The Pitch Distribution of Wake-Adapted

Marine Propellers
BY LAURENS TROOST, x /'V[EMBER

This paper contains the further develop- the basic definition of radial pitch distribu-
ment and completion of some conceptions tion for optimum propellers under all con-
on single-screw ship p r o p u l s i o n as intro- ditions of loading and radial wake distribu-
duced in the author's paper, "A Simplified tion. T h e r e u p o n , a simple rational formu-
M e t h o d for Preliminary P o w e r i n g of Single lation is p r o p o s e d for the hydrodynamic
S c r e w Merchant Ships. ''-~ A f t e r a brief re- pitch angle, corrected for induced veloci-
evaluation of the principle of the "substitute ties, as a starting point for the circulatiofi-
p r o p e l l e r " as presented in that paper, and a theory design m e t h o d of wake-adapted
more elaborate derivation of the relations propellers of minimum energy loss. It is
between the thrust-deduction and wake finally shown that this formulation yields
factors in terms of propeller loading, the radial pitch distributions in very close agree-
present paper shows h o w these relations ment with those derived from the substitute-
can be integrated over the propeller radius propeller concept, and that it may be ac-
to obtain an elegant solution of the p r o b l e m cepted as a definite solution in a field where
of the radial distribution of thrust deduc- hitherto rather conflicting conceptions have
tion as a function of the radial wake dis- prevailed. In an Appendix, the basic design
tribution and propeller loading for pro- of controllable-pitch propellers is discussed
pellers of minimum energy loss. It is then in terms of the considerations presented in
s h o w n h o w this solution can be applied to the paper.

INTRODUCTION the induction factors (1), 3 which give a rigorous

solution of the problem. However, Lerbs' rigorous
Conventional methods of propeller design make
method requires an amount of calculations diffi-
extensive use of systematic test series. .In gen- cult to apply in practice b y designers who have to
eral, this procedure can even be applied in cases
face a deadline. Therefore, simpler approximate
where the avoidance of vibration, cavitation, and
methods, using the Goldstein function, h a t e been
noise are of importance, but modern methods of
worked out (2, 3) that will give a solution in satis-
design in accordance with the circulation theory
factory agreement with the results of the rigorous
are at present gaining more and more the interest method, and requiring much simpler calculations.
of propeller designers. The .development of hy-
I t can be stated that Lerbs (4) has originated the
drodynamic theory in this area is mainly due to
basis of. the approximate methods now in use.
Horn, Helmbold, Goldstein, Ludwieg, Ginzel, and
Van Lammeren (5) published a simplified method
Lerbs, the most important single advancement
on the basis of work by Helmbold, Lerbs, and
having been made by Lerbs in the development of
Gutsche, which does not use the Goldstein func-
H e a d of t h e D e p a r t m e n t of N a v a l A r c h i t e c t u r e a n d M a r i n e E n - tion. Van Manen (12, 6, 2) devised a variation on
-gineering, M a s s a c h u s e t t s I n s t i t u t e of Technology, C a m b r i d g e , Mass.
Presented a t a m e e t i n g of the New E n g l a n d Section of THZ S0- Lerbs' approximate method and applied this to the
CIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS, Boston, Mass.,
October 28, 1955. concept of methodical charts for the design of pro-
Presented a t the A n n u a l M e e t i n g , N e w York, N. Y., N o v e m b e r
15--16, 1956, of THE SOCIETY OF NAVAL ARCHITECTS AND MARINE s N u m b e r s in parentheses refer to the B i b l i o g r a p h y a t the end of t h e
ENGINEERS. paper.
357
558 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

pellers of o p t i m u m diameter for given revolutions ,, q

in accordance with h y d r o d y n a m i c principles. In- • /1( ..... ~ c
teresting contributions of Hill (7), Guilloton (8),
and Burrill (9, 10) also should be mentioned. • - - t

One of the principal differences between the

systematic test series and the approximate circu-
lation-theory methods is the fact t h a t the latter
provide the designer with a pitch distribution
over the radius for m i n i m u m energy loss of the
system hull-screw, while the former method only
provides the pitch distribution (mostly constant A4/IW ~ ~ ? r _J-
.. Cu ', C u ~-
over the radius) characteristic for the propeller
model series as tested. This distribution is b y no
means o p t i m u m for every case, although quite FIG. 1 VELOCITY DIAGRAM FOR IDEAL FLOW AT BLADE
some latitude in pitch distribution can be tolerated SECTION
in average cases without impairing the m a x i m u m
attainable propulsive efficiency E H P / P H P too
much. tribution is easily found from the various formula-
There is no doubt, however, t h a t in m a n y cases tions for minimum energy loss.
a considerable gain in efficiency can be obtained b y In the course of further calculations the abso-
applying a pitch distribution which is tailored to a lute a m o u n t o f pitch at any radius is corrected for
particular radial-wake distribution and propeller the influences of viscosity and curvature of flow on
load. I t would be an asset to the designer who the lift of the blade section. These procedures
prefers to make use of systematic-series test have been explained fully in references (2) and
charts, if he had available a simple method for (3). The basic distribution of pitch over the
correcting the pitch distribution of the series to radius, however, remains characteristic for t h a t of
the benefit of the case in hand. The development the finished design, and it is therefore of interest
of such a method is one of the issues of this paper. to discuss the basic pitch distributions as obtained
Another issue is a critical evaluation of the vari- with the various existing formulations for opti-
ous basic pitch distributions as obtained by dif- m u m wake-adapted propellers in a radially vary-
ferent existing formulations for minimum energy ing wake flow.
loss in the approximate methods of circulation- As usual, the circumferential average of the
theory design of propellers working in unequal nominal wake at any radius (w') is used in rela-
velocity fields, with particular reference to the tion to the mean value of the nominal wake over
single-screw ship. the propeller disk (w). I t is to be observed, as
Lerbs demonstrated in his classical publication (1),
APPROXIMATE METHODS O F CIRCULATION-THEORY t h a t the o p t i m u m wake-adapted screw in its
DESIGN formulation is related to the o p t i m u m free-
running propeller for the condition Ve = v~ (1 -- w).
All existing methods endeavor to establish for Since the latter, according to Betz's optimization
the condition of minimum energy loss a relation theorem, has essentially the same pitch at all radii,
between the hydrodynamic pitch angle f (not cor- it will be of interest to compare the basic pitch P
rected for induced velocities) and the hydrody- of the o p t i m u m wake-adapted propeller at any
namic pitch angle f,, corrected for induced veloci- radius r = xR to the radially constant pitch P0 of
ties, Fig. 1, at various radii r of the propeller with the equivalent open-water propeller. T h e values of
radius _R and diameter D. Since the values of tan P/Po as a function of x will then define the basic
flit over the radius directly provide for the basic pitch distribution of the wake-adapted propeller.
pitch distribution of the propeller in accordance
with the equation
FORMULATIONS FOR OPTIMUM WAKE-ADAPTED.
PROPELLERS
P / D = ~r r tan fi = lrx tan f t . . . . . [1]
Lerbs' Formulation (4,1)
and since the value of By applying certain principles given b y Helm-
~e
bold (11) and assuming t h a t a cylindrical section
tan f = - - dr of the propeller blades at radius r delivers a
COT
thrust element dT, overcoming a hull resistance
is given b y the design data, the basic pitch dis- element dR, then applying Betz's optimization
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 359

t h e o r e m b y a d d i n g a c i r c u l a t i o n e l e m e n t AF a t C
r a d i u s r a n d a s s u m i n g t h a t no r a d i a l r e d i s t r i b u t i o n 1 re+
of c i r c u l a t i o n will r e s u l t in a n increase in t h e ei Ve
efficiency of t h e h u l l - p r o p e l l e r s y s t e m , L e r b s ar-
rives b y a p p l i c a t i o n of M u n k ' s d i s p l a c e m e n t we d e r i v e f r o m E q u a t i o n [.3]
t h e o r e m in t h e a d d i t i o n of AF (or, w h a t is essen- Ct C
t i a l l y t h e same, b y t h e n e g l e c t of q u a d r a t i c t e r m s v/ + g + ? [ l _ w,f/2v /
of t h e i n d u c e d velocities) a t t h e following basic cor v, \ 1 -- w' ] cor
relationship
and
1 [1 -- w V / : [ 1 - t ' \ ' / '
t a n / 3 , = e~ [ ~ ) [~-7") t a n / 3 . . . [ 2 1 C!
p, v/+~
where Po 6
v°+~
t = m e a n t h r u s t - d e d u c t i o n coefficient o v e r
t h e screw d i s k v ~ ' ( 1 -- w ~ ' / ' ( 1 -- w ' ~ ( 1 -- w ~ ' / '
t' = m e a n t d c a t a c y l i n d r i c a l x - s e c t i o n of screw
e, --- ideal efficiency of e q u i v a l e n t
open-water propeller
_P = ( 1 -- w ' ~ '/' [4]
P0 \1 - w / ...........
A s s u m i n g t h a t t h e r a d i a l v a r i a t i o n of t is s m a l l
w i t h r e g a r d to t h a t of w, a n d b y n e g l e c t i n g t h e w h i c h defines t h e b a s i c p i t c h d i s t r i b u t i o n of t h e
v a r i a t i o n of wake-adapted screw in a c c o r d a n c e w i t h L e r b s '
formulation. Since, as we will see later, t h e r e a r e
1 - Ff/, g o o d reasons to a s s u m e t h a t t h e n e g l e c t of t h e
l--t/ v a r i a t i o n of
w i t h t h e radius, L e r b s a r r i v e s a t his final f o r m u l a - 1 -- t"~ '/2
tion i-wT]
1 (1--wyI,
tan/3, = ~ \]--Z--~] tan/3 ...... [3] o v e r t h e r a d i u s is n o t permissible, we also c a n
d e r i v e t h e p i t c h d i s t r i b u t i o n f r o m E q u a t i o n [2]
which for (1 -- w ) / ( 1 -- w') = i ( h o m o g e n e o u s a n d find
flow) r e d u c e s to t h e c o n d i t i o n of m i n i m u m e n e r g y P0 [ 1 -- w"~'/'(1 - - t " ~ ~/~ [4a]
loss of t h e e q u i v a l e n t o p e n - w a t e r p r o p e l l e r P \l-w] \l--t] ......
tan/3~ = l _ t a n / 3 Van M a n e n ' s Formulation (12,6)
ei

