Knowing tie boat's required service isthe key to matchisg the righ propeller for it. The Pater-designed Dyer 29 above) ofes an excel- lent example. Jn continuousprodaction at The Anchorage (Warren, Rhode Island) shce 1055, the FRP hull has been setup with many, PROPELLER You don't have to be a degreed engineer ‘Traditionally, a prop was sized to turn, 02 trials, 4 few ‘eroent above maexinnm-rited pmatwide-ope throtle This is certainly ene exiterion, but it is not necessarily the mos crit- fea one, and t may not be suffi cient to ensure acepable long-term S performaace, expecially for plan- ~~ ing or semi-planing boats. The key ropeller matching iseganted featare of propeller matching is deter- ‘by ome asa black art, hut mining just what it 8 you want from the ite not Is relly jut com- boat—highest top speed, best efficiency, bination ofesublished meth- or something in between ‘od experience (which comes Forinsanee, reducing pitch may lower with practice), and good judgment. top speed slightly but may aso allow Moreover, the advert of personal com- much beter efficiency at cruise, along. puters hasmade the calculations forprop with greatly increased range. Reducing Enatching much easier to do. Pitch may eles enprove the low-end rust ‘You can calculate the propeller char- 0 thatthe boa! can get "eut ofthe hole" acteristics for most small craft either by quickly. You mast understn the required using a standard spreadsheet program — service for the boat and determine what such as Lotus 1-2-3, or éedicsted pro- tradeoffs to mike. peller programs such as NAVCAD or PSOP. [See the source list at the end of Prop Matching Defined this article for complete eddress infor- ‘he ergine and gear produce torque ‘mation—Ed] Whether yeu set up your that spins the shaft. The propeller soins ‘own spreadsheet or purchase @ dedi- and prodaces thrust, which overcomes fated program, itis important to Geet drag to produce speed. Available engine Understand the fundamentals of pro- torque depends on tke engine, fuel flow, pellets and the basic methodology of gearratio, and engine rpm; but required Matching propo bat propeller torque depends on 1pm, pf0- ppeller design, and boat speed. ‘Drag ‘epends on hull characteristics and speed. tance without tals data. In most cases, You mus! take into account all ofthese however, youll be werking with a known factors—particularly the engine-power/ ‘null—for example, when you repower pmeurve—to achieve god performance a boat, orre-prop a stock hull, ot replace from the propulsion system. an usvatisfactory propeller. the engine provides more torque than the proper absorbs, then the shaft speed will try to increase. This produces ‘more thrust, so the boat speeds up. Eventually, the torque, thrust, drag, and speed will reach an equilitrium at higher But you do need to understand the speed, unless 2 governor on the engine prevents increased rpm. Ifthe rpm can't Increase, then the boat cant reach the full speed potential ofthe engine and is said tobe tndorwheeled. You may wish to azcept this for some other reason; i's ceminly not barmfal ‘Conversely, ifthe engine is unable to provide enough torque to tara the pro- pelle, then the shaft slows down, and thrust and speed drop, again to equilib- rium. However, this onewhedled cendi- toa wont allow the engine to achieve fall rpm and power, so the ergine may cocks and lag ead eventually safer dan ‘age. Matching the propeler, gear, and engine means that the equibrium betbeen ‘available engine torque and required propeller tore will net overload the ‘engine, ond thatthe thrust required to ‘make speed is available throughow the range of operation. How Propellers Work “To propel a boat, the prop gmbs water and throws it aft. Thrust is mass times velocity, but the energy required is one- half mass times velocity squared. Thus, ‘the more water a prop grabs, the lest ‘thrust is needed per pound of water; it ‘mems throwing the Water mere slowly ‘butusing less energy, theeby providing. ‘more efficient propulsion. “The rato ofthrust to speed, area, and water density is expressed as the thrust Toad coefficient, which determines the maximum, or ideal, efficiency of any propalsor, regardless of whether it's a prop. ajet, or oas. This is « measure ‘of the vaio of thrust to the weight of ‘water that "passes through” the device per second. Since no device is perfect in to acelerte water, real-world ernest etn, te, low ion ek oe eaMATCHING to match a prop to the engine and boat. principles. by Christopher Barry saa Mra ees Meal cialcey tee Ideal and Typical Efficiency efficteney of some common props. The on tp hav constant ine ot 995 ois, 3 Sic, (pal, i te lint of iceny {or propellers. ‘Thru load coco the mast important factorfor eficieney. Tn general, the ager the popultr ond, usually, the slower t tums), the beter the effieney—thoegh there ate oten oