PAPER FOR PRESE~TATION BEFORE THE

SNAi\IE HAMPTON ROADS SECTION

PROPELLER SELECTION A.~.'•rD OPTIMIZATION

by John C. Daidola1 and F. Martin Johnson:

ABSTRACT

Consideration is given to the broad subject of propeller selection and optimization and
a user friendly PC ha.sed propeller selection and optimizatic11 computer program is presented,
including the computer code. This is accomplished through a general discussion of propeller
selection for both craft and ships, review and comparison of systematic series databases,
presentation of a propeller optimization and selection computer program, example case studies
including craft and ships and a discussion of selection techniques and sources of additional
propeller data.

INTRODUCTION

Although naval architects and marine engineers have long been using systematic propeller
series data for selecting principal propeller characteristics during design, to the knowledge of
the authors, comparisons of the data bases and publicly available computerized selection and
optimization procedures have not been widespread.

These two situations have provoked this presentation in order to discuss these and other
propeller selection and optimization related techniques. The significant interest shown over the
years in case history propeller designs of individual ships should provide a basis for interest in
the broad subject of propeller selection, which must be faced for all craft and ships of any type
propelled by engines or turbines.

1 2
Assistant Vice President Naval Architect
M. Rosenbl(j.tt & Son, Inc. Maritrans GP
350 Broadway Fort Mifflin Road
New York, NY 10013 Philadelphia, P A 19153-3 889

-1-
 ,-

A. user friendly PC based propeller selection and optimization computer program is

presented. along with its code, operable under the DOS operating system. It considers 18 distinc:
cases of propeller selection and optimization conditions. Optimization is carried out using a one
and two-dimensional Fibonacci search technique. It provides for both regressed and interpolated
databases of propeller thrust and torque coefficients (KT-~).

A number of the KT-~ databases for the NSMB B-Series propellers have
been compared and the results of predictions utilizing each are presented.

Propeller selection and optimization case studies are provided and include a displacement
ship fitted with an NSMB B-Series propeller, a planing power yacht fitted with Gawn Series
propei.lers, and a towing vessel fitted with a custom designed controllable pitch propeller.

Another section of the paper is devoted to techniques and assumptions that may be
- applied to improve propeller selection to conform with vessel operation and propeller/engine
matching.

The paper concludes by addressing tne subject of developing additional databases for the . · .·..
computer program utilizing propeller model test data. This procedure has been applied to the . ·
towing vessel customed designed controllable pitch propeller for which a case study has been
provided as discussed above.

As a tinal note, the SNAME T&R Committee has awarded a project to the authors under
the Ship Design Committee Panel SD-2 for the preparation of a user's manual for the PC based
propeller selection and optimization program provided herein. This should be completed by June
of 1992.

SYNOPSIS OF PROPELLER SELECTION PROCESS

Definitions

Propeller:

The marine propeller is a propulsion device which converts the greater part of the power
from a marine engine into a thrust force to propel the ship or craft. The screw propeller is the
most common form of this device although it itself can be combined with other components,
such as a nozzle, to form other propulsion device systems. The cycloidal or vertical axis
propeller is distinctly different from the screw propeller.

The propeller of a single-screw vessel is located in an aperture at the stem of the hull
with its axis of rotation almost level and in the vertical fore and aft centerplane of the hull. The
propeller of multi-screw vessels are also located aft, but at either side of the vertical center plane

-2-
of the hull, 2..i1d in addition to a deciivity, the a.xis of rotation also may have a..'1 inc!inatton ro :he
vertical plane. Vertical axis propellers can be a.rranged at positions throughout the vessei bonom
area so long as the resulting force vectors provide the required maneuverability.

The motion of a marine screw, as suggested by the name, combines a rotation with a
translation along the axis of rotation. It usually consists of two but sometimes even more than
seven identical usually twisted blades equally spaced around a hub or boss as shown in Figure
1, and mounted on a driving shaft leading from the propulsion machinery. It is not the intent
herein to exhaustively discuss the geometrical characteristics of the marine propeller and there
are many tine references for that purpose [L2,3]. However, for the purpose of the subject
matter following in the paper, the terminology detir..ed in Figure 1 will be usefuL

A number of different propeller designs and contigurations will be considered herein and
the variations in their characteristics will be for the most part in those noted in Figure 1. The
inclinations and twist of a blade are defined by the angles between a datum plane normal to the
axis of rotation and a number of datum lines fixed relative to the blade. A set of pitch datum
lines are taken at a series of constant radii from the axis of rotation, and the angle between the
datum plane and a pitch datum line is termed the pitch angle ¢. The pitch angle usually varies
radially with typical values near the boss of¢ = 50° to 6 = 15° near the blade tip, whereas for
some craft propellers there is no variation from the boss to the tip. A rake datum line, which
is usually straight, is taken which intersects all the pitch datum lines in a radial plane through
the axis of rotation, and the angle between the datum plane and the rake datum line is termed
the rake angle ':Ir. The rake angle, which is usually constant for a given screw. va.ries from
about 'Ir = 0° to ':Ir = 15°, and is lower for craft and usually twin screw ship propellers than :-·or
single screw ships propellers.

The main particulars of a screw are the type, the number of blades, N, the diameter 0,
a blade area ratio, the pitch ratio p = P/0, the blade thickness ratio r = t/0, and the boss ratio
d 8 = DB/D. The blade area can be expressed by using either the projected area ratio a?, the
developed area ratio a0 , or the expanded area ratio aE which are all of the following form:

<lp= (1)

It is convenient to divide propellers into eight main types as follows. However, it should
be noted that there is a potentially significant variation of propellers within these categories.

Light-duty ogen screws: Low blade area ratio, generally less than aE = 0.45; fitted to
low-powered vessels operating at low speeds, e.g. certain classes of coasters and small
cargo vessels.
 -
OIRtCTlON OF
ROTATION

YAX. THICXN£SS
i
SECTION I
RAOIUS

FAa: OF IHI. PROPELLER

LOOKING FROM AFT

Figure 1: Marine Propeller Details

 ~(oderate-dutv scre\vs: Blade area ratio generally within the approximate range ::..:: ==
0.-+5 to 0.65: fitted to moderate powered vessels operating at moderate speeds. e.g. dry
cargo vessels, tankers, trawlers in free-running conditions.

Heavv dutv screws: Blade are ratio generally greater than about as = 0.65; fitted to
high-powered vessels operating at moderate or high speeds. e.g. passenger ships, high
speed cargo ships and various classes of naval craft.

Towing:-dutv screws: Similar to moderate-duty screws, but designed for the towing or
trawling conditions of tugs and trawlers.

Suoercavitating High Speed Craft: High speed conditions with propellers under fully
cavitating conditions.

Ducted Prooellers: Ship and craft where propellers are fitted within a nozzle of varying
length; usually under highly loaded conditions.

Waterjets: Similar to the ducted propeller with moving parts within the hull and within
a long duct. Generally fitted ~o high speed craft only.

Vertical-Axis Prooellers: For ships and craft requiring high maneuverability in close
quarters.

Power Concepts:

The power developed by a marine engine is called the Brake Horsepower or BHP at the
output point and Shaft Horsepower or SHP at the point where it enters the propulsion shafting.
The difference in the two is primarily to account for transmission or reduction gear losses. This
power is transmitted to the propeller by the propulsion shafting where the greater part of the
shaft horsepower, less any transmission losses in the bearings, is converted into a thrust
horsepower. The SHP minus the transmission losses is termed the Delivered Horsepower or
DHP which is applied to the propeller and absorbed by it in the form of a torque, Q, at a shaft
rotational rate, n.

The Thrust Horsepower THP is the power applied by the propeller in the form of an
axial thrust force, T, when the propeller operates at a speed of advance, VA> in propelling the
ship or craft at a speed of Vs· The speed of advance generally differs from the speed of the hull
due to the presence of a wake behind the hull and appendages. The DHP and THP are defined
as follows with units in lb-ft:

-5-
 DHP = (2)
550

TVA
THP = (3)
550

The behind the hull efficiency TJa is the ratio of the power applied by the propeller to the
power which is delivered to and absorbed by the propeller:

THP
(4)
DHP 211'11Q

The thrust the propeller delivers overcomes the resistance of the vessel hull and
appendages and the air resistance of its superstructure. The power required to just overcome
this resistance is termed the effective horsepower EHP:

EHP = (5)
550

The SHP, DHP, THP and EHP are all linked in the following manner:

DHP = TJT SHP (6)

EHP = (7)

The efficiencies noted in equations (6) and (7) are defined as: 1'/T, transmission efficiency
of the propulsion shafting and bearings; TJH, the hull efficiency relating the flow conditions in
way of propeller; ry 0 , the open water propeller efficiency without the presence of the hull and
in uniform inflow velocity; and; 1'/R• the relative rotating efficiency accounting for the difference
in propeller efficiency behind the hull. The determination of these efficiencies will not be
considered further herein but methods are contained in the literature, [1,3] for example.

-6-
Design Procedure

Figure 2 depicts the events in the development of a propeller design for manufacturing
[35]. The propeller selection process. which is the subject of this paper, occurs in the upper haif
events prior to the detailed determination of propeller geometry and blade cavitation patterns.

The main requirements of a ship propeller are [4,5]:

l. High efficiency.

Minimum danger of cavitation erosicn.

3. Minimum propeller - excited vibratory forces.

4. Good stopping a.11d maneuvering abilities.

5. Favorable interaction with the rudder to improve

maneuverability.

6. Dependability - minimum vulnerability.

..,
I . Low initial and maintenance costs .

8. Low noise characteristics.

The selection and optimization of the principal propeller characteristics of diameter,

RPM, pitch ratio and blade area is normally accomplished by considering items 1, and 2
directly, although items 3, 5 and 6 would affect the propeller type, the maximum propeller
diameter and its placement. The remaining items are more typically considered in selecting the
type of propeller and in the final design of the propeller and its sectional characteristics.

The importance of each of the above requirements cannot be overly emphasized. For
example consider item 8, noise characteristics. In naval and oceanographic vessels the
underwater noise emanating from the vessel has a significant impact on sensing devices such as
sonar. Figure 3 gives an example of the variations in self noise as a function of ship speed due
to propellers, vessel boundaries layer and machinery at the sonar dome of a naval vessel [6].
The relative importance of propeller cavitation noise with respect to boundary layer noise is
especially revealing as the propeller is situated relatively far from the sonar dome while the
boundary layer noise is generated directly in the vicinity of the sonar dome.

-7-
 NofAL.'t'SlS C6 MAIN
INP'JT CATA(Jormu-
latlcn ot !he gro

PROPELLER CESIGN
WITH VARIOUS.
SYSTEMATIC SERIES

SHIP
PERFORMANCE
PRE DICTION

OET!RMINATlON
OF 0 ETA l LEO
PROPELLER GEOME11W

CALCULATION
OF BUCE CAV1TATIO.
PATTERNS

SEL!CTia. Cl FINAL
PROP! LI.ER. AMCHG
ALL DESIGNS

PAIPARATtOI OF DATA
FOA PROPELLER t.CXa.
MANUFACTURING

Firgure 2: Flow Chart of Propeller Design Procedure

-8-
 With this said the remainder of this paper will concern itself with those items normally
considered in propeller selection and optimization. items l and 2.

Propeller Characteristics

As shown in Equations (2) and (3) the torque absorbed by a propeller and the ax.ial thrust
produced are its characteristics which directly provide an estimate of the power required to drive
the propeller and ultimately the ship or craft. Consequently, in designing a propeller the
knowledge of these characteristics for the propeller in questions is of utmost importance.
Although there are a number of considerations in the selection of the optimum propeller design
point, some of which will be considered later in the paper, the knowledge of a propeller's torque
and thrust characteristics is fundamental.

The need for propeller torque and thrust characteristic data has resulted in the Kr - KQ
diagram shown in Figure 4. This curve displays the non-dimensional torque coefficient KQ, the
non-dimensional thrust coefficient Kr, and the propeller open water efficiencies TJo against the
non-dimensional advance coefficient J:

T T
= (8)

Q Q
(9)

VA
J = (10)
nD

Kr J
11o = ( 11)
Ko 2"11"

Propeller diagrams such as Figure 4 have historically been obtained from open water
testing of model propellers. Today they can also be determined from hydrodynamic analysis.
Most design problems can be solved for a particular screw using these diagrams. When two out
of the four quantities VA' n, T and Q are given, the other two can be determined from the
diagram. Other diagram forms have been selected to facilitate frequently attempted propeiler
design problems, but they all have as their basis the Kr - Ko diagram. Some of these will be
considered later herein.

-9-
 I I

I 1CA;r<lTK:H
~

I I NaSI:

