Tuning
RUDDERS
and TURN FINS
and ~ ~ A LITTLE MORE
By Glenn Cupit This email address is being protected from spambots. You need JavaScript enabled to view it.
© June, 2003
This discussion will be about RUDDER and TURN FIN dynamics
on model race boats.
PREFACE
I would like to begin by noting that I am NOT
an engineer or academic.
This is not a scientific paper. I don't offer myself
as an expert by any means.
I offer no conclusions that have not been
substantiated by my personal experience.
My comments are from empirical
observations and my experience with model and full- scale race boats over the
past 35 years. This discussion only applies to all-out race boats.
These are
my OPINIONS only and as such, they are certainly open to debate and refutation
by those much smarter than I.
I offer them for your consideration and
contemplation to try, as you may deem prudent and necessary. If these principles
don't work for you, please accept my apologies now. My intention is not to
mislead anyone.
RUDDER "CASTER"
Rudder caster, refers to the
forward or rearward inclination of the rudder pivot.
The term is borrowed
from automotive front alignment "caster angle", which is the forward or rearward
tilt of the steering upper and lower pivot points.
Positive caster is when
the top of the pivot is rearward of the bottom pivot. A bicycle fork is a good
example of positive caster.
Negative caster is when the top of the pivot is
forward of the lower pivot or forward of vertical.
This is where the
similarity with cars ends.
When discussing rudder caster angle, it is the
angle between the rudder pivot centerline (with the boat at running attitude or
running angle of attack) and a vertical line.
Let's call positive rudder
caster the same as automotive caster whereby the top of the rudder pivot is
rearward of the bottom of the pivot. (The rudder is kicked under the boat)
We
will limit this discussion to straight sided, wedge rudders, one single rudder
on the transom.
We will also discuss turn fins, as the rudder can at times,
help or hinder the fin.
Normally, we may think that the rudder merely causes
the boat to turn. This may be true, but it is not that simple! A rudder causes
other effects and dynamics on both hydros and monos that must be understood in
order to effectively tune or dial-in your boat.
Understanding rudder and turn
fin dynamics can also help you to diagnose and correct undesirable actions of
your boat.
It becomes necessary before continuing, that we discuss "drag",
water "lift" and what we will call "dig-in", so that we establish a vocabulary
of terms with which to describe as simple as possible in layman's terms, what
occurs from rudder and fin action.
Visualize the rudder caster grossly
negative with the rudder kicked back at a 45° angle. Now turn the rudder either
way 90°. It should be obvious that the rudder drag will induce lift on the
rudder bracket and transom. The lift will occur at the rudder pivot.
A
rudder set-up like this would severely lift the transom as the rudder was
turned.
If the rudder was off centerline of the transom (as it should be to
get out of the prop wash or roostertail and operate in clean water), this lift
would be on the right or left corner of the transom, depending on which side the
rudder was located. This would cause the boat to roll to the side opposite the
rudder position on the transom.
Now, let's visualize the opposite scenario –
The rudder has grossly positive caster, the rudder is kicked forward 45°, under
the boat, lower pivot forward of upper pivot.
It should again be obvious if
the rudder was turned 90°, it would dig in like a plow! This would be severe
drag and would tend to "tuck-in" or hold down the transom on the rudder side, in
the turns.
The reaction of the boat from rudder drag with other than zero
caster, is from the rudder (up or down, depending on + or - caster) in a
straight line forward and about the boat CG (center of gravity) which is the
fulcrum, or pivot point about which the boat rolls.
Now you may see why
rudder placement on the inside or outside of the transom will affect the roll of
the boat in a turn.
Inside or outside of the transom, refers to the turn
direction of the course. In model boats, inside is the right side, as they race
clockwise. In full-scale boats, inside is the left side, as they race
counterclockwise. Turn direction of an oval boat race course is determined by
the direction the prop revolves. As viewed from the rear model props rotate
counterclockwise, full-scale boats rotate clockwise. The turn direction is an
effort to neutralize the torque roll of the boat caused from the engine
rotation.