With T h i s is a v a r i a t i o n of L e r b ' s f o r m u l a t i o n . I n -
s t e a d of a p p l y i n g M u n k ' s d i s p l a c e m e n t t h e o r e m ,
v, = v,(1 -- w) t h e i n c r e m e n t of c i r c u l a t i o n AF a t r a d i u s r is
v,' = v,(1 -- w ' ) a n d v,' _ 1 -- w ' a d d e d in t h e screw d i s k a n d n o t far b e h i n d in t h e
ve I -- w screw race. N e g l e c t i n g t h e possible influence of
this i n c r e m e n t on t h e c i r c u l a t i o n a t a d j a c e n t sec-
P0 = c o n s t a n t p i t c h of e q u i v a l e n t o p e n - w a t e r
screw tions, v a n M a n e n a r r i v e s a t t h e following f o r m u -
P = p i t c h a t a n y r a d i u s r = x R of w a k e - lation
a d a p t e d screw 1 1--w 1--t'
c/2 = axial d i s p l a c e m e n t v e l o c i t y of helicoidal tan/3, - e~l -- w'l -- t t a n / 3 . . . . . [5]
v o r t e x sheets of c o n s t a n t p i t c h of
e q u i v a l e n t o p e n - w a t e r screw (Fig. 1) A discussion of t h e r e l a t i v e t h e o r e t i c a l m e r i t s of
a t screw disk c o n s t a n t o v e r r a d i u s
L e r b s ' a n d v a n M a n e n ' s f o r m u l a t i o n s can b e
d / 2 = d i s p l a c e m e n t v e l o c i t y for w a k e screw a t
any radius r f o u n d in t h e discussion of p a p e r (6).
A l o n g t h e s a m e lines as p r e s e n t e d u n d e r L e r b s '
6I
f o r m u l a t i o n , we d e r i v e f r o m E q u a t i o n [5]
2
tan/3i = - - P 1 -- t '
c0r
P0 1 - t .............. [6]
Ve t
t a n fl - a n d w i t h v a n M a n e n ' s a p p r o x i m a t i o n (12, 6)
cot
560 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

1 - - t ' = (1 -- w'~ 1/'

1 - t \l---:-~w / .......... [7] = (ve-t-2)-t-( 1 1--1
--~_,) Ve t

1 ( 1 - - w ~ '/' Ct

tan/3, = e-~ \1 -- w'} tan ~3. . . . . . [5a] v'+

tan/3~ _ ' 5
. tan/3
P
P ~ = k l - w /
V, . . . . ........ IS]
Ve t

F r o m Lerbs' derivation (2), van Manen's

ve -~ 2 v, q_ (1 i-w)
Ve Ve t 1 w'
formulation (5) and our Equations [4a] and [6] we
observe t h a t the distribution of the thrust-deduc-
tion coefficient over the radius is of importance.
tan/3~ 1 1 -- w
1 -- w ' - ~ 1 1-°)1
1 w~ tan/3
In (12) and (13) van M a n e n goes to great lengths ..... [9]
to establish this distribution (1 -- t')/(1 - t) as a
function of wake distribution (1 -- w')/(1 -- w). For the pitch distribution
I t is the author's contention t h a t in view
of the well-known fact t h a t the thrust-deduction P0 1 + ei _ w 1 ...... [10]
coefficient is not only dependent on the wake co-
efficient, but also on the propeller loading (it will In principle, this pitch distribution fulfills the
decrease significantly with increase of propeller requirements put forward in the discussion of van
loading) that van Manen's approximation, Equa- M a n e n ' s formulation. Since the ideal efficiency e~
tion [7], is necessarily incomplete and should of the equivalent open-water propeller, in ac-
contain a term of propeller loading. This subject cordance with K r a m e r ' s charts, is a direct function
will be discussed in one of the following para- of the.thrust or power coefficient and the advance
graphs. With reference to Equations [4a] and [6] coefficient, the pitch distribution, Equation [10], '
we see at once that the pitch distribution of an op- is a function of both the wake distribution and the
t i m u m wake-adapted propeller should not only be propeller loading. In the further development of
a function of the wake distribution, but also of the this subject we will see, however, t h a t van Lam-
propeller loading and t h a t Equations [4] and [8] meren's formulation results in very low pitch
for the pitch distribution, derived from Lerbs' and ratios for the inner propeller sections. One of the
van Manen's final Formulations [3] and [5a], give most important requirements derived by Helmbold
a pitch distribution independent of propeller load- in his fundamental work (11) for minimum
ing. F r o m this point of view, a good formulation energy loss of the system hull-propeller is t h a t the
which would result in a pitch distribution as a propeller should be loaded more heavily in the re-
function of both wake-distribution and propeller gion where the greatest frictional wake prevails;
loading should have preference. t h a t is, in the inner propeller sections. F r o m this
point of view the reduction of the basic pitch
Van Lammeren' s Formulation towards the inner screw sections in accordance
T h e characteristic of van L a m m e r e n ' s design with van L a m m e r e n ' s formulation seems to be
method (5)-for wake screws is t h a t the axial dis- excessive.
placement velocity c'/2 at the screw disk of the
vortice lines emanating from the bound vortice New Formulation
which replaces the propeller blade, is kept constant As the result of a suggestion made in a seminar
over the radius (as is the case with the o p t i m u m discussion at M . I . T . in 1953, the author worked
open-water screw) and equal to the latter's trans- out a formulation for minimum energy loss for the
port velocity c/2. Hence condition of constant pitch of the helicoidal vor-
6t £ tice lines in the flow far behind the system hull-
propeller, and used it subsequently in his lecture
notes. I t is well known t h a t Betz' condition for
This particular condition for minimum energy minimum energy loss of the open-water propeller
loss can be transformed into a relation between tan also results in a constant pitch of the helicoidal
/3, and tan/3 as follows vortiee sheets far behind the screw. For the reason

v,'+~=
c,(:) Ve + +Ve'--V,
that, from a fixed observation point near the fluid
in rest, the flow picture (helicoidal vortice lines)
of a system hull-propeller, long after the passing
of this system, should then be identical to t h a t of
= (re nt- 2) --}- ( 1 - v~j) v'e the o p t i m u m equivalent open-water propeller far
 . ., ,,.
THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 561

c-g
v,' + c' = ( 2 - - 1) ve a n d @ =
, c'(0.9)
it • 1 VJ

--7 j,
; c (ag) . , __ c' /1 1\

2' C!
tan~i v~' + ~ /'1 1 ) V, 1
t Tn = G- V +
y ~ \\
V / 1 w1 - 1 1 -- w \ - I
./4 '/~: Let1 -- w z\ 1 wi )Jtanfl
~-~(0.2) ~1 .
i
J
I
J
. . . . . [111
_ y__Y_
X-----~ 0.2 0.9 1.0 For the pitch distribution is .obtained
W~ke-adap+ed scpew P_ 1 (~-w')
~--- Equivalen~ open-wa+er screw Po 1 + ~e, _ w 1 . . . . . . [12]

FIG. 2 CONDITION V", ~- C' = V, --~ C Equations [11] and [12] are quite similar to van
Lammeren's Expressions [9] and [10]. T h e y ful-
fill the same requirements, but the factor ~ in
Expressions [11] and [12] gives rise to a much
smaller pitch reduction for the inner sections.
behind the passing of this screw, the proposed For this reason the new formulation has the
condition seemed to tiave interesting possibilities. preference of the author. I t is interesting to note
Since the constant pitch of the helicoidal vortice that completely independent from the author, the
sheets far behind an open-water propeller of mini- same condition for minimum energy loss (although
mum energy loss is equal to v~ 4- c, the proposed in a different form) was developed by Prof. L. C.
condition of minimum energy loss for the system Burrill and published in 1955 (9, 10). Also Burrill
hull-propeller at any .radius should have the form indicates a preference for the new formulation.
[see the author's discussion of (3) ]
COMPARISON OF R E S U L T S OF V A R IO U S
re' + c' = v~ + c (see Fig. 2) FORMULATIONS
from which the following relation between tan ~, This comparison will be based on the "standard"
and tan fl was derived wake distribution for single-screw commercial-
ship forms, proposed by van Manen (2) and on his
c
"standard" thrust-deduction distribution'
v* 4- 2 1__ c (1= __ )
ve e~' so 2 1 ve 1 --t' ( 1 -- w"~'/'

ve + c = v~ + 2 1 _ 1 v, = -- 1 v.
(see Table 1).

TABLE 1 V A N ~VIANEN'S " S T A N D A R D " D I S T R I B U T I O N OF 733 AND t

x = 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0,95

i -- w '
0.425 0.609 0.781 0.909 1.00 1.059' 1.099 1.126 1.139
1 --w
1 -- t'
0.830 0.881 0.932 0.978 1. 008 1. 020 1.022 1. 022 1,022
1 --t

TABLE 2 COMPARISON OF P / P o FOR V A R I O U S FORMULATIONS

F o r m u l a t i o n No. 1 2 3 4
P/Po, x = 0.2, e~ = 0 . 6 0 0.65 0.83 0.66 0.83:
0.80 0.65 0.83 0.54 0.77
P/Po, x = 0.6, e~ = 0 . 6 0 1. 00 1.008 1.00 1.00
0.80 1.00 1. 008 1.00 1.00
P/Po, x = 0.9, e~ = 0 . 6 0 1.06 1.022 1.07 1.037
0.80 1. 06 1.022 1.10 1.05
362 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