.
~
It( aouNO.t.R"t
.d I..AY!:R NOISE

..J
UJ
>
UJ - / I
~~~.t.041NOY
~'J
..J
UJ
c./)
NOISI: ·

c /
z

1//
7~ EL.£CTRICAL
rNOISE
'
I I I
0 ,0 20 30

-~
Figure 3: Variations in Ship's Self-Noise

LOt~--~--~--~----~--~--~ CLIO

o.oe
Q.CM

Q04
••
Q.CI

... .,.,.,.
o.• o.a L2
0

tO Q8 a.• CL4 Q2 0 -Q.I .

sc:.au 011 IIJP uno
Figure 4: Typical Curves of Thrust, Torque and Efficiency
for Propeller in Open Water

-10-
Desi~n Cases

In carrying out propeller selection and optimization a number of cases arise where both
the unknowns vary and where the solutions must yield different sets of results. Table L
summarizes the propeller selection design
cases identit1ed by the authors [7].

As an example, van Manen [4] has indicated that Case No. 4 is the most widely
encountered design problem. The speed of advance of the t1uid into the propeller, V.:.. the power
to be absorbed by the propeller, P0 and the number of revolutions, N, are given. The diameter.
D, is to be chosen so. that the greatest efficiency can be obtained. By choosing discrete values
of the diameter, D, the corresponding values of the advance coefficient, J, and the torque
coefficient, ~. can be calculated. From the KT - ~ - J diagram, Figure 4, the corresponding
pitch ratios, P/D, and the efficiency, ry0 , can be read off for each diameter chosen. Plotting the
values of ry 0 as a function of the diameter allows the optimum efficiency diameter to be chosen.

In order to simplify this frequent design problem the KT - KQ - J diagrams have been
transformed into the Bp- 6 diagrams from which che optimum diameter, D, can be read direcriy
when the speed of advance, V.:... the power, P0 and the rotative speed, n, are given [8]. The open
water characteristics have been cast into other formats in such a manner that the required
calculations for any given design requirement are reduced to a bare minimum. Examples are the
Bu - odiagrams for given values of the speed V_..., n, and T and the ry-a diagrams for construction
of the tow-force diagram of a tug [9]. There are also others.

In the next section some of these .other diagrams will be considered from a standpo.int of
accuracy however, the design approach and computer code presented in this paper will utilize
the original and fundamental KT - ~ - J data form. This approach provides generality, access
to the largest amount of data and the speed of the computer negates any increased effort that may
be incurred in special _cases.

Cavitation

The effects of cavitation on the marine propeller are numerous and serious. They can
include:

· Racing of the propeller

• Thrust breakdown
· Erosion or pitting of the blades
· Noise emission as shown in Figure 3
· Large amplification of propeller - excited hull pressure forces

-11-
TABLE 1: Propeller Selection Design Cases

No. 1 Givan 1 Sought Description

1. v.,r,o N', P'D, P/D Ship with a specified prop. dia. It
is required that tha prop. develop
a certain thruat at a giveD speed.
Output: P'D VI RPM (nota P/D)
2 VA,!,M O,P'D,P/D Saae aa a.bcve ucept RPM given and
diaaetar mast be found.
Output: P'D vs Dia. (nota P/D)
3 v., M,!,P/D Ship with a specified power and prop.
P'D,O dia. It is requirad to operata at a
certain speed.
Output: ! n RPM (nota P/D)
4 ifA, 0, !, P/D Saa u 3 ucept RPM s'iveu ad
P'D,M' dia.tu mat be foar&d.
Outpat: t vs RPM (nota Pfl))

5 v.,t, P'D,P/D l ' 2 eo.binecl

O,)f OUtilQ't: P/'D i PD

6 v., !,P/0 3 &r 4 COIIbil*l

P'D,O,K Outpat: P/D i 'f

7 1'sf(V•} V•, (O,M,P/0) 'l'ba thnst raquir-ta of a ship are

P'D lmatm. What ia the .ast opti_. prep.
for variou apeeda and lfhat is tt-.
powu.
OUtpat: P/'D vs V• (M'ota J)

8 !sf(VA) VA,K,P/D SaM aa 7 lxlt tba poilU aDil dia. are

O,P-o ll*=ified.
1lCM
OGtPQt: RPM n VA ( Kota Pfl))

9 !sf(VA) VA,D,P/D Saae aa 8 ucapt RPM 1mota IDil

K,P'D dia.tar llJIJauMl.
OUtPQt: VA n Dia. (nota P/D)

10 . 'l'sf(VA) VA,.,P!D Saae u 1 ac:apt Prot· cUa. aDd

o,o torque.
OGtPQt: VA n Dia. (Data P/D)

ll 1'sf(VA) VA, P/'D Sue u 1 acapt Prot· dia. Uld RPM

D,K,P-o and powr are specified.
OGtPQt: VA ft P/'D

-12-
•
TABLE 1 (cont'd)

No. Given Souqb.t Description

12 0, N, P%), VA Prop, power and. RPM ara kn01m.
P/0 OutPQ,t: VA
13 D,K,'l',P/0 VA Required thrust, prop, and RPM ara
know.
Outpo.t: VA
14 'l':f(VA)
O,i'/D
VA,lt
p%) I Sa. u 7 uaapt tha prop. 1a given.
Output: P%) va VA (Nota RPM}
I
15 VA,'l', Pl),K 'l'ha prop., sb.ip •PHd and raqa.ired
0, ~ /D thrust are kncwa.
OUtput: Pzt, RPM
16 'l'sf(VA) VA,lf,P/0 Sa. u 7 ucapt prop. sisa 1a givea.
0 OUtput: VA va RPM (nota P/D)
17 'l':af(VA} VA,K,'tz:, 'l'hrut requir-.ta of sb.ip and prap
PO, 0 a.ra lc:1alal.
. Output: V"" va !f va 'tz:,

18 o·,K,Pzt 'l':f(VA) Prop at cocstaat RPM for varioaa

Pzt apeec:l8.
OUtput: t va VA r. P1t va v.
1S O,P%), 'l':af(VA) Prop. at ccnataat power for various
P/0 spacUI.
()Qt.,a:t: 'l' va v"" (Mota RPM}
20 O,Q,P/D ''hf(VA) Prop. aD4 abaft sisa (torqae) an
K"-f(V•) give.
OUtput: '1' va v.. (nota DK}

21 v.. • 0 'l',h Solla.rd. thrut, cout. RPM, prop ..

O,!l,P/0 givaD.
OUtput: 'l' mel p /D
22 .. I
VAAO,O '1',1' Solla.rd thrut, c:autut pcwv,
Pzt, P/D cliuetar givc.
Outpat: '!' 1114 RPII

-13-
TABLE 1 (Cont'd)

H'o. Givu Souqht

I O.acriptiOD
23 V'Aa 0 'l',N',P• Bollard thrust, constant torque
O,Q,P/0 propeller gi vc.
OUtPQt: T,lf,P'D
24 0 ,lf, P'D 'l'af(VA} Oi a. , RPM and. po'IIM1' gi Tell. Vary
P/D a f(VA} pitch (C.P. prop.)
Outpo.t: 1' v ••• VA P/D ., ••• VA
25 D,M 't'af(VA} Oia. ' RPM are knawa. Find optt.a.
P/Daf(VA) P/ll for VA
P~t•f(VA) 0'\ltpct: ~ V.I. '1:.14., P1.t V.I. V~
(Mota P/D)
26 . VA•O 'l',P/D Bollard tbruat for C.P. prop l(Dia.,
D,M,i"D RPM, -. pcwu giv.a)
Outpo.t: 1' • P/D

-14-
 The me~hods of dealing wirh cavitation on propellers have been varied and case siJec:r'tc.
One of the rirst investigations and des ism criterion centered around the exoerimenrai s~e-:: m
turbine ship ''Turbania" in 1895. wherei; a limit on propeller thrust or l i '.~ lb. per in: was :er
[10]. Refined forms of this criterion have been developed, Burrill [ll] and Keller [12] for
instance, and are still widely used for the selection and optimization of principal propeller
characteristics of diameter, RPM, pitch ratio and blade area. The Burrill Chart, includine:
expanded information from his original work, is given in Figure 5 [1]. ~

Other approaches have been taken in dealing with this prob]em. In the case of propellers
for fast craft the Gawn [13] and Newton-Rader [14] propellers have been developed wherein at
high speed operating conditions the cavitation present collapses in the wake tield and therebv
does not harm the propeller, while thrust breakdown is avoided. These so called cavitating
propellers are also joined by the supercavirating types, [15] for example, which accomplish the
same objective but have significantly less efficiency at lower vessel speeds.

When utilizing systematic propeller series data in design only, the average t1ow
conditions behind the vessel are considered. Cavitation is dependent on local conditions as well
and the circulation theory of propeller design [3,4], in the form of iifting lines, lifting surfaces
or vortex sheets, has provided a means of analysis. In many cases, during the tinal detail design
of the propeller b]ade sections, the induced velocities, pressures and forces along different radii
of the propeller blades are determined to consider local cavitation in more detail and revise the
blade contour to avoid any deleterious effects as shown in Figure 2.

PROPELLER CHARACTERISTICS DATABASES

General

Today, as years ago, the greatest available propeller characteristics and design databases
are those of systematic open water experiments with series of standard type model propellers
covering variations in certain design features. Most of these experimellts were carried out many
years ago. Design charts based on the results of these experiments provide methods which enable
standard screws to be designed ·with a minimum of computational effort. More recently the
original experimental databases have been re-faired and analyzed to convert them to a format
that is more compatible with computers. These latter forms will be utilized in the computer
program presented in the next section. Also more recently, hydrodynamic analysis has been
utilized in lieu of open water experiments to obtain systematic series type data.

Open water experiments of systematic series propellers have been carried out for a
variety of conventional ships' propellers, high speed craft propellers and more unconventional
types. These propeller series normally are comprised of variants whose characteristic dimensions
such as pitch ratio, number of blades, blade area ratio, blade outline, shape of blade sections and
blade thickness are systematically varied. Figure 6[4] indicates a number of these systematic
series as well as their area of applicability. Even many years after their development

-15-
 ~'------------------------~--~-------r----~--~--~--~~-r~-------r----1
T • TJo!lltUST IN ~

..,.....,,~1-0.22~f) ([QM,.,
vtLOCn'Y JCr
...,.(0.1'). ltn.A1"1W
~ 1'0 "AOIUS

•
f-a.

Figure 5: Simple Cavitation Diagram

-16-
 -
TWW.S(M:W SINCA£ SCMW CCASIUS rR.t.Wl£'15 n.JGS
0 7\'1 SHIPS ~G3 Sioii~S. 1' 1 - ,. - ,----····
~ I I . : . j
_f CONT U • ROT.t.nHG ~L.tltS t

.
I
I i ·
'
:
I SUitS 4-i'O I
..•.. - l . . ~

I I .
. ~tU.tRS I
'Ill NOZZ\.£ 1/o • tU4 • K,. 4-70

lfo •O.Il-K 1 ·4.tllt.

0.50
I

0.40
FUUT C.WIT.t.TlNG ~ItS l·.a
I
I

I i I
vUnc..~&. AXIS P11tCPC\.WIS I
O.lO
I
,, I I I
so
lO IS
_,,
20 lO
"' M i'O IS.
*

Figure 6: Comparison of Optimum Efficiency Values for Different

Types of Propulsors

TABLE 3: Summary of Wageningen B-Screw Series

...... '"""041' % ..... ana rat••

·~"•
2 O.JO ! I
3 0• .55 0.5<' 0.6, 0.10
& O.ii4 0-55 0,70 o.a5 1.CO
s 0.&5 0.60 0.75 1.05
6 o.so 0.65 o.ao
1 0.55 0.10 0.15

-17-
the importance of these series to the propeller designer cannot be over emphasized. They provide
a rapid means of determining the principal propeller characteristics or" diameter, RP~L blade
number, blade area and pitch. More advanced techniques can later be employed to prepare the
final design of blade sectional characteristics to further optimize performance on a local basis
as previously discussed and as shown in Figure 2. Knowledge of the potential improvement
which can be achieved in the final design based on past designs can of course be introduced in
the initial propeller selection and optimization process utilizing the systematic series with an
"adjustment factor."

In the remainder of this section a brief review of the systematic series is presented. The
forms of the databases are considered, and in some cases the subject.of differences in results
utilizing alternate formats of the original databases are addressed. A summary is given in Table
2 which has been developed from various sources but principally Radojcic [16]. In a few
cases for propellers that have been utilized in recent design, the numerical representations of
their performance characteristics, useful in computer applications, have been presented in
Appendix 1.

Open Screw Propellers

NSl\'IB (Troost) A and B Series Propellers:

The Troost series of propellers began with the A-Series [9] incorporating airfoil type
blade sections, section a) of Table 2, as it had previously been shown that these were more
efficient under non-cavitating conditions than those with tlat-face segmental type sections. It was
subsequently found that for this type of section and the narrow blade tips incorporated in the A-
Series propeller that the susceptibility to cavitation was increased [2].

The A-Series gave way to the second set of propellers, the B-Series, having inller blade
sections of the airfoil type and the outer sections of flat-face segmental type with moderately
wide blade tios. -
. Therefore, the B-Series retained the advanta2e of airfoil sections at the inner
region of the blade, where there is little possibility of cavitation, and provide a greater margin
against cavitation at the outer region of the blade.

The original B-Series consisted of four bladed propellers only but was extended in stages
to cover propellers from 2-7 blades [3,17,18]. Table 3[17] gives a summary of the series
consisting of about 120 propeller models.

-18-
 TABLE 2: Summary of Propeller Series Data

jv
i ~n
I :;)e..
--Rr.-s·-
~EF'.
YEAR
NO.1
j
REG!!'!£ l
'
?Ot. y-
N'OMIALS
SEC!! ON' !
I ?!D
'
A.e/Ao or
Ad/Ao
I O'o
! 1!0. OF i, 0 IAGiW>!l
l'ROPEL IPRESE-
I j~!'_'l'ION
I

I I a-series I (18]/1975 NC YES aJ+b) 2-7 0.5-1.4 0.30-1.05 atm 120 I K-J
il~ I NSMB 1 (17]/1969
I c (21.22] 4&5 0.8-1.4 0.75-1.05 0.5-4.4 16 I 8-6
I~ I ;J.-cr
' KCB.KCD 1 (26]/1953
I NC - a)+b) I K-
I I 1 Nscr

\
NSRDC-
SKE"lli
1 (38]/1972 NC - I
a)
I
5 .725 atm
l 4
I
TI".B I (24]!1943 I N'C - b) 3-4 I atm I I a-o )

~ 1 AEW( Gawn) I (13J;rgs3 N'C YES b) 3 0.4-2.0 0.20-1.10 atm I 37 K-J ~

~I
M
(25] I I

J
i I I KCD f45]/1963 c - -b) 4 0.6-1.6 0.587 1.5-8.0 20 K-J i
I (46)/1967 c - -b) 5616 0.4-1.6 0.643 1.25- 11 s-o
9.0
KCA 1 [27]/1957 c YES b) 3 0.6-2.0 0.50-1.10 0.5-6.3 30 K-J
0 [54. 28J I
""*'
t
~!SS?.I.)
I [48]/1967
[47]/1961
I c - -b) 3&5 1.0- 0.75-1.20 0.25- 8
I
I 1.45 0.9 I I
I

N'evton-
1 [14]/1961
sc YES C) 3 1.04- 0.48-0.95 0.25- 12
1
TABU-
Rader (28,31) 2.08 2.5 t.ATED

I SK(USSRl 1 (49]/- sc - cl 3 1.0-2.2 0.65-1.10 0. 3-1.3 28

;
I'
0
1.(1
I SC(SS?Al f331/1978 sc - dl 3 0.95-2. 0.50-0.60 0.25-3. I 9 I
!
; DTMB ) (34,15]/ sc - d) 3 0.4-2.5 0.5 0 35 C-r-J
1958 I
DTMB 1 [36,37]/ sc - d) 12-4 0.4-2.5 .3-.7
! I I c.,.-J
: 1 1962 ! ! I I j

BLADE SECTIOHS

1
NC - non-eavitating b) c)
C • cavitatinq <11'lo/~ a:t* ?? 2 2 Q
SC • sup~r~avitating f ta t·fcctd. S~gm. Ntwtcn- Rc1~ SK

..
d) t) f)

eazvz B'222?2?; ±a
Tulin, SC

-19-
 The characteristics of the B-Series have been presented in rive different forms or· cham
as previousiy mentioned: KT-~· B?-0. Bu·8. k-I, and J.L·CJ. Further, the KT-~ data were the first
to be faired by means of a numerical regression analysis and cast into a polynomial equation
format where the KT and Kq are expressed in terms of the advance ratio I, the pitch ration P/D,
the blade area ratio AE/A 0 , and the number of blades Z [17,18]. These later investigations also
included the effect of Reynolds number on the test results and the Kt-KQ were extended to the
remaining three quadrants in addition to ahead speed and RPM. The various representations of
the B-series test data and their sources are shown in Figure 6. It has been noted [3, 18] that a
modified B-Series propeller is now available, the BB propellers, which have slightly wider blade
contour near the blade tip, however, the performance characteristics are identical to the B-Series.
The polynomial equations for the B-Series are given in Appendix 1.

During preliminary considerations in the development of a propeller selection program

years ago [7], it was decided that a comparison of the data bases available at that time would
be prudent, as differences had been observed. The two data representations of the B-Series that
were deemed most suitable for computer application were the U.S. Navy interpolation database
[20] and the B-Series regressions [ 17]. The Navy representation requires interpolation in the
Kt- KQ v;; J array composed of point data on tht;; KT-KQ chart Zor a given BAR and P/D. The
B-Series Regression [17] only requires a function evaluation given I, P!D, and BAR for Kr and
KQ to be calculated. The latest B-Series regression [18], not available at that time also requires
the blade number Z and provides a means to adjust KT and Kq for Reynolds number effects.

The approach chosen for comparison at that time was to calculate KT- Kq using the
original B-Series regression for 4 and 5 bladed propellers [17], which was the only one available
at that time, for the same J, BAR, and P/D as the Navy data. The percentage differences
between KT - Kq of the two representations was calculated. Then, for both the U.S. Navy
database and the B-Series Regression, BP - Bu vs o
vs 7Jo were determined and compared with
the available graphical BP- Bu vs ovs TJo and KT- ~ vs I charts [9, 19]. The above sequence
is shown in Figure 7.

-20-
 Original Troost Series-9 Research and Da~a
Compilation by Troost and van Lfuumeren
(9,191 (2- 7 Bladed ?ropellers}

IData faired and presented

I in graphical form by
!Troost and van Lammeren
1 (9,19]

I i
IKT - Ko vs J
8 ~ lk-J

I
N'avy
KT - Ko vs J [20]
I Dutch Regression (17,18]
by
I van Lammeren,
·.;an Manen, and
Oosterveld

Bp1-and Bp~-1/J graphical!

form by Oosterveld, I
et.al. (3]
I

Figure 6: The Evolution of Several Major Representations of The B-Series Propeller

Data

-21-
 U.S.!iavy (20}
K-r - Ko VS J h Dutch Regression
[171
~--------~--------~ I
I
B., - Bu. VS 6 vs :j 0 I Dutch Regression
Calculated
from
------c-a-lc_u_l_a-te_d
U.S. N'avy _________ rn· I
KT - Ko vs J for
the same J's as Navy
'-
I
I B., Bu VS 0 VS ij 0

Calculated
!compare by
Dutch Regression
I

I
KT - Ko vs J BP - Bu VS 5 VS ij 0
by van Lammeren by van Lammeren
and Troost (9,19] and Troost (9,191

Figure 7: Comparison of Various B-Series Data Sources

-22-
 The results of the comparison as shown in Figure 7 has indicated:

The U.S. Navy data compares exactly to the B, - Bu vs o vs 7Jo of van Lamme::-en o.r.d
Troost. Therefore it seems to have come from this source. (The U.S. Navy or B-Sesries
regression has not been compared to the Kr - KQ vs J of Troost and van Lamme::-en. J

0 The B-Series regression does not give the same values as the Navy and van Lammeren
and Troost and B., - Bu vs i5 vs 7Jo·

c The U.S. Navy and B-Series regression appear to differ up to 8% in their values of K:
and ~ for corresponding J's.

The reasons for the differences noted could emanate from a number of sources. At the time of
the analysis, it was believed the plot fairing vs mathematical "fairing" of the original data could
introduce significant differences. More recently [18] the effects of the Reynolds number at which the
various B-Series propellers were tested has been identified as a source of differences in performance
characteristics. These differences can be on the order of magnitude as those identified above.

Hadler [21] has compared the B-Series regression equations [ 18] and a lifting line approach
[22,23] in determining the optimum propeller characteristics for a containership. It was found that the
B-Series tends to give smaller optimum diameters and higher values of DHP than the lifting line
approach. It is concluded that the B-Series is still the most useful method for the early design stage for
sizing and establishing the preliminary propeller characteristics.

The Th1B (Taylor) Standard Screw Series:

The Taylor series comprised a group of three and four bladed propellers of the same basic type
having elliptical blade outline, t1at-face segmental blade sections and constant face pitch distribution
[24].

The data derived from the results of this series were given in the B-o chart format originally
developed by Taylor and other related charts for standard area and thickness ratios covering a range of
pitch ratios P/D.

The AEW (Gawn) Standard Screw Series:

The Gawn Series [13,27] were tested at the Admiralty Experiment Works, Haslar, England. This
series comprises a group of three bladed propellers of the same basic type incorporating an elliptical
blade outline, flat-face segmental blade sections and constant face pitch distribution. Data was presented
in the form of KT-~ vs J vs "ffo·

-23-
 These propellers '.vere tested under both non-cavitating [13] and cavitating [21] conditions :nd
were intended co have good characteristics under both conditions making them particularly useful ~·or
high speed craft considerations.

Blount and Hubble [25] have given regression polynomial expressions for the Kr and KQ of the
Gawn AEW series for open water conditions as well as thrust loading limits for both partial and fully
cavitating conditions. The results are included in Appendix 1. ·

"Stock" Commercial:

Blount and Hubble [25] have compared their regression polynomial express1ons for open water
performance of the three bladed Gawn Series to "stock" segmental section propellers of United States
origin. The polynomial expressions modelled after the NSMB B-Series polynomials retained terms for
blade number variation. Kr-Kq vs J was then determined utilizing their polynomials for a set of five
stock three-bladed propellers, four four-bladed propellers and another set of three three-bladed
propellers. The actual Kr-Kq vs J characteristics of these propellers were determined at the US Navy
facility at DTRC. They determined the agreement of the data was within normai engineering accuracy
except for low advance coeffic:ents.

They conclude that propeller selection for commercially available propellers can be accomplished
by utlizing this data as presented in Appendix 1.

The KCN Standard Screw Series:

This series is based on tests carried out in the Naval Architecture Department of the King's
College, Newcastle, England reported by Burrill and Emerson (26] and Gawn and Burrill [27].

The KCB and KCD Series [26] have blade outlines and sections similar to the Troost 8-Series.
The data is presented in the form of curves of Kr, KQ, and T/ on a base of J at a number of constant
values of the cavitation number a.

The KCA Series [27] is generally similar to the Gawn Series. The data is presented in the form
of K-J coefficients. For each blade area ratio of the series, charts are given for atmospheric and
reduced pressure conditions and for each of the pressure conditions separate charts are given in the form
of P contours on J, Kr; J, ~; and J, 77 co-ordinates. Radojcic [16] has utilized a regression analysis
of the data to develop polynomial expressions for Kr and KQ for the KCA Series which are also included
in Appendix 1.

The National Physical Laboratory (NPL) Methodical Screw Series:

Much of the work at NPL on model propellers was concerned with the effects of detailed
changes in the geometrical factors influencing screw performance rather than on the provision of
standard series data covering a wide range of design conditions. The factors investigated included low

-24-
pitch, blade width. blade section shape and blade thick..1ess. O'Brien [2] nmes that some of ::-:c: c:::r::c:-
work by Baker and Riddle [29] provides valuable information on basic aspects of prope!le:- dc:sig:: J.nc
the initial model propellers of the Troost Series were based on this \vork.

The ~ewton-Rader Series:

This series was developed in the United Kingdom for high speed craft and tested at the cavitation
tunnel of Vosper Thornycraft Ltd. [14]. The main features of this series are the hollow-faced blade
sections and the significantly low minimum test cavitation number. The Newton-Rader propellers are
of special interest to the high speed boat designer since they were specially designed to operate under
·cavitating conditions, even though they are not supercavitating propellers in the usual sense of the term.
It is also to be noted that they maintain an acceptable efficiency at both non-cavitating and cavitating
conditions. Kozhukharov [31] has regressed this data and presented it in a polynomial format which
has been included in Appendix 1. It is noted however, that the authors were unable to obtain reasonable
::t rl-.;s da~""
K and K Q '1" 1U S uu'J;,.;na
0
..l-T J. a..L ""' .l.J.L.J..l \.!LJ. t,...U,.

Supercavitation Series:

At a point where the cavitation on the back of a propeller results in a condition where the b:lade
is no longer wetted the propeller is operating in a supercavitation regime. Figure 8 indicates the region
where this can be expected [39].

10

70
·I
l

I
V(kft)
so
~I
e..nt.auc
~,

~0

,_
1.0 Ll

Figure 8: Design Ranges for High-Speed Propellers

-25-
 The theoretical determination of the lift and drag characteristics or· supercavitating sections and
the selection of optimum shape for the face was tirst presenced by Tuiin [32]. Rutgersson (33] has
carried out testing of a series of Tulin type section propellers at the Swedish State Model Basin (SSP .A.).
Tachmindji and Morgan [34] have presented a series based on theoretical computations by Caster [ 15]
at the David Taylor Model Basin [DTMB] rather than model testing. Venning and Haberman [36] have
presented additional data developed by Caster [37] at DTMB extending his work on theoretical series
to include two and four bladed supercavitating propellers.

Skew Bladed Propellers:

Cummins [38] et al have presented theoretical and experimental data on highly skewed
·propellers, including open water characteristics for ahead and astern operation of four propeliers as
shown in Figure 9. The following advantages and disadvantages are considered:

o Decrease in propeller - induced unsteady bearing forces and moments.

o Decrease in propeller - induced unsteady pressure forces.

o Decreased susceptibility to cavitation when operating in a wake.

o Decreased backing efficiency.

0 Additional difficulty in manufacturing.

o Strength related problems for very high skew and for backing conditions.

Tandem and Contrarotating Propellers:

Hadler et al [40] have presented some open water data on these arrangements of two propellers
on one centerline wherein the tandem propellers are on one shaft and the contrarotating propellers are
on two concentric oppositely rotating shafts. Contrarotating propellers have the potential to improve
efficiency. Tandem propellers have the potential of mitigating propeller-induced vibration and would
be less expensive than the contrarotating or twin-screw arrangements they would mock.

Thrusters

Ducted Propellers:

The ducted propeller consists of an arrc.ngement wherein a propeller is surrounded by a relatively

short annular ring. Where the cross-sectional contour of the nozzle tends to slow the inflow to the
propeller it is called a decelerating nozzle and the opposite an accelerating nozzle. The ducted propeller
with the accelerating flow type nozzle is now used extensively in cases where the vessel screw is heavily
loaded or where the screw is limited in diameter. The decelerating flow type of nozzle may be useful
in the retardation of propeller cavitation.

-26-
 Extensive sysrematic experiments on ducted propellers have been conducted at :\fAR!:\ and :i':c:
results presented in the literature, including regression coefficients for the K~-4-70 propeller in ~he zlow
accelerating nozzles 19A and 37 [3] and others [41]. The regression coefficients for the K.--+-70
propellers in nozzles l9A and 37 are included in Appendix l.

\Vaterjets:

Waterjets usually consist of an impeller or pump inside the hull which draws water from outside.
imposes on it an acceleration, and discharges it astern as a jet at a higher velocity. It is therefore a
reaction device exactly like a more standard propeller 1 but with moving parts within the huil and ducred
through a long "nozzle". Accordingly, its performance could be treated in a manner similar to
propellers, however, Kr-~ data is not generally available for thrusters although procedures for
determining these relationships are, e.g. [42] and [39].

0° SKEW 36° SKEW

108° SKEW

Figure 9: Projected View of Skewed Propeller Series

-27-
Vertical Axis Propellers

These propellers consist of an arrangement where a number of perpendicularly moumed blades

rotate around a vertical axis. Through a special mounting mechanism, each blade experiences such a
movement that a thrust is created. They are also called cycloidal propellers. Where the blade is so
mounted that the perpendiculars from the blade always pass through a point eccentric to the rotation axis
and within the blade circle they are of the Voith-Schneider type. The advantage of vertical-axis
propellers lies in the fact that the propeller thrust can be used for steering and stopping the ship without
stopping or changing the direction of rotation of the main engine. This makes it particularly suitable
for the propulsion of ships that operate in crowded and restricted waters.

Van Manen [43] has presented open water results of these propellers and developed an optimum
efficiency curve as shown in Figure 6. As can be seen the efficiency of these propellers is less than
other types.

Deviations From Series

The propeller characteristic databases have bet!n based on the tests or analyses of model
propellers of specific design carried out under selected and controlled environmental conditions.
Further, testing programs for individual series have been conducted at different times and perhaps under
somewhat different conditions.

In designing propellers or making performance estimates from propeller series data, it may be
necessary to depart from some of the basic features of the standard design. If this results in the
performance of the near-standard screws differing from that given by series data, then correction factors
are needed to make allowance for the discrepancies.

As a result, correction and adjustment factors have been developed over the years w accomplish
the following:

o Correction factors to unify the individual series test data.

o Adjustment factors to extend the series to somewhat different propeller characteristics.

o Adjustment factors to modify the series performance data to account for differing
environmental conditions.

Correction Factors:

As previously mentioned, a Reynolds number correction has been derived for the NSMB B-
Series propeller to account for its variation in the test results obtained over a span of many years and
to correct the performance data for actual operating conditions [18]. The approach to deveioping the
correction factor was the methods developed by Lerbs [44] which has also been applied to the SSP A
Standard Series [47,48] and the Newton Rader Series [14].

·-28-
 Adjustment for Different Propellers:

The correction factors discussed herein are srrictl v aooiicable to screws of a standard series tvoe
and can be considered for those propellers which are .ne.;,_; the standard. O'Brien [2] for exam'pie
discusses these adjustments in detail and gives typical values and equations for their estimation for
certain cases and propeller series.

Allowance for change in blade area ratio is usually made by linear interpolation of performance
data between two standard values of blade area ratio above and below the required value. For some
propellers which lie outside the range of blade area ratio covered by the series data, it may be necessary
to make an extrapolation.

Blade thickness changes to the standard propeller impact a number of the performance
characteristics. An increase in the blade thickness at a constant advance coefficient would increase the
thrust at a greater increase in torque with a resulting reduction in efficiency with an attendant greater
susceptibility to cavitation. At constant thrust the rate of rotation would decrease. It has been shown
for the NSMB B-Series [18] that in those cases where it can be assumed that an increase or decrease
in blade section thickness does not int1uence the effective camber and picch the effect on thrust and
torque can be determined by evaluating a new effective value for the Reynolds number as given in
Appendix 1.

The effects of changes in blade section shape are closely connected with those due to changes
in pitch as the effect in variation in lift of one section to another can be counteracted for by an
adjustment in pitch. Pitch corrections for propellers having different blade section shapes can be
derived on the basis of equal effective pitch obtained by adding the section zero lift angle to the pitch
angle. Propellers having different radial variations in pitch can be compared on a basis of their mean
pitches.

A propeller having a boss of diameter greater than standard with all other characteristics constam
. and efficiencv..
would have the smaller blade surface area, lower thrust, toraue

Adjustment for Different Environment:

The propeller operates under environmental conditions affected by the presence of the vessel
hull, its appendages and speed, the propeller inclination dictated by the shaft line, its submergence and
rotational speed. The presence of the vessel hull is accounted for in the hull related efficiencies
previously discussed. The propeller submergence, rotational and forward speed affect the pressure field
and the potential for cavitation which is then addressed by selection of a proper propeller series and
adjustment of the blade area.

Particularly on small craft with highly inclined shafts the flow into the propeller plane is oblique
and not axial. As a result, the performance characteristics of the propeller must be adjusted. Several
authors have considered this matter [28].

-29-
PROPELLER OPTIMIZATION A:\'D SELECTION CO\IPUTER PROGRA:\1

Introduction

Propeller selection programs have been developed in the past by the US Navy [20] and numerous
individuals and organizations for their own use. More recent programs have been indicated by
MacPherson [50] and Hadler [21]. These have all varied significantly in their complexity, applicability.
automation, operating medium and user interface and availability. They have all however relied on
open water propeller performance data available in the literature as previously discussed herein.

Traditional propeller selection methods have looked at the problem of optimizing diameter and
pitch based on optimizing efficiency. With this as the foremost interest it has been left to the user to
evaluate the parameters to be selected and optimized and convert the particular problem in question to
a form acceptable to the calculation procedure.

The initi:ll impetus in developing the progr:::.m presented herein came from the authors havir:g
carried out many propeller selections with differing initial problem conditions ana observing that
available methods did not readily address these varied cases. In fact this very situation had led others
in earlier times to develop varied design charts based on systematic series data as heretofore discussed.
Hadler [21] has developed a computer program to select an optimum propeller based on two design
conditions for such vessels as icebreakers and tugs. Accordingly, a primary goal herein was to define
ail potential problem initial conditions and desired output.

Another goal in· developing the program presented herein was to provide for the introduction of
different propeller data for analysis. As previously discussed, there is a wealth of open water propeller
data available, much of which has been regressed and is currently in polynomial equation form. Later
in this paper a procedure will be proposed for developing a polynomial equation format for additional
propeller data. Consequently, it is evident that a means is needed to accept this varied and developing
propeller data as it becomes necessary. Further, as the original U.S. Navy propeller selection program
utilized a graphical representation of the KT-K 0 vs J data it was desired to allow for the incorporation
of this approach, although it is unlikely to be of significant use in the future due to the more compact
polynomial equations.

Overall Program Stn1cture

Figure 10 shows the overall organization of the Propeller Selection and Optimization Program
(PSOP) that was originally envisioned [7]. The section of the program within the dotted lines of Figure
10 has actually been developed and is contained herein. The developed program consists of the
following general components:

-30-
·--------.....,
•I
•• Navy Data
•1 ?repeller Data
•l
A. •• 2-7 blades

•• ••
•• ••
•••
User Input Navy
• ••
Data B. Oat: a
Analyzer

•• c.
•• Optimization/
Analysis
•••
••
Module ••
•• •••
Graphical Formatted D •
Output •• Out: put ••
•• ••

Figure 10: The Global Propeller Selection and Optimization Program

-31-
 .-\) Propeller Daca
B) User Data Input
C) Optimization/ Analysis J\.1odule
D) Output Module

In the description of the PSOP that is to follow, each of the above components will be discussed
separate! y.

Propeller Data

The tirst component of the program loads the propeller series regression data from a data tile
consisting of coefficients and exponents to be used in the evaluation of KT-KQ polynomials in the form:

KT = I: CTi (J)si (P/D)Ii (EAR)ui (ZYi (12)

I

(13)

These polynomials conform to the format developed for the B-Screw series [18], which was the
first data utilized during the development of the program which can however, accommodate any other
series data which adheres to this format. As an example, it currently also contains the Gawn AEW
Series [25] and the Gawn KCA cavitating series [ 16]. The user may specify a tile containing other
regression coefficients.

The B-series data currently also· contains polynomial coefficients that are used to correct the KT
and KQ terms for Reynolds number effects. This correction may be employed at the option of the user.

User Data Input

The next component of the program allows the user to input information particular to the design
case to be solved. In the interactive mode, the program prompts the user to select a particular design
case and then asks for the appropriate known values as outlined in Table 1. In all cases, the BAR and
number of blades must be specified as well as hull-related data consisting of values for wake fraction,
thrust deduction, and relative rotative efficiency. It is at this point that the user may elect to enable or
disable the B-series Reynolds Number correction. The user may then elect to go back and review or
modify this data on the screen and then elect to save the data to a file for later use or recall data from
a previously saved file.

Optimization/ Analvsis Module

The Optimization/ Analysis module directs the analysis process based on the information given.
Although each design case has its own particular set of quantities that must be known or calculated, it
is possible to identify certain procedures which are commonly used in the analysis of these cases as
shown in Table 4.

-32-
 TABLE ~: PROPELLER SELECTION MATHEMATICAL PROCEDURES
·,~;hat is !GPIEN (BAR and no. I
to be done jof blades for all)! ~eans of Execution
Calculate i
J, P/D Given by Regression formula
i<-1:'
I fer K-r
!
Calculate J, P/D Given by Regression formula I
Ko fer Ko
J
!
Solve for P/0, K-r Use the •Fibonacci Searchw
J I
I

Solve far P/D, Ko Use the •Fibonacci Seuch'

.J

Sol·.;e fer J, K-r Use the •Fibonacci Search'

P/D
Sol•;e for J, Ko use the ~Fibonacci Search'
P/D
Maximize J Use the •Fibonacci Search'
(vary P/D)
I Solve for T"p, J !use tha • Fibonacci Seuch •
P/D
Maximize none Use the !!Nested Fibonacci
rp (Vary J, P/D) Search'
Calculate l?/D, J By using K-r and Ko
directly from the Regression
formula
IUse the 'Fibonacci Search'
I

Maximize P/D
rp (vary J)

given K'l'
, ( J, K~ given)
'
~ /D Solvee!' f?\_ llirror image of actual
P/0
Figure 11: FIBID Search Technique

-33-
 Several of the procedures listed in Table 4 require the maximum or optimum point of a function
to be calculated. Others require finding a point where the function attains a specific target value. The
program utilizes the Fibonacci Search technique to accomplish both of these objectives.

The Fibonacci Search technique is a method for determining the ma.'<imum or minimum value
of a function in a unimodal range where the tirst derivative is equal to zero at only one point. It has
been stated [51] that in a unimodal function range no technique can be guaranteed to find a minimum
or ma.'<imum in less function evaluations than the Fibonacci Search and that practical experience
indicates that the more complex the function,the more likely it is that the Fibonacci Search will be
required. A more comprehensive treatment of this procedure is given in Appendix 2.

The Optimizer/ Analysis module performs the analysis of the design case by evaluating the data
input by the user and then directing the program execution through the appropriate procedures listed
in Table 4. They are accomplished using several generalized subroutines to perform certain tasks
common to all. These subroutines are discussed further below:

FKT - Calculates K 1 directly from the regression polyncmial give:: J, RPM, D,

P/D, EAl<, a:1d Z.

FKQ - Calculates KQ directly from the regression polynomial given J. RPM, D,

P/d, EAR, and Z.

FNU - Calculates open-water propeller efficiency using the routines FKT and FKQ.

FIB lD - A one-dimensional Fibonacci Search which solves for the independent

variable of a monotone function which is to attain a given target value. Figure
11 presents a graphic interpretation of how this is achieved.

FIB2D - A two-dimensional (nested) Fibonacci Search using the advance coefficient

J, as the outside independent variable and calls FIBlD with P/D as the inside
variable. Then for each J, the routine matches P/D to a target KT or KQ and
seeks the maximum efficiency.

Based on the design case information given by the user, the Optimizer/ Analysis routine will
determine the appropriate sequence of procedures and supply target values for the Fibonacci Search
subroutines. For example, consider the case where diameter, speed of advance, and thrust are given
and an optimum RPM and P/D are sought. The routine would perform a nested Fibonacci Search with
J as the outside variable and P/D as the inside variable. In other words, for each J, the corresponding
RPM is calculated and used to obtain a target KT. A one-dimensional Fibonacci Search is then
performed to match the P/D to the known KT. At this point the efficiency is calculated. The routine
continues in this manner until maximum efficiency is achieved. Table 5 shows the strategies that are
applied to the other design cases. As a result of similarities in variables and their analysis, a number
of cases in Table 5 have been combined within PSOP resulting in 18 distinct cases that the program can
currently handle as shown in Appendix 3.

-34-
 TABLE 5: PROPELLER SELECTION PROqRAM SEQUENCES _

Case Data Fibon. outside Outs ida Inside Inaido

RPM D Va T Pd P/0 search Variable Target variable Tars•t
1
2
3
c Q Q c;
c 0
c a a a G
0 c
c -c
2-D
-~

Q c 2-D
2-D
J
J
J
Opt ! f f
opt Eft
XQ/J"'3
P/0
P/D
P/'0
K'l'
KQ
KT
4 c G G G Q c 2-D J KQ/J 3
4
P/0 n
5 c G a Q c c 1•0
..
J XT/J"'2
6 c 0 Q c c; G 1•0 w :KQ/J'"J
7 c G G c G G 1-D J XQ./J"'J
~ c G G c c 2-0 J Opt Iff P/'0 K'l'
8
9
10
G c
0 c ""
G
-
c G c
G G c
2-D
2•0
J
J
opt Iff
KQ/J""5
P/0
P/0
KQ
RT
11 G G G G G c 1·0 P/0 KT
12 G G G c G c l-0 P/0 I<Q
13 G 0 0 c G c 1-0 P/D KQ
14 c c G G c c
15 G G c c G G 1-D J KQ
16 G G c G c G 1-D J KT
17 c G G G c c 2-D J opt !ft P/D KT
18 c c: G G c G 1-0 J n'/J"'2
19 G Q G c c G
20 c G G c Q G 1-D J KQ/JA'J
21 G 0 G c c c 1-0 P/D Opt E!t
22 c G G G c G l-0 J KT/J""2
23 G G (i' G c c 1•0 P/D KT
24 G G G c G c 1-D P/0 XQ
25 G G 0 c G c
26 c G 0 c Q Q

G- Given e- calculated o- Bollard Q- Torque specified

-35-
 Once the analysis has been completed. the program performs a rough cavitation check using the
Keller Criterion [12] (discussed in Appendix l, under B-Series) to guide the user in the selection of an
appropriate blade area ratio, BAR. This check is performed at each design point analyzed by the
program. Further, it is applied to all propeller types, e.g. B-Series, Gawn, etc., even though other
cavitation criteria may be applicable as with the Gawn criteria cited in Appendix 1. At this time, the
latter criteria have not been incorporated in the program and must be considered externally.

Output Module

Once the Optimizer/ Analysis module has completed its calculations, the Output Module takes
over and presents the results of the analysis. Thrust, torque, and speed of advan-:e may be presented
in dimensional form or in non-dimensional coefficients of KT, KQ, and J. For each point analyzed, the
program displays values of speed of advance, VA, thrust and KT, torque and KQ, diameter, RPM, P/D,
delivered power, and the Keller criterion BAR. In addition, the input values of BAR and number of
blades is indicated. The output is displayed to the screen by default however, the user may elect to
direct output to a file as well.

The Propeller Selection Program

Computer Interface:

The PSOP has been written in the FORTRAN 77 computer language and accordingly can be
operated on any system with an applicable compiler.

User Instructions:

The user instructions are given in Appendix 3. The program is fully interactive and prompts
the user for all required information. Accordingly, a structured format for input is neither appropriate
nor presented.

Source Code Listing:

The FORTRAN 77 Source Code Listing of the program is contained in Appendix 4. This listing
l1as been obtained directly from a IBM compatible PC.

CONSIDERATIONS IN PROPELLER SELECTION

Overall Considerations

At the outset of this paper a list of the main requirements for a ship propeller were given. Those
requirements which can be addressed in the propeller selection process, once the hull lines and
propeller/shafting arrangement has been identified, principally include efficiency, cavitation, propeller
excited vibration, stopping and maneuvering abilities, and compatibility with the prime mover.

-36-
 The stopping and maneuvering aoames can be affected most by consweration of a.
controllable reversible pitch propeller and other novel propeller/rudder systems. The danger of
cavitation and propeller excited vibration can be addressed by selecting a propeller type most
suitable for the environment. e.g. Newron-Rader propellers for a high speed environment.
skewed propellers to minimize vibration, and a number of blades consistent with the vibratorv
scenario. Figure 6 can give a quick indication as to which type of propeller will give the be~t
efficiency for a given type of vessel. Additional attention can be given to this subject during the
development of final blade section shape during the propeller design stage carried out later in
the process as shown in Figure 2. During the initial design stages, the propeller selection
process can best address the ma-ximization of efficiency in terms of the selection of principal
propeller charac~eristics, precaution against cavitation erosion, compatibility with the prime
mover and manufacturing.

Efficiencv

Utilizing the series data heretofore discussed allows for the investigation of optimum
propeller efficiency as it is affected by the principal propeller characteristics of diameter, RPM,
pitch, blade number and blade area. In general, the larger and slower turning the propeiler the
higher the efficiency, however, other factors limit the application of this simplistic approach._
Most prominent are restrictions in the ma.ximum propeller diameter introduced by the hull,
limitation in RPM due to the propelling machinery, and operating conditions experienced after
the vessel has been in service for a period of time.

The amount of power which a propeller will absorb at a given vessel speed will vary with
the condition of the propeller, the surface condition of the hull, the draft and trim of the vessel
and the sea and wind conditions. A typical propeller power absorption characteristic for a trial
condition, with the hull and propeller clean and smooth, at a particular draft and trim, and in
calm sea and wind conditions, is shown in Figure 12. In service, the power absorption
characteristic (at the same draft and trim, and even in calm seas and winds) will move up and
to the left as shown, reflecting the fact that at any particular service speed, an increased amount
of power will be absorbed by the propeller as the condition of the hull and propeller deteriorate
through roughening and fouling.

The sea margin is defined as the difference between the power required to achieve a
particular speed in the trial condition, and the power required to achieve the same speed in
service. The extent and rate of increase of propeller power absorption in service can be limited
by the use of advanced hull coatings and by frequent cleaning or other reconditioning of the hull
and propeller. Sea margins of up to 20 percent are common when weather effects are limited,
but when allowances for extreme weather are included the margin will be higher.

The lower portion of Figure 12, shows the relation between the RPM of a fixed pitch
propeller and the speed of the vesseL This relation enables the power requirements of the vessel

-37-
to be correlated with the output of the prime mover. Controllable pitch propellers permit
adjustment of the propeller power absorption curve to help to compensate for deteriorating
condition of the hull and propeller, but this alone is usually not sufficient reason to fit one.

,._.X!~~ ::~T!~t.;C'-S
--------------+---~- ;>::·.;:;t

~ AV(~AG£
a StRV!Ct
;;S C:.'lOtT!ON
~
"'""<
....:l
Ql:

a:

Figure 12: Speed-Power Curves

-38-
 The most cost effective ..orooeiler
...
desi!2:n
- si10uid be derermined bv- trade-off conside:-ations
that balance the prooulsive efficiencv against :!1e size. \veight and cost of rhe Jrime
mover/transmission ~d consider the .ope;ating conditions t.he- propeller is most lik~iy co
experience. However. the varying circumstances just discussed tend to cloud the matter of
selecting a propeller design point. Furthermore, the efficiency curve of a propeller, as shown
in Figure 4 for example, is rather r1at at the top and consequently the design RPM can vary
somewhat without materially affecting the efficiency. In some cases as with tugs or icebreakers
where high thrust must be developed at very different speeds in the free-route versus towing or
icebreaking conditions respectively, the demands must be balanced and considered on a case by
case basis.

The effect of hull fouling can be treated in a more universal way. Propeller
characteristics are such that the propeller can be designed to operate at an RPM somewhat higher
than that corresponding to the maximum propulsive efficiency without incurring a serious
efficiency penalty. During service as the ship slows and the propeller roughens, rated power
is developed at progressively lower RPM values, but as the propeller has been designed for the
higher RPM, its efficiency remains stable i1eglecting the effects of deterioration :n service.
Selecting the higher RPM also has the benericial effect of reduced propeUing machinery costs
as the rated torque will be lower.

Waterjets have some of their own characteristic considerations. Experience with these is
discussed by Svensson (52] and additional data is provided by Kruppa [39].

Cavitation

Cavitation forms on marine propellers are mainly of the fixed or attached and the vortex
type occurring in shear flow (3]. These types can be subdivided in accordance to their position
on the propeller, e.g. face and back cavitation, or in accordance with the physical nature of the
cavitation, e.g. sheet and bubble, etc. It usually occurs in highly loaded propellers where there
is a breakdown in thrust beyond a certain critical revolution. It manifests itself as noise,
vibration and erosion of the propeller blades, struts and rudders, and eventually affects the
ability of a vessel to reach its desired speed.

Nowadays it is assumed that cavitation damage is primarily caused by the process of

cavitation bubble collapse on the propeller blade surface. When it is impossible or impractical
to avoid such a cavitating condition steps should be taken to minimize the impact. Firstly, the
loading of the blades should be sufficiently reduced. When utilizing methodical test series the
data in Figure 5 as well as the Keller Criterion [12] which has been incorporated in the Propeller
Selection Program are useful in identifying a suitable loading and blade area. As a note,
prevention of cavitation erosion may be enhanced by choosing suitable propeller materials or by
applying protective, metallic or non-metallic coatings.

In the case of higher speed applications, Figure 8 can be utilized to determine whether
propellers designed to operate under cavitating conditions should be utilized. In this case,

-39-
additional design information is provided by Kruppa [39] and Venning and Haberm2.n [:36]
provide significant design information for supercavitaLing propellers.

CompatibilitY \Vith Prime \fover

Figure 12 indicates the relationship between the propeller power absorption cur~:e and
the vessel speed-power characteristics. At any steady state operating conditions these must
match. As can be seen from the general and schematic representation in Figure 12 for the trial
and service conditions noted the propeller absorbs the same power at different RPM's. For a
tixed pitch propeller this is identical to saying that the propeller absorbs the same power at
different torque:

Q = SHP (14)
N
Gas turbines and steam turbines tend to be constant-power machines such that within
limits, if rated torque is reached at an RPM that is somewhat less than rated, additional torque
is developed until rated power, corresponding to the flow through the power turbine, is reached.
This codd naturcJly allow forth.:! variation in RPM and torque relati.or.ship .shown in Figure 12.
Diesel engines on the other hand have no significant over-torque capability. The torque
developed by a diesel engine is proportional to the cylinder pressure, which has definite limits.
Therefore, when the engine is producing its maximum torque, it may produce only the maximum
power at maximum RPM as opposed to gas and steam turbines. In service, if the load on the
diesel engine requires more than the engine s rated torque, the engine will become over!oaded
with resulting deterioration of performance and increased maintenance. For this reason,
propellers should be designed so that during sea trial conditions, when they are new, they
develop rated power at an RPM that is a small percentage faster than rated. During service as
the ship slows and the propeller roughens, rated power is developed at progressively lower RPM
values, but still within the continuous service power rating (torque) of the main engine. This
consideration is important in the design of all types of propulsion plants, but it is of particular
importance with diesel-driven ships, because the shaft horsepower that can be developed and
consequently the ship speed, can otherwise be limited. SNAME [531 and Kresic and Haskell
[541 give suggestions for the selections the design point for diesel engine applications and
conclude that it is prudent to investigate the engine-propeller compatibility over all operating
conditions.

Manufacturin2

Even the simplest screw propeller with constant pitch, flat face blade sections and
symmetrical blade outline is a comparatively complicated geometric object. To produce a
pattern, a mold, and fmally a casting which conforms to all the requirements of pitch, rake,
track, blade spacing, blade width, blade thickness and shape,and also the specific material
physical and chemical properties, all without detrimental effects, is a significant accomplishment.

-40-
 Deviation from simple screv,; geometry or material inevitably aaas cost :o r:.e
manufacturing process. As an examole. . the B-Series .orooeilers
.. with their alrfoii shaoe
. and
rounded leading edge are more difficult to manufacture than the Gawn-Burrill propeilers \Vith
tlat face and a back of circular arc.

APPROACH TO ADDITIONAL DATA BASES

General

The availability of propeller selection computer programs such as that presented herein
has heightened the need for Kr-~ VS J propeller data in polynomial format as given in equations
[12] and [13].

The usefulness of such mathematical expressions would even extend to an expression of

the Kr-~ vs I for a single propeller. As an example, a vessel operator could quickly evaluate
the effectiveness and efficiency of different towboats fitted with different propellers more
acc:.1r:1te~y utilizing the acn:al perfor:11ance da~ of :hose propellers.

O'Brien [2] presents a procedure for modifying standard series data to suit a non-standard
propeller. Herein an approach is proposed for consideration which directly develops polynomial-
expressions based on data of the derived prpeller. It does require the availability of a relatively
simple regression analysis software package that is readily available from a number of sources
for PC computers.

Approach

The mathematical modelling of propeller open water data to arrive at polynomial

expressions is accomplished by regression analysis wherein the raw data for Kr-KQ vs J is fitted
with two single curves, each representing its least squares fit to the data.

Radojcic (16] has recounted the evolution:

(1) Test data of a single propeller may be satisfactorily represented by a third degree
polynomial.

(15)

(2) For a series with all parameters constant except P/D van Lammeren and van
Manen [17] derived a ten term polynomial of sixth order for the B-Series.

(3) For a series where only blade number is a constant van Lammeren and van
Manen [17] have derived a sixth order polynomial of from 17 to 25 terms for the
B-Series.
 (.+) For variations of J.ll parameter Oosterveld and Oossanen [18] derived a sixth
order poLynomial of from 39 to 47 terms for the B-Series.

A number of investigations [16,25] have utilized the B-Series polynomial expressions with
modification to the coefficients for representing other propeller type series. Obviously as
discussed above the more extensive the range of data the more involved the mathematical
compLexity becomes.

This previous work can be utilized to mathematize miscellaneous propeller data for
1
utilization within a propeller selection program in an analysis mode where "what if scenarios can
be investigated with a known propeller.

Fortunately, as can be seen from the equation description above if a numerical

representation is desired for a single fixed pitch propeller or a single controllable pitch propeller,
the mathematical representation is less tenuous. This is considered in more detail by Daidola
and Reyling [55] and software is provided to aid in the analyses. As an example of the results
consider a towboat controllable pitch propeller for which open water test results were available
for fcur pitch settings [55]. The regressed coefficient3 are give in Table 6 and the calculated