Now that we see the rolling effect of a grossly + or – caster
rudder, we must realize that this dynamic still occurs, but at a proportionally
reduced rate, as the caster angle approaches zero. At zero caster, there is no
roll effect as the rudder is turned. This may or may not be a good thing. As you
may soon see, sometimes it may be desirable to induce roll from a rudder!
However, zero caster is how most rudders are set-up and should be the starting
point when dialing-in or tuning your race boat.
IF YOUR BOAT RUNS AND TURNS
GREAT – DON'T MESS WITH THE RUDDER!
HOWEVER – if your boat exhibits
undesirable characteristics, you may be able to correct and optimize them with
rudder placement and small caster angles of 5° or less. Negative, or kicked
back, is better than positive, or kicked forward.
It is seldom necessary to
exceed 5° caster in either direction. If your boat runs well with a lot of
rudder caster, there are other problems with the boat that need to be addressed.
Inducing drag to fix a turning problem is not the way to excel.
A
LITTLE CAR TALK
Oval track race cars utilize a similar principle of one
wheel affecting the diagonally opposite wheel to reduce or increase body roll in
a turn. This is done by adjusting the weight on the wheels with jack screws on
the coil springs.
"Jacking" a spring on a race car, increases the weight
carried by that wheel and the diagonally opposite wheel. This also reduces the
weight on the other two wheels an equal amount.
Car racers call this "wedge"
or "cross" and is the most adjusted component used to dial-in a car at a
particular track and surface.
You may have watched a NASCAR race on TV and
seen a pit member "add a turn", or "take out a turn" on the jack screw over a
rear wheel during a pit stop. As weight is jacked down or increased on the left
rear or right front, it makes the car "tighter" by inducing understeer. As
weight is jacked out of these wheels, it "loosens up" the car by inducing
oversteer.
Even though "cross" or "wedge" does not apply to boats directly,
the diagonal dynamic is what I want you to visualize.
BACK TO
BOATS
Even with zero caster, the rudder will exhibit a lifting dynamic
because of the drag on the rudder blade, even when straight ahead. This is not
usually noticeable on hydros, but is super important on monos.
An overly deep
rudder on a mono will in effect, act the same as a down trim tab in front of the
rudder. This effect is more noticeable on smaller, lighter boats (.21 flat
bottom monos) with no trim tabs. Mono rudders should be as short as possible and
still turn tight.
In my opinion, trim tabs are a tuning crutch which is a
convenient means of dialing-in a mono, but at the expense of more drag. None of
my monos ever had trim tabs. I trimmed their running and turning attitude by
lengthening or shortening the rudder (I had multiple identical rudders differing
only in length, which could be changed quickly. In extreme cases, some bottom
re-work was necessary in the last 4 inches before the transom. (This area should
be dead-flat or have a slight hook of a few thousandths on the right side to
flatten torque roll to the right.
To make a flat bottom mono turn fast, it
must turn FLAT. Monos tend to bank themselves in a turn, which creates more drag
and slows it down. Monos also tend to blow the prop out of the water in the
turns, which can hook a chine and spin it out suddenly.
Positive rudder
caster (rudder kicked forward under the boat) on a mono can hold the prop down
in a turn, but should be tried gradually and judiciously. Usually, just a little
negative or zero caster works best on monos.
Mono rudders should be on the
inside (right side of transom) because we want to try to roll the boat
counterclockwise in the turn to counteract the normal tendency to bank into the
turn.
The turn fin on a mono should be as far back as possible without
hooking the boat in a fast turn. This is a problem if you want to put the fin on
the keel because the stuffing box is in the way. So, the fin must be offset to
one side. WHICH side?
The intuitive choice would be the inside, or right
side, which in the case of monos, is correct. To explain why, we must talk about
water spray lift.