For the various formulations 1 Lerbs, 2 van with a propeller equivalent in efficiency to the
Manen, 3 van Lammeren, 4 new formulation, Wageningen B-Series and with a good stream-
the ratio P / P o is given for the propeller sections lined rudder behind it, was for all practical pur-
x = r / R = 0.2, 0.6, and 0.9 in Table 2. For the poses equal to the efficiency of a propeller of equal
formulations 3 and 4 two different propeller diameter and with a (larger) pitch such as to ab-
loadings, e~ = 0.60 for a comparatively high load- sorb the same amount of P H P at the same
ing, and e, = 0.80 for a low loading are used. As R P M , placed far behind the ship in a homogeneous
already discussed, the formulations 1 and 2 are flow of velocity V8 (the substitute propeller, SP).
independent of propeller loading. In fact, it was demonstrated that the efficiency of
We see that the formulations 2 and 4 give a the SP, which can be calculated by simple formu-
more acceptable pitch reduction for the inner sec- las derived from eertaiu specific characteristics of
tions. They are in better agreement with Helm- the Wageningen B-Series charts, can be used as a
bold's requirement and, in fact, have a pitch dis- "standard" value for good results and for the solu-
tribution quite similar to that of the Wageningen tion of powering problems, as well as. for gaging
B.4 series, which in long experience has shown to the merits of propeller and rudder arrangements.
be a propeller hard to beat behind a single-screw I t also was shown that the design formulas as pre-
commercial hull form, to which the given "stand- sented in the paper made the consultation of pro-
ard" wake distribution applies. Table 2 also peller charts for preliminary powering redundant.
shows that only the formulations 3 and 4 show Formulas were presented for two different
a pitch distribution dependent on propeller load- classes of propellers, which cover almost the whole
ing. The higher the loading, the smaller the pitch ground of screw design for merchant ships:
reduction at the inner sections and the 'nearer the 1 The A-propellers, mainly designed in the
approach to a constant-pitch propeller. For the United States for the largest practical diameter
dock-trial condition (ei = 0), Equations [10] and and highest propulsive efficiency at optimum num-
[12] give a constant pitch over the radius. In ber of revolutions to be obtained by proper selec-
particular, formulation 4 gives pitch distribu- tion of gear ratio with turbine or high-speed Diesel
tions .in accordance with the author's experience drive.
in the field of optimization of.propulsive efficiency. 2 The B-propellers, mainly designed in Europe
for highest propulsive efficiency at optimum di-
RADIAL DISTRIBUTION OF THRUST DEDUCTION ameter (which is generally smaller than the largest
practical diameter available at the stern) for given
We have seen that in the deduction of Lerbs' revolutions per minute at the rated power of
formulation, and particularly so in van Manen's large, slow-running Diesel engines, to which these
formulation, the distribution of the thrust deduc- propellers are directly connected.
tion (1 -- t ' ) / ( 1 -- t) over the propeller radius For the A-propellers (constant Ku-propellers)
plays an important part. In a study on t h i s s u b : simple formulas are presented in par. 3 -° for opti-
jeer (12, 13), van Manen, after a rather compli= mum R P M as a function of power and diameter,
cared analysis of data obtained with a few com- for K r and ep as function of J, and for E H P / P H P
mercial ship forms at one degree of propeller load- = ep' as function of J ' = V J ( n D ) ; the advance
ing, arrives at the conclusion that the approxima- coefficient of the SP "standard" values of the
tion thrust-deduction factor t as a function of the mean
I (1 - w,y,, wake w and of ar' are given in par. 6 of the 1955
1 --t \l--w/ paper. 2
.: The same is done for the B-propellers (constant
is admissible for general design work. Since this Kr-propellers) in pars. 9, 10, and 11. 2 The opti-
approximation, which is independent of propeller mum "behind" diameter Do is given as a function
loading, results in propellers of identical pitch dis- of E H P , R P M , and I~, Ku and ep as functions of
tribution for any pitch ratio and number of revo- J,. ep' as a function of J ' and t as a function of w
lutions for a given wake pattern [see van Manen's and Y. In an effort to apply the given formula-
systematic series (2)], the author decided to re- tions for t:
view this interesting issue in the light of the sub- A-propellers, 4-bladed
stitute propeller theory as developed in a recent W
paper. 2 t=
2.25 [131
From an analysis of the self-propulsion results of j, (1 -- w) . . . . . . . . .
Series 60 (14), the a u t h o r came to the conclusion
that the propulsive coefficient E H P / P H P of a (Equation [34] of the earlier paper 2)
high-quality single-screw merchant-ship hull form A-propellers, 5-bladed
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 565

2O peller class also introduces slight modifications in

t=
2.35 [141 the former formulations for K v and ep', the new
j, (1 - 2O) . . . . . . . . .
equations are presented here
( E q u a t i o n [40] of the earlier paper"-) B.4-40, K r = 0.15
B-propellers, B.4-55 and B.5-45 Ku = 0.0253 ( J -t- 0.225) . . . . . . . . . . . . . [20]
j,
Y ' w -- 0.028
t= j, + 0.45 ........... [151 ep' = 0.965 j , + 0.225 . . . . . . . . [21]

( E q u a t i o n [57] of reference"-) B.4-55, KT = 0.16

B-propellers, B.4-40 K v = 0.0247 ( J + 0.40) . . . . . . . . . . . . . . [22]
y'
J ' w - 0.014 ep' = 1.052 j , + 0.40 . . . . . . . . [23]
t = -y, q_ 0.225 . . . . . . . . . . . [16]
B.5-45, K r = 0.16
( E q u a t i o n [58] of reference -~)
K~ = 0.0237 ( J A- 0.47) . . . . . . [24]
to the solution of the t h r u s t - d e d u c t i o n distribu-
tion problem, it t u r n e d o u t t h a t the form of the j,
% ' = 1.10 J ' + 0.47 . . . . . . . . . [25]
equations for the A-propellers, E q u a t i o n s [13] and
[14], was perfectly satisfactory, b u t t h a t those
for the B-propellers, E q u a t i o n s [15] and [16], H e l m b o l d (15) introduced the concept of divid-
with the numerical " c o n s t a n t s " 0.028 and 0.014, ing the screw disk of area A and t h r u s t T into a
depending on propeller loading, gave rise to diffi- great n u m b e r of elements dA, each to be conceived
culties. I t was therefore endeavored to find as a small screw producing a t h r u s t element.dT.
formulations for the B-propellers similar to those This concept, together with the substitute-pro-
for the A-propellers. On the reasoning t h a t the peller principle.will be used to solve the problem
Class B " s u b s t i t u t e " and " b e h i n d " propellers h a v e of thrust-deduct.ion distribution. Suppose we
the same Kv-values in the J - K v - K r diagram, and have an A-propeller of diameter D and N r p m
finding t h a t the Kr-lines for values of given Ku absorbing a power P at an entrance velocity Ve =
were straight and parallel to the Kr-line for K v = V,(1 - w), and replace this b y 100 small propellers
const for the A-propellers (Fig. 2 of reference2), of diameter 0.1D, each absorbing a power of 0.01P
'such formulations could be established and should at the same e n t r a n c e velocity. I n accordance with
replace the former E q u a t i o n s [15] and [16], since the formula for o p t i m u m R P M given in reference 2
t h e y are considered to be of a more general f o r m for an A-propeller of the B.4-55 type, we find
t h a n E q u a t i o n s [55-58] of reference. ~
T h e new formulas are as follows : N = 640 ~g ............ [26]
B=propellers, B.4-40
7/)
F o r the small propeller is f o u n d
t =
1.06 /0.01P
y, +w ............ N = 640 I/(0.1D) 5 - 10 N

B-propellers, B.4-55 So the smail propeller will t u r n at the rate of 10N,

7.0
b u t its a d v a n c e coefficient
1.1___55 -k- w . . . . . . . . . . . . [1S]
y = Ve_ V~
J,
n'D 10n X 0.1D
B-propellers, B.5-45
20 will be the same as t h a t of the large propeller.
t T h e same applies to the a d v a n c e coefficient J ' =
1.24 [19]
j, +w ............ V~/(nD) of the respective substitute propellers,
and as well to propellers of the B-Class.
As will be noted, these formulas are now of the H e n c e we can apply E q u a t i o n s [13, 14, 17, 18,
same t y p e as those for the A-propellers. A t the 19] directly for finding the local t h r u s t - d e d u c t i o n
same time it is interesting to observe t h a t t h e y f a c t o r as a function of the local wake and of J'.
confirm a well-known experimental fact; e.g., t h a t As an example, we will confine ourselves to a pro-
u n d e r the same conditions a 5-bladed propeller has peller of the B-Class and the t y p e B4-55, in order
a lower t h r u s t deduction t h a n a g-bladed pro- to c o m p a r e results with those obtained b y van
peller. Since the new evaluation of the B-Pro- M a n e n , w h i c h refer entirely to the B-Class.
364 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

F o r o u r purpose, E q u a t i o n [18] can b e t r a n s - t y p e B.4-55) w i t h a d i a m e t e r D = 18.5 ft. T h e

f o r m e d as follows: W i t h t h e n o t a t i o n . w ' a n d t' as m e a s u r e d n o m i n a l w a k e f r a c t i o n w = 0.278, 3* =
p e r t a i n i n g to w a k e f a c t o r s a n d t h r u s t - d e d u c t i o n 0.569 a n d J ' = J / ( 1 - w) = 0.788. T h e r a d i a l
coefficients a v e r a g e d o v e r a c i r c u l a r ring dr a t a w a k e d i s t r i b u t i o n (1 -- w ' ) / ( 1 -- w) h a s b e e n
c e r t a i n r a d i u s r = xR, a n d w a n d t for m e a n v a l u e s e v a l u a t e d f r o m Fig. 8 of reference (13) a n d is
o v e r t h e screw disk, a t t h e s a m e t i m e m a k i n g use given w i t h t h e c o m p a r a t i v e r e s u l t s in T a b l e 3. I n
of t h e r e l a t i o n this t a b l e , t h e v e r t i c a l c o l u m n s a r e d e n o t e d as
follows:
j V, (1 -- w) V, = (1 -- w ) J ' . [27] 1 (1 -- t ' ) / ( 1 -- t) c a l c u l a t e d b y v a n N i a n e n
nD n-D ""
in a c c o r d a n c e W i t h his m e t h o d as d e s c r i b e d in
The transformation yields reference (13).
2 (1 - - . t ' ) / ( 1 -- t) c a l c u l a t e d w i t h E q u a t i o n
1 -- t ' (1.135 + Y') - d ' ( 1 -- w) [18a]
1--t
(1.135 + J ' ) -- J ' ( 1 -- w) 1 -- w '
1 --W
(,-r) (1-w'y/,
3 (1 - - t) \T-~w-/
(1.135 X J ' ) -- f
1 -- w ' " . . . . . [18a] TABLE 3 COMPARISON OF (1 -- t') V A L U E S
(1.135 + J ' ) - Y 1 - - z T (1 - t )
1 -- w '
W e see t h a t we can a t once d e r i v e t h e d i s t r i b u t i o n x 1 -w (1) (2) (3)
of (1 -- t ' ) / ( 1 -- t) f r o m given J , w, J ' = J / ( 1 -- 0.2 0.465 0.807 0.817 0.826
0.3 0.688 0.891 0.885 0.910
w), a n d w a k e d i s t r i b u t i o n (1 -- w ' ) / ( 1 -- w) a t 0.4 0.841 0.947 0.938 0.957
any.radius. 0.5 0.946 0.987 0.978 0.986
T h e s a m e a c c o u n t s for a n a l o g u e t r a n s f o r m a t i o n s 0.6 1.005 1.011 1.002 1.001
0.7 1.031 1.016 1.013 1.008
f r o m E q u a t i o n s [13, 14, 17, 19] for o t h e r p r o p e l l e r 0.8 1.075 1.016 1.082 1.017
types. 0.9 1.091 1.019 1.040 1.021
T h e y a r e for Class A - p r o p e l l e r s 1.0 1.093 1.021 1.041 1.022"