efficiency curves using these coefficients are show in Figure 13 and exhibit no appreciable
difference to those of the open water tests. These coefficients are used in one of the design-.
example problems of the next section which utilize this propeller.

CASE STUDIES

General

The case study examples given below are intended to demonstrate some of the PSOP
capabilities and to describe its output.

Table 7 presents data for the three examples' vessel hull and propulsion system
characteristics which were available as background information or for input into the program.
Where the word "varies" appears in the table, it is intended to indicate that a curve or vector
of data was available.

-42-
 liodal !fo. 322 (CPt)
0.7

0.5

.....,.
(,1

0
0.+

....
:.l

......
~ 0.3

0.2

0.1

0
0 o.z 0.+ 0.5 o.a
J
a Pitch • 1780 mm + Pitch • 1~ m.m
0 Pitch :a 1270 m.m 4. Pitch • 1(01 m.m

Figure 13: CPP Calculated EfficiencY• from Reoression

e

AO,O AIJ,1 AIJ.2 AIJ,3 A1,0 A1,1 A1.3 ,U.1 Aa,O A8,1

-0.047 0.0958 -0.2i1 0.200 0.49 -1.18 -0.016 1.0157 0.0621 -0.465

90,0 90,1 90.2 90,3 81 '1 81 ,3 82,0 S2.3 86,0 86,1

0.0031 O.OOM -0.013 0.037 -0.0 -0.12 0.0673 0.1012 0.0204 -0.047

-43-
 TABLE 7: Case Study Vessels - Data Given

VESSEL ClTDDY CABIN CONTAil'lERSHIP HARBOR TGG

SPORT FISHER_\IA~

Hull Characteristics

LOA 32'-6" 715'-0" 107' -0"

LBP 30'-0" 685'-0" 100'-0"
Beam 10'-9" 103 '-0" 26'-6"
Speed 40 knots varies varies
t. 9000 lbs 22,400 L.Tons 400L.Tons

Propulsion .

EHP 355 vanes varies

11R 1.0 1.03 vanes
T/11 1.0 1.0-l-7 vanes
D 22, -0" 7.55'
P/0 1.082 vanes
BAR .83 .50
RPM 4000( engine) 300
Blade ::-fo. 3 4 3

Examole 1 - Cuddv Cabin Soort Fisherman

This example demonstrates the PSOP's optimization capabilities. The objective is to select the
optimum propeller for a small cuddy cabin sport fishing vessel which requires 355 EHP to travei at a
speed of 40 knots. Available propeller design data for this craft had utilized the Newton-Rader
propellers but as previously mentioned, it was not possilbe for the authors to obtain valid KT-KQ data
with the regression polynomials available in Reference [31]. As a result, the Gawn KCA cavitating
propeller series operating at a cavitation number of 0.5 were utilized for this case. The vessel has an
engine RPM of 4000 and a choice of possible reduction ratios of 1:1, 11/z: 1 and 2:1. The approach,
therefore, is to determine the optimum diameter and pitch for each possible reduction ratio.

This problem corresponds to Case Number 8 from Table 4. The program requires as input the
RPM, vessel speed, and required thrust as calculated from the EHP. Additionally, the user must input
a blade area ratio, which is assumed to be 0.71 for this example. Based on the above data, the program
produced the following results which compare reasonably with results of manual analyses for this vessel
utilizing Newton-Radar propellers:

-44-
Reduc~ion Ratio l:l l 1::: 1 2: l
P:-ooeller RP~'f ..!.000 2670 :woo
Optimum Diam. (Ft.) 1.193 l.-+53 1.670
Optimum Pitch 1.129 1.333 1.522
Prop. Efficiency 0.6727 0.6930 0.6962
Required DHP 527 511 509

Examole 2 - Containershio DHP Estimate

In this example, a DHP curve is to be constructed for a containership with stock NSMB B-
Series propeller and a known EHP curve and propulsive coefficients. The propeller particulars
are:

Diameter 22 ft.
P/D 1.082
BAR 0.83

This example corresponds to Case Number 5 in Table 5. The program requires as input
the propeller diameter, blade area ratio, and P/D, the vessel speed-thrust curve as calculated
from the EHP data, and the wake fraction, thrust deduction, and relative rotative efficiency data.-

The resulting program output is presented in Table 8. The corresponding DHP curve is
presented in Figure 14, along with the original EHP data for the vessel.

Example 3 - Harbor Tug with CP Prooeller

This example serves to demonstrate the program's ability to utilize independently

obtained propeller regression series. The series used for this problem is the CPP tug propeller
data based on the regression coefficients listed in Table 6.

The objective of this example is to determine the correct pitch for a controllable pitch
propeller fitted on a harbor tug to develop a rated horsepower of 1150 at 300 RPM. The free-
running vessel speed at this RPM and power is also desired. The propeller diameter is 7.55 ft.
and the BAR is 0.50. Model test data for the tug is available.

This example corresponds to Case Number 11 in Table 5 where diame:er, design

horsepower, and design RPM are known and a speed-thrust curve is available. The program
found the correct P/D for full power absorption at rated RPM to be 0.683, which may be
compared with a P/D of 0.680 found by manual calculation. Tne corresponding free-running
speed at this pitch was found to be 12.96 knots. The program output for this example is
presented in Table 9.

-45-
 35-,------.-,
1
;j I I
!
·- .... i
..... !
1-- =l
30 ~~"·----·--~--------..t------~----~-f:::::.~--~---------1
I I / I
EHP I ~ I ................
l I ! i. . . . . . \ DHP
·-·--t·---·---~-·-···~----~~-7f-----~····· . -+--·. . . . . . ..
'-tJl --8
25 ------·..----,
.I I
!
!
! ... ···
... ...-i
i
/1; ;
~8. ~ ---t-···. ·------r-·. -·.
20 .........
t

1
!

,
J _.-
··-···---r~::r---~-.......... .
.r
l i
------..·t·---------.. . . . . .
!
I i ......-i '
~ J i .. ·· i i

~
E ~ 15 .......... ·------f-----···. ·······--·-·-f-7·~::~:~...-...~·--- ----..···-f---------·-·i..........._..................
;

!I
i /.•

. . ········!,·' I
:

I!
I

l I
1a --.. ~-. -----r-,...,,:,::·---~,~
... ...-
---·--·---t, -·---t______t___ . . .I l

------t. ·-. ·----·-+-.. .·--------l-··------.. . . . .

I !

5 --------·-~. ·-------+-·.
'!! l
.
I I
I
l
i
I' I
I
l !; :;
I r •
0 +-------~----~~~------~---------~-------+----
16 18 20 22 24
VesseiSpeed,Knom

Figure 14: Containership Speed/Power

-46-
 TABLE 8: Program Output for Containership

PROP!LLER ANALYSIS RESULTS

N'O. BL.\.02$ • 4
BUD! AREA RATIO • S.JOOOOO!•OOl
HUB IMM~SION • ~6.0000000 F'r
V KTS lS. 00 20.00 24.00 24.00 26.00
THRUST 143470. lS9l51. 240345. :101815. :175640. LBS
TORQUE 616912. 7S4J5l. 991704. 12::39015. 153:3684. FT-LB5
OHP 9209. lJ llO. 18446. 25472. :14658. HP
EHP 6573. 9317. lJ 022. 178-40. 24053. HP
PITCH 23.80 23.80 23.80 23.80 2J.ao n
OIAM. 22.000 22.000 22.000 22.000 22.000 FT
RPM 90.757 90.420 100.623 lll.lll U2.248
NON-DIMENSIONAL DATA
P/0 1.082 1.082 1.08l 1.082 1.082
Jop .7860 .7800 .7710 .7610 .7500
l<T .1756 .1787 .1833 .1884 .1941
l<Q .0332 .0337 .0344 .035;1 .0360
ETA 0 .6614 .6586 .6!542 .6491 . 6432
MIN BAR .446.513 .591 .700 .822
Stop - Proqram terminated.
C:\FORTRAN>

TABLE 9: Program Output for Tug

PROPELLER ANALYSIS RSIULTI
NO. BL.A02S • 3
BLADE AREA RATIO • 5.000000!:-001
HlJ"B IMMZR.SION • 1o.ooooooo rr
V KTS 12.00 12.25 12.75 13.00 l2. 96
THRUST 12095. 12420. 15667. 20558. 20501. LBS
TORQO"! 11639. 12008. 14950. U709. 19624. FT-I.J!SS
DHP 682. 703. 876. 1155. 1150. ~
EHP J57. 374. 491. 657. 654. H.P
PITCH 4.02 4.12 4.60 5.17 5.15 FT
DIAM. 7.546 7.546 n
RPM
7.5-46
300.000 300.000 '·''"
300.000
7.5·46
300.000 300.000

NON-OIMZNSIOHAL DATA
P/0 • 533 .546 .609 .us .683
J'op .4053 .4138 .4307 .4391 .4378
X'!' .0750 .0770 .0971 .U74 .1371
XQ .0096 .009' • 0123 .OlU .0161
E'I'A 0 .5059 • !1-40 .5420 .S501 .5494
MIN BAR .371 .376 .422 .491 .490
stop - Proqraa ta~inate4.

C!\!'OR'l'RAH>

-47-
 ~01\:fE~CLA TITRE

(J) = pitch angle

if; = rake angle
N = number of blades
p = P/D = Pitch ratio
P =Pitch
D =Diameter
r = tiD = blade thickness ratio
= equivalent blade thickness at the axis of rotation
d3 = diD = boss ratio
d = diameter of boss
ap = projected area ratio
a0 = developed area ratio
aE = expanded area ratio
:\o = ~rD2/4
Ap =projected area of blades
A0 =developed area of blades
AE =expanded area of blades = EAR
BHP =Brake Horsepower
EHP = Effective Horsepower
SHP = Shaft Horsepower
DHP = Delivered Horsepower = P 0
Q =Torque
n =Shaft RPM
N = Shaft revolutions
T = Thrust
THP = Thrust Horsepower
VA = Speed of Advance
Vs = Ship or Craft Speed
1'/s = Behind the hull efficiency
R = resistance of the immersed hull and the air resistance of the superstructure
1'/R = relative rotative efficiency
17H = hull efficiency
1'/o = propeller open water efficiency
1'/s = behind the hull efficiency
KT = propeller thrust coefficient
~ = propeller torque coefficient
J = coefficient of advance
r = arbitrary radius
rc = thrust load coefficient = Tl(lhp Ap V20.7 r)
p = water density
r = radius of propeller = D/2

-48-
REFERENCES

1. Principles of Naval Architecture, SNAME, 1967.

2. O'Brien, T.P., The Design of Marine Screw Propellers, Hutchinson & Co., Ltd., 1962.

3. Principles of Naval Architecture, Vol.II, SNAME, 1988.

4. van Manen, J.D., "The Choice of the Propeller," SNAME MT, pp.l59-l71, No.2,
April 1966.

5. Van Oossanen, P., "Calculation of Performance and Cavitation Characteristics of

Propeller including Effects of Non-uniform Flow and Viscosity," NSMB Report -+57,
Netherlands, 1974.

h. Saba the, P. aJ1d Guieysse, L., "A.coustique Sous-Marine," Dunod .Paris, 1964.

7. Daidola, John C., Optimal Propeller Selection from Systematic Series, Univ. of Mich.,
1972 (unpublished).

S. Taylor, D.W., The Speed and Power of Ships, U.S. Government Printing Office,
Washington, D.C., 1943.

9. Troost, L, "Open Water Test Series with Modern Propeller Forms," Trans. NECI,
1950-51.

10. Thornycroft, J.L and Barnaby, J.W., "Torpedo Boat Destroyers," Minute of Proc.
of the Instituti?n of Civil Engineers, Vol. 122, part IV, 1894-1895.

11. Burrill, L. C., "Developments in Propeller Design and Manufacture for Merchant
Ships," Trans. of the Institute of Marine Engineers, 1943.

12. Keller, J. aufim, "Enige Aspecten Bij Het Antwerpen Van Scheepsschroeven," Schip en
Werf, No. 24, 1966.

13. Gawn, R.W.L., Effect of Pitch and Blade Width on Propeller Performance, INA
Vol.95, 1953.

14. Newton, R.N., Rader, H.P., "Performance Data of Propellers for High-Speed Craft,"
RINA Quarterly Trans., April, 1961.

15. Caster, E.B., "TMB 3-Bladed Supercavaitating Propeller Series," DTMB Report 1193,
Aug. 1957.

-49-
16. Radojcic, D .. "0:fathematical Model of Segmental Section Propeller Series for Open-
Water and Cavitating Conditions Applicable in CAD," SNAME Propeller
Symposium, 1988.

17. van Lammeren, W.P.A., van Manen, J.D., and Oosterveld, M.W.C.. "The
Wageningen B-Screw Series," SNAME Trans., 1969.

18. Oosterveld, M.W., P.van Ossanen, "Further Computer-Analysed Data of the

Wageningen B Screw Series," International Shipbuildung Progress, Vol.22, No.251,
July 1975.

19. W.P.A. van Lammeren, L. Troost, and J.G. Konig, "Resistance, Propulsion and
Steering of Ships," H. Starn Haarlem, Netherlands, 1948,

20. Chase A, MRMR (Computer Program), NAVSEA, U.S. Navy, 1967.

21. H2.dler, J.B., "The Selection of an Optimum Propeller for Commercial Ships," NTIS.
MA-RD-840-39002, November, 1988.

22. Lerbs, H. W., "Moderately Loaded Propellers with a Finite Number of Blades and an
Arbitrarv Distribution of Circulation," Transactions, SNA~tfE, Vol. 60, 1952.

23. Eckhardt, M.K. and Morgan, W.B., "A Propeller Design Method," Transactions.
SNAME, Vol. 63, 1955.

24. Taylor, D. W., "The Speed and Power of Ships," US Government Printing Office,
Washington, D.C., 1943.

25. Blount, D.L., Hubble, E.N., "Sizing Segmental Section Commercially Available
Propellers for Small Craft," Propellers 1981, SNAME Symposium, 1981.

26. Burrill, L.C., Emerson, A., "Propeller Cavitation: Some Observations from 16 ins.
Propeller Tests in the New King's College Cavitation Tunnel," NECIES, Vo1.70,
1953.

27. Gawn, R.W.L., and Burrill, L., "Effect of Cavitation in the Performance of a Series
of 16 ins. Model Propellers," INA, VoL99, 1957.

28. Propellers '88 Symposium, SNAME, 1988.

29. Baker, G.S. and Riddle, A.W., "Screw Propellers of Varying Blade Section in Open
Water," Parts I and II, INA, Vols. 74 and 76, 1932 and 1934.

-50-
30. Kozhukharov, P .G., "Regression Analysis of Gawn-Burrill Series for Appiication :n
Computer-Aided High-Speed Propeller Design," Proc. 5th fnt. Con f. on High-
Speed Surface Craft, Southampton, May 1986.

31. Kozhuk.harov, P.G., Zlafev, Z.Z .. , "Cavitation Propeller Characteristics and Their
Use in Propeller Design," High Speed Surface Craft Conference, London, ~'fay.
1983.

32. Tulin, M.P., "Supercavitating Flow Past Foils and Struts," Natural Physical
Laboratory Symposium on Cavitation in Hydrodynamics, 1955.

33. Rutgersson, 0., "Supercavitating Propeller Performance Influence of Propeller

Geometry and Interaction Between Propeller, Rudder and Hull," Joint
Symposium on Design and Operation at Fluid Machinery, Fort Collins,
Colorado, June 10-14, 1978.

34. Tachmindji, A.J. and Morgan, W.B., "The Design and Estimated Performance of a
Series of Supercavitating Propellers," Second Symposium on Naval Hydrodynamics,
Washington, D.C., 1958.

35. Kozhak.horov, P.G., "Creation and Utilitzation of Data Base for Design and Analysis
of Cavitating Screw Propellers," SNAME Propeller Symposium, 1988.

36. Venning, 'E. ·and Haberman, W.L., "Supercavitating Propeller Performance, Trans.
II

SNAME, 1962 pp. 354-417.

37. Caster, E. B., "TMB 2-,3-,4-Bladed Supercavitating Propeller Series, DTMB Report
II

1637.

38. Cummins, R.A., Morgan, W.B. and Boswell. R.J., "Highly Skewed Propellers,"
SNAME Trans., 1972.

39. Kruppa, C.F.L., "High Speed Propellers, Hydrodynamics and Design," University of
Michigan, 1967.

40. Hadler, J.B., Morgan, W.B., and Meyers, K.A., "Advanced Propeller Propulsion for
High-Powered Single-Screw Ships," Trans. SNAME, 1964.

41. Gent, W. van and Oosterveld, M. W.C., "Ducted Propeller Systems and Energy Saving,"
Proceedings International Symposium on Ship Hydrodynamics and Energy Savings,
Madrid, 1983.

42. Daidola, J.C. et al, "Propulsion Systems for Slow Amphibians," SNAME Propeller
Symposium, 1981.
43. van Manen, J.D., "Results of Systematic Tests with Vertical Axis Propellersn, NS~lB
Publication No. 235b, 1966, also International Shipbuilding Progress, Vol. 13.

44. Lerbs, H. W., "On the Effect of Scale and Roughness on Free Running Porpellers,"
Journal AS;\1E, 1951.

45. Burrill, L.C., Emerson, A., "Propeller Cavitation: Further Tests on 16in. Propeller
Models in the King's College Cavitation Tunnel," Int. Shipbuilding Progress, Vol.
10, No: 104, April 1963.

46. Emerson, A., Sinclair, L., "Propeller Cavitation: Systematic Series Tests on 5- and 6-
Bladed Model Propellersn, Trans. SNAME, 1967. ·

47. Lindgren, H., "Model Tests with a Family of Three and Five bladed Propellers,"
SSPA publication No. 47, 1961.

48. Lindgren, H. and Bjame, E., "The SSPA Standard Propeller Family Open Water
Characteristics," Publication No. 60, SSPA, 1967.

49. Mavludov, M.A., Roussetsky, A.A., Sadovnikov, Y.M., Fisher, E.A., Propellers for Hiqh-Soeed
Ships. Sudostroenie, Leningrad, 1982, (in Russian).

50. MacPherson, D.M., "Reliable Propeller Selection for \Vork Boats and Pleasure Craft: Technique
Using a Personal Computer," Fourth Biennial SNAME Power Boat Symposium, 1990.

51. Dixon, L.C.W., Nonlinear Optimization. the English Universities Press, 1973.

52. Svensson, R., "Experience with Water Jet Propulsion in the Power Range Up To 10,000 KW,
SNAME Power Boat Symposium, 1985.

53. "Marine Diesel Power Plant Practices," SNAME T&R Bulletin No. 3-49.

54. Kresic, M. and Haskell, B., "Effect of Propeller Design-Point Definition on the Performance of a
Propeller/Diesel Engine System with Regard to In-Service Roughness and Weather Conditions,"
SNAME Trans., 1983.

55. Daidola, J. C. and Reyling, C.J., "Polynomial Representations of Propreller Characteristics,"

SNAME
Chesapeake Section, September, 1991.

56. Wilde, D.J., and Beightler, C.S., Foundations of Optimization. Prentice Hall, 1967.

57. Nowacki, H., "Computer-Aided Ship Design Lecture Notes," The University of Michigan, Dept. c
Naval Architecture and Marine Engineering, Report No. 018, 1969.

-52-
APPENDIX 1 PROPELLER SERIES POLYNOMIALS

B-Series
Table A-1 gives the coefficients and terms for othe KT and Ko of the a-
Series propellers. Table A-2 gives the correction for Reynolds number where:

Co.75R \ !vA 2 + ( 0. 75nr1D) 2

Rn = (A-l)
v

C0.75R = chord length at 0.75 radius

.... = kinematical viscosity

The polynomials in Tables A-1 and A-2 are for the blade thickness -
chord length ration equal to:

(0.185-0.00125Z)Z
t(co.7sR = (A-2)
2.073As:/Ao

A-1
TABLE A-1: B-SERIES COEFFICIENTS AND TERMS OF THE KT AND Ko POLYNOMIALS [FOR
Rn =2 :X 10"']

K. - I [C~•~· .(Jf.(PI[})'.(Acl AJ•.(rl]

K. - --~· C~..... (J)•.(P I lJ)'.(A 1 /
A.)•.(z')
s t 11 v s t 11 v
KT ~ cLt.... (J)(PID)(A,IA.)(z) K. c..
L .... (J) (PI D) (A rl A.) {z)
+0.00880496 0 0 0 0 +0.00379368 0 0 0 0
-0.204554 1 0 0 0 +0.00886523 2 0 0 0
+0.166351 0 1 0 0 -0.032241 1 1 0 0
+0.158114 0 2 0 0 +0.00344778 0 2 0 0
-0.147581 2 0 1 0 -0.0408811 0 1 1 0
-0.481497 1 1 1 0 -0.10S009 1 1 1 0
...-0.~15437 0 2 1 o· -O.CS85381 2 1 1 0
+0.0144043 0 0 0 1 +0.188561 0 2 1 0
-0.0530054 2 0 0 1 -0.00370871 1 0 0 1
+0.0143481 0 1 0 l +0.00513696 0 1 0 1
+0.0606826 1 1 0 1 +0.0209449 1 1 0 1
-0.0125894 0 0 1 1 . +0.00474319 2 1 0 1
+0.0109689 1 -0.._ 1 1 -0.00723408 2 0 1 1
-0.133698 0 3 0 0 + 0.00438388 1 1 1 1
+ 0.00638407 0 6 0 0 -0.0269403 0 2 1 l
-0.00132718 2 6 0 0 +0.0558082 3 0 1 0
+0.168496 3 0 1 0 +0.0161886 0 3 1 0
-0.0507214 0 0 2 0 +0.00318086 1 3 1 0
+0.0854559 2 0 2 0 +0.015896 0 0 2 0
-0.0504475 3 0 2 0 +0.0471729 l 0 2 0
+0.010465 1 6 2 0 +0.0196283 3 0 2 0
-0.00648272 2 6 2 0 -0.0502782 0 1 2 0
-0.00841728 0 3 0 1 -0.030055 3 1 2 0
+0.0168424 1 3 0 1 +0.0417122 2 2 2 0
-0.00102296 3 3 0 1 -0.0397722 0 3 2 0
-0.0317791 0 3 1 1 -0.00350024 0 6 2 0
+0.018604 1 0 2 1 -0.0106854 3 0 0 1
-0.00410798 0 2 2 1 +0.00110903 3 3 0 l
- 0. {}()()6()6.848
0 0 0 2 -0.000313912 0 6 0 1
-0.0049819 l 0 0 2 +0.0035985 3 0 1 1
+0.0025983 2 0 0 2 -0.00142121 0 6 1 1
-0.000560528 3 0 0 2 -0.0038363'7 1 0 2 1
-0.00163652 1 2 0 2 +0.0126808 0 2 2 1
-0.000328787 1 6 0 2 -0.00318278 2 3 2 1
+0.000116502 2 ·6 0 2 +0.00334268 0 6 2 1
+0.~ 0 0 1 2 -0.00183491 1 1 0 2
+0.00421749 0 3 1 2 +0.000112451 3 2 0 2
+0.0000500229 3 6 1 2 -0.0000297228 3 6 0 2
-0.001465M 0 3 2 2 +0.000269551 1 0 1 2
+0.00083265 2 0 1 2
+0.001553:U 0 2 1 2
+0.000302683 0 6 1 2
-0.0001843 0 0 2 2
-0.000425399 0 3 2 2
+0.0000869243 3 3 2 2
-0.~ 0 6 2 2
+0.0000664194 1 6 2 2

A-2
 TABLE A-2: POLYNOMIAL FOR B-SERIES REYNOLDS NUMBER CORRECTION
[ABOVE Rn = 2 X 10 6 ]

KT = 0.000353485
-0.00333758(AE/Ao)J 2
-0.00478125(AE/AQ)(P/D)J
+0.000257792(logRn-0.301) 2 • (AE/Ao)J 2
+0.0000641392(logRn-0.30l)(P/D) 6 ,J 2
-0.0000110636(logRn-0.301) 2 (P/D) 6 J 2
-0.0000276305(logRn-0.301) 2 Z(AE/Ao)J 2
+0.0000954(logRn-0.30l)Z(AE/Ao)(P/D)J
+0.0000032049(logRn-0.30l)Z 2 (AE/Ao)(P/D) 3 J

Ko = -0.000591412
+0.00696898(?/D)
-0.0000666654Z(P/D) 6
+0.0160818(AE/Ao) 2
-0.00093809l(logRn-0.30l)(P/D)
-0.00059593(1ogRn-0.301)(P/D) 2
+0.0000782099(logRn-0.301) 2 (P/D) 2
+0.0000052199(1ogRn-0.30l)Z(AE/Ao)J 2
-0.00000088528(logRn-0.301) 2 Z(AE/Ao)(P/D)J
+0.000023017l(logRn-0.30l)Z(P/D) 6
-0.00000184341(logRn-0.301) 2 Z(P/D) 6
-0.00400252(lofRn-0.30l)(AE/Ao) 2
+0.000220915(logRn-0.301) 2 (AE/Ao) 2

When it can be assumed that an increase or decrease in blade section

thickness relative to Equation A-2 does not influence the effective camber and
pitch, the effect on thrust and torque can be ascertained by calculating an

