Propeller Open Water Tests

Objective

The objective of an open water experiment is to determine the open water characteristics of a propeller
viz., 𝐾𝑇 , 𝐾𝑇 , 𝜂𝑂 , at various values of 𝑉𝐴 and 𝑛.

Setup

A scaled down geometrically similar model is made of the propeller. The size of the model propeller
should be as large as possible within the capacity of the propeller dynamometers available. The model
propeller is run without any hull ahead of it in a towing tank.

For the open water experiment, the model propeller is attached to a propeller dynamometer fitted as
shown in Fig. below. The propeller dynamometer measures the thrust and torque of the propeller. The
propeller shaft extends a sufficient length forward from the boat to ensure that the flow around the
propeller is not disturbed by the boat. A distance of not less than 1.5 D to 2.0 D is recommended, where
D is the propeller diameter. A fairing cap is provided at the forward end of the propeller boss. The drive
shaft should be arranged parallel to the calm water surface. The propeller immersion has to be selected
such that air drawing from the water surface is avoided at any test condition. As a guideline, an
immersion of the propeller shaft of at least 1.5 D is recommended.

The open water experiment is conducted by

towing the open water boat at a steady speed
while running the propeller at a constant
revolution rate. The speed of the boat (i.e. speed
of advance VA), and the revolution rate n, thrust T
and torque Q of the propeller are measured in
each run. It is usual to run the model propeller for
all the speeds of advance at a constant revolution
rate, this preferably being the highest that can be
attained at zero speed of advance (bollard pull
condition) at which the torque is maximum and
which must be within the capacity of the driving motor and dynamometer. The speed of advance is
varied in steps from zero to the value at which the propeller thrust just becomes negative.

Open Water Characteristics

The open water characteristics of the model

propeller can be easily calculated from 'the
measured values of VA and n, T and Q. The open
water characteristics of the ship propeller will
be slightly different because of the difference
between the Reynolds numbers of the model
propeller and the ship propeller. However the
corrections required to these are beyond the
present scope.

The open water characteristics of a propeller are

usually given in terms of the advance coefficient
A typical KT-KQ diagram
J, the thrust coefficient KT, the torque coefficient
KQ and the open water efficiency ηO. These values are given in the form of a table, or KT, 10KQ and ηO are
plotted as functions of J. A typical KT-KQ diagram is shown in Fig. above. The values of KQ are usually a
little more than one-tenth the values of KT at the same values of J, so that it is convenient to plot 10KQ
rather than KQ in the diagram.

Naval Architecture Lecture Notes BSW Page 56/172

Extrapolation of Model Propeller results to the Ship propeller

(a) Relation between 𝑉𝐴𝑆 and 𝑉𝐴𝑀

From Froude number similarity
𝑉𝐴𝑀 𝑉𝐴𝑆 𝑉𝐴𝑆
= , ⇒ 𝑉𝐴𝑀 =
√𝑔𝐷𝑀 √𝑔𝐷𝑆 √𝜆

(b) Relation between 𝑛𝑆 and 𝑛𝑀

From equal advance coefficients
𝑉𝐴𝑀 𝑉𝐴𝑆
= , ⇒ 𝑛𝑀 = 𝑛𝑆 √𝜆
𝑛𝑀 𝐷𝑀 𝑛𝑆 𝐷𝑆

(c) Relation between 𝑇𝑆 and 𝑇𝑀

From equal KT
𝐾𝑇𝑆 = 𝐾𝑇𝑀

𝑇𝑆 𝑇𝑀
4 2 = 4 𝑛2 ,
𝜌𝑆 𝐷𝑆 𝑛𝑆 𝜌𝑀 𝐷𝑚 𝑀

𝜌𝑆 𝐷𝑆4 𝑛𝑆2
⇒ 𝑇𝑆 = 𝑇𝑀 4 2
𝜌𝑀 𝐷𝑀 𝑛𝑀

𝜌𝑆 𝜆4 1 𝜌𝑆 3
= 𝑇𝑀 = 𝑇𝑀 𝜆
𝜌𝑀 1 𝜆 𝜌𝑀
(d) Relation between 𝑄𝑆 and 𝑄𝑀
From equal KQ
𝐾𝑄𝑆 = 𝐾𝑄𝑀

