Total angle of 114 deg (catch 68-70 deg, finish 44-46 deg) appears to be the optimal for achiev- ing the maximal boat speed in sculling. § Rigging dimensions should be adjusted based on the rower’s height and actual length of the arc to obtain the optimal rowing angles (2). Acknowledgments: Thanks to Terry O’Neill of Concept2 UK and WinTech Racing boats for kind sup- port of this study and to Stephen Aitken of Brunel University for assistance. References 1. BioRowTel system www.biorow.com/PS_tel.htm 2. Rigging Chart http://www.biorow.com/RigChart.aspx ©2011: Dr. Valery Kleshnev,www.biorow.com 94% 96% 98% 100% 102% 140% 145% 150% 155% 160% 165% 170% Ratio of Boat Speed to Average for the crew (%) Ratio Oar Length/Height (%) 100 105 110 115 120 Total Angle (deg) Maximal Boat Speed Fig. 1 y = 0.297x + 109 y = 0.855x 130 140 150 160 170 160 170 180 190 200 Rower's Height (cm) Arc length (cm) Fig.2