J
effective nsw value for the Reynolds number according to:
1+2(tjc)o.7sR _ (A-3)
= exp
R1 no.7SR
L
14.6052
r-- +
\ 1+2{t/c) o.7sR
1
• (lnRno.7SR - 4.6052)

= effective Reynolds number for a change in (t/c)o.7sR

A-3
 ~d
(t/c)~o.7sR =new t/c value at 0.75R

An indication as to the required blade area ratio of fixed pitch

propeller can be obtained by the formula from Keller [18,12}:

AE (1.3+0.3Z)T
= +K
Ao (Po- Pv)·D 2

where
AE
= exp~ded blade area ratio
Ao
z = number of blades
T = propeller trhust in kg
p = static pressure at centerline of propeller shaft in kg/m 2
v = vapor pressure in kg/m 2
K = const~t which can be set equal to 0 for fast twin-screw ships
K = 0.10 for other twin-screw ships

K = 0.20 for single-screw ships

AEW Gawn Series/Commercial Segmental Section Propellers

Table A-3 gives the coefficients for the KT ~d Ko of the AEW Gawn
Series/Commercial Segmental Section Propellers [25}.
The 10 percent back cavitation line for cro.7R can be represented by the
equation

~c = 0.494 cr 0 · 88 (A-4)
~d is used as a desisgn criteria for adequate blade area to avoid perform~ce
degradation and cavitation erosion.

A-4
 TABLE A-3: COEFFICIENTS AND TERMS OF KT and Ko POLYNOMIALS

SEGMENTAL
.." SEGMENTAL
....
PRQpt<rfFRS 3 u v PROPEU..ERS s t u v
CT I .II l"/01 C[,UI IZI 1 CQ I .II C"lnii[Aal IZI

z
l •o05546l630t
.;z17Joto<~oo
t
\
0
0
0
0
0
0
l
l
.tt51!5191. .
.tUIA46taa
• •• •• •
l
0

•
3 ••uosJt•o~.;o-
,1511100000
0
0 z
1 0
0
0
0
l
4
··044ll5:lltll
·••••:~~zuea
•
l 1
•• a0 I
!I
4
•,l47!5UOOOO
•,4814970000
2
1 l• l
1 • 0
s -.o•taatlUt
•1 -.17731967 .. •1 l1 •• I
I
7 ,J 7812Z7SQO 0 z 1 0 ··•••s:~~u .. a 1 I 0

•
I o0lU04JOaO
•,053005•oto'
0
2 •• 0
0
l
l • . .,a9n5u ..
. . :37111111 •1 • • • I I
I
11 ·Ol•J•uooo 0 1 0 1 11' • tt!U:'!I .... t
•1 1 •• 1I I
11
12
.uouzr.ooe
•o01251UOOO
1
0
1
0 •1 1
1
11
ll
.oZH449ttt
.ot474llttt l
• 1
2 I
IJ
14
o010'1619000
•,1J36U0ot0
1
t
0
l
l
t
1
0
1l
14
-.ot7234tMt
.ot•ll.lMtt 1
•1
2 I
1 I
15 .ooz•ll570o 0
•• t 0 15 •ot2t94tlUt • • l I l
a
17
•oOOO!lOOZOO
ol6h9UOOO
2
l
0
• 16 ••ssattiUt
,
l
• •• I

. ,.........
0 l 0 17 • euu. .tal l 1
Ia·
19
• U634542tO
o0436flJ6oa
0
z
0
0
2
l
0
0
11
19
.otllttiMI
.oU9t4l!ltt
1
• •
1
z ••
21 •o031lh9JIQ l
•• 2 0 z• 1 I I I
••
• •z
21 o0124'1ll500 I 2 0 u . . . 7U64ltt 3 z
22 •,0064U720CI 2 • 2 a lZ -.1111 ...... 1 2.

•••
Zl •,OQ8417ZSOO 0 l 0 I Zl •• u ...satt• 3 I 2
H o0l614l•OOII 1 l 0 1 24 •• l . . . . . . . . z J
zs •.OOIOZZ96U l l 0 I lS •••.336914. . . t l l
26
21
•,OJ177910U
.0116040000
0
l
l
0
1
2
1
1
z•
l1
•ott3St1Z4tt
•• utusaaeo
I
]••• z I l
•
21 •o0041079ttl t 2 z 1 Zl .etlltMltt :s· 3 1- 1

••• • • •• •
29 -.ooo•n•••o I z H -.aeuuout 1

••
31 ··OO•••totov l z ll .at3!1A951tt :s· I 1
31 , OOl!,tloJUO z 2 ll ••ttl411Uit ••1 • 1 I
•• • • a
ll •oU0!56052te l I 2 ll . . . . Ja~711 I 1
ll -.ooans2tt l 2 2 J:S .tlZIAt.3UI l 1
34 -. 000l217170 1 • • z l6 ••ttUN1hl I l I 1

•• •• • ···~· •:s ' •• z

35 • uuusezo z z Jl z I
l6 oU069190411 1 z ~ •ottli349Ut l 1
l7
Jl
Jt
.0042174911
.ooouuzz•
••OIHI564tl
• • z
l
l

l
1
1
2
2
z
JT

.
ll
ll
••
...........
. . .11114111
......,..nae
.....3,.511
'•• • zz
'•• •••
z
z
3
1 1
1
i1

...
39 s t u v ,ttlH.l.3MI I I
z
I
K.r· r1•1 c.r1
(J} 1 (P/D) 1 (EAR) 1 (Z) 1 •<~

.,... .............. ..
4.3
,llt.311M.341
·····1114lttl
-.ttt4l'$.3. . .• • t
a
z a
z
l
I

, •••••'K4,.. • •• l 'z
. . . . . . .9143 l l
I

. 47
~ r CQ
s
(J) 1 (P/D) 1 (EAR) 1 (Z) 1
t u v 1

1
1•1

A-5
 ·rhe maximum Kr is represented by
'Cc = 1.2 (J0.7R (A-5)

in the transition (partially cavitating) region. tc becomes constant in the

fully cavitating region and can be represented as
'Cc = 'Ccx = 0.0725 (P/0) - 0.0340 (EAR) (A-6)

The maximum torque loading coefficient Qc in the transition region for

oo.7R is given by
Qc : 0.2 (P/0) 0(0.7 + 0.3~ (EARJ0.9J (A-7)

and in the fully cavitating region

Qc: Qcx = [0.0185 (P/0} 2 - 0.0166 (P/0)]

(A-8)
These relations are applicable for P/D from 0.6 to 2.0 and for EAR from
0. 5 to 1.1. The assumpti-on is made that they apply to 4-bladed as well as 3-
bladed segmental propellers, since a similar analysis of Wageningen B-screw
series cavitation data for 4-bladed and 5-bladed propellers showed no
substantial difference with number of blades.
For design purposes it has been suggested (25] that a factor of 80
percent be applied to tc and Qc in the transition zone but not to 'Ccx and Qcx
for the fully cavitating regime.

KCA Gawn-Burrill Propellers

The coefficient for the KT and Ko polynomials are given in Table A-4.
For up to 10 percent back cavitation the DAR can be expressed as:

DAR~Kt•(0.1937•(0o/(l-w) 2 ) 0 · 68
(1.067-0.229•(P/D))

(A-9)

A-6
TABLE A-4: COEFFICIENTS AND TERMS OF KT and Ko POLYNOMIALS FOR OPEN-WATER
CONDITIONS

16
Kt " Z'Cr10lAd/Aolx. (?/DJY. (Jlz
1

17
K = 2:Cq·10e(Ad/Aolx·(P/DJY.(JJ.z
q 1

cc e X y z cq e X y z

0.1193852 0 0 0 0 1.5411660 -3 0 0 0
-0.6574682 0 0 0 1 0.1091688 0 0 0 1
0.3493294 0 0 1 0 -o.3102420 0 0 0 2
0.4119366 0 0 1 1 0.1547428 0 0 0 3
-0.1991927 0 0 2 1 -4.3706150 -2 0 1 0
5.8630510 -2 0 2 2 0.2490295 0 0 1 2
-1.1077350 -2 0 2 3 -Q.1594602 0 0 1 3
-0.1341679 0 1 0 0 8.5367470 -2 0 2 0
0.2628839 0 1 0 1 -9.5121630 -2 0 2 1
-0.5217023 0 1 1 1 -9.3203070 -3 0 2 2
0.2970728 0 1 2 0 3.2878050 -2 0 2 3
6.1525800 -2 2 1 3 5.4960340 -2 1 0 1
-2.4708400 -2 2 2 3 -4.8650630 -2 1 1 0
-4.0801660 -3 1 6 0 -Q.1062500 0 1 1 1
4.1.542010 -3 1 6 1 8.5299550 -2 1 2 0
-1.1364520 -3 2 6 0 1.1010230 -2 2 0 3
-3.1517560 -3 2 2 2

A-7
 TABLE A-5:COEFFICIENTS AND TERMS OF~ K-r and'""' Ko POLYNOMIALS

d
c e 5 c u v dq e s c u v
6.688144 -2 0 0 0 0 4.024475 -3 0 0 0 0
3.579195 0 0 0 2 0 1.202447 -1 0 0 2 0
-5.700350 0 0 0 3 0 -9.836070 -2 1 1 0 0
-1.359994 0 1 l 0 0 -8.318840 -1 1 1 1 0
-a. 111903 0 1 1 1 0 5.098177 0 1 1 3 0
4.770548 1 1 1 3 0 -5.192839 -1 2 1 1 0
-2.313208 -1 2 1 0 0 2.641109 0 2 2 0 0
-1.387858 1 2 1 2 0 -1.688934 1 2 2 3 0
4.992201 1 2 1 3 0 4.928417 -2 0 0 l l
-7.161204 1 2 1 4 0 1.024274 -2 0 0 0 2
1.721436 l 2 2 0 0 -1.194521 -1 0 1 1 1
2.322218 1 2 2 1 0 5.498736 -2 1 0 1 1
-1.156897 2 2 2 2 0 -2.488235 -1 1 1 0 1
5.014178 -2 0 0 0 2 -5.832879 -1 0 0 5 0
-6.555364 -2 0 0 1 2 1.503955 -1 a 3 0 0
2.852867 -! l 0 l 1 -3.316121 a 3 3 a a
-8.081759 -1 1 1 0 1 3.890792 a 3 3 1 a
8.671852 1 3 2 5 0 1.682032 1 3 3 3 a
-3.727835 1 3 3 0 0
8.043970 1 3 3 1 0

When back cavitation is greater than 10%, the KT and Ko should be

adjusted far thrust breakdown in the fallowing fashion where ~KT and ~Ko are
given in Table A-5:
(A-10}

Koc::av = Ko - ::::.Ko (A-ll)

Newtan-Rader Propellers
The polynomials expressions for K-r and Ko are given as fallows [311 with
the coefficient given in Tables A-6 and A-7.
K J-0.55 Az
=I A1.( ) 4 1.•(G}:t:>1.•(P/D-l)<=i.•(--)c:l1. (A-12)
i=l 1.65 Ao
A-8
 m J-0.55 Ae
lOKo =i B:d--} 1 :l•(GP":l•(P/D-l}crP(--}":l (A- L3}
j:l 1.65 Ao

•,o~here:
0
G= exp [o.3 . lln (2.5- }1
3
] (A-L4)

TABLE A-7: VALUES OF COEFFICIENTS INCLUDED IN EQUATION (A-12)

A. a; 0; C; d; ~, 1; 0; ci di
1

1 0.020894 a 0 0 a
2 1 .823:321 a 1 1 30 2.588631 4 a
3 -19.347780 2 1 a 1 31 -a.059916 2 2 1 2
~ -0. !55051 a a 1 2 32 ·2.570671 1 2 Q 2
5 -a .109082 0 1. a 0 33 O.i37014 0 3 0 2
6 -3.573606 1 1 1 34 -18.719210 6 1 2
7 -55.178560 3 a a 1 35 2.144404 5 a 2 1
a -a .508507 0 2 3 2 36 a.087642 0 a 3 2
9 52.376660 5 z a 2 37 131.381400 4 1 2 1
10 0.040308 a I 0 38 ·13.571030 2 2 2 2
11 16.560260 1 a 39 14.098500 1 a 3 0
12 1.385442 a a 40 8.9542ZS 6 0 a 0
13 58.09534& 4 0 0 41 ·12.237280 2 1 1 z
14 0.272723 a 0 a 42 0.412251 0 3 a 0
15 0.658826 5 0 3 1 43 -o.75-4493 a 1 1 ·0
16 -0.317805 I 2 I 2 44 -24.167710 2 a 3 0
17 -29.01a470 3 z 0 2 45 0.135992 2 2 3
18 4.902985 1 0 1 46 16.355870 3 3 1 z
19 2.ZSOJ13 0 2 2 2 47 -1.878485 2 4 3 z
20 ·11.575600 0 I 2 I 48 -18.001330 4 3 0 z
21 7.527248 z 2 3 2 49 -71.041030 I 3
50 -lSI. 559204 3 1 3
22 -0.157510 0 0 0 2
51 2.837008 1 Q 3
23 ·1.432569 0 0 3 0
52 7.333245 0 1 3
24 ·0.470969 1 2 0 1 53 0.593207 0 s 3 0
25 0.114458 0 5 1 0 5-4 4.975064 5 5 0 z
26 10.975190 2 0 0 1 I
55 -o.l68430 0 0 3
27 -2.913884 0 z 1 56 2.539067 0 0 2 0
28 0.027927 Q· a z z 57 1.837040 3 0 3 2
29 39.723360 z a 58 ·170.593200 5 z 0 2
59 153.533100 4 2 0 z

A-9 (continued on Page A-11)

 TABLE A-6: VALUES of COEFFICIENTS INCLUDED in EQUATION (A-13}
,. q.

c. ;)33897 0 0 0 sa 255.-+97497 5 4
2 -1.595357 0 0 1 59 -19.884670 0
:r -4.631439 3 0 0 1 60 -2.740561 6 . 2
-3.792258 0 I 2 0 51 5.221399 0 0
42.563860 2 0 1 62 -1 .185230 5 0 0 1
6 0.402797 0 1 0 53 199.501100 4 1 2
-15.809290 2 2 0 64 -!5.678460 5 0
8 5.505028 0 0 3 1 65 -1.323243 2 0 2
9 -20.925170 6 2 0 2 66 -6. 163898 4 I
10 -22.526480 0 1 67 -5.655973 0 0
11 18.964650 4 2 2 68 -45.040481 4 0
12 1.095105 0 0 69 4.576630 1 2
13 -44.485150 0 1 70 82.908234 5 4 0
14 -24.388399 0 3 71 -0.293763 0 0 0
15 0.373449 0 0 0 72 -69.353000 5 0 2
16 -0.233723 0 0 0 73 4.003771 2 0
17 -2.116812 0 1 0 74 -10.710050 0 2 2
18 0.859881 0 0 1 2 75 1.546856 5 3
19 -21.151470 0 2 75 7. i04839 1
20 -95.164612 6 0 0
77 54.443650 4 0 2
21 22 1 .512900 4 3 0 78 2. 487029 4 2
22 10.909290 I 0
79 15.730250 1 2
23 -3.712566 0 0
80 -7.429052 2 0 2
24 -14.406240 1
81 3.832594 0 2
25 108.378600 0 2
82 4.701990 1
26 -5.403651 1 0
83 -1.536921 1 2
27 7.348974 0 2
84 57.568050 a
28 32.093021 2 3 2
85 3.236499 2
29 3.111247 1 0
86 -D .240766 0 3 0
30 12.127340 2 2
87 -2.563298 0 1 1 2
31 4.950650 4
88 -23. 145430 6 2 0 1
32 15.627850 1 1 1
89 -3. ~86028 3 0
33 3.954116 2 0 0
90 -~0 .843262 0 2
34 -17.919241 3 2
91 2.377454 0
35 9.304234 0
92 -2.934967 0
36 -1.643498 1 0 1
93 -12.934630 1
37 -23 .490040 3 0 0 0
94 -10.002200 a 4 2
38 -23.606950 2 2
95 3.580593 0
39 -66.770510 2 0
96 21.991320 2
40 1.041071 0 3
97 0.792101 a 0 3 2
41 -81.355293 2
98 5.982300 6 0 0 0
42 4.800078 1 1 0 2
99 -7.101158 4 0 2 0
43 0.222385 0 0 3 0
100 -75.307631 5 3 2
44 -67.554370 6 5 2 2
101 7.246496 6 2 3
45 -560.046081 5 4 0
46 -10.266910 2 2 3
47 42.677080 5 0 2
48 -30.044300 2 1 2 1
49 37.347381 2 0 1 0
so 42.503630 3 1 0 1
51 164.047104 5 0 0 -2
52 -0.288128 0 5 1 1
53 -68.939270 4 0 0 2
54 0.283228 0 3 0 0
55 69.430210 1 1 2 1
56 7.778899 0 2 3 2
57 -2.377161 6 0 0

A-10
 kontinuerll

rABLE A-7: VALUES OF COEFFICIENTS INCLUDED IN EQUATION (A-12)

l.
1 1; !:I; c.l di ,\.
l l i :l;

60 -10.6-47320 3 1 1 81 7.051385 3 1
61 -1.528204 0 0 82 -1.a20679 4 0
62 8.546888 1 0 1 2 83 -9.023438 2 0
63 4.693575 6 0 3 2 d4 -5.136630 6 J
64 -6.460517 5 a 3 2 85 -13.936620 0 0
65 a.764743 2 1 0 2 86 -33.535770 0 1
66 5.125820 a 0 87 78.430053 2
67 -34.363740 4 0 0 88 175.483400 3
58 0.723141 a z 1 0 89 -123. 484500 2
69 -0.54()962 0 4 z 0 90 -39.501098 4 1 0 1
70 6.388359 2 3 0 2 91 -1.541751 5 0 a a
7: 3. !82332 6 0 1 ~'. ·i8.S88510 1 2 u
72 -O.Z8340a 0 2 93 38.640520 3 0 2 0
94 -2.399305 0 0 2
73 -0.225981 2 4 3
74 6.522654
95 3.034708 0 0 1
2 0 2
96 -5.796264 0 2 2
75 1.068358 2 3 0
76 0.294572 0 1 0
97 9.882545 z 1 2 z
98 6.485971 0 1 0
77 -2.036938 z 4 3
99 4.240913 5 3
78 -1.000546 0 3 0
100 -9.514691 4 4 0 2
79 -0.085806 1 0 2
101 1.276712 3 5 0
80 s.-.291290 3 a 1
-

Ducted Propeller
rhe polynomial expression for the Ka-4-70 propeller in the flow
accelerating nozzles 19A and 37 are as follows [ 3] with the coefficient in
Tables A-9 and A-10 respectively:

K-r =I c T (X, y) ( p/D} X( J) y (A-15)

r.,y

Ko = ECo ( x , y ) ( P/D }x ( J ) Y (A-16)

r.,y

K-rN = LC-rN(:t,y)(P/D)X(J)Y (A-17)

r.,y

where
K-r is total thrust coefficient
K-rN is nozzle thrust coefficient
Ko is torque coefficient
A-ll
 TABLE A-8: COEFFICIENTS FOR K~ 4-70 IN 19A-NOZZLE 'fABLE A-9. COEFFICIENTS FOH K-.. 4-70 IN 37-NOZZLE

PROPELLER Ka 4·70 NuZL'..LE 19A PltOl'I!:LLElt Ka 4·10 NOZZLE :n

X v Cr CrN Co X ll Cr CrN Co
0 0 .030550 .076594 .006735 0 0 -.162557 -.016806 .016729
1 -.148687 .075223 0.0 1 0.0 0.0 0.0
2 0.0 -.061881 -.016306 2 0.0 0.0 0.0
s -.391137 -.138094 0.0
-.007244
3 0.0 0.0 0.0
4 0.0 0.0 4 -.077387 0.0 0.0
5 0.0 -.370620 0.0 5 0.0 0.0 0.0
6 0.0 .323447 0.0 6 0.0 -.099544 .030559
1 0 0.0 -.271337 0.0 1 0 .598107 0.0 -.048424
1 -.432612 -.687921 0.0 1 -1.009030 -.548253 -.011118
2 0.0 .225189 -.024012 2 0.0 .230675 -.056199
3 0.0 0.0 0.0 3 0.0 0.0 0.0
4 0.0 0.0 0 4 0.0 0.0 0.0
5 0.0 0.0 0.0 5 0.0 0.0 0.0
6 0.0 -.081101 0.0 6 0.0 0.0 0.0
2 0 .667657 .666028 0.0 2 0 .085087 .460206 .OB4376
1 0.0 0.0 0.0 1 .425585 0.0 0.0
2 .285076 .734285 .005193 2 0.0 0.0 .045637
3 0.0 0.0 0.0 3 0.0 0.0 -·.042003
4 0.0 0.0 0.0 4 0.0 0.0 0.0
6 0.0 0.0 0.0 6 0.0 0.0 0.0
6 0.0 0.0 0.0 6 0.0 0.0 0.0
s 0 -.172529 -.202467 .046605 3 0 0.0 -.215246 -.008652
1 0.0 0.0 0.0 1 0.0 0.0 0.0
2 0.0 -.642490 0.0 2 0.0 0.0 0.0
>I 3 0.0 0.0 0.0 s 0.0 0.0 0.0
....... 4 0.0 0.0 0.0 4 0.0 0.0 0.0
t-.l 5 0.0 0.0 0.0 5 -.021044 0.0 0.0
6 0.0 -.016149 0.0 6 0.0 0.0 0.0
4 0 0.0 0.0 -.007366 4 0 0.042997 0.0
1 0.0 0.0 0.0 1 0.0 0.0 0.0
2 0.0 0.0 0.0 2 0.0 0.0 0.0
3 0.0 .099819 0.0 s 0.0 0.0 0.0
4 0.0 0.0 0.0 4 0.0 0.0 0.0
6 0.0 0.0 0.0 5 0.0 0.0 0.0
6 0.0 0.0 0.0 6 0.0 0.0 0.0

0 0.0 0.0 0.0 5 0 0.0 0.0 0.0

6 -.038383 0.0 0.0
1 0.0 .030084 0.0 1
0.0 0.0 0.0 2 0.0 0.0 0.0
2 0.0 0.0
3 0.0 0.0 0.0 3 0.0
0.0 0.0 4 0.0 0.0 0.0
4 0.0 0.0
6 0.0 0.0 0.0 5 0.0 0.0
0.0 0.0 6 0.0 0.0 0.0
6 0.0
0.0 -.001730 6 0 0.0 0.0 0.0
6 0 0.0 -.001176
1 -.017293 0.0 -.000337 1 0.0 0.0
-.001876 .000861 2 .014992 0.0 .002441
2 0.0 0.0
0.0 0.0
s 0.0 0.0
0.0
0.0
0.0
3
4 0.0 0.0 0.0
4 0.0 0.0 0.0
6 0.0 0.0 0.0 6 0.0
0.0 0.0 6 0.0 0.0 0.0
6 0.0
0.0 0 7 0.036998 .051753 -.012160
0 7 0.0 0.0
APPENDIX 2: THE FIBONACCI SEARCH

A continuous, t~ice-differentiable funciton is said to be unimodal in

the range a~ x ~ b if there is only one root of f'(x)=O in that range. Let
this root occur at x=xo and correspond to a minimum of f(x).

Let x~ and x2 be any t~o other values of x. Then, if

x~ < x2 and f(x~) > f(x2), ( 1-l)

it can be deduced that

X~ < Xo (1-2)
Similiarly, if
x~ < x2 and f(x2) > f(x~) (1-3)

it follo~s that
X2 ) Xo ( 1-4)

Any function is said to _be unimodal. if conditions (1-1} through (1-4)

are satisfied by any two of its points. It can be shown [56} that, for a
unimodal function, no technique can be guaranteed to find the minimum in less
function evaluations than the Fibonacci search technique. The following gives
an outline of the characteristics of the search (57]:
Prereauisites: Only function values. Unimodal function, not necessarily
differentiable or continuous.

Algorithm: The strategy is built on a sequence of numbers, called

Fibonacci numbers, defined by:

(1-5)

That is, each Fibonacci number (for i~l) is the sum of the previous two,
and the sequence begins with 1,1,2,3,5,8,13,21, •.• These numbers are used as
normalised interval lengths during the search.

For convenience, assume that the final interval of uncertainty is

normalized to 1. Then as the initial normalized interval length, a Fibonacci
number of Fn must be selected which is large enough in magnitude so that:
( 1-6)

A-13
 1 : interval length
Fn.
,.. = desired ratio of reduction in the interval of uncertainty

Figure 1-1 shows an example '""here, say, :; = 0.1 so that Fn: 13 had to
be selected as the initial normalized interval length. Then in the first step
sample points are placed a distance Fn.-4 = 8 away from either end of the
interval. This ensures, due to the properties of the Fibonacci numbers, that
their distance from the other end of the interval equals Fn-2 : 5 in either
case. One of the boundary intervals of length 5 is now discarded as not
containing the maximum. The remaining interval already contains one reusable
point a distance Fn.-2 away from one of its boundaries so that only one point
must be added at a symmetrical location for the next cycle. The search
continues from here on with one new point per cycle, until the interval length
has shr~~ to Fo : F4 : l. At this stage the maximum may lie in either of two
n~ighboring inte~vals of l~ngth l, ~1d one extra trial point must be expended,
placed a small distance E away from the midpoint of this double interval in
order to decide in which of the two intervals of length 1 the maximum is
actually located.
Number of trials: With ~ = 1/Fn. there are N = n trials.

-· ----- ~/ /.l
' ....
...
. . .L.-•.-. I. - . t"~ - · l
II) II IZ I!
·-- ..... ·•

Figure 1-1: Fibonacci Search

A-14
APPE~rorx 3: Computer User Instruction- Preliminary

DISCLALV1ER: THIS USER'S INSTRUCTION A1'1"D THE COi\IPUTER

PROGRA.LYI ARE PRESENTED FOR INFORJ.viA TION ONLY. USE OF THESE SHOULD
ONLY BE BY A QUALIFIED NAVAL ARCHITECT ru~OWLEDGEABLE IN
PROPELLER SELECTION. OUTPUT SHOULD BE INTERPRETED BY THE USER A~'"D
ITS REASONABLENESS FOR THE APPLICATION IN QUESTION CONFIR.J.VU:D BY
THE USER. UNDER ANY EVENT THE AUTHORS DO NOT ASSlJlVIE ANY
RESPONSIBILITY FOR THE UTILIZATION OF THIS lVIATERIAL AL~"D COJ\!IPUTER
PROGRAM. FURTHER.J.\10RE, THE USER'S INSTRUCTION AND THE COIVfPUTER
PROGRA.LYI ARE PRELLVIINARY DRAFTS AT THlS TLVIE.

General

The program is designed to be menu-driven. When the program is initiated, a menu

appears from which the user may elect to choose a propeller series, select a design case and
input data, edit dat2 that has previously been in;JUt, or trar.sfer input data or analysis results to
or from an external file.

In selecting a propeller series, the user may choose between the Wageningen B-Series,
Gawn AEW Series, Gawn KCA Cavitating Series, or the user may specify a file comaining
regression coefficients for a custom propeller series.

When selecting a design case, the program displays a menu listing the possible design
cases. A brief summary of which variables must be input and which will be calculated appears
next to each case. The user then enters the case number for the particular design problem under
consideration. The program will then prompt the user for the data appropriate to the selected
case. This data may include values for diameter, RPM, design horsepower, P/D, vessel speed,
equilibrium thmst, equilibrium torque, and speed-thrust data corresponding to vessel EHP
curves. The data is to be input in English units of feet, pounds, and horsepower. In all cases,
values for the blade area ratio, hub immersion, wake fraction, thrust deduction, and relative
rotative efficiency must be provided. At the end of the interactive input, the user may go back
and modify any or all of the input data and/or save the data as an input file to be used in later
sessions.

When all data has been entered, the user selects the Propeller Analysis Option from the
main menu and the program proceeds with the analysis and/or optimization and presents the
output on the screen. After viewing the analysis results, the user may then elect to save the
results to a text file or proceed with another design problem.

Screen Svmbols

This section describes the computer screen which will be displayed during the execution
of the program.

A-15
 When the program is initiated the Main Menu \Vill appear as shown in Figure 3-l.

Selection #1 from the Main Menu is utilized to select the propeller series for the analyses
and will bring up the screen shown in Figure 3-2. The user must select one of the series by
typing in the respective number. The selection of propeller series will remain until changed by
the user.

Selection #2 from the Main Menu is utilized to input data for the analyses and brings up
the screen shown in Figure 3-3. Once the user types in the desired case number, the program
automatically prompts for the required input data. One case at a time may be considered.