𝑄𝑆 𝑄𝑀
5 2 = 5 2
𝜌𝑆 𝐷𝑆 𝑛𝑆 𝜌𝑀 𝐷𝑚 𝑛𝑀

𝜌𝑆 𝐷𝑆4 𝑛𝑆2
⇒ 𝑄𝑆 = 𝑄𝑀 5 2
𝜌𝑀 𝐷𝑀 𝑛𝑀

𝜌𝑆 𝜆5 1 𝜌𝑆 4
= 𝑄𝑀 = 𝑄𝑀 𝜆
𝜌𝑀 1 𝜆 𝜌𝑀

(e) Relation between 𝑃𝐷𝑆 and 𝑃𝐷𝑀

We have Q=PD/2πn and 𝐾𝑄𝑆 = 𝐾𝑄𝑀

𝑄𝑆 𝑄𝑀
=
𝜌𝑆 𝐷𝑆5 𝑛𝑆2 5 2
𝜌𝑀 𝐷𝑚 𝑛𝑀

𝑃𝐷𝑆 𝑃𝐷𝑀
=
2𝜋𝜌𝑆 𝐷𝑆5 𝑛𝑆3 5 3
2𝜋𝜌𝑀 𝐷𝑀 𝑛𝑀

𝜌𝑆 𝐷𝑆5 𝑛𝑆3 𝜌𝑆 5
1
⇒ 𝑃𝐷𝑆 = 𝑃𝐷𝑀 5 3 = 𝑃𝐷𝑀 𝜌 × 𝜆 × 𝜆1.5
𝜌𝑀 𝐷𝑀 𝑛𝑀 𝑀

𝜌𝑆
⇒ 𝑃𝐷𝑆 = 𝑃𝐷𝑀 × 𝜆3.5
𝜌𝑀
(f) Relation between 𝑃𝑇𝑆 and 𝑃𝑇𝑀
We have 𝑃𝑇 = 𝑇𝑉𝐴 and 𝐾𝑇𝑆 = 𝐾𝑇𝑀
Naval Architecture Lecture Notes BSW Page 57/172
 𝑇𝑆 𝑇𝑀
4 2 = 4 2
𝜌𝑆 𝐷𝑆 𝑛𝑆 𝜌𝑀 𝐷𝑀 𝑛𝑀

𝑃𝑇𝑆 𝑃𝑇𝑀
4 3 = 4 3
𝜌𝑆 𝐷𝑆 𝑛𝑆 × 𝑉𝐴𝑆 𝜌𝑀 𝐷𝑀 𝑛𝑀 × 𝑉𝐴𝑀

𝜌𝑆 𝐷𝑆4 𝑛𝑆2 × 𝑉𝐴𝑆 𝜌𝑆 1

⇒ 𝑃𝑇𝑆 = 𝑃𝑇𝑀 4 2 = 𝑃𝐷𝑀 × 𝜆4 × × 𝜆0.5
𝜌𝑀 𝐷𝑀 𝑛𝑀 × 𝑉𝐴𝑀 𝜌𝑀 𝜆

𝜌𝑆
⇒ 𝑃𝑇𝑆 = 𝑃𝑇𝑀 × 𝜆3.5
𝜌𝑀

Open Water Efficiency. Open water efficiency of the propeller is the ratio of the useful work done to
the power delivered. Therefore, the expression for 𝜂𝑂
𝑇𝑂 𝑉𝐴 𝐾𝑇𝑂 𝜌𝑛2 𝐷4 𝑉𝐴 1 𝑉𝐴 𝐾𝑇𝑂 𝐾𝑇𝑂 𝐽
𝜂𝑂 = = 2 5
= =
2𝜋𝑛𝑄𝑂 2𝜋𝑛 𝐾𝑄𝑂 𝜌𝑛 𝐷 2𝜋 𝑛𝐷 𝐾𝑄𝑂 𝐾𝑄𝑂 2𝜋

Example 11 A ship’s propeller of 5.76m diameter, 0.8 pitch ratio, 0.55 blade area ratio and 0.18 boss
diameter ratio produces a thrust of 1200 kN with a delivered power of 15000 kW at 150 rpm and 7.5 m
per sec speed of advance in sea water. A 0.16 m diameter model of this propeller is to be tested in fresh
water. Determine for the model propeller (a) pitch, (b) blade area, (c) boss diameter, (d) speed of
advance, (e) revolution rate, (f) thrust, (g) delivered power, if the Froude numbers and advance
coefficient of the model and the ship propellers are to be made equal.

Ans. Given Data: DS = 5.76 m, P/D = 0.8, AE/AO = 0.55 d/D = 0.18
TS = 1200 kN, PDS = 15000 kW, VAS = 7.5 m/s,
nS = 150 rpm DM = 0.16 m, ρS=1025 kg/m3,
= 2.5 rps ρS=1.025 t/m3,
λ = 5.76/0.16 = 36

From geometric similarity,

(a) Pitch, PM, = (P/D)xDM = 0.8x0.16 = 0.128 m

(b) Expanded Area Ratio, AEM = (AE/AO)x(π /4)Dm2= 0.0110 m2

(c) Boss diameter, dM = (d/D)xDM = 0.18 x 0.16 = 0.0288 m

(d) From Froude No similarity

𝑉𝐴𝑆 1
𝑉𝐴𝑀 = = 7.5 × = 1.25 𝑚/𝑠
√𝜆 6

(e) From equal advance coefficients

𝑛𝑀 = 𝑛𝑆 √𝜆 = 2.5 × 6 = 15 𝑟𝑝𝑠 = 900 𝑟𝑝𝑚
𝜌𝑀 1
(f) 𝑇𝑀 = 𝑇𝑆 𝜌𝑆 𝜆3

1000 1
= 1200 × × = 25.09 𝑁
1025 (36)3

(g)
𝜌𝑀 1 1000 1
𝑃𝐷𝑀 = 𝑃𝐷𝑆 × 3.5 = 15000 × × = 5.228 𝑊
𝜌𝑆 𝜆 1025 (36)3.5
Naval Architecture Lecture Notes BSW Page 58/172
Example 12 A model propeller 0.25 m dia, with pitch ratio 1.0 produces a thrust of 21.16 Kg when
advancing at 5.8 knots at 700 rpm, torque being 1.024 Kgm. Find the corresponding particulars and
efficiency for a similar ship propeller 3.5m in diameter. Assume fresh water for both model and ship
propeller

Ans.
3.5
𝜆= = 14
0.25

𝑇𝑆 = 𝑇𝑀 × 𝜆3 = 21.16 × 143 = 49831 𝑘𝑔

𝑉𝐴𝑆 = 𝑉𝐴𝑀 × √𝜆 = 5.8√14 = 21.7 𝑘𝑛𝑜𝑡𝑠

𝑛𝑀 700
𝑛𝑆 = = = 187.08 𝑟𝑝𝑚
√𝜆 √14

𝑄𝑆 = 𝑄𝑀 × 𝜆4 = 1.024 × 144 = 39338 𝑘𝑔𝑚

𝑇𝑆 ×𝑉𝐴𝑆 49831×21.7×0.5144
𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂𝑂 = 2𝜋𝑛𝑄𝑆
= 187.08 = 0.7217 = 72.17%
2𝜋× ×39338
60

Propeller Diagrams
(a) Methodical series – KT – KQ – J Diagram

The first proposals for new propellers are usually based on the results of open-water tests with
systematically varied series of propeller models.

In conducting model propeller series tests, a parent model is chosen of given blade area, number of
blades, blade outline, section shape, and blade thickness, and a number of models are built with different
pitch ratios. These models are then run in open water in a towing tank over a range of advance
coefficients (J) or slip ratios. Additional groups can be run in which one of the other parameters is
changed and the effect of the alteration on performance determined. The most widely used systematic
propeller series is the Wageningen B–series. The range of Z and AE/A0 that the series covers is shown
in Table.

Table: Range of applicability of B–series propellers.

Any particular group of series B is identified by combinations such as B.5.60 where 5 indicates the
number of blades and 0.60 the expanded blade area ratio. A typical form of a four-blade propeller is
shown in the Figure below.

The open water propeller characteristics are presented in graphical form in terms of the thrust and
torque coefficients and the open water propeller efficiency versus the advance coefficient and for
different values of the pitch ratio P/D. A typical propeller chart is shown in the next figure. Each diagram
is for a certain value of Z and AE/A0, which are selected based on the previous general considerations.

Naval Architecture Lecture Notes BSW Page 59/172

The open-water characteristics of propeller series can also be given as polynomials for use in
preliminary ship design studies by means of a computer (Oosterveld and Oossanen, 1975). These
polynomials can be obtained using a multiple regression analysis of the open-water test data.

Blade form and sections of B.4 Series

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Propeller selection from methodical series

In the propeller selection problem we have the two equations

𝑇 𝑄
𝐾𝑇 = 𝑎𝑛𝑑 𝐾𝑄 =
𝜌𝐷 4 𝑛2 𝜌𝐷 5 𝑛2

and six basic unknowns: T(or R), VA(or V), P, D, n and Q. Therefore, if we know four of these unknowns we
can solve the problem and select the propeller. However, generally in a propeller design problem only three
instead of four of the parameters are known, and a relationship between two of the remaining, for instance R
or PE versus V, we have to solve an optimization problem. The optimality criterion is normally the propeller
efficiency.

Optimal revolution: (This is sometimes called as a naval architect’s problem) We know V, PE or R, and D
(for example, the largest propeller that fits under the stern), and we want to find PD and n to maximize ηo.

Optimal diameter: (This is sometimes called as a marine engineer’s problem). Suppose that V, PE and n are
given, for example, we know what kind of main engine and gearing is to be installed, but we don’t know the
engine horsepower. We need to determine the propeller diameter D and pitch P for maximum efficiency ηo.

