This paper presents the comparison of numerical simulation results and wind tunnel experiment for compound WIG's wing. Numerical simulation was performed in the ANSYS Fluent software. The choice of the turbulence model and the computational mesh parameters, including the resolution of the boundary layer, are substantiated. Comparison of the results of the experiment and numerical simulation showed good convergence for middle density mesh about 7 million cells and first layer height 0.0001 m. Additional study for k-ε realizable and k-ω SST turbulence models was done. Its result founded much efficiency k-ε realizable model than k-ω SST turbulence models for compound WIG's wing. Numerical simulation takes less time and ensures the same accuracy. The results can be argued that the selected parameters of numerical simulation can be used to obtain the aerodynamic characteristics of various layout solutions for "type C" WIG craft.

The research was carried out by numerical methods of small scientific trimaran boat with ADCP-profiler as ship's appendages in the range of Froude numbers from 0,19 - 0,316. For тnumerical simulation was used the FineMarineTM software. Numerical modeling was performed for a trimaran without an installed ADCP-profiler and for two mounting options at different locations along the length of the trimaran and in depth. Two types of ADCP-profiler fastening were studied. Mounting the device in a parallelepiped ship trunk has a greater influence on the resistance and moment My. With increasing speed, the area of the wetted surface for "free" mounting does not change much. For mounting "in the trunk" between trimaran's hulls the shape of the wave surface changes quite significantly, which leads to a redistribution of the buoyancy forces along the length of the boat.

The research was carried out by numerical methods of wave formation and resistance for an extra-capacity displacement catamaran in the range of Froude numbers from 0.181 to 0.3 and the range of relative clearance from 0.3 to 0.55. Symmetrical hulls and hulls with an inner flat side, developed on the basic lines of M. Ya. Alferiev were used. The ship wave heights generated by the hulls of the catamarans and their resistance were compared with the corresponding simulation results for a large mono-hull vessel with a hull width equal to the total width of the catamaran. Numerical simulation was performed in the FineMarineTM software package. It was found that the resistance and wave heights from a mono-hull vessel and a catamaran with a flat inner side exceed the resistance and wave heights of a catamaran with symmetrical hulls.