FIGURE 3-1: lVIain l\!Ienu

MAIN MENU

1. SEL2CT PROPELLER SEK.IES

2. INPUT DESIGN CASE DATA
3. EDIT/VIEW DESIGN CASE DATA
4. SAVE/LOAD DATA FROM DISK
5. PERFORM ANALYSES
6. QUIT PROGRAM

PLEASE ENTER SELECTION:

SELECTION 1

WHICH DATABASE?

1. B-SERIES
2. GAWN-BURRILL SERIES
3. GA WN KCA CAVITATING SERIES
4. CPP TUG SCREW

FIGURE 3-2: Main Menu Selection #1

A-16
Case No. KNO\VN VARIABLE OUTPUT

i. D, S, T OPT. ROM & PITCH

'i
.;... D, S, P OPT. RPM & PITCH
3. D, E, P RPM & PITCH
4. D,E,TR RPM & PITCH
5. D, S, T, P/D RPM&P
6. D, S, P, P/D RPM&T
7. RPM, S, T OPT. D & PITCH
8. RPM, S, P OPT. D & PITCH
9. RPM; E, P D & PITCH
10. RPM, D, E, P PITCH
11. RPM, D, S, P PITCH & T
12. RPM, D, P, P/D T&S
13. RPM, D, T, PID P&S
14. RPM, D, S, P/D T&P
15. D, S, TR, PiD T,D,P
16. RPM, D, S OPT. PITCH
17. RPM, D, S, T PITCH & P
18. RPM, S, TR, P/D T, RPM, P

D = Diameter
s = Speed
T = Thrust
p =Power
E = EHP Curve
TR =Torque

FIGURE 3-3: lYiain i\Ienu Selection #2

Selection #3 of the main menu brings up the screen shown in Figure 3-4 which contains
sample data for illustration only. The screen displays a numbered list of all of the possible input
variables and their current values. Those variables which are not used or are to be calculated for
the current design case will display "NOT USED" or "TO BE CALCULATED" next to their
position on the screen. At this point the program prompts the user to enter the number
corresponding to the data item that is to be changed. Once the item number has been entered,
the program will prompt for a new value for that item. If the item selected is a list item, e.g.
a list of speeds and their corresponding EHP values, the program will display a list of the points
and ask the user; 1. to add a point, 2. to delete a point, and 3. to edit a point. The program will
then ask for the point number at which the addition, deletion, or editing should take place. Once
the selection is made, the user will be prompted for the new information for that point, if
applicable.

A-17
 Selection #4 of the main menu brings up the screen shown in Figure 3-5. Selecting option
l from the menu saves the input data for the current design case to a test tile. Selecting option
2 loads input data from an external text file such as that created by option 1. Selecting option
3 from the menu saves the current analysis results to a tile. After selecting the option from the
menu, the program prompts the user for a tile name to which the information is to be saved or
from which it is to be loaded.

Selection #5 of the main menu initiates the calculations and the screen remains blank until
such time that they are complete. At that point the output is displayed as shown in Tables 8 and
9 of the main text of this paper.

Selection #6 of the main menu terminates the program and returns the user to the
computer operating system.

1. NUMBER OF BLADES: 4
2. CAVITATION NUMBER: NOT USED
3. HUB IMMERSION (FT): 12.0000000
4. BLADE AREA RATIO: 6.500000E-001
5. DIAMETER (FT): 12.0000000
6. PROPELLER RPM: TO BE CALCULATED
7. PITCH/DIAMETER RATIO: TO BE CALCULATED
8. DESIGN POWER: NOT USED
9. DESIGN TORQUE: NOT USED
10. EHP CURVE: NOT USED
11. SPEEDS TO ANALYZE (SELECT TO VIEW /ED IT)
12. DESIGN THRUST (SELECT TO VIEW/EDIT)
13. DESIGN WAKE FRACTION: UNUSED
14. DESIGN THRUST DEDUCTION: UNUSED
15. DESIGN RELATIVE ROTATIVE EFFICIENCY: UNUSED

SELECT 0 TO EXIST THIS MENU

WHICH DATA ITEM DO YOU WANT TO EDIT?

FIGURE 3-4: EDIT MENU- PROPELLER SERIES 1, CASE NO. 1

TRANSFER MENU

1. Save Input Data to File

2. Load Input Data from File
3. Save Analysis Results to File

FIGURE 3-5: TRANSFER MENU

A-18
Comourer Terminolog:v

V = Ship Speed, Knots

w = Wake fraction
t = Thrust deduction
ET Arr = Relative Rotative Efficiency, 17R
THRUST =Thrust, Lbs
TORQUE = Torque, Ft - lbs
DHP = Delivered Horsepower, British
EHP = Effective Horsepower, British
PITCH = Pitch, ft
D IAM = Diameter, ft
RPM =RPM
J0 p = Optimum Coefficient of Advance
ETA 0 = Propeller Efficiency
MIN BAR = Minimum Area Ratio for Cavitation

A-19
:\PPE:'\'DIX 4: Computer Program Source Code Listing- Preliminary

DISCLATIHER: THIS USER'S INSTRCCTION A~'D THE COMPUTER

PROGRA~I ARE PRESENTED FOR INFO~viATION ONLY. USE OF THESE SHOULD
ONLY BE BY A QUALIFIED NAVAL ARCHITECT &'fOWLEDGEABLE IN
PROPELLER SELECTION. OUTPUT SHOULD BE INTERPRETED BY THE USER Al'ID
ITS REASONABLENESS FOR THE APPLICATION IN QUESTION CONFIRL\1ED BY
THE USER. UNDER ANY EVENT THE AUTHORS DO NOT ASSlJME ANY
RESPONSIBILITY FOR THE UTILIZATION OF THIS MATERIAL AJ'il) COMPUTER
PROGRAM. FURTHEfuviORE, THE USER'S INSTRUCTION Ai'i'D THE COI\tfPUTER
PROGRAM ARE PRELTh'liNARY DRAFTS AT THIS TIME.

A-20
C****~*~*********************************************~******n***************
c~ ?ROPSLLER SELECTION AND OPTIMIZATION ?ROG~~
C* VSRS ION 10. 0
C* 12/15/91
C* DEVELOPED BY JOHN C. DAIDOLA AND F. MA.qTIN JOHNSON
C****~~**************************************~******************************
c
c MAIN PROGRAM
c
COMMON /DATl/ CT(lOl),ST(lOl),TT(lOl),UT(lOl),VT(lOl)
l/DAT3/ CQ(l0l) 1 SQ(l0l} 1 TQ(l0l) 1 UQ(l01) 1 VQ(l01)
2/DAT2/ SERIES,NT 1 NQ 1 SIGMA
3/INP2/ S8AR 1 SZ 1 LPIT,HPIT
4/DATS/ CCT(20) 1 CST(20),CTT(20) 1 CUT(20),CVT(20) 1 NCT
5/DAT6/ CCQ(20) 1 CSQ(20) 1 CTQ(20) 1 CUQ(20) 1 CVQ(20) 1 NCQ
6/FLAGS/ I~FL 1 0UTFL 1 NST 1 DFL 1 NFL 1 VFL 1 TFL,CRV~L,PFL,QFL,PODFL
7/CURVE/ XCRV{20),YCRV(20),TCRV(20),NPTS,Al(l0)

INTEGER INFL,OUTFL,NST,DFL,NFL,VFL 1 TFL,CRVFL 1 PFL,PODFL,QFL

INTEGER ST,TT 1 UT 1 VT,SQ,TQ 1 UQ 1 VQ 1 NT,NQ 1 SERIES,NOBLAD 1 SZ
INTEGER NCT 1 NCQ 1 CST,CUT 1 CTT 1 CVT 1 CSQ 1 CTQ,CUQ,CVQ
INTEGER MENU,NPTS,DIRECT
REAL SIGMA,LPIT,HPIT
REAL XCRV YCRV,TCRV,Al
1

NOB LAD 0
DIRECT = 0

3 WRITE (*I*)
WRITE (*I*)
\vRITE (*I*)
WRITE (*I*)
WRITE (*I*)
WRITE (*I*)
WRITE (*I*) MA I N M E N U'
WRITE (*I*)
WRITE (*I*) ' 1. SELECT PROPELLER SERIES'
WRITE ( k I*) ' 2. INPUT DESIGN CASE DATA'
WRITE (*I*) ' 3. EDIT/VIEW DESIGN CASE DATA'
WRITE (*I*) ' 4. SAVE/LOAD DATA FROM DISK'
\vRITE (*I*) ' 5. PERFORM ANALYSIS'
\'iRITE (*I*) ' 6. QUIT PROGRAM'
\vRITE (*I*) ' '
WRITE ( *, *)
WRITE (*I*)
WRITE (*I*)
WRITE (*I*)
WRITE (*I *) ' '
WR::.TE (*,*)
WRITE (* 1 *)
WRITE (* 1 *)
WRITE (* 1 *) 'PLEASE ENTER SELECTION:'
READ ( * , * ) MENU

IF (MENU.EQ.l) THEN
 CALL ?ROPSER
2LSE IF (MENU.EQ.2) THEN
CALL PICK
CALL INPU
ELSE IF (MENU.EQ.3) THEN
CALL EDIT
2LSE IF (MENU.EQ.4) THEN
CALL TRANS
ELSE IF (MENU.EQ.S) THEN
CALL OPT(DIRECT)
ELSE IF (MENU.EQ.6) THEN
STOP
END IF
GOTO 3
END

c
c
C INPUTS ALL REMAINING DATA
c
SUBROUTINE INPU
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
1V(20),R(20),D(20),T(20),PODA(20),WAKD(20),BAR,
2EFFR(20),POWER,TORQUE,DRPM
3/DAT2/ SERIES,NT,NQ,SIGXA
~/DAT4/ HwB,TH~UD(~O)
5/FLAGS/ INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,PODFL
6/CURVE/ XCRV(20),YCRV(20),TCRV(20),NPTS,Al(l0)

INTEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER SERIES,NPTS,I
CHARACTER*l2 CRFILE
REAL SIGMA,XCRV,YCRV,TCRV,Al

WRITE (*,*)
WRITE (*I*)
WRITE (*,*)
WRITE (*,*)
;.;RITE ( *, *) 'NUMBER OF BLADES: '
READ (*,*) NOBLAD
IF (SERIES.EQ.3) THEN
WRITE (*,*) 'SIGMA: '
READ (*,*) SIGMA
END IF
WRITE (*,*) 'HUB I~~ERSION (Ft Below WL): '
READ (*,*) HUB

WRITE(*,*) 'BLADE AREA RATIO: '

READ (*,*) BAR
IF (DFL.EQ.l) THEN
WRITE (*,*) 'DIAMETER (Ft): I

READ ( * I * ) D ( 1 )
END IF
IF (NFL.EQ.l) THEN
WRITE (*I*) I RPM:
I
 RE?.D ( * I * ) ~ ( 1)
DRPM = ~(1i
END IF
IF (PODFL.EQ.l) THEN
WRITE (*,*} 'PITCH/DI~~ETER RATIO:'
~E?.D (*,*) PODA(1)
END IF
IF (PFL.EQ.l) THEN
WRITE (*,*) 'DESIGN POWER:'
READ ( * I * ) POWER
END IF
IF (QFL.EQ.1) THEN
WRITE (*,*) 'DESIGN TORQUE:'
READ (*,*) TORQUE
END IF
IF (CRVFL.EQ.1) THEN
WRITE (*,*) 'READ EHP CURVE FROM FILE? (l=YES O=NO)'
READ (*,*) ANS
IF (ANS.EQ.l) THEN
WRITE (*,*) 'FILE NAME (SURROUNDED BY SINGLE QUOTES)?'
READ (*,*) CRFILE

OPEN (UNIT=l,STATUS='OLD',FILE= CRFILE)

WRITE (*,*) 'SUCCESSFULLY OPENED'
READ (1,*) NPTS
DO 5 I=l,NPTS
READ (1,*) XCRV(I)
READ (1,*) YCRV(I)
5 CONTINUE
CLOSE (1)
ELSE
~·lRITE(*1*) 'NUMBER OF POINTS DEFINING CURVE (MIN 31 MAX 20):'
READ (* 1 *) NPTS
DO 4 I=1,NPTS
WRITE ( * 1 *) 'V (' 1 I 1 ') (Knots) '
READ (*,*) XCRV{I)
WRITE ( * I *) I EHP ( I I I I I ) I
READ (*,*) YCRV(I)
4 CONTINUE
END IF
END IF

IF (VFL.EQ.1) THEN
IF {CRVFL.EQ.1) THEN
WRITE (*,*) 'NUMBER OF SPEEDS TO ANALYZE (MAX 4): '
ELSE
WRITE (*,*) 'NUMBER OF SPEEDS TO ANALYZE (MAX 5): '
END IF
READ(*,*} NOVAS
DO 10 J=1 1 NOVAS
WRITE(*,*) 'V(',J 1 ' } (Knots}:'
READ (*,*) V(J)
IF (V(J).EQ.O) THEN
V(J) = .001
END IF
 READ (*,*} WAKD(J)
READ (*,*} THRUD(J}
READ (*,*) EFFR(J}
IF (D(l} .NE. 0) THEN
D(J} = D(l}
END IF
IF (R(l} .NE. 0} THEN
R(J} = R(l}
END IF
IF (PODA(l).NE.O) THEN
PODA(J)=PODA(l}
END IF
10 CONTINUE
END IF
IF (TFL.EQ.l) THEN
IF (NOVAS.EQ.O) THEN
WR~TE (*,*} 'DESIGN THRUST (Lbs): '
READ(*,*} T(l)
ELSE
DO 20 J=l,NOVAS
WRITE(*,*) 'DESIGN THRUST AT POINT (',J, ') (Lbs): '
READ(*,*) T(J)
20 CONTINUE
END IF
END IF
lF (VFL.EQ.O} THEh
WRITE(*,*} 'DESIGN WAKE FRACTION: I

READ(*,*) WAKD(l)
WRITE(*,*) 'DESIGN THRUST DEDUCTION: '
READ(*,*) THRUD(l}
WRITE(*,*} 'DESIGN RELATIVE ROTATIVE EFFICIENCY: '
READ(*,*) EFFR(l)
END IF

RETURN
END

c
C OPTIMIZATION CALCULATIONS
c
SUBROUTINE OPT(DIRECT)
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
1V(20),R(20),D{20),T{20),PODA(20),WAKD{20),BAR,
2EFFR{20),POWER,TORQUE,DRPM
3/DAT2/ SERIES,NT,NQ,SIGMA
4/DAT4/HUB,THRUD(20)
5/FLAGS/ INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,PODFL
6/CURVE/ XCRV(20),YCRV(20),TCRV(20),NPTS,Al(l0)

INTEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER INFLAG,OUTFLAG,NEST,NORES,FIBFLAG,ORDER,K,NPTS,J,DIRECT
REAL JA(20),KT,KQ,N{20),TARGET,VA(20),A,B,ALPHA,EFF,PD(20),Q(20)
REAL SIGMA,C(l0),TJ,TPOD,TQ(20),TKQ{20),KQS(20),TD(20),TN(20)
 rtEAL XCRV,YCRV,TCRV,Al,VDES,TDHP(20),TA,TB

INFLAG = !NFL
OUTFLAG = OUTFL
NEST = NST
J=l
257 CONTINUE

IF (NOVAS .NE. 0} THEN

IF (CRVFL.EQ.l} THEN
ORDER = 3
CALL LSQM(NPTS,ORDER,XCRV,YCRV,Al}

DO 255 I=l,NOVAS

T(I)=A1(4)*V(I)**3+A1(3)*V(I)**2+Al(2)*V{I)+Al{l)
T(I)=T(I)*550/{V{I)*l.689)
T(I)=T(I)/{1-THRUD(I)}
255 CONTINUE

END IF
DO 500 I=J,NOVAS
IF {V{I) .NE. 0) THEN
VA(I)=V(I)*l.688*{1-WAKD(l))
N(I)=R(I)/60.0
IF (T(I) .NE. 0} THEN

IF (N(I) .EQ. 0) THEN

TARGET = T(I)/(1.99*VA(I)**2*D(I)**2)
ELSE

TARGET= T(I)*N(I)**2/(1.99*VA(I)**4)
END IF
ELSE I~ (POWER .NE. 0) THEN

IF (N(I) .EQ. 0) THEN

TARGET 550*POWER*EFFR(I)/(1.99*2*3.14159*VA(I)**3*D(I)**2)
ELSE

TARGET= 550*POWER*EFFR(I)*N{I)**2/(1.99*2*3.14159*VA(I)**S)
END IF
ELSE IF {TORQUE.NE.O) THEN
IF (N(I) .EQ. 0) THEN

TARGET = TORQUE*EFFR(I)/(l.99*VA(I\**2*D(I)**3)
ELSE

TARGET = TORQUE*EFFR(I)*N(I)**3/(1.99*VA(I)**S)
END IF

END IF
END IF
 IF (PODA(I) .EQ. 0) THEN
IF (N(I) .EQ. 0 .OR. D(I) .EQ. 0) THEN
IF ((T(I) .EQ. 0) .OR. (?OWER .EQ. O).OR. (CRVFL.EQ.l)) THEN
TARGET = 1.0
END IF
ELSE
JA (I) = VA (I)/ ( N (I) *D (I) )
FIBFLAG = 1
IF (T(I) .NE. 0) THEN

TARGET= T(I)/(1.99*N(I}**2*D(I}**4)
ELSE IF (POWER .NE. 0} THEN

TARGET POWER*SSO*EFFR(I)/(1.99*2*3.14159*N(I)**3*D(I)**S)
ELSE IF (TORQUE.NE.O) THEN
TARGET= TORQUE*EFFR(I)/(1.99*N{I)**2*D(I)**S)
·ELSE
TARGET = 1.0
END IF
END IF

END IF

A = 0.001
B = 1.5
ALPHA = 0.001
IF (N{I).EQ.O .OR. D(I).EQ.O .OR. PODA(I).EQ.O) THEN

IF (FIBFLAG .EQ. 1) THEN

CALL FIB1D(NOBLAD,JA(I),BAR,PODA(I),INFLAG,TARGET)
ELSE

CALL FIB2D(A,B,ALPHA,NOBLAD,BAR,JA(I),PODA(I),D(I),N(I),T(I),
1POWER,VA(I),WAKD(1),0UTFLAG,INFLAG,NEST,TARGET,EFFR(I),TORQUE)
END IF
END IF
500 CONTINUE
NORES NOVAS

ELSE IF (D(1).NE.O .AND. R(1).NE.O) THEN

N(1) = R(1)/60.0
IF (POWER.NE.O) THEN
TARGET= SSO*POWER*EFFR(1)/(1.99*N(l)**3*D(1)**5*2*3.14159)

ELSE IF (TORQUE.NE.O) THEN

TARGET= TORQUE*EFFR(I)/(1.99*N(I)**2*D(I)**S)
ELSE
c TARGET = T(1)/(1.99*N(l)**2*D(1)**4)
END IF
A=.OOOl
8=1.5
ALPHA = .001
CALL FIB2D(A,B,ALPHA,NOBLAD,BAR,JA(l),PODA(l),D(1),N(1),T(1),
 l?OWER,VA(l),WAKD{1),0UTFLAG,INFLAG,NEST,TARGET,EFFR(1),TORQUE)

~WRES = 1

END IF

IF ((T(NOVAS).NE.O).AND.{POWER.NE.O)) THEN
DO 505 I=1,NOVAS
CALL FKQ{NOBLAD,PODA{I),JA(I),BAR,TKQ(I))
IF ( ( N { I ) . EQ. 0 ) . AND . {D { I ) . NE. 0 ) ) THEN
TN(I) = VA{I)/(D{I)*JA{I))
ELSE IF { (D(I) .EQ. 0) .AND. (N(I) .NE.O)) THEN
TD(I) = VA(I)/(N(I)*JA(I))
ELSE
TD(I)=D(I)
TN(I)=N(I)

END IF
TQ(I)=TKQ{I)*1.99*TN(I)**2*TD(I)**5
TDHP(I)=TQ(I)*TN(I)*EFFR(I)*2*3.14159/550
505 CONTINUE
ORDER=3
DO 507 I=l,10
Al(I)=O
507 CONTINUE
CALL LSQM(NOVAS,ORDER,V,TDHP,Al)
DO 506 I=1, NOVAS
TDHP(I)=A1(4)*V(I)**3+A1(3)*V(I)**2+Al(2)*V(I)+Al(l)
506 CONTINUE
TA=V(l)
TB=V(NOVAS)
CALL BISE{TA,TB,POWER,VDES,Al)
NOVAS=NOVAS+l
J=NOVAS
V(NOVAS)=VDES
CRVFL=O
IF (D(l).NE.O) THEN
IF (N(l).NE.O) THEN
N(NOVAS)=N(l)
R(NOVAS)=N(NOVAS)*60
D(NOVAS)=D(l)
INFLAG=l
OUTFLAG=5
NEST=O
ELSE
D(NOVAS)=D(1)
INFLAG=1
OUTFLAG=4
NEST=l
END IF
ELSE
N(NOVAS)=N(l)
R(NOVAS)=N(NOVAS)*60
INFLAG=l
OUTFLAG=4
 NEST=l
END IF
GOTO 257
END IF

C write (* 1 *) '6 calling output'

IF (DIRECT.EQ.1) THEN
CALL SAVRES(NOBLAD 1 BAR 1 JA 1 VA 1 V 1 0 1 N 1 PODA,EFFR 1 NORES 1 WAKD)
ELSE

CALL OUTPUT(NOBLAD,BAR,JA,VA,V,D,N,PODA,EFFR,NORES 1 WAKD)

END IF
RETURN
END

SUBROUTINE FIBlD (NOBLAD 1 JA,BAR,POD,INFLAG 1 INTARGET)

COMMON /INP2/ SBAR,SZ 1 LPIT,HPIT
DIMENSION F(SO) , XF(30) , RET(30)
INTEGER F,INFLAG
REAL INCR 1 JA 1 KT 1 lb,ubltlb 1 tub 1 retu1b 1 retuub,range,INTARGET
REAL A,B 1 ALPHA,HPIT,LPIT

A= LPIT
B= HPI'l'

ALPHA = 0.001

F(1)=1
F(2)=1
DO 10 1=3 I 30
F(I)=F(I-1) + F(I-2)
CHECK=(ALPHA*F(I))/(B-A)
IF (CHECK .GE . . 99) GO TO 1
10 CONTINUE
1 CONTINUE

LB=A
UB=A + F(I)*ALPHA

DO 100 J= 1 , (I-2)

RANGE = UB-LB
TLB = LB+F(I-J-1}*RANGE/F(I-J+1}
IF (INFLAG .EQ. 0) THEN
CALL FKT (NOBLAD,TLB 1 JA,BAR,RETULB)
ELSE IF (INFLAG .EQ. l) THEN
CALL FKQ (NOBLAD,TLB 1 JA 1 BAR,RETULB)
ELSE
CALL FNU(NOBLAD,TLB,JA,BAR,RETULB)

END IF
IF (RETULB .GT. INTARGET) THEN
RETULB = INTARGET - ABS (INTARGET-RETULB)
 END IF
TUB = LB + F(I-J)*RANGE/F(I-J+1)
IF (INFLAG .EQ. 0) THEN
CALL FKT (NOBLAD,TUB,JA,B~~,RETUUB)
ELSE IF (INFLAG .EQ. 1) THEN
CALL FKQ (NOBLAD,TUB,JA,BAR,RETUUB)
ELSE
CALL FNU(NOBLAD,TUB,JA,BAR,RETUUB)
END IF
IF (RETUUB .GT. INTARGET) THEN
RETUUB = INTARGET - ABS (INTARGET-RETUUB)
END IF

IF (RETUUB .GT. RETULB) THEN

LB = TLB
ELSE
UB = TUB
END IF
100 CONTINUE

POD = (TLB+TUB)/2
IF (!NTARGET-(RETUGB+RETULB)/2 .GT. ALPHA) THEN
IF (INFLAG.LE.1) THEN
POD = A
E~iD IF
END IF
RETURN
END

SUBROUTINE F!B2D (A,B,ALPHA,NOBLAD,BAR,JA,POD,D,N,T,POWER,VA,WAKE,

10UTFLAG,INFLAG,NEST,TARGET,EFFR,TORQUE)
DIMENSION F(SO) , XF(30) 1 RET(30)
INTEGER F,I,J,OUTFLAG
REAL INCR,JA,D,N,T,VA,POD,RETULB,RETUUB,WAKE,LPOD,UPOD,A,B,ALPHA
REAL LB,UB,TLB,TUB,RANGE,CHECK,TARGET,EFFR

F(1)=1
F(2)=1
DO 10 I=3 I 30
F(!)=F(I-1) + F(I-2)
CHECK=(ALPHA*F(I))/(B-A)
IF (CHECK .GE . . 99) GO TO 1
10 CONTINUE
1 CONTINUE

IF (POD .NE. 0) THEN

LPOD = POD
UPOD = POD
END IF

LB =A
US A+ F(I)*ALPHA
 DO 500 J = l,(I-2)
RANGE = UB - LB
TLB = LB + F{I-J-l)*RANGE/F(I-J+l)
TUB = LB + F(I-J)*RANGE/F{I-J+l)

CALL SUBFIB(NOBLAD,BAR,TLB,LPOD,TARGET,NEST,OUTFLAG,INFLAG,VA,
lWAKE,D,N,T,POWER,RETULB,EFFR,TORQUE)

CALL SUBFIB(NOBLAD,BAR,TUB,UPOD,TARGET,NEST,OUTFLAG,INFLAG,VA,
lWAKE,D,N,T,POWER,RETUUB,EFFR,TORQUE)

IF (RETUUB .GT. RETULB) THEN

LB = TLB
ELSE
UB = TUB
END IF
. 500 CONTINUE
JA = (TLB + TUB)/2
POD = (LPOD + UPOD)/2
C WRITE (*,*) 'POD{FIB2D) = ',POD

RETURN
END

SCBP.OUTINE SUE:?IB(NOBLAD,BAR,JTEHP,TPOD,TARGET,NEST,OUTFLAG,
liNFLAG,VA,WAKE,D,N,T,POWER,RETU,EFFR,TORQUE)

INTEGER OUTFLAG,INFLAG
REAL KT,KQ,RETU,TPOD,JTEMP,N,INTARGET

IF {D .EQ. 0) THEN
TN N
TD = VA/{JTEMP*N)
END IF
IF (N .EQ·. 0) THEN
TD D
TN= VA/(JTEMP*D)
END IF
IF (N .NE. 0 .AND. D .NE. 0) THEN
TD D
TN = N

END IF

IF {INFLAG .EQ. 0) THEN

INTARGET = T/(1.99*TN**2*TD**4)
ELSE IF (TORQUE.EQ.O) THEN
INTARGET = 5SO*POWER*EFFR/(1.99*TN**3*TD**5*2*3.14159)
ELSE
INTARGET = TORQUE*EFFR/(1.99*TN**2*TD**S)
END IF

IF {NEST .EQ. 1.) THEN

CALL FIBlD(NOBLAD,JTEMP,BAR,TPOD,INFLAG,INTARGET)
 END IF

IF (OUTFL~G.EQ. 0) THEN
CALL FKT(NOBLAD,TPOD,JTEMP,BAR,KT)
RETU = KT/(JTEMP**2)
END IF
IF (OUTFLAG .EQ. 1) THEN
CALL FKQ(NOBLAD,TPOD,JTEMP,BAR,KQ)
RETU = KQ/{JTEMP**3)
END IF
IF (OUTFLAG .EQ. 2) THEN
CALL FKT(NOBLAD,TPOD,JTEMP 1 BAR,KT)
RETU = KT/(JTEMP**4)
END IF
IF {OUTFLAG .EQ. 3) THEN
CALL FKQ{NOBLAD,TPOD,JTE~ 1 BAR,KQ)
RETU = KQ/{JTEMP**S)
END IF

IF (OUTFLAG .EQ. 6) THEN

CALL FKT(NOBLAD,TPOD,JTEMP,BAR,KT)
RETu = KT
END IF
IF (OUTFLAG .EQ. 5) THEN
~ALL FKQ(NOBLAD,TPOD,JTEMP,BAR,KQ)
RETU = KQ
END IF
IF (OUTFLAG .EQ. 7) THEN
CALL FKQ(NOBLAD,TPOD,JTEMP,BAR,KQ)
RETU = KQ/(JTEMP**2)
END IF

IF (RETU .GT. TARGET) THEN

RETU = TARGET - ABS{RETU-TARGET)
END IF
IF (OUTFLAG .EQ. 4) THEN
CALL FNU(NOBLAD,TPOD,JTEMP,BAR,RETU)
END IF

RETURN
END

SUBROUTINE FKT (NOBLAD,POD,JA,BAR 1 KT)

COMMON /DATl/ CT(lOl) 1 ST(lOl) , TT(lOl) 1 UT(lOl) , VT(lOl)
1/DAT2/ SERIES 1 NT 1 NQ 1 SIGMA
2/DATS/ CCT(20),CST(20),CTT(20),CUT(20),CVT(20) 1 NCT

INTEGER ST,TT 1 UT 1 VT,NT,NQ 1 SERIES,NOBLAD,NCT

INTEGER CST,CTT,CUT,CVT
REAL JA,KT,G,Jl,PDl,DKT,TDKT,SIG
KT=O.O
DO 2 N=l , NT
KT=CT(N)*JA**ST(N)*POD**TT(N)*BAR**UT(N)*NOBLAD**VT(N)+KT
2 CONTINUE
 IF (SERIES.EQ.3) THEN
SIG = SIGMA*JA**2/(JA**2+4.84)
DO 3 N=l,NCT
TDKT=CCT(N)*SIG**CST(N)*POD**CTT(N)*BAR**CUT(N)*KT**CVT(N)
DKT = DKT+TDKQ

3 CONTINUE
END IF

RETURN
END

SUBROUTINE FKQ (NOBLAD 1 POD,JA 1 BAR,KQ)

COMMON /DAT3/ CQ(lOl) I SQ(lOl) , TQ(lOl) I UQ(lOl) I VQ(lOl)
l/DAT2/ SERIES,NT,NQ,SIGMA
5/DAT6/ CCQ(20),CSQ(20),CTQ(20),CUQ(20),CVQ(20),NCQ

INTEGER SQ,TQ,UQ,VQ 1 NT,NQ,SERIES,NOBLAD,NCQ

INTEGER CSQ,CTQ,CUQ,CVQ
REAL JA,KQ,G,Jl,PDl,DKQ,SIG
KQ=O.O
DO 2 N=l I NQ

~<Q=CQ ( N) *JA* *SQ (N) *POD**TQ (N) ><BAR**UQ (N) '~'NOBLAD**VQ(N) +KQ

2 CONTINUE
IF (SERIES.EQ.3) THEN
SIG = SIGMA*JA**2/(JA**2+4.84)
DO 3 N=l,NCQ
DKQ=CCQ(N)*SIGMA**CSQ(N)*POD**CTQ(N)*BAR**CUQ(N)*KQ**CVQ(N)+DKT

3 CONTINUE
END IF
RETURN
END

SUBROUTINE FNU (NOBLAD,POD,JA,BAR,EFF)

REAL KT,KQ,JA,SIGMA
CALL FKT (NOBLAD,POD,JA,BAR,KT)
CALL FKQ (NOBLAD,POD,JA,BAR,KQ)

IF(KT.LT.O) THEN
EFF = 0.0
Else
EFF=JA*KT/(2.0*3.1416*KQ)
end if
RETURN
END

SUBROUTINE OUTPUT(NOBLAD,BAR,JA,VA,V,D,N,PODA,EFFR,NORES,WAKD)

COMMON /DAT4/ HUB,THRUD(20)

 REAL KT(20),KQ(20),PD(20),EFF(20),R(20),T{20),Q(20),PIT(20)
REAL JA(20),VA(20),V{20),D(20),N{20),PODA(20),WAKD{20},MBAR(20)
REAL EHP(20),EFFR(20)
INTEGER NORES,I

DO 300 I = 1,NORES
IF ( ( N (I) • EQ. 0) • AND. ( D (I) • NE. 0) ) THEN
N(I) = VA{I)/(D(I)*JA(I))
ELSE IF ( ( D ( I) . EQ. 0) • AND. ( N ( I) . NE. 0) ) THEN
D(I) = VA(I)/(N(I)*JA(I))
ELSE IF (VA(I).EQ.O) THEN
VA(I)=JA(I)*N(I)*D(I)
V(I)=VA(I)/(1.688*(1-WAKD(I)))
ELSE
JA(I)=VA(I)/(N(I)*D(I))
END IF

CALL FNU(NOBLAD,PODA(I),JA(I),BAR,EFF(I))
CALL FKT(NOBLAD,PODA(I),JA(I),BAR,KT(I))
CALL FKQ(NOBLAD,PODA(I),JA(I),BAR,KQ(I))

=~1 (I) ... 60. I)

R (I)
T(I)=KT(I)*1.99*N(I)**2*D(I)**4
Q(I)=KQ(I)*1.99*N(I)**2*D(I)**S
PD(I)=Q(I)*N(I)*2*3.14159/(SSO*EFFR(I))
PIT(I)=D(I)*PODA(I)
EHP(I)=T(I)*(1-THRUD(1))*V(I)*l.689/550
MBAR(I)=(1.3+0.3*NOBLAD)*T(I)*4.448
HBAR(I)=MBAR(I)/((14.45+0.45*HUB)*689S*(D(I)/3.281)**2)+.2

300 CONTINUE

WRITE (*,*)
WRITE (*,*)
WRITE (*I*) ' PROPELLER ANALYSIS RESULTS'
WRITE (*,*)
WRITE (*,*) 'NO. BLADES= ',NOBLAD
WRITE (*,*) 'BLADE AREA RATIO= ',BAR
WRITE (*,*) 'HUB IMMERSION= ',HUB,' FT'
WRITE (*,*)

I = 1
WRITE(*,121) v KTS ',V(I),V(I+1),V(I+2),V(I+3),V(I+4)
I

121 FORMAT(A7,5(1X,F10."2))
WRITE(*,122) T(I) ,T(I+1) ,T(I+2) ,T(I+3) ,T(I+4)
122 FORMAT(' THRUST ',5(1X,Fl0.0),' LBS')
WRITE(*,123) Q(I),Q(I+1),Q(I+2),Q(I+3),Q(I+4)
123 FORMAT(' TORQUE ',5(1X,Fl0.0),' FT-LBS')
WRITE(*,124) PD(I),PD(I+1),PD(I+2),PD(I+3),PD(I+4)
124 FORMAT(' DHP ',5(1X,Fl0.0),' HP')
WRITE(*,135) EHP{I),EHP(I+1),EHP(I+2),EHP(I+3),EHP(I+4)