WATER SPRAY LIFT AND DRAG
Water spray from the
turn fin, prop, sponsons and transom, if it hits any part of the boat, is DRAG
and usually LIFT.
If you doubt this, hold your hand out the back of a ski
boat into the spray from the rudder or prop. It feels like almost the same drag
if you had stuck your hand over the side into the water!
A LOT of water is
thrown off the inside (left, for a model) of a turn fin in the turn. It is
extremely important to realize this and know that wherever the water hits the
boat or fin bracket, it is causing drag and lift at that point on the boat.
Normally, we don't want this lift, but in certain instances it can and has
been used to serve a purpose. We for sure don't want to gain any lift in the
turn fin area of an outrigger with the fin mounted on the inside sponson! This
could easily blow the fin out in the turn!
However, consider the case of a
conventional hydro - - say an old Hughey. Ed Hughey mounted the fin under the
tunnel, on the left or outside! Intuitiveness, said that would not work,
EVERYONE had the fins on the INSIDE, or right.
Well - - what happened was, it
not only worked fine, it caused these boats to turn FLAT and tight at wide open
throttle! The fins were not canted or angled and they did not unhook! What I
think was happening was the spray off the left side of the fin hit the bottom of
the tunnel on the outside (left) of the hull and caused lift at that point which
offset the tendency to roll counterclockwise in a tight turn! This made the
Hugheys turn tight and flat.
So, if the turn fin is mounted under the center
section of an outrigger, it need not be canted and should be on the LEFT side!
The problem with doing this on an outrigger, is that the center section is not
wide enough to allow the fin to be offset very much until the spray would
completely miss the bottom and blow out the left side, eliminating the desired
lift.
On a mono, however, we want the opposite roll, counterclockwise. We
want to reduce the tendency to bank into the turn, so we want the turn fin spray
to lift the RIGHT side of a mono.
This explains the above correct choice of
placing a mono turn fin on the right side.
HYDRO RUDDER
PLACEMENT
OK – now we come to rudder placement on hydros. Inside or
outside?
For years, the only choice was the intuitive one – the inside or
right side of the transom. However, in the model boats of the mid-seventies and
some of the full-scale hydros of the eighties, we began to see outside rudder
placement! This works very well for the following reasons:
Remember the
earlier discussion about cross dynamics from the rudder with caster other than
zero? A rudder on the outside with slight negative caster or kick-back, PLANTS
THE INSIDE SPONSON AND FIN in the turn!
The only problem with this set-up,
is the clockwise roll force thus imparted can aid the prop torque lift of the
left sponson when shutting down on turn entry and the boat may fly and blow-over
with a clockwise roll just into the turn. This can usually be dialed-in by
reducing the negative caster slightly.
Too much negative caster also causes
the prop to blow out in the turns and the boat will "hop" through the
turn.
We are talking about fine adjustments with feeler gauge stock under the
top or bottom of the rudder bracket and the transom. I made thin wedges of
aluminum in ½° increments from ½° to 5°. Once the boat was dialed-in, I would
mill the bracket on that angle and eliminate the shims. I don't ever remember
going back and changing the caster once I felt it was dialed-in. We tuned the
full-scale Shazam and the Unlimiteds exactly the same way. It does not take much
caster! This was a closely guarded secret back then and I have never heard this
discussed publicly.
OUTDRIVES AND STEERABLE STRUTS
Outdrives and
steerable struts are "rudders with thrust", and should be included in this
discussion.
Caster also applies to outdrives, but the caster dynamics are
opposite that of rudders.
Because these "rudders" are thrusting instead of
dragging, positive and negative caster of outdrives causes boat roll OPPOSITE
that of rudders discussed above.
The dynamic is the same, just opposite
effect.
Negative outdrive caster, unlike negative rudder caster, causes the
nose to lift in the turn (to either direction). Positive outdrive caster applies
down pressure to the nose of the boat in a turn.