Although the KT – KQ - J coefficients are the normal mode of presenting the open water characteristics
of propellers, other coefficients have been developed which are more convenient to use, especially for
propeller design and performance analysis using methodical series data. · The major difficulty of using
the KT – KQ - J coefficients is that all of them contain both the propeller revolution rate n and the diameter
D, and in propeller design at least one of these variables is initially unknown and is to be determined
during the design process. This makes propeller design using the KT – KQ diagrams of a methodical
propeller series a process of trial and error to determine the optimum design parameters.

(b) Methodical series – BP-δ and BU-δ diagrams

When preparing the preliminary proposal for a new propeller, it is in general not convenient to use
diagrams of the form KT – KQ – J. Other types of diagrams have therefore been constructed. For the case
where the optimum propeller diameter is to be calculated when the power, the rotative propeller speed,
and the advance velocity arc specified, use has been made of the variables BP-δ and where the optimum
propeller rate of revolution is to be calculated when the power, diameter of propeller, and the advance
velocity arc specified, use has been made of the variables BU-δ. These are defined as follows:

i. In case PD is known, the Taylor coefficients used are:

𝑁√𝑃𝐷 𝑁𝐷
𝐵𝑃 = 2.5 𝑎𝑛𝑑 𝛿 = 𝑉
𝑉𝐴 𝐴
where:
D is the propeller diameter in feet;
N is the propeller rpm
PD or PT – Delivered / Thrust power in British horsepower (1 hp = 0.7457 kW) for the open
water condition in fresh water.
VA - speed of advance in knots.

A typical BP-δ chart, as shown in figure below, consists of contours of δ and ηo on a grid of BP and
P/D. The "optimum efficiency" line shown in the BP-δ diagram indicates the point at which ηo is
maximum for a given BP. The BP-δ diagram is convenient to use when the speed of advance, VA, the
propeller rpm, n and the delivered power, PD are known and the propeller diameter D and pitch ratio
P/D for optimum efficiency are to be determined. (Marine engineer’s problem)

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Since the BP-δ coefficients involve the use of specific units (feet, rpm, horsepower, and knots), the
values of parameters expressed in different units have to be first converted into these units, and since
the coefficients are given for fresh water, parameters such as delivered power have also to be
corrected to fresh water.

ii. In case the thrust power of the propeller is known (Naval Architect’s Problem) then constant
𝐵𝑈 is used in place of 𝐵𝑃
𝑁√𝑃𝑇 𝑁𝐷
𝐵𝑈 = 2.5 𝑎𝑛𝑑 𝛿 = 𝑉
𝑉𝐴 𝐴

Like the BP-δ charts BU-δ charts are also available.

Design Procedure using BP-δ charts.

The various stages in the design procedure using the BP – δ diagrams can be summarized as follows:

1) Estimate the PE (naked) required for the speed specified using one of the standard series applicable
to the ship type under consideration.

2) Add to the PE (naked) the allowances for appendages and weather. For appendages in single screw
ships this is about 8 per cent and in twin screw about 12 per cent. For weather it is fairly normal to
add a further 15 per cent. On certain routes such as North Atlantic the allowance will be much greater.

3) Obtain a value for the QPC and hence derive the PD.

4) Determine the wake fraction from a similar ship and obtain VA.

5) Choose a value for the rev/min. This will probably be determined by the machinery manufacturer.

6) Calculate Bp and determine from the chart the value of the optimum pitch ratio and δ.

7) Use these values to obtain the diameter and pitch.

Following example illustrates the procedure followed:

A propeller absorbs a delivered power of 7500 kW in open water at 120 rpm the speed of advance
being 12.0 knots. Using the BP-δ diagram in fig below, determine the optimum diameter of the
propeller, the corresponding pitch ratio and the propeller thrust.

Ans. Given data: PD = 7500kW, n = 120 rpm, VA = 12.0 knots = 6.1728 m/s

For using the BP-δ diagram, the delivered power must be converted to fresh water, and British units
used.
7500 𝑘𝑊 1
𝑃𝐷 = × = 9812.35 ℎ𝑝 (𝐹𝑟𝑒𝑠ℎ 𝑊𝑎𝑡𝑒𝑟)
𝑘𝑊 1.025
0.7457
ℎ𝑝

𝑁𝑃𝐷0.5 120 × 9812.350.5

𝐵𝑃 = 2.5 = = 23.83
𝑉𝐴 122.5

From the optimum efficiency line in the BP-δ diagram, one obtains:

Naval Architecture Lecture Notes BSW Page 62/172

 𝑃
= 0.798 𝛿 = 190.5 𝜂𝑜 = 0.593
𝐷

Hence,
𝑉𝐴 𝛿 12 × 190.5
𝐷= = = 19.05 𝑓𝑡 = 5.806 𝑚
𝑁 120

𝑃𝐷 𝜂𝑜 7500 × 0.593
𝑇= = = 720.5 𝑘𝑁
𝑉𝐴 6.1728

Typical BP – δ diagram

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