1 -- t ' 2.25 -- J C o m p a r i s o n of c o l u m n 1 w i t h 2 of T a b l e 3 shows

] --t 1 --w' t h a t t h e r e is a s t r i k i n g a g r e e m e n t a t this p a r t i c u -
2.25 -- J - -
1 --w lar p r o p e l l e r l o a d i n g b e t w e e n t h e results of t w o
B.4-40 a n d B.4-55 . . . . . [13a] c o m p l e t e l y different a p p r o a c h e s to a c o m p l i c a t e d
h y d r o d y n a m i c p r o b l e m . C o m p a r i s o n of c o l u m n 3
1 -- t ' 2.35 -- J
1 -- t - 1 -- w ' B ' 5 - 4 5 . . . . . [14a] with 1 and 2 demonstrates that van Manen's ap-
2.35 -- J - proximation
1 -w
1 --t'_ (1 - ~J'~ 1/4
F o r Class B - P r o p e l l e r s T 7 \t -w/
1 -- t ' (1.06 + J ' ) -- Y is a v e r y g o o d one for t h i s p a r t i c u l a r case.
B . 4 - 4 0 . . . [17a]
1 -- t ( 1 . 0 6 + J ' ) -- J 1 - w' T h i s e x a m p l e also will b e u s e d to c o m p a r e t h e
1 w results of t h e basic p i t c h d i s t r i b u t i o n s P / P o o v e r
t h e r a d i u s o b t a i n e d b y t h e f o u r f o r m u l a t i o n s for
1 - t' (1.135 + Y') - J
m i n i m u m e n e r g y loss, r e p r e s e n t e d b y E q u a t i o n s
1 --t 1 --w ~ [4, 8, 10, 12]. T h e o p e n - w a t e r efficiency e~ of t h e
(1.135 + J ' ) -- Y 1 _ - - ~ -
p r o p e l l e r is e s t i m a t e d a t 0.59 a n d t h e i d e a l ef-
B.4-55 . . . . . [18a] ficiency e, a t 0.59/0.9 = 0.65, such for use in
1 - - t' (1.24 + Y') - - Y E q u a t i o n s [10] a n d [12]. T h e c o m p a r a t i v e re-
1 -- t 1 -- w ' B . 5 - 4 5 . . [ 1 9 a ] sults a r e p r e s e n t e d in T a b l e 4. T h e v e r t i c a l
(1.24 + J ' ) -- /1---2- ~ c o l u m n s are d e n o t e d as follows:
1 P / P o a c c o r d i n g to L e r b s ' f o r m u l a t i o n , E q u a -
T o c o m p a r e v a n M a n e n ' s v a l u e s w i t h t h o s e ob- tion [4].
t a i n e d b y t h e p r e s e n t a n a l y s i s , we will m a k e use of 2 P / P o a c c o r d i n g to v a n M a n e n ' s f o r m u l a -
his n u m e r i c a l example, p r e s e n t e d in t h e A p p e n d i x tion, E q u a t i o n [8].
to his p a p e r (13). T h i s is a single-screw cargo ship 3 P / P o a c c o r d i n g to v a n L a m m e r e n ' s f o r m u -
w i t h an engine r a t e d 9250 b h p a t 115 r p m , g i v i n g lation, E q u a t i o n [10].
t h e ship a service speed of 16.55 k n o t s t h r o u g h a 4 P / P o a c c o r d i n g to t h e new f o r m u l a t i o n ,
4 - b l a d e d , B - C l a s s p r o p e l l e r ( a s s u m e d to be of t h e E q u a t i o n [12 ].
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 565

TABLE 4 PITCH DISTRIBUTION FOR VARIOUS FORMULATIONS

1 -- w'
x 1 -- w (1) (2) (3) (4)
0.2 0.465 0.682 0.826 0.652 0.826
0.3 0.688 0.829 0.910 0.772 0.886
0.4 0.841 0.918 0.957. 0.896 0.948
0.5 0.946 0.972 0.986 0.964 0.982
0.6 1.005 1.002 1.001 1.004 1.002
0.7 1.031 1.015 1.008 1.020 1.010
0.8 1.075 1.036 1.017 1.048 1.024
0.9 1.091 1.044 1.021 1.060 1.030
1.0 1.093 1.045 1.022 1.060 1.030

TABLE 5 PITCH DISTRIBUTION FOR VARIOUS FORMULATIONS

1 -- w'
x 1 -- w (1) (2) (3) (4) (5)
0.2 0.425 0.651 0.807 0.707 0.853 0.859
0.3 0.61 0.780 0.884 0.802 0.901 0.900
0.5 0.9] 0.953 0.977 0.954 0..977 0.975
0.7 1.06 1.030 1.015 1.031 1.015 1.018
0.9 1.125 1.061 1.030 1.064 1.032 1.036

F r o m comparison of columns 2 and 4 of T a b l e 4, identical with' those of v a n M a n e n ' s formulation

it is observed for this particular case t h a t v a n (column 5), provided t h a t instead of the general
M a n e n ' s and the new f o r m u l a t i o n give practically approximation
identical results, with a pitch reduction from tip
1 --t'_ (1 -- w"~'/,
to boss of a b o u t 20 per cent in a g r e e m e n t with good
practice for this class of m e r c h a n t ships. T h e 1 -- t \ ~ /
formulations 1 and 3 show .pitch reductions of 35 (see column 2), the values in accordance with
per cent and 38.5 per cent, respectively, which E q u a t i o n [18a] are used, thus providing for the
seem rather excessive. introduction of propeller loading, which is also
I t will be of interest to c o m p a r e the various implicit in the new formulation, c o l u m n 4. T h e
formulations for a case of greater propeller load- same can be said for the example of lower propeller
ing; i.e., for a c o a s t e r with high propeller speed. loading presented in Tables 3 and 4 b y comparison
W e will m a k e use of the " s t a n d a r d " wake distribu- of c o l u m n 2, T a b l e 3, with column 4, Table 4, al-
tion of T a b l e 2, and also of the (1 -- t ' ) / ( 1 -- t) t h o u g h at this particular propeller loading the gen-
values obtained with E q u a t i o n [18a], assuming eral a p p r o x i m a t i o n for (1 -- t ' ) / ( 1 -- t) h a p p e n s
t h a t this vessel has a B-Class screw of the t y p e to give the same solution. T h e formulations,
B.4-55, directly connected to a m e d i u m speed ( N columns 1 and 3, are again o u t of line at this
= 335) Diesel engine delivering 390 P H P , giving higher propeller loading.
the vessel a Speed of 9 knots. T h e propeller T h e same general conclusions can be d r a w n
diameter D = 5.37 ft, w --- 0.28, ep = 0.46, and f r o m a large n u m b e r of other cases, including
e, -- 0.46/0.90 = 0.51; J ' = 0.507 and J = class A-propellers, which h a v e been investigated
0.365. b y the author, b u t n o t included in this paper.
T h e c o m p a r a t i v e results are assembled in T a b l e
5, in which the column n u m b e r s denote:
CONCLUSIONS
1 P / P o for Lerbs' formulation, E q u a t i o n [4].
2 P / P o for v a n M a n e n ' s formulation, E q u a - On the strength of the various results, the fol-
tion [8]. lowing conclusions can be d r a w n :
3 P / P o for v a n L a m m e r e n ' s formulation, 1 As a basis for the a p p r o x i m a t e m e t h o d of
E q u a t i o n [10]. c i r c u l a t i o n - t h e o r y propeller design, the new formu-
4 P / P o for the new formulation, E q u a t i o n lation, E q u a t i o n [12] appears to have a t t r a c t i v e
[12]. features. I t is related to vortex lines of helical
5 P / P o for v a n M a n e n ' s formulation, using shape and c o n s t a n t pitch in the race far behind the
E q u a t i o n [6] and values for (1 -- t ' ) / ( 1 -- t) propeller disk. Since present m e t h o d s of screw
f r o m E q u a t i o n [18a]. design for a r a d i a l l y inhomogeneous wake field
F o r this example of higher propeller loading, it m a k e use of the Goldstein function K and of the
will be observed f r o m T a b l e 5 t h a t the results ob- n o r m a l i t y condition, b o t h being related to t h e
tained with the new formulation (column 4) are vortex sheets of true helical shape connected w i t h
366 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

the open-water propeller of minimum energy loss, 10 " T h e O p t i m u m Diameter of Marine Pro-
it seems t h a t the new formulation is the best ap- pellers: A New Design Approach," b y L. C.
proach to the realization of these conditions. Burrill, Trans. N E C I E S , 1955.
I t also gives basic pitch distributions in agree- 11 "Nachstromschrauben," by H. B. Helm-
m e n t with good practice, even for the design at bold, Werft, Reederei, Hafen, 1927, p. 528, and
very low advance coefficients (dock-trial condi- "Ueber den Vortriebswirkungsgrad," Werft,
tion) and for very unequal axial wake distribu- Reederei, Hafen, 1928, p. 151.
tions. 12 "Influence of the Non-Uniformity of the
2 Van Manen's formulation, Equation [6], Wake on the Design of Ship Propellers," (Dutch),
will give practically identical results, provided b y J. D. van Manen, Publication No. 100,
t h a t for the thrust deduction distribution Equa- Netherlands Ship Model Basin, Wageningen,
tions [13a], [14a], [17a], [18a] and [19a] of .this 1951.
paper are'used. 13 " T h r u s t Deduction and a Proposed For-
3 Equation [12] of the paper can be used to im- mula for Its Radial Distribution," b y J. D. van
prove the pitch distribution of propellers designed Manen, International Shipbuilding Progress, vol.
in accordance with methodical series tests. I t is 2, no. S, 1955.
of sufficient accuracy for merchant ship work to 14 "propulsion Experiments on Single-Screw
use the " s t a n d a r d " wake distribution and to as- M e r c h a n t Ship Forms - Series 60," by J. B. Had-
sume ei = ep/0.90, ep being taken from the pro- ler, G. R. Stuntz, Jr., and P. C. Pien, Trans.
peller charts. S N A M E , vol. 62, 1954, pp. 121-162.
For those, interested in the design of control- 15 "Beitrag zur Theorie der Nachstrom-
lable-pitch propellers, the Appendix to this paper schraube," by H. B. Helmbold, Ingenieur-Archiv,
gives an example of the application of the fore- vol. 2, no. 3, September, 1931, p. 275.
going considerations to this particular field.