Since outdrives are in the
center of the transom, no diagonal dynamic is transferred to the front corners
as with a castered rudder. The roll effect comes from the up or down thrust
angle in the turn and the natural tendency of a mono to bank into the turn.
Don't confuse outdrive caster with thrust angle straight ahead. You can have
whatever outdrive thrust angle you wish. Caster is independent of straight ahead
thrust. Remember, caster refers to the PIVOT angle of the outdrive and has
nothing to do with the straight ahead thrust angle of the prop shaft.
Outdrives have not proven effective on hydros because there is no rudder
blade area, only a small fin under the prop. The rudder blade area in the water
of a hydro is necessary to keep the transom tracking with the boat centerline in
the straightaway.
PROP WALK
A surfacing prop is trying to "walk"
across the water as the lower portion of the blade enters the water. In a model,
this "walk" force is to the left and forces the transom left causing the boat to
pull right, requiring left rudder to keep the boat straight.
High pitch, high
lift, high rake and inefficient props, prop walk more noticeably.
Usually,
prop walk can be controlled and kept to a minimum by using a deeper rudder. It
takes a lot of side force to "drag" a rudder sideways through the water on the
straightaway.
Surface props must be razor sharp and have equal pitch and
contour on all blades.
So, without rudders, outdrives will tend to propwalk
if used on hydros.
A LITTLE OFF THE SUBJECT
This has nothing to do
with rudders and fins, but since we were discussing propwalk and straightaway
"pull", I thought I would mention hydro "asymmetry".
Asymmetry is when the
hydro is not symmetrical, right and left of the centerline of the center
section.
Most asymmetry is an attempt to eliminate prop walk pull and keep
the inside sponson down in the turn.
This asymmetry involves offset sponsons,
different sponson angles right to left, engine offset, angled and/or offset
drive shaft or strut, weighted right sponson, etc.
I'll stop here and let you
ponder the effects of the above asymmetry, the effects of which you may not have
realized about your boat.
A LITTLE ABOUT HYDRO TURN FINS
I think
that a turn fin should ideally be vertical with the water. I say this admitting
that I ran bent or angled fins in model boats and canted fins in full-scale
hydros.
I didn't completely understand all that goes on with turn fins and
rudder dynamics when I was running model boats. I came to gain a better
understanding only after experience with model boats and full-scale hydros.
I
now feel that bent turn fins are just another easy tuning crutch. It's an
important crutch in that it can quickly correct unhooking turn fins in high G
turns, by minor alignment changes.
Bent, canted or angled (same thing) turn
fins MUST be very accurately aligned or they will lift or dig-in and slow down
the boat drastically in the turns. They must have some means of adjustment and
be able to remain rigid at the forces applied to it in the turn.
The fin
should be of a material that will be rigid with the thinnest material, even if
it must be heavier! Going to a lighter, but thicker material is kidding
yourself. The very slight weight saving is far overshadowed by the increased
drag of the thicker material!
I now feel that 1/16, 5/64, 3/32 or 1/8
hardenable tool steel is probably the best. Ed Kalfus knew this 40 years ago.
All his rudders and fins were hardened & blued tool steel, very thin - - and
WE thought we knew better!
The neat thing about angled turn fins is that you
can tweak them by pivoting them on one mounting hole, the other one slotted, to
make the boat turn lighter or heavier on the right sponson. But, all you are
doing is inducing drag (lift or dig-in), which can be usually dialed-in with
other adjustments, one of which is rudder caster.
However, angled turn fins
are aligned optimally at only one angle of attack. That means if it is dialed-in
in the turns when the transom is lowered; then in the straights as the prop
lifts the transom to the maximum, it is NOT dialed-in and is either lifting or
digging-in.
I suggest that you don't follow the pack and try for yourself a
straight or SLIGHTLY canted fin along with a left rudder with a little negative
caster. Start with a vertical fin. Don't angle it unless it blows out. If it
blows out, decrease the rudder caster until you feel the increased rudder drag
has gone too far. THEN, cant the rudder, A LITTLE!