135 FORMAT(' EHP ',5(1X,F10.0),' HP')
 WRITE(*,125) PIT(I},PIT(I+1),PIT(I+2),PIT(I+3),PIT(I+4)
125 FORMAT{' PITCH ',5(1X,F10.2},' FT')
WRITE(*,l26} ' DIAM. D(I},D(I+1),D(I+2),D(I+3),D(I+4)
126 FORMAT(A8,5(1X,F10.3),' FT'}
WRITE(*,127} 'RPM ',R(I),R(I+1},R(I+2),R(I+3},R(I+4)
127 FORMAT(A8,5(1X,F10.3})
WRITE(* 1 *} ' '
WRITE(* 1 *) 'NON-DIMENSIONAL DATA'
WRITE(* 1 132) PODA(I),PODA(I+1) 1 PODA(I+2) 1 PODA(I+3) 1 PODA(I+4)
132 FORMAT(' P/D ' 1 5(1X 1 F10.3))
WRITE(*,l28) ' Jop JA(I) 1 JA(I+1} ,JA(I+2) ,JA(I+3) 1 JA(I+4)
128 FORMAT(A8,5(1X 1 F10.4))
WRITE(* 1 129) ' KT KT(I),KT(I+1),KT(I+2),KT(I+3),KT(I+4)
129 FORMAT(A8,5(1X,F10.4))
WRITE(*,l31) ' KQ KQ(I),KQ(I+1),KQ(I+2),KQ(I+3),KQ(I+4)
131 FORMAT{A8,5(1X,F10.4))
134 FO~~T(' ETA 0 ' ,5(1X,Fl0.4))
WRITE(*,l34) EFF(I),EFF(I+1),EFF(I+2),EFF(I+3),EFF(I+4)
WRITE(*,133) MBAR(I),MBAR(I+1),MBAR(I+2),MBAR(I+3),MBAR(l+4)
133 FORMAT{' MIN BAR',5(1X,Fl0.3))
PAUSE
RETURN
END

SUSROUTINE LSQM{N ,!1,X, F, C)

REAL X(20),F(20),C(10),U(1000),Z(1000),A(30,40),S(100)

C*******INITIALIZATION********
DO 1 I=1, N
U(I)=l.O
Z(I)=F{I)
l CONTINUE

C*******COMPUTE COEFFICIENTS OF THE NORMAL EQ~ATION**********

A(1,M+2)=0.0
DO 2 I=1,N
A(1,M+2)=A(l,M+2)+Z(I)
2 CONTINUE
S(l)=N
DO 3 I=2,M+l
S(I)=O.O
A(I,M+2)=0.0
DO 3 J=l,N
U(J)=U(J)*X(J)
Z(J)=Z(J)*X(J)
S(I)=S(I)+U(J)
A(I 1 M+2)=A(I 1 M+2)+Z(J)
3 CONTINUE
DO 4 I=M+2 1 2*(M+l)
S(I)=O.O
DO 4 J=l 1 N
U(J)=U(J)*X(J)
S(I)=S(I)+U(J)
4 CONTINUE
 DO 5 I=1,M+1
DO 5 J=1,M+1
A(I,J)=S(I+J-1)
5 CONTINUE

C*******PERFORM GAUSSIAN ELIMINATION************

N1=M+1
M1=1
ND=30
EPS=0.000001
CALL GAUSl(Nl,Ml,ND,A,EPS)

C*******THE SOLUTION IS PLACED IN THE ARRAY C****

DO 6 I=l,M+l
C(I)=A(I,M+2)
6 CONTINUE
RETURN
END

SUBROUTINE GAUSl(N,M,ND,A,DELT)

REAL A(30,40) ,U
IF(N.GT.1) THEN
DO 1 K=1,N-1
U=ABS (A(K,K))
KK=K+1
IN=K

C*~*****SEARCH FOR INDEX IN OF MAXIMUM PIVOT VALUE***

DO 2 I=KK,N
IF(ABS(A(I,K)).GT.U) THEN
U=ABS (A ( I, K) )
IN=I
END IF
2 CONTINUE
IF(K.NE.IN) THEN
C*******INTERCHANGE ROWS K AND INDEX IN******
DO 3 J=K,M+N
X=A(K,J)
A(K,J)=A(IN,J)
A( IN, J) =X
3 CONTINUE
END IF
C*******CHECK IF PIVOT TOO SMALL********
IF(U.LT.DELT)THEN
WRITE(*,4)
4 FORMAT(2X,'THE MATRIX IS SINGULAR.')
RETURN
END IF
C*******FORWARD ELIMINATIN STEP********
DO 5 I=KK,N
DO 5 J=KK,M+N
A(I,J)=A(I,J)-A(I,K)*A(K,J)/A(K,K)
S CONTINUE
1 CONTINUE
IF(ABS(A(N,N)).LT.DELT) THEN
'l'ffiiTE (*I 4)
RETURN
END IF
C*******BACK SUBSTITUTION**************
DO 6 K=1,M
A(N,K+N)=A(N,K+N)/A(N,N)
DO 6 IE=1,N-1
I=N-IE
IX=I+1
DO 7 J=IX,N
A(I,K+N)=A(I,K+N)-A(J,K+N)*A(I,J)
7 CONTINUE
A(I,K+N)=A(I,K+N)/A(I,I)
6 CONTINUE
RETURN
ELSE IF(ABS(A(1,1)).LT.DELT) THEN
WRITE(6,4}
RETURN
END IF
DO 8 J=1,M
A(l,N+J)=A(l,N+J)/A(l,l)
8 CONTINUE
RETURN
END

SUBROUTINE PICK
COMMON /FLAGS/ INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,PODFL
1/CASE/ CASE
INTEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER CASE

\vRITE ( *, *)
1'CASE NO. KNOWN VARIABLES OUTPUT'
WRITE(*,*)
1, 1. DIAMETER, SPEED, THRUST OPT. RPM & PITCH'
\vRITE ( *, *)
1' 2. DIAMETER, SPEED, POWER OPT. RPM & PITCH'
'tlRITE (*I*)
1' 3. DIAMETER, EHP CURVE, POWER RPM & PITCH'
WRITE(*,*)
1' 4. DIAMETER, EHP CURVE, TORQUE RPM & PITCH'
WRITE(*,*)
1, 5. DIAMETER, SPEED, THRUST, P/D RPM & POWER'
WRITE(*,*)
1, 6. DIAMETER, SPEED, POWER, P/D RPM & THRUST'
WRITE(*,*)
1, 7. RPM, SPEED, THRUST OPT. DIAM & PITCH'
WRITE(*,*)
1' 8. RPM, SPEED, POWER OPT. DIAM & PITCH'
WRITE(*,*)
1, 9. RPM, EHP CURVE, POWER DIAM & PITCH'
WRITE(*,*)
 1' 10. RPM, DIAMETER, EHP CURVE, PWR PITCH'
~VRITE (*, * )
l' 11. RPM, DIAMETER, SPEED, POWER PITCH & THRUST'
WRITE(*,*)
1' 12. RPM, DIAMETER, POWER, P/D THRUST & SPEED'
WRITE(*,*)
'J. ' 13. RPM, DIAMETER, THRUST, P/D POWER & SPEED'
WRITE(*t*)
1' 14. RPM, DIAMETER, SPEED, P/D THRUST & POWER'
WRITE(*,*)
1' 15. DIAMETER, SPEED, TORQUE, P/D THR, DIAM & PWR'
WRITE(* 1 *)
1' 16. RPM 1 DIAMETER, SPEED OPT. PITCH'
WRITE(*,*)
1' 17. RPM, DIAMETER 1 SPEED, THRUST PITCH & POWER'
WRITE(*,*)
·1' 18. RPM, SPEED, TORQUE, P/D THR, RPM & PWR'
'NRITE (*I * )
WRITE(*,*) 'WHICH CASE DO YOU WANT TO ANALYZE ?'
READ (*,*) CASE
OPEN (UNIT=l,STATUS='OLD' ,FILE='CASES.DAT')
DO 101 N=1,CASE
READ (1,111) INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
111 FORMAT (11(I1,1X))
101 CONTe:UE
C WRITE (* 1 *) INFL,OUTFL 1 NST 1 DFL 1 NFL,VFL,TFL,CRVFL 1 PFL,PODFL,QFL
RETURN
END

SUBROUTINE PROPSER

CO~~ON /DAT1/ CT(101),ST(101)tTT(10l)tUT(l01)/VT(l01)

1/DAT3/ CQ(10l),SQ(l01),TQ(l0l),UQ(101) 1 VQ(l01)
2/DAT2/ SERIES 1 NT,NQ 1 SIGMA
3/INP2/ SBAR,SZ;LPIT 1 HPIT
4/DATS/ CCT(20) 1 CST(20),CTT(20),CUT(20),CVT(20),NCT
5/DAT6/ CCQ(20),CSQ(20),CTQ(20),CUQ(20),CVQ(20),NCQ

INTEGER ST,TT,UT,VT,SQ 1 TQ,UQ,VQ,NT,NQ,SERIES 1 NOBLAD,SZ

INTEGER NCT 1 NCQ,CST,CUT,CTT,CVT,CSQ 1 CTQ 1 CUQ,CVQ
REAL SIGMA,LPIT,HPIT

NOBLAD = 0

WRITE (*t*) 'WHICH DATABASE?'

WRITE (*I*) '1 - B-SERIES'
WRITE (*I*) '2 - GAWN-BURRILL SERIES'
WRITE (*I*) '3 - GAWN KCA CAVITATING SERIES'
WRITE (*,*) '4 - CPP TUG SCREW'

READ (*,*) SERIES

IF (SERIES.EQ.1) THEN
OPEN(UNIT=S,STATUS='OLD',FILE='BSERIES.DAT')
ELSE IF (SERIES.EQ.2) THEN
 OPEN{UNIT=S,STATUS='OLD',FILE='GAWN.DAT')
ELSE IF (SERIES.EQ.3) THEN
OPEN{UNIT=S,STATUS='OLD',FILE='KCA.DAT')
ELSE IF (SERIES.EQ.4) THEN
OPEN(UNIT=S,STATUS='OLD',FILE='CPPTUG.DAT')
END IF

READ (5,*) NT
READ (5,*} NQ
READ (5,*) sz
READ (5,*} LPIT
READ (51*} HPIT

1000 FORMAT (3I3)

c IF (SET .EQ. 1) GO TO 1001
c
C INPUT PROPELLER DATA
c
DO 5 N=l,NT
READ (5,26} CT(N} ,ST(N) ,TT(N} ,UT(N) ,VT(N)
26 FORMAT (E12.5,1x,Il,lx,I1,1x,I1,1x,Il)

5 CONTINUE
DO 6 N=l,NQ
READ (5,26) CQ(N),SQ(N),TQ(N},UQ(N),VQ(N}
6 CONTINUE

IF (SERIES.EQ.3) THEN
READ(5,*} NCT
READ(S,*) NCQ
DO 7 N=l,NCT
27 FORMAT (El2.5,1x,Il,lx,Il,lx,Il,lx,I1)

READ (5,27} CCT(N),CST(N),CTT(N),CUT(N),CVT(N}

7 CONTINUE
DO 8 N=l,NCQ
READ (5,27) CCQ(N),CSQ(N),CTQ(N),CUQ(N),CVQ(N)
8 CONTINUE

END IF

close(S)
RETURN
END

SUBROUTINE TRANS

INTEGER MENU,DIRECT

MENU = 4
3 IF (MENU.NE.O) THEN
 WRITE (*I*) I I

WRITE (* 1 *)
WRITE (* 1 *)
WRITE (* 1 *)
WRITE { * I *) I I
WRITE (*,*)
WRITE { * I *)I TRANSFER MENU'
WRITE (*,*)
WRITE ( * I * ) I 1. SAVE INPUT DATA TO FILE'
WRITE {*I*} I 2. LOAD INPUT DATA FROM FILE'
WRITE ( * I * )
I 3. SAVE ANALYSIS RESULTS '
WRITE ( * I *}I TO FILE'
WRITE (* 1 *)
WRITE (*,*)
WRITE ( * * )
I I I

WRITE ( *, *) I I

WRITE {* I *) I I
WRITE {*,*)
WRITE (*I*) I I
WRITE (*,*)
WRITE (*,*)
WRITE ( * * )
I I I

WRITE (*,*}
WRITE (* 1 *) 'PLEASE ENTER SELECTION:'
READ { * I * ) !-C..ENU

IF (MENU.EQ.l) THEN
CALL SAVINP
ELSE IF (MENU.EQ.2) THEN
CALL LOADINP

ELSE IF {MENU.EQ.3) THEN

DIRECT=l
CALL OPT(DIRECT)
DIRECT=O
END IF
GOTO 3
END IF

RETURN
END

SUBROUTINE BISE(A,B,POWER,VDES,Al)

REAL Al{lO),POWER,VDES 1 A 1 B
REAL XL,XR,U,XM,EPS,W

XL=A
XR=B
U=Al{4)*XL**3+Al(3)*XL**2+Al(2)*XL+Al(l)-POWER
XM=XR
EPS=O.OOS

354 W=Al(4}*XM**3+Al(3)*XM**2+A1{2}*XM+Al{l)-POWER
c WRITE (*I *) 'w' w I

IF (U*W.LT.O.O) THEN
XR=XM
ELSE
XL=X..."!
END IF
XM=(XL+XR)/2.0
C WRITE {*,*) 'XM=',XM
IF (ABS{XM-XL).GE.EPS) THEN
GOTO 354
ELSE
VDES=XM
END IF
RETURN
END

SUBROUTINE EDIT
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
lV{20},R{20),D{20),T(20),PODA{20),WAKD(20},BAR,
2EFFR(20},POWER,TORQUE,DRPM
3/DAT2/ SERIES,NT,NQ,SIGMA
4/DAT4/ HUB,THRUD(20}
5/FLAGS/ INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,PODFL
6/CUP. .t.lE/ XCRV ( 20}, YCRV( 20), TCR1/ ( 20), NPTS ,Al ( 10)

I~TEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER SERIES,NPTS,I
CHARACTER*l2 CRFILE
REAL SIGMA,XCRV,YCRV,TCRV,Al

sel=20
10 IF (SEL.NE.O) THEN
C WRITE {*,*) SERIES
WRITE {* 1 *)
WRITE {*,*)
WRITE (*,*)
WRITE (*,*)
WRITE (*,*) '1. NUMBER OF BLADES : ',NOBLAD
IF (SERIES.EQ.3) THEN
WRITE (*,*) '2. CAVITATION NUMBER: ',SIGMA
ELSE
WRITE (*,*) '2. CAVITATION NUMBER: NOT USED'

END IF
WRITE (*,*) '3. HUB IMMERSION {FT : ' ,HUB
WRITE {*,*} 4 • BLADE AREA RATIO
I
I
,BAR
IF (DFL.EQ.l) THEN
WRITE (*,*} 5 • DIAMETER (FT}
I I I D ( 1)
ELSE
WRITE (*I*) 5. DIAMETER (FT)
1 TO BE CALCULATED'
END IF
IF (NFL.EQ.l) THEN
WRITE (*,*) 6 • PROPELLER RPM
I ',R(l)
ELSE
WRITE (*,*} 6 • PROPELLER RPM
I TO BE CALCULATED'
 END IF
IF (PODFL.EQ.l) THEN
WRITE (*,*) '7. PITCH/DIAMETER RATIO:',?ODA(l)
ELSE
WRITE (*,*) '7. PITCH/DIAMETER RATIO: TO BE CALCULATED'
END IF
IF (PFL.EQ.l) THEN
WRITE (*,*) '8. DESIGN POWER:',POWER
ELSE
WRITE (*,*) '8. DESIGN POWER: NOT USED'
END IF

IF (QFL.EQ.l} THEN
WRITE (*,*) '9. DESIGN TORQUE:',TORQUE
ELSE
WRITE (*,*) '9. DESIGN TORQUE: NOT USED'
END IF
IF (CRVFL.EQ.l} THEN
WRITE (*,*} '10. EHP CURVE (SELECT TO VIEW/EDIT CURVE)'
ELSE
WRITE (*,*) '10. EHP CURVE NOT USED'
END IF
IF (VFL.EQ.1) THEN
WRITE (*,*} '11. SPEEDS TO ANALYZE (SELECT TO VIEW/EDIT)'
ELSE
WRITE (*,*} '11. SPEEDS TO BE CALCULATED'
END IF
IF (TFL.EQ.1} THEN
IF (NOVAS.EQ.O) THEN
WRITE (*,*} '12. DESIGN THRUST (LBS): ',T(1)
ELSE
WRITE (*,*) '12. DESIGN THRUST (SELECT TO VIEW/EDIT)'
END IF
ELSE
WRITE (*,*) '12. THRUST TO BE CALCULATED'
END IF
IF (VFL.EQ.O} THEN
WRITE(*,*) '13. DESIGN WAKE FRACTION: ',WAKD(1)
WRITE(*,*) '14. DESIGN THRUST DEDUCTION: ',THRUD(1)
WRITE(*,*) '15. DESIGN RELATIVE ROTATIVE EFFICIENCY: ',EFFR(1)
ELSE
WRITE(*,*) '13. DESIGN WAKE FRACTION: UNUSED'
WRITE(*,*} '14. DESIGN THRUST DEDUCTION: UNUSED'
WRITE(*,*} '15. DESIGN RELATIVE ROTATIVE EFFICIENCY: UNUSED'

END IF
WRITE ( * 1 *} I '
WRITE (*,*) 'SELECT 0 TO EXIT THIS MENU'
WRITE(*,*) 'WHICH DATA ITEM DO YOU WANT TO EDIT?'
READ (*,*) SEL

IF (SEL.EQ.1) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR NUMBER OF BLADES:'
READ ( * I * ) NOBLAD
ELSE IF (SEL.EQ.2} THEN
 WRITE (* 1 *) 'INPUT NEW VALUE FOR CAVITATION NUMBER:'
READ (*,*) SIGMA
ELSE IF (SEL.EQ.3) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR HUB IMMERSION:'
READ (* 1 *) HUB
ELSE IF (SEL.EQ.4) THEN
WRITE (* 1 *) 'INPUT NEW VALUE FOR BLADE AREA RATIO:'
READ ( * I * ) BAR
ELSE IF (SEL.EQ.S) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR PROPELLER DIAMETER:'
READ(*,*) D(l)
ELSE IF (SEL.EQ.6) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR PROPELLER RPM:'
READ (*,*) R(l)
ELSE IF (SEL.EQ.7) THEN
WRITE ( * 1 *) 'INPUT NEW VALUE FOR PITCH/DIAMETER .RATIO: '
READ (*,*) PODA(l)
ELSE IF (SEL.EQ.8) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR DESIGN POWER:'
READ (*,*) POWER
ELSE IF (SEL.EQ.9) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR DESIGN TORQUE:'
READ (* 1 *) TORQUE
ELSE IF (SEL.EQ.lO) THEN
CALL EHPEDIT
ELSE I~ \SEL.EQ.ll) THEN
CALL SPEEDEDIT
ELSE IF (SEL.EQ.12) THEN
IF (NOVAS.EQ.O) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR DESIGN THRUST:'
READ (*,*) T(l)
ELSE
CALL THREDIT
END IF
ELSE IF (SEL.EQ.13) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR DESIGN WAKE FRACTION:'
READ (*,*) WAKD(l)
ELSE IF (SEL.EQ.14) THEN
WRITE (*,*) 'INPUT NEW VALUE FOR DESIGN THRUST DEDUCTION:'
READ (*,*) THRUD(l)
ELSE IF {SEL.EQ.lS) THEN
WRITE (*,*)
l'INPUT NEW VALUE FOR DESIGN RELATIVE ROTATIVE EFFICIENCY:'
READ (*,*) EFFR(l)
END IF
GOTO 10
END IF
RETURN
END

SUBROUTINE EHPEDIT
COMMON /CURVE/ XCRV(20),YCRV(20) 1 TCRV(20) 1 NPTS 1 Al(10)
INTEGER I,POINT,SEL
REAL SPEED, HP
 SEL = 4

5 IF (SEL.NE.O) THEN
WRITE (*,*) 'POINT NO. SPEED EHP'
DO 20 I=l,NPTS
WRITE (*,*) I,XCRV(I),YCRV(I)
20 CONTINUE
WRITE (*,*) 'ENTER 0 TO RETURN TO PREVIOUS MENU'
WRITE (*,*)
1 ' ENTER l TO ADD A POINT, 2 TO DELETE A POINT, OR 3 TO EDIT'
READ (*,*) SEL
IF (SEL.EQ.l) THEN
IF (NPTS.EQ.20) THEN
WRITE (*,*) 'THE MAXIMUM NUMBER OF POINTS HAS BEEN REACHED'
PAUSE
END IF
WRITE (*;*).'ADD POINT AT WHICH NUMBER?'
READ (*,*) POINT
WRITE (*,*) 'ENTER SPEED FOR POINT',I
READ (*,*) SPEED
WRITE (*,*) 'ENTER EHP FOR POINT',I
READ (*,*) HP
NPTS =NPTS+l
DO 30 I=POINT,NPTS
XCRV(NPTS-r::>OIHT-I+l)=XCRV(N:?TS-rPOINT-I)
YCRV(NPTS+POINT-I+l)=YCRV(NPTS+POINT-I)
30 CONTINUE
XCRV(POINT) = SPEED
YCRV(POINT) HP

ELSE IF (SEL.EQ.2) THEN

WRITE (*,*) 'DELETE POINT AT WHICH NUMBER?'
READ (*,*) POINT
NPTS =NPTS-1
DO 40 I=POINT,NPTS
XCRV(I)=XCRV(I+l)
YCRV(I)=YCRV(I+l)
40 CONTINUE
ELSE IF (SEL.EQ.3) THEN
WRITE (*,*) 'WHICH POINT DO YOU WANT TO EDIT'
READ (*,*) POINT
WRITE (*,*) 'INPUT NEW SPEED VALUE FOR POINT',POINT
READ(*,*) XCRV(POINT)
WRITE (*,*) 'INPUT NEW EHP VALUE FOR POINT',POINT
READ (*,*) YCRV(POINT)
END IF
GOTO 5
END IF
RETUR~
END

SUBROUTINE SPEEDEDIT
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
1V(20),R(20),D(20),T(20),PODA(20),WAKD(20),BAR,
2EFFR(20),POWER,TORQUE,DRPM /DAT4/ HUB,THRUD(20)
 INTEGER I,?OINT,SEL
REAL SPEED I HP

SEL = 4

5 IF (SEL.NE.O) THEN
WRITE (*,*) 'POINT NO. SPEED w t ETArr'
DO 20 I=1 1 NOVAS
WRITE (*,*) I,V(I),WAKD(I),THRUD(I),EFFR(I)
20 CONTINUE
WRITE (*,*) 'ENTER 0 TO RETURN TO PREVIOUS MENU'
WRITE (*,*)
1 ' ENTER 1 TO ADD A POINT, 2 TO DELETE A POINT, OR 3 TO EDIT'
READ (*,*) SEL
IF (SEL.EQ.l) THEN
IF (NPTS.EQ.S) THEN
WRITE (*,*) 'THE MAXIMUM NUMBER OF POINTS HAS BEEN REACHED'
PAUSE
END IF
WRITE (*,*) 'ADD POINT AT WHICH NUMBER?'
READ (*,*) POINT
WRITE (*,*) 'ENTER SPEED FOR POINT',I
READ {*,*) SPEED
WRITE (*,*) 'ENTER WAKE FRAC~ION FOR POIN7',I
READ ( "" , * ) WAK
WRITE (*,*) 'ENTER THRUST DEDUCTION FOR POINT' 1 I
READ (*,*) THR
WRITE (*,*) 'ENTER REL. ROTATIVE EFFICIENCY FOR POINT' 1 I
READ ( * I * ) ERR
NPTS =NPTS+1
DO 30 I=POINT,NPTS
V(NPTS+POINT-I+1)=V(NPTS+POINT-I)
WAKD(NPTS+POINT-I+1)=WAKD(NPTS+POINT-I)
THRUD(NPTS+POINT-I+1)=THRUD(NPTS+POINT-I)
EFFR(NPTS+POINT-I+1)=EFFR(NPTS+POINT-I)
30 CONTINUE
V(POINT)=SPEED
WAKD(POINT)=WAK
THRUD(POINT)=THR
EFFR(POINT)=ERR

ELSE IF (SEL.EQ.2) THEN

WRITE (*,*) 'DELETE POINT AT WHICH NUMBER?'
READ (*,*) POINT
NPTS =NPTS-1
DO 40 I=POINT,NPTS
V(POINT)=V(POINT+1)
WAKD(POINT)=WAKD(POINT+l)
THRUD(POINT)=THRUD(POINT+1)
EFFR(POINT)=EFFR(POINT+1)
40 CONTINUE
ELSE IF (SEL.EQ.3) THEN
WRITE (*,*) 'WHICH POINT DO YOU WANT TO EDIT'
READ (*,*) POINT
 WRITE (*,*) 'INPUT NEW SPEED VALUE FOR POINT',POINT
READ(*,*) V(POINT)
WRITE (*,*) 'INPUT NEW WAKE FRACTION VALUE FOR POINT',POINT
READ (*,*) WAKD(POINT)
WRITE (*,*) 'INPUT NEW THRUST DEDUCTION VALUE FOR POINT',POINT
READ (*,*) THRUD(POINT)
WRITE (*,*) 'INPUT NEW REL. ROTATIVE EFF. VALUE FOR POINT',POINT
READ (*,*) EFFR(POINT)

END IF
GOTO 5
END IF
RETURN
END

SUBROUTINE THREDIT
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
1V(20),R(20),D{20),T(20),PODA(20),WAKD(20),BAR,
2EFFR(20),POWER,TORQUE,DRPM

INTEGER I,POINT,SEL
REAL SPEED, HP

SEL = 4

5 IF (SEL.NE.O) THEN
WRITE (*,*) 'POINT NO. SPEED DESIGN THRUST'
DO 20 I=l,NOVAS
WRITE ( *, *) I, V (I) , T (I)
20 CONTINUE
WRITE (*,*) 'ENTER 0 TO RETURN TO PREVIOUS MENU'

WRITE (*,*)
WRITE (*,*) 'WHICH POINT DO YOU WANT TO EDIT'
READ (*,*) POINT
IF (POINT.NE.O) THEN
WRITE (*,*) 'INPUT NEW THRUST VALUE FOR POINT' ,POINT
READ{*,*) T{POINT)
ELSE
SEL = 0

END IF
GOTO 5
END IF
RETURN
END

SUBROUTINE LOADINP
COMMON /INPUT/ NOVAS,NOTS,NOBLAD,
1V(20),R(20),D(20),T(20),PODA(20),WAKD(20),BAR,
2EFFR(20),POWER,TORQUE,DRPM /DAT2/ SERIES,NT,NQ,SIGMA
3/DAT4/ HUB,THRUD(20) /INP2/ SBAR,SZ,LPIT,HPIT
 IF (SERIES.EQ.3) THEN
READ(5,*) NCT
READ ( 5 , * ) NCQ
C WRITE (*,*) NCT,NCQ
C WRITE {*,*) 'READING CAVITATION COEFFICIENTS'
DO 7 N=1,NCT
27 FORMAT {E12.5,1x,I1,1x,I1,1x,I1,1x,I1)

READ {5,27) CCT(N),CST(N),CTT(N),CUT(N),CVT(N)

c write (*,27) Cct(n),Cst(n),Ctt(n),Cut(n),Cvt(n)

7 CONTINUE
DO 8 N=1,NCQ
READ (5,27) CCQ(N),CSQ(N),CTQ(N),CUQ{N),CVQ(N)
c write (*,27) CcQ(n),CsQ(n),CtQ(n),CuQ(n),CvQ(n)
8 CONTINUE

END IF

close(5)

READ(1,*) CASE
OPE!: ( ur:rT=2, STATUS=' OLD' I FILE=, cAsEs. DAT' i
DO 101 I=1,CASE
READ (2,111) INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
111 FORMAT (11(I1,1X))
101 CONTINUE
CLOSE(2)
READ(1,*) NOBLAD
IF (SERIES.EQ.3) THEN
READ(1,*) SIGMA
END IF
READ(1,*) HUB
READ ( 1, * ) BAR
IF (DFL.EQ.1) THEN
READ(1,*) D(1)
END IF
IF (NFL.EQ.1) THEN
READ(1,*) R(1)
DRPM = R(1)
END IF
IF (PODFL.EQ.l) THEN
READ(l,*) PODA(l)
END IF
IF (PFL.EQ.l) THEN
READ ( 1 , * ) POWER
END IF
IF (QFL.EQ.l) THEN
READ(l,*) TORQUE
END IF
IF (CRVFL.EQ.l) THEN
READ(l,*) NPTS
DO 4 I=l,NPTS
 READ(1 1 *) XCRV{I)
READ(1 1 *) YCRV(I)
4 CONTINUE
END IF
IF {VFL.EQ.1) THEN
READ ( 1 I * ) NOVAS
DO 10 J=1 1 NOVAS
READ ( 1 I * ) v ( J)
IF (V(J).EQ.O) THEN
V(J) = .001
END IF
READ ( 1 I * ) WAKD
READ(l 1 *) THRUD(J)
READ(l 1 *) EFFR(J)
IF (D(1) .NE. 0) THEN
D(,T) = D(l)
END IF
IF (R(l) .NE. 0) THEN
R(J) = R(l)
END IF
IF (PODA(l).NE.O) THEN
PODA(J)=PODA(l)
END IF
10 CONTINUE
E~!D IF
IF (TFL.EQ.1) THEN
IF (NOVAS.EQ.O) THEN

READ(l 1 *) T(l)
ELSE
DO 20 J=l 1 NOVAS

READ(l 1 *) T(J)
20 CONTINUE
END IF
END IF
IF (VFL.EQ.O) THEN
READ(l 1 *) WAKD(l)
READ(1,*) THRUD(l)
READ(1 1 *) EFFR(l)
END IF

CLOSE (1)
RETURN
END

SUBROUTINE SAVINP
COMMON /INPUT/ NOVAS 1 NOTS 1 NOBLAD,
1V(20),R(20),D(20) 1 T(20) 1 PODA(20),WAKD(20),BAR 1
2EFFR(20) 1 POWER,TORQUE,DRPM
3/DAT2/ SERIES,NT,NQ,SIGMA
4/DAT4/ HUB,THRUD(20)
5/FLAGS/ INFL,OUTFL 1 NST 1 DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,PODFL
6/CURVE/ XCRV(20),YCRV(20),TCRV(20),NPTS,Al(l0)
 4/DATS/ CCT(20),CST(20),CTT(20),CUT(20),CVT{20),NCT
5/DAT6/ CCQ(20),CSQ(20),CTQ{20),CUQ(20),CVQ(20),NCQ
6/FLAGS/ INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,QFL,?ODFL
7/CURVE/ XCRV(20),YCRV(20),TCRV(20),NPTS,Al(10)
8/CASE/ CASE /DATl/ CT(l0l),ST(l0l),TT(l01),UT(l01),VT{101)
9/DAT3/ CQ(l0l),SQ(l0l),TQ(l0l),UQ(10l),VQ(101)

INTEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER SERIES,NPTS,I,N,CASE
CHARACTER*l2 CRFILE
CHARACTER*l2 SERFILE
REAL SIGMA,XCRV,YCRV,TCRV,Al

WRITE (*,*) 'FILE NAME (SURROUNDED BY SINGLE QUOTES)?'

READ (*,*) CRFILE

OPEN (UNIT=1,STATUS='OLD' 1 FILE= CRFILE)

WRITE (*,*) 'SUCCESSFULLY OPENED'

READ(1,*) SERIES
IF (SERIES.EQ.l) THEN
OPEN(UNIT=5 1 STATUS='OLD' 1 FILE='BSERIES.DAT')
ELSE IF (SERIES.EQ.2) THEN
OPEN ( UNI'£=5, STATUS=' OLD', FILE=' GAWN. DAT')
ELSE IF (SERIES.EQ.3) THEN
OPEN(UNIT=S,STATUS='OLD',FILE='KCA.DAT')
ELSE IF (SERIES.EQ.4) THEN
READ (1,*) SERFILE
OPEN(UNIT=5 1 STATUS='OLD',FILE=SERFILE)
END IF

READ ( 5' *) NT
READ ( 5, *) NQ
READ ( 5 I*) sz
READ (5,*) LPIT
READ ( 5' *) HPIT

1000 FORMAT (3I3)

c IF (SET .EQ. 1) GO TO 1001
c
C INPUT PROPELLER DATA
c
DO 5 N=1 1 NT
READ ( 5 I 2 6 ) CT ( N ) I s T ( N ) I TT ( N ) I UT ( N ) I VT ( N)
c write (*,26) ct(n) 1 st(n) 1 tt(n) 1 ut(n) 1 vt(n)
26 FORMAT (E12.5,1x 1 I1 1 1x,I1,lx 1 I1,1x,Il)

5 CONTINUE
DO 6 N=l,NQ
READ (5,26) CQ(N) 1 SQ(N),TQ(N),UQ(N) 1 VQ(N)
c write (*,26) cQ(n),sQ(n),tQ(n),uQ(n) 1 vQ(n)
6 CONTINUE
 7/CASE/ CASE
INTEGER INFL,OUTFL,NST,DFL,NFL,VFL,TFL,CRVFL,PFL,PODFL,QFL
INTEGER SERIES,NPTS,I
CHARACTER*12 CRFILE
CHARACTER*l2 SERFILE
.. REAL SIGMA,XCRV,YCRV,TCRV,A1

WRITE (*,*) 'FILE NAME (SURROUNDED BY SINGLE QUOTES)?'

READ (*,*) CRFILE

OPEN (UNIT=l,STATUS='NEW',FILE= CRFILE)

WRITE(1,*) SERIES
WRITE(1,*) CASE
WRITE(1,*) NOBLAD
IF (SERIES.EQ.3) THEN
WRITE(l,*) SIGMA
"END IF
WRITE(l,*) HUB
WRITE(l,*} BAR
IF (DFL.EQ.1) THEN
WRITE ( 1, *) D ( 1)
END IF
IF (NFL.EQ.1) THEN
WRITE(l,*) R(1)
DRP~: "" ::t( 1)
END IF
IF (PODFL.EQ.1) THEN
WRITE(l,*) PODA(1)
END IF
IF (PFL.EQ.1) THEN
WRITE(l,*) POWER
END IF
IF (QFL.EQ.l) THEN
WRITE(1,*) TORQUE
END IF .
IF (CRVFL.EQ.l) THEN
• WRITE(l,*) NPTS
DO 4 I=l,NPTS
WRITE(l,*) XCRV(I)
WRITE(l,*) YCRV(I)
4 CONTINUE
END IF
IF (VFL.EQ.1) THEN
WRITE(1,*) NOVAS
DO 10 J=l,NOVAS
WRITE(1,*) V(J)
IF (V(J).EQ.O) THEN
V(J) = .001
END IF
WRITE(1,*) WA.KD
WRITE(l,*) THRUD(J)
WRITE(1,*) EFFR(J)
IF (0(1) .NE. 0) THEN
D(J) = 0(1)
END IF
 IF (R(l) .NE. 0) THEN
R(J) = R(l)
END IF
IF (PODA(l) .NE.O) THEN
PODA(J)=PODA(l)
END IF
10 CONTINUE
E:ND IF
IF (TFL.E:Q.l) THEN •
IF (NOVAS.EQ.O) THEN

WRITE(l,*) T(l)
ELSE
DO 20 J=l,NOVAS

WRITE{l,*) T(J)
20 CONTINUE
END IF
END IF
IF {VFL.EQ.O) THEN
WRITE(l,*) WAKD(l)
WRITE(l,*) THRUD{l)
WRITE(l,*) EFFR(l)
END IF

RETURN
END