BIBLIOGRAPHY Appendix
1 "Moderately Loaded Propellers with a THE CONTROLLABLE-PITCH PROPELLER
Finite N u m b e r of Blades and an Arbitrary Dis-
tribution of Circulation," by H. W. Lerbs, Trans. The question can be raised how the formulation,
S N A M E , vol. 60, 1952, pp. 73-117. Equation [12], can be related to the pitch distribu-
2 " T h e Design of Wake-Adapted Screws and tion of a controllable-pitch propeller in its various
Their Behavior behind the Ship," b y J. D. van significant positions; e.g., (a) free running, (b)
M a n e n and W. P. A. v a n Lammeren, Transac- towing at half of the free running speed; (c)
tions of the I n s t i t u t i o n of Engineers and Ship- m a x i m u m forward thrust at the dock trial. In all
builders in Scotland, vol. 98, 1955, p a r t 6. these positions it is assumed t h a t the propeller
3 "A Propeller Design Method," b y Lieut. pitch can be adjusted to absorb full-rated S H P at
C o m m a n d e r hi. K. Eckhardt, USN, and W. B. full-rated R P M . For completeness sake, also
Morgan, Trans. S N A M E , vol. 63, 1955, pp. position (d) m a x i m u m backing thrust at the dock
325-361. trial will be discussed briefly.
4 Report No. 254 of HSVA ( H a m b u r g Ship This problem will be illustrated by an example,
Model Basin), by H. W. Lerbs, 1948. related to a tug of 1600 S H P = 1550 P H P , with a
5 "Resistance, Propulsion and Steering of 4-bladed propeller of 10 ft diam, and a hub diame-
Ships," b y W. P. A. van Lammeren, L. Troost, ter of 3 ft, driven at 200 R P M at rated power by a
and J. G. Koning, H. Stare, Haarlem, Holland, high-speed Diesel engine over suitable gearing.
1948. T h e m a x i m u m free-running speed is 12 knots, the
6 " T h e Design of Ship Screws of O p t i m u m towing speed 6 knots. T h e mean wake factor =
Diameter for an Unequal Velocity Field," b y J. 0.15. The pitch of the blade section a t 0 . 7 R i s as-
D. van M a n a n and L. Troost, Trans. S N A M E , sumed to be representative for the mean propeller
vol. 60, 1952, pp. 442-460. pitch throughout. For position (a) it is assumed
7 " T h e Design of Propellers," b y J. G. Hill, t h a t ep/e~ = 0.89; for position (b) t h a t ep/e~ = 0.855.
Trans. SNAlkiE, vol. 57, 1949, pp. 143-170. As to the radial wake distribution, it should be
S " T h e Calculation of Ship Screws," by R. noted t h a t with the low block hull form of the tug,
Guilloton, Trans. INA, vol.. 91, 1950. this distribution will be more nearly equal than
9 "Congiderations sur le Diam~tre Optimum the " s t a n d a r d " distribution, which averages
des Helices," by L. C. Burrill, Bulletin A T M A , higher block merchant-ship hull data. For mean
vol. 54, 1955. wake factor of 0.15, it m a y be assumed that the
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 367

TABLE 6
P/D ep e~ tan ~
a F r e e r u n n i n g , 12 k n o t s 0. 745 0. 598 0. 672 0. 339 18 ° 44'
b Towing, 6 knots 0.605 0.387 0.452 0.272 15 ° 13'
c Dock trial forward 0.515 0 0 0.234 13 ° 10'
d Dock t r i a l b a c k i n g --0.330 0 0 --0.150 --80.32 '

m e a n c i r c u m f e r e n t i a l w a k e w ' a t 0.3 R will be of TABLE 7

t h e o r d e r of 0.40, so t h a t for x = 0.3, x = 0.3 x = 0.7 Po..~/Po.~
Pos. (c) P = 5.15ft P = 5.15ft 1.0
1 -- w ' 0.60 Pos. (b) P = 5.61ft 6.05ft 0.927
- - - ~ 0.70 Pos. (a) P = 6.41ft 7.45ft 0.860
1 -- w 0.85 - -
I n T a b l e S, t h e v a r i o u s p i t c h v a l u e s are given in
I t also is a s s u m e d t h a t t h e m e a n c i r c u m f e r e n t i a l a c c o r d a n c e w i t h E q u a t i o n [12]
w a k e a t 0.7R is e q u a l to t h e m e a n t o t a l w a k e fac-
tor, so t h a t for x = 0.7, ( i -- w ' ) / ( 1 -- w) = 1. TABLE 8
T a b l e 6 lists t h e r e s u l t i n g d a t a (~ = face p i t c h Pos. (b), ei = 0.452 Pos. (a) ei = 0 . 6 7 2
angle a t 0.7R). 1 --w p
x 1 w P/Po P/Po
S t a r t i n g f r o m p o s i t i o n (c), we see t h a t t h e propel-
- -

ler m u s t be o p e n e d 2 ° 3' to p o s i t i o n (b) a n d an 0.3 0.70 0.932 0.899

0.7 1.0 1.0 1.0
a d d i t i o n a l 3 ° 31' to p o s i t i o n (a). T h e t o t a l t u r n - P0ia
P0~ 0.932 (Table 7: 0.927) (}.899 (Table 7: (}.860)
ing a n g l e of t h e b l a d e s f r o m p o s i t i o n (a) to posi-
t i o n (d) will be 27 ° 16'.
I f we look a t f o r m u l a t i o n 4, ( E q u a t i o n [12]) I t a p p e a r s t h a t for t h e t o w i n g c o n d i t i o n t h e re-
set c o n s t a n t - p i t c h p r o p e l l e r follows a l m o s t ex-
P 1 ( { - W ' ) a c t l y t h e r e q u i r e m e n t of t h e new f o r m u l a t i o n ,
P0 1 + ~e~ _ w 1 ..... [12] E q u a t i o n [12], a n d t h a t for t h e f r e e - r u n n i n g con-
d i t i o n t h e reset p r o p e l l e r shows a s l i g h t l y l a r g e r
p i t c h r e d u c t i o n a t t h e h u b which, however, is n o t
we see a t once t h a t we can design t h e p r o p e l l e r for
e x p e c t e d to influence its efficiency u n d u l y .
t h e d o c k t r i a l p o s i t i o n (c) as a c o n s t a n t - p i t c h pro-
As to p o s i t i o n (d), t h e d o c k - t r i a l b a c k i n g condi-
peller (since e~ = 0), p r o v i d e d t h e p i t c h d i s t r i b u -
tion, it will be clear t h a t t h e p i t c h angle a t section
tion for p o s i t i o n s (a) a n d (b) to y i e l d m i n i m u m
x = 0.3 will h a v e a p o s i t i v e p ! t c h angle of 28 ° 41'
e n e r g y loss, will follow t h e p i t c h d i s t r i b u t i o n , of
- - 21 ° 4 2 ' = + 7 ° , while t h e section x = 0.7 h a s .
E q u a t i o n [12].
a n e g a t i v e p i t c h angle of - - 8 ° 32'. T h e n e g a t i v e
I n p o s i t i o n (b), t h e p i t c h angle p of section x =
t h r u s t of t h e o u t e r p a r t of t h e p r o p e l l e r will be off-
0.3 will be 2 ° 3 ' larger t h a n its angle in p o s i t i o n (c),
set b y a p o s i t i v e t h r u s t in t h e inner p a r t , to t h e
a n d in p o s i t i o n (a) it will be 5 ° .34' larger. Since
d e t r i m e n t of t h e m a x i m u m t h r u s t to be d e l i v e r e d
for p o s i t i o n (c) t h e p i t c h angle for t h e section x =
in this position. I n cases w h e r e t h e b a c k i n g dock-
0.3 can be f o u n d f r o m
trial t h r u s t is of p a r t i c u l a r i m p o r t a n c e , t h e inner
sections s h o u l d b e r e a d j u s t e d such t h a t t h e y will
P/D_ 0.515 _ 0.547 n o t p r o d u c e f o r w a r d t h r u s t . A l t h o u g h this m i g h t
t a n ~o.a 0.3 7r 0.37r i m p a i r t h e efficiency s l i g h t l y in t h e f o r w a r d posi-
tions, it is f o u n d t h a t t h e m a x i m u m b a c k w a r d
we find ~o.a = 28 ° 41'. t h r u s t of a c o n t r o l l a b l e - p i t c h p r o p e l l e r can be in-
F o r p o s i t i o n (b) c r e a s e d m a t e r i a l l y a n d b r o u g h t u p to t h e per-
~0.a = 28 ° 41' + 2 ° 3' = 30 ° 4 4 ' a n d for posi- f o r m a n c e of t h a t of a f i x e d - b l a d e p r o p e l l e r b y re-
t i o n (a), ~0.a = 28 ° 4 1 ' + 5 ° 34' -- 34 ° 15'. ducing t h e p i t c h of t h e sections x < 0.45. F o r
T h e p i t c h a t a n y section x can b e c a l c u l a t e d m o s t eases this can be effected b y a p p l y i n g t h e
f r o m P = x ~rD t a n ~. W e find t h e results given p i t c h angle of section x = 0.45 to all sections in t h e
in T a b l e 7. region x = 0.45 to 0.'30.
 568 T H E P I T C H D I S T R I B U T I O N OF W A K E - A D A P T E D M A R I N E P R O P E L L E R S