Optimum fore-aft turn fin
location will vary slightly for different hydros. If you make provision for
easily adjusting the fin location when building your hull, you will be pleased
you did so when optimizing your racing set-up during testing.
Never run a
bent turn fin on a timed straightaway run. Put on a shallow, vertical fin. You
may have to run a deeper rudder because the straightaway prop will usually want
to propwalk more than an oval prop.
Remember, our comments about turn fin
spray. Design the placement and bracketry so that no spray induced lift
occurs.
Outrigger turn fin placement usually necessitates bolting the fin to
the inside of the right sponson, trailing the fin back and down to get it close
to the boat CG. If you trim the top of the fin down close to the water line, it
makes it more subject to twisting in the turn. If you leave it tall all the way
back, the spray off the inside bottom of the sponson causes more unwanted drag
on the outside of the fin. A happy medium compromise must be determined between
flexing and drag. Again, a rigid material fin will really help with the flexing
here.
To check if your fin is strong enough, consider this: If your boat
weighs 8 pounds, and negotiates a turn between 3 and 4G's (I think this is a
good guesstimate. Let's hear from the engineers.), then the force on the fin is
24 to 32 pounds, if it is on or close to the CG.
Make a block of wood to bolt
your fin to just like it is mounted on your sponson. Mount the block in a vise
with the fin horizontal. Mark the waterline on the fin. Mount a wire pointer to
indicate the vertical position of the fin in the fixture. Place a 24 pound
weight on the portion of the fin below the water line. It may be easier to make
a wood clamp for the fin from which to hang the weight. I bet you will be
surprised at the deflection of your stainless steel fin! Now, try a 30 pound
weight! These weights may be incorrect. Maybe our engineers will suggest
appropriate weights, if I am off the mark. Also, consider the force on the fin
if your boat weighs 10 pounds!
I think you will find that your bent,
stainless fin is bending severely in the turns. That's why the stainless fins
must be bent so much; because they flex and if not bent severely, become less
than vertical under the above G forces.
If the above proves true for you, go
make a straight hardened carbon steel fin, sharpen, polish and test it as above.
If it is thick enough, it will be rigid. Now have it plated and mount it
slightly canted.
ALIGNING THE FIN
A straight edge,
parallel to the water line, held against the sides of a non-wedge fin, should be
parallel to the boat centerline as viewed from the top. To properly align a
wedge turn fin, the wedge angle must be bisected and the resulting centerline
aligned with the boat centerline. A wedge shim, ½ the angle of the included
angle of the wedge fin can be made as an alignment tool. This shim is then held
between the straight edge and the fin when aligning as above.
Of course, with
a bent or canted fin, the portion of the fin to be aligned is all portions in
the water.
You never want to purposely misalign a fin. More drag. You only
need ONE rudder!
You should not need to cant or angle a straight fin more
than a degree or so more than the dihedral angle of the sponson.
Again,
vertical or slightly canted, straight fins are much easier to align and do not
induce as much drag as do severely bent fins, when the running attitude changes
from the turns to the straights.
CONCLUSION
My intent here was to
stimulate your thoughts and open your mind to possible alternate approaches to
tuning your boat.
Most boat racers don't think about some of the concepts
discussed above.
If I have contributed one "Ah-Ha" to your understanding of
rudder, fin and spray dynamics - - I am very happy.
If none of this works
for you, I am sad.
NOTE:
This article may be
freely shared, reprinted or published with no further permission necessary from
me, other than advising me by e-mail, if and where published.
This permission
is granted ONLY, if copied in it's entirety, with no editing.
(Reprints must
include the beginning and ending copyright acknowledgements along with this
notice)
I will be happy to send this article upon request as an e-mail
attachment, for ease of printing.
Glenn Cupit - P O Box 113 - Wilson, LA
70789 This email address is being protected from spambots. You need JavaScript enabled to view it. © June, 2003