Discussion
CAPT. H. E. SAUNDERS,USN, (RET.), Honorary flow picture at infinity behind a hull-propeller
Vice-President: The same comment could be system would be identical to a uniform inflow
applied to this paper as was submitted by the propeller. I t is, however, rather difficult to
speaker to Professor Troost's October 1955 paper, understand how this conclusion can be reached.
mentioned in the abstract. This comment called The presence of the hull necessitates the addition
attention to the rather excessive and possibly un- of an image propeller system inside the hull bound-
justified use of "standard" ships, all having single ary. The image system will, therefore, change
screws, standard shapes in the run, standard wake the velocities in the propeller slipstream. From
distributions (mentioned but not given in this the work of Dickman 4 and ~ a r t i n e k and Yeh s
paper), standard propellers, and so on. Life is which considered the propeller as both a sink disk
possibly this simple for some naval architects and and vortex rings, it is noticed that the velocities
marine engineers, but certainly not for all. at infinity are modified by the presence of the hull.
As an example, the single-screw merchant-type I t would, therefore, be of interest to hear the au-
ship designed in Part 4 of the new book "Hydro- thor's comments as to why it should be expected
dynamics in Ship Design," shortly to be pub- to obtain the same velocities in the two cases.
lished, has by no means a "standard" stern, yet The new formulation of the pitch distribution
judging by self-propelled model tests, its perform- presented in the paper gives rise to a relatively
ance is very good. However, the average cir- large pitch for the inner radii. If this pitch dis-
cumferential wake is b y no means larger at the tribution is used, it will be found that the lift co-
inner rather than at the outer radii; if anything, efficient of the inner sections becomes excessively
the reverse is the case. large (larger than 1.0). Lift coefficients of such
A screw propeller is designed (by the circula- magnitude are of course unacceptable from the
tion theory) in Chapter 70 of the new book for the point of view of cavitation. I t is, therefore, in-
single-screw ship just mentioned. The basic teresting to consider the reason why the B-Series
data were derived from tests of a model of this propellers perform satisfactorily. The values of
ship, when self-propelled with a stock propeller. such lift coefficients are obtained on the basis of
The design method, outlined in detail in the book the Goldstein function which is derived for a pro-
with a complete numerical example, was de- peller of zero hub diameter. In recent investi-
. veloped by Dr." Lerbs for the writer and his as- gations, however, it has been possible to extend
sistant in 1954. I t is interesting to note that the Goldstein's work to the case of the optimum pro-
values of P/Po for this propeller, when worked out peller with finite hub. 6 I t is then found that the
by the author's Equation [12], v a r y by only a K-function decreases to zero at the hub and,
negligible amount from unity, for nondimen- therefore, the lift coefficients of the inner radii are
sional radii from 0.2 through 0.9. The design much smaller than those derived for a propeller
by Lerbs' 1954 method produces a pitch distribu- with zero hub. Similar results are, of course, ob-
tion in which ]°/Po varies from 1.10 at the 0.2 tained by the use of Lerbs' theory through induc-
radius to 0.965 at the 0.9 radius. While these tion factors.
differences are not large, those which remain in- In view of this great decrease of loading near
dicate that we have not yet reached a solution for the inner radii, the actual pitch distribution near
the single-screw problem; certainly not for the the hub contributes little to the over-all efficiency
general case. of the propeller. However, it m a y contribute to
the inception of hub vortices.
MR. A. J. TACHMINDJI, Associate Member: The author has considered the effect of the op-
This paper contains many details of considerable timum distribution from the point of view of effi-
interest to those directly concerned with modern ciency alone. I t should be pointed out, however,
propeller design. The subject of pitch distribu- that in certain cases other criteria, such as blade
tion has lately received considerable attention
particularly in determining the optimum distri- 4 " W e c h s e l w i r k u n g Zwischen Propeller u n d Schiff u n t e r b e s o n d e r e r
B e r u c k s i c h t i g u n g des Welleneinflusses," by H. D i c k m a n , Jahrbuch
bution for a propeller operating in nonuniform der Schiffbau Technischen Gessellschaft, vol. 40, 1939.
inflow. The author has presented an alternative 5 " T h e o r e t i c a l S t u d i e s on W a k e a n d T h r u s t D e d u c t i o n , " by
J o h a n n ~ l a r t i n e k and G. C. K. X2"eh, Reed Research Report, June,
expression for van N[anen's and Lerbs' formula- 195.5.
e " T h e P o t e n t i a l P r o b l e m of the O p t i m u m Propeller with F i n i t e
tions, which is based on the assumption that the H u b , " b y A. J. T a c h m i n d j i , D T M B R e p o r t No. 1 0 5 L
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 569

cavitation and tip-vortex inception, m a y dictate needs to be done on this problem for proper con-
pitch variations which are different from the op- sideration of viscosity and cavitation.
timum.
We hope t h a t this interesting paper will stimu- MR. E. V. LEwis, Member: I t is a pleasure
late other investigations in the field of propeller- to be asked to c o m m e n t on this interesting paper.
hull systems and the effects of thrust deduction. I t performs an i m p o r t a n t function in facilitating
the application of modern theory to the design of
M R . W . B . M O R G A N , Associate Member: The o p t i m u m wake-adapted propellers. Short cuts
author has presented an excellent review of the are always welcome here.
different formulations for obtaining the pitch dis- Although I do not feel qualified to discuss the
tribution of o p t i m u m wake-adapted propellers. theoretical considerations involved in the choice
His contribution to this problem is greatly ap- of the most suitable formulation for radial pitch
preciated. variation, it certainly seems t h a t the author's for-
I t is interesting to note t h a t with different mulation gives reasonable results and has the
basic assumptions Lerbs and van L a m m e r e n ob- merit of taking into account the effect of propeller
tain substantially the same pitch distribution loading. I t is interesting to find that, for the
while Troost and v a n M a n e n ' s results are nearly typical single-screw merchant ship, the pitch
the same. Even with some difference in the pitch variation of the Wageningen B.4 series is near op-
distributions, the use of any one of the methods timum. For cases in which the wake distribu-
should result in a reasonably efficient propeller. tion is different from the "standard," however,
Burrill, reference (10) of the paper, has shown b y the paper provides a convenient way of adjusting
calculations t h a t there is some gain in efficiency the pitch of a series propeller to suit a particular
b y having a pitch greater at the blade root than case. T h i s will be a great boon to the designer.
"the pitch which gives the same section efficiency The author's concept of the substitute pro-
at all radii. He also states in reference (10) t h a t peller working far astern has been shown to be a
the pitch distribution does not have a very critical v e r y . fruitful idea, not only for evaluating hull-
optimum. All the formulations show a consider- propeller interaction but, in this paper, to deter-
able increase in pitch at the root over the condi- mining radial variation of thrust deduction.
tion of constant section efficiency Among other things the concept shows clearly
t h a t the wake "gain" of the propeller working near
the hull is in general offset not only b y the thrust
l-IV] deduction b u t b y the reduced propeller efficiency
which accompanies the increased slip. I t is m y
I t also can be assumed t h a t all the methods agree understanding, however, t h a t although the SP
with Helmbold's f u n d a m e n t a l work, since in provides a convenient yardstick, as explained,
references (11) and (15) he did not indicate the ex- there is no physical reason why the propulsive
tent of increased loading near the blade root. coefficient of a high-quality single-screw mer-
Furthermore, the pitch distribution of the Wag- chant-ship hull form should be exactly equal to
eningen B.4 Series not only agrees with Troost the efficiency of the SP far astern. If it is true
and van N[anen, but with any of the formulations. t h a t this is purely an empirical relationship, then
This a g r e e m e n f with any one formulation is de- perhaps there m a y be unusual cases t h a t will not
pendent only on the variance of the wake distri- conform to it. Special devices such as nozzles
bution (see Fig. 19 of reference 3.) m a y help us to do better than the SP.
In the different methods, viscosity and cavita- In connection with the discussion of the con-
tion are not considered. In a report b y McCor- trollable-pitch propeller in the Appendix, there is
mick, Eisenhuth, and Lynn, ~ cavitation tests a question I should like to ask. The advantages
have shown t h a t loading the blade near the root of this propeller type are well known when used
leads to a strong hub vortex which possibly m a y in conjunction with a direct-drive Diesel engine,
detract appreciably from the propeller thrust. since it permits full power to be developed under
The writer would like to have the author's com- any l o a d (i.e. varying draft, wind and weather
ments on what pitch distribution would be consid- conditions, fouling, or towing). I t would be in-
ered best from the standpoint of cavitation. teresting to know if the author has found any cases
This writer appreciates the author's new for- in which the controllable-pitch feature results in
mulation b u t feels t h a t more experimental work any appreciable gain in efficiency when used with
geared turbine or Diesel-electric drive, in which
" A S t u d y of Torpedo P r o p e l l e r s - - P a r t I , " by B. W. McCormick, full power is usually obtainable under varying
J. J. Eisenhuth, and J. E. L y n n , Ordnance Research L a b o r a t o r y Re-
port N O r d 16597-5, March, 1956. load.
370 THE PITCH DISTRIBUI'ION OF WAKE-ADAPTED MARINE PROPELLERS

W e are i n d e b t e d to t h e a u t h o r for p r e s e n t i n g here a g a i n c o n s i d e r a t i o n should b e given to t h e

t h e s e i n t e r e s t i n g a n d p r a c t i c a l findings from his c i r c u m f e r e n t i a l w a k e v a r i a t i o n to insure t h a t face
rich experience w i t h s h i p - p r o p u l s i o n p r o b l e m s . c a v i t a t i o n is n o t a c c e l e r a t e d .
I n conclusion t h e a u t h o r is e n t i t l e d to t h e
MR. J. G. HILL, Member: T h e a u t h o r is to be t h a n k s of t h e S o c i e t y for his i n t e r e s t i n g i n t r o d u c -
c o n g r a t u l a t e d on t h e p r e s e n t a t i o n of t h i s t h o u g h t - tion to t h i s p h a s e of p r o p e l l e r design. I t is h o p e d
p r o v o k i n g discussion of a v e r y real p r o b l e m to t h e t h a t his f u r t h e r w o r k in this field will b e p r e s e n t e d
propeller designer. T h e s e p a r a t i o n of t h e four to t h e S o c i e t y in t h e future.
p i t c h - d i s t r i b u t i o n f o r n m l a t i o n s raises some ques-
t i o n h o w e v e r as to t h e s u i t a b i l i t y of one in prefer- PROF. S. C. POWELL, Alember: One m i g h t be
ence to a n o t h e r . t e m p t e d to a p p r o x i m a t e t h e difference in p i t c h
A r e c e n t set of p r o p u l s i o n e x p e r i m e n t s w i t h distribution between open-water and behind-
four propellers h a v i n g r a d i c a l l y different p i t c h ship c o n d i t i o n s b y s i m p l y t a k i n g a c c o u n t of t h e
d i s t r i b u t i o n s has p r o v i d e d sonm i n t e r e s t i n g infor- local speed of a d v a n c e . T h i s w o u l d be e q u i v a -
m a t i o n on this subject. T h e s e propellers all h a d l e n t to m a k i n g t h e local slip a t each r a d i u s e q u a l
t h e s a m e b l a d e sections e x c e p t n e a r t h e h u b for t h e two c o n d i t i o n s a n d w o u l d l e a d to a differ-
w h e r e t h e l e n g t h was a d j u s t e d to a v o i d o v e r l a p - ence in p i t c h r e d u c t i o n of (1 -- W ' ) / ( 1 - W).
p i n g a n d differed o n l y in p i t c h d i s t r i b u t i o n as W i t h w a k e v a r i a t i o n s i m i l a r to v a n h'[anen's
follows : s t a n d a r d value, this would lead to a p i t c h reduc-
tion of a b o u t 50 p e r c e n t a t t h e h u b - - a n u n t e n -
Propeller A B C D a b l e r e s u l t in view of p r a c t i c a l experience. T h e
Relative effect of r a d i a l v a r i a t i o n of t h e w a k e velocities is
pitch at X = 1.0 1.021 1.013 1.00 1.0
0.9 1. 087 1. 052 1. 039, 1.0 far m o r e s u b t l e t h a n t h i s simple concept. T h e
0.8 1.075 1.060 1.040 1.0 a u t h o r h a s given us a useful m e a n s of a r r i v i n g a t
0.7 1. 002 1. 038 1. 029 1.0 t h e r e l a t i v e p i t c h d i s t r i b u t i o n s in his E q u a t i o n
0.6 0.906 0.980 1.00 1.0
O. 5 O. 795 O. 892 O. 952 1.0 [12] which should be a p p l i c a b l e to m o s t p r a c t i c a l
O. 4 O. 679 O. 780 0.888 1.0 cases.
0.3 0.557 0.651 0.806 ' 1.0
The author's statement that pitch distribu-
A B C D tion, a n d t h e r e f o r e t h r u s t d i s t r i b u t i o n , (even ox/er
Relative PC 1. 055 1. 039 1. 036 1.00 b r o a d limits) is n o t i m p o r t a n t so far as efficiency
14 0.81. 0. 800 0. 802 0. 795
1-w 0.606 0.596 0.590 0.590 is concerned, can be a p p r e c i a t e d b y c o n s i d e r i n g
err 1.005 0.997 0.995 0.955 t h e following.
A m o d e l p r o p e l l e r d e s i g n e d for a p i t c h r a t i o of
T h e P / D o f p r o p e l l e r D = 0.754, R P M was 1.0, was t e s t e d w i t h t h e b l a d e t w i s t e d a b o u t its
e q u a l for all propellers w i t h i n 4- 2 per c e n t a n d axis so t h a t t h e p i t c h r a t i o was set a t 0.6 a t t h e
t h e p r o p u l s i v e coefficient i n c r e a s e d s l i g h t l y as t h e 0.7 radius. T h i s of course led to an e x t r e m e p i t c h
p i t c h was r e d u c e d t o w a r d t h e hub. T h i s is con- d i s t r i b u t i o n . A n o t h e r b l a d e designed to h a v e 0.6
t r a r y to t h e a u t h o r ' s conclusion t h a t a large p i t c h p i t c h r a t i o also was t e s t e d . T h e t e s t s showed
r e d u c t i o n is n o t d e s i r a b l e from t h e p o i n t of view t h e following d a t a when no c a v i t a t i o n was p r e s e n t :
of m a x i m u m efficiency. Designed
H o w e v e r , we m u s t look m o r e closely a t t h e for 1.0 P/D Designed
over-all p r o b l e m before r e a c h i n g a h a s t y conclu- Set at for 0.6
O. 6 P/D P/D
sion t h a t l e a d s to o t h e r p r o b l e m s j u s t as serious.
Highest propeller efficiency . . . . . . . 0. ,57 0.59
F o r this p a r t i c u l a r design t h e b l a d e stresses for Thrust coefficient (Kt) . . . . . . . . . . . 0. 073 0. 064
p r o p e l l e r A a r e excessive a n d an increase of p i t c h Advance coefficient (J) correspond-
a t 0.3R of - - 4 5 p e r c e n t w o u l d b e r e q u i r e d to re- ing . . . . . . . . . . . . . . . . . . . . . . . . . . 0.48 0.50
d u c e t h e stress to an a c c e p t a b l e figure. T h e r e - T h e c o n d i t i o n s existing when c a v i t a t i o n occurs
fore t h e p i t c h d i s t r i b u t i o n of p r o p e l l e r C a p p e a r s a r e q u i t e a n o t h e r m a t t e r . T h e effects of r a d i a l
to b e t h e m o s t a c c e p t a b l e unless t h e t h i c k n e s s of p i t c h a n d v e l o c i t y d i s t r i b u t i o n s a r e c r i t i c a l when
p r o p e l l e r A were i n c r e a s e d b y a b o u t 22 p e r c e n t e x a m i n i n g propellers o p e r a t i n g n e a r t h e c a v i t a t i o n
a t t h e 0.3 radius. limit. M a n y p r o p e l l e r designers consider t h a t
On t h e o t h e r h a n d t h e angle of a t t a c k of t h e t h e r e a l l y useful a p p l i c a t i o n of c i r c u l a t i o n t h e o r y
b l a d e section a t 0.3 r a d i u s increases w i t h in- is t h e f a c t t h a t a r a t i o n a l a p p r o a c h to c a v i t a t i o n
c r e a s i n g pitch, t h e c a l c u l a t e d angles of a t t a c k be- p h e n o m e n a can be m a d e t h e r e b y . E v e n t h e
ing 2.1 deg for A, 3.5 for B, 5.5 for C, a n d 8.4 for r e l i a b i l i t y of E q u a t i o n [12] m a y b e q u e s t i o n e d if
D. T h e lower angles of a t t a c k a r e n o r m a l l y c a v i t a t i o n or i n c i p i e n t c a v i t a t i o n is to b e ex-
m o r e s a t i s f a c t o r y w i t h r e g a r d to c a v i t a t i o n b u t a m i n e d carefully.
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 571

With this paper, the author has again succeeded LIEUT. J. I). CROWLEY,Associate Member: By
in reducing some of the more elegant theoretical focusing our attention on the wake far behind the
results to terms which are useful in practical d a y - ship, the author has pointed the way for a fresh
to-day problems, a purpose which he has accom- look at the minimum energy loss criteria of the
plished m a n y times before in other papers. ship plus propeller. T h e criterion of constant
pitch of the helicoidal surface is intuitively appeal-
ing, and I should like to examine this in a more
general form t h a n was done in the paper.
DR. J . D. VAN ~[V[ANEN,s Visitor: In the method Let us m a k e the usual assumption t h a t we can
of designing ship propellers according to circula- divide the wake into three componerits: namely,
tion theory starting from a certain condition for potential wake.wp, frictional wake wl, and wave
minimum energy loss the radial distribution of wake ww. Further, assume t h a t wave wake is
pitch and thrust deduction are closely related t0 negligible--a reasonably good assumption for
each other. good, single-screw ship forms. We can then
The author has given formulas for the distri- write
bution (1 -- t ' ) / ( 1 -- t), independent of the wake
distribution and the loading. The loading is W = W p -{- W f W ! = W l ~ "Jr- W t f
represented b y the advance coefficient J since the F a r behind the ship, the potential wake has
propeller is supposed to be of o p t i m u m size. T h e disappeared. The statement of constant pitch of
derivation of these formulas is based on Helm- the helicoidal vortices now becomes
bold's concept of propeller elements and the au-
thor assumes t h a t the local thrust-deduction fac- Ve "-~ WpVs 2V C = V t e .Of_ WtpYs ~- C' = Us "iV k = const
tors are governed b y the external conditions in
or
the same way as is the total thrust-deduction fac-
tor. C - - Wfl)s = C' - - WtfVs = k
For the time being this derivation is accept- Using this criterion an expression for P / P o can
able, but in general one has to be careful in an- be derived as follows
alyzing dynamical phenomena by statical an-
alysis, as has been done in this paper. I t is a well-
known fact t h a t the extreme values of the cir-
v~'+gCt vo+?C
cumferential distribution of the thrust of a tan/3,' - tan/3, -
¢0r ¢or
blade element arrived at b y static calculations
will be reduced if dynamic phenomena are ac- C"t k W/Us
U t -~- 7) t
counted for. P tanfl,' , :~ e +~ + 2
The formulation Po c k wlvs
tan/3~ ve + ~. v~ + } + 2
(1-t"~ (1-w'l~
l_w/Ve+~+~ -+ 7. Vs

is derived for the degree of 16ading which in gen- k WfUs

eral occurs at merchant ship propellers. v, +-~+ 2
T h e variation in propeller loading of different
ship types is such t h a t it is to be expected t h a t and since
only small discrepancies will follow from the ap- "de Ve
plication of this approximation formula. In the ei = . - - __
c k w~v~
case of greater discrepancies it is doubtful vo+§ vo+~+ 2
whether Helmbold's concept, which is only permis-
sible for lightly loaded propellers, still holds as a
base for derivation of the formula. P w ei. 2(1 -- w)
Finally, I would like to express m y astonish-
Po 1
ment about such a striking agreement in results
according to formulas, derived in quite a different ei
way. This indicates t h a t the author's elegantly ei I ~ -- w'
derived formulas merit close attention of th4 pro- 1] +
~+,7 w
peller designer in practice.

s Doctor of Science, Head of Research D e p a r t m e n t , N e t h e r l a n d s

w! I + w /1 - w ~ ]
2eiI~ --W-- [131
Ship M o d e l Basin, Wageningen, T h e N e t h e r l a n d s . wJ
572 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

If the wake is completely potential wake, w s = procedure during the execution of model tests
w ' i = 0, and than is the ease in Europe. Therefore the de-
signer here has to take recourse in m a n y instances

_
P
P0
1 q-e~ --
w 1 1 to approximate "standard" wake distributions.
From this point of view these are of practical use-
This is van Lammeren's formulation, Equation fulness, but it is clear that for any given case a
[10]. measured wake distribution deserves preference.
If the wake is purely frictional, w~ = w'p = O, The author's past aetivity of 20 years in model
andw =w~,w' =w' I basin affairs has taught him that a naval archi-
tect's life in this sort of activity is certainly not
P-- = 1-t-ei[~ -w' 11 simple, but his present endeavors are aimed at
.validly simplifying some baffling and complicated
This is the author's new formulation, Equation conceptions on behalf of his fellow naval archi-
[12] tects who, in the preliminary design stage, have to
However, the new formulation, .Equation [12] meet certain deadlines. I t is presumed that such
has an important application to cases other than activity is not entirely without sense.
those of purely frictional wake. If potential wake The author regrets that the discusser's new
is constant across the screw disk book '.'Hydrodynamics in Ship Design" is not yet
available to him for study of the screw-propeller
design developed b y Dr. Lerbs for the writer, as
and then quoted in his discussion. Therefore the author
W - - W t ~ W p -~- W f - - W t p - - W t f ~ W f - - W t !
of this paper is at this time not in a position to dis-
cuss this matter in any detail. He is satisfied,
which again yields however, that the application of his proposed for-
mulation, originally stated by the discusser to pro-
PPo - 1 +et[
1-w'2 --w 1] duce large differences with Dr. Lerbs' quoted re-
sults, is now considered to produce differences
For single-screw ships, potential wake is es- which are not large at all. A brief glance during
sentially independent of radius. Thus the this session at the particular wake distribution
author's new formulation satisfies the constant- indicates that the differences can only be insignifi-
pitch criterion for these vessels. cant and even that this particular ease could have
Thus we see that the criterion, the pitch of the been used as a numerical example in the paper.
helicoidal vortex sheets shall be uniform far behind Hence the author cannot agree with C a p t a i n
the ship, produces van Lammeren's formulation Saunders' last conclusion.
for purely potential wake, and the author's new With reference to Mr. A. J. Tachmindji's dis-
formulation for eases of frictional wake plus uni- cussion, it should be remembered that nonfeather-
form potential wake. I t may be that for solids of ing wake-adapted propeller s can only be designed
revolution propelled by an axial screw the po- for mean values of the cireumferentially variable
tential wake would not be constant across the wake and thrust deduction at a certain nondimen-
screw disk. In that case, the general formulation, sional radius, as for instance obtained with the
Equation [13], would satisfy the uniform-pitch blade wheel wake-measuring method. There-
criteria. fore, any screw-design method is essentially re-
duced to the design of a propeller adapted to the
velocity field as produced by a submerged body of
revolution which in mean radial wake production
PROFESSOR TROOST: In reply to Captain is equivalent to the particular hull form. Under
Saunders, it is agreed that the author has used these circumstances it is believed that a flow pic-
data of highly efficient "standard" series of single- ture at infinity behind such a hull-propeller sys-
screw hull forms and, i n part, of systematizer wake tem can be obtained that is identical to that of a
configurations to arrive at certain conclusions, uniform inflow propeller, and such without the
mainly because other published data are too complication of an image-propeller system, sink
scattered or entirely missing. He maintains, how- disks, and vortex rings. I t also should be stated
ever, that his methods can be used for other, non- that the application of the new formulation in a
standard, efficient hull forms and their measured number of designs as yet did not give rise to
wake distributions, as is shown in the paper. I t dangerously high lift coefficients for the inner sec-
is a pity t h a t the measurement of wake distribu- tioffs. However, the discusser's contribution to
tions in this country is much less of a routine the definition of the influence of the presence of
 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS 375

the hub on the radial circulation distribution is of the diameter of this substitute propeller will not
great importance to further refinement of approxi- be equal to t h a t of the behind propeller, nor will
m a t e design methods using the Goldstein func- its efficiency be equal to the propulsive coefficient
tion. His explanation of the significant decrease of the system hull-propeller. I t is an empirical
of the lift. coefficients of the inner radii supports relationship t h a t practical equality of diameter
the pitch distribution as obtained b y the new and of propulsive efficiency is found in cases of
for_-nulation, and his contribution to the discussion o p t i m u m hull and propeller design. Since the
considerably enhances the value of the paper. naval architect's main interest is to produce such
The author agrees with Mr. W. B. M o r g a n t h a t design, t h e substitute-propeller concept is re-
the pitch distribution of the Wageningen B.4 stricted to this i m p o r t a n t area. Freak o r bad
series, dependent on tile variance assumed for the designs will not conform to it. Unusual cases
wake distribution, can be made identical with t h a t m a y or m a y not, but they have to be given unusual
produced b y a n y of the formulations discussed in attention anyway. The author has not yet
the paper. T h e i m p o r t a n t point is, however, studied the relationship between the shrouded
t h a t the B.4 series is only fairly o p t i m u m for wake propeller and its substitute propeller. Presuma-
distributions in the region of van M a n e n ' s "stand- bly the diameter of the unshrouded substitute
ard" distribution. Van Manen's as well .as the propeller will be larger than t h a t of the b e h i n d -
new formulation will show good agreement with propeller, but useful relationships might be devel-
the B.4 pitch distribution in this region; the other oped.
formulations will not. As to the influence of the With reference to the controllable-pitch pro-
blade loading near the root, reference is made to peller, the author is unaware of applications in the
Mr. Taehmindji's discussion and the author's field of geared-turbine or Diesel-electric drives.
reply to this contribution. T h e author's main In m a n y cases, however, it is used as replacement
considerations refer to the single-screw-propulsion for the Diesel p a r t in the Diesel-electric drive,
system, and in this arrangement there is nearly with advantages in weight and efficiency of the
always a streamlined rudder behind the propeller installation.
which has an i m p o r t a n t influence on the o p t i m u m Mr. J. G. Hill's presentation of recent compara-
.circulation distribution. I t is believed t h a t this tive figures for four systematically varied pitch
condition favors those pitch-distribution formula- distributions of a propeller behind a hull is very
tions b y which the higher root-section loadings instructive and greatly appreciated. With refer-
are obtained (see reference 12 of the paper). ence to the author's reply to Mr. W. B. Morgan's
F r o m the point of view of cavitation, the author discussion, it is to be observed t h a t the paper is
is of the opinion t h a t cavitation-free propellers concerned with the single-screw-propulsion system,
can be designed for most cases with the use of which is an arrangement in which there is nearly
any of the formulations discussed in the paper. always a streamlined rudder behind the propeller.
In special cases w i t h difficult requirements, the T h e author understands t h a t Mr. Hill's model
new formulation would have the author's prefer- test results refer to a hull-propeller arrangement ,
ence, b u t it is conceded t h a t for certain require- without rudder. According to the author's
ments a pitch distribution which would shift still experience, the conclusions, with respect to
more load from the outer to the inner sections propulsive efficiency drawn from these tests, might
might be indicated. Specific cavitation-tunnel well have to be reversed after repetition of the
tests and engineering judgment are then indis- test series with a streamlined rudder behind the
pensable tools for the designer. propellers.
The author finds himself in full agreement with The author agrees t h a t blade-stress considera-
the discusser's final statement. tions are important. He can only confirm t h a t
T h e author agrees with Mr. E. V. Lewis t h a t the new formulation, or van Manen's, in a large
the substitute-propeller concept provides a con- number of designs, ever has-given rise to problems
venient yardstick, but ' t h a t there is no physical. in this respect. In effect, it seems t h a t Mr. Hill's
reason why the propulsive coefficient of a high- interesting remarks on this point indicate certain
quality single-screw hull form should be exactly advantages of these formulations in comparison
equal to the efficiency of the SP far astern. with the other ones discussed in the paper.
E v e r y propeller, working in the wake, has an Prof. S. C. Powell's presentation of open-water
o p t i m u m and higher pitched substitute propeller, results obtained with two propeller models of
which works far behind the ship in undisturbed widely varying pitch distribution m a k e for an
flow, which will produce a thrust equal to the interesting contribution to the paper. I t shows
ship's propellerless resistance at equal . S H p t h a t a f r e a k pitch distribution can give rise to a
and R P M as the behind-propeller. In general, loss in highest propeller efficiency equivalent to a
 374 THE PITCH DISTRIBUTION OF WAKE-ADAPTED MARINE PROPELLERS

loss of a b o u t 31.~ per cent in SHP. If the dis- which are typical for seagoing merchant ships.
cusser's comments should infer t h a t such differ- Although it is conceded t h a t the use of Helm-
ence is unimportant, the author would disagree bold's concept is only permissible for lightly loaded
with him, since he is inclined to. think t h a t a propellers, the author is of the opinion t h a t the
difference of this order, when found between two trend of the pitch distribution for more heavily
competing propeller designs, would entirely dis- loaded propellers as indicated b y the new formula-
qualify one of them. I n the last stages of model tion, should not be disregarded in the design of
testing for a reasonably good hull-propeller design such propellers, and t h a t it will be confirmed by
it often becomes impossible to arrive at improve- subsequent model tests.
ments of this amount. The comments of Lieut. J. D. Crowley are of
The author agrees t h a t from the point of view great interest to the author, and, he believes, to all
of incipient cavitation, experimental examination readers of the paper. Starting from the same
of the reliability of Equation [12] is desirable. flow conditions far behind the system hull-pro-
This, however, should be performed in a cavita- peller as the author did, and splitting up the wake
tion tunnel with radially variable velocity field, into its main components, potential and frictional,
which as far as the author knows, is not y e t he derives very elegantly an Equation [13] which
available in this country. The test arrangement is of more general character than the author's
also should include a streamlined rudder behind Equation [12]. With this general equation he
the propeller model. demonstrates an interesting connection between
The author fully agrees with Dr. J. D. van van L a m m e r e n ' s and the author's Formulations
Manen's remarks on the importance of dynamic [10] and [12], and proves t h a t the latter is valid
phenomena with respect to the circumferential for cases of purely frictional wake and of frictional
distribution of the thrust of a blade element wake plus a uniformly distributed potential wake.
arrived at b y statical calculations. Since, how- The author considers this derivation to be a
ever, propeller design b y necessity m u s t be re- definite achievement and to add significantly to
stricted to flow conditions as prevailing behind the the value of the paper. Moreover, the general
equivalent b o d y of revolution, it is believed t h a t Equation [13] contributed b y Lieutenant Crowley,
the author's assumptions and derivations are giyes a definite solution to certain special prob,
acceptable for the time being and it gives him lems involving a frictional and a nonuniformly
much satisfaction t h a t this opinion is shared b y distributed potential wake. The author feels
Dr. van i'VIanen. He is also greatly satisfied by greatly obliged to Lieutenant Crowley for his
' t h e fact t h a t his new formulation, although excellent contribution.
starting from a completely different concept, The author wishes to express his sincere thanks
yields results which are almost identical to those to all who have cared to take p a r t in the discussion
obtained b y Dr. van 1VIanen's formulation in the of his paper and thus have contributed materially
ranges of wake distribution and propeller loading to its scope and to whatever its value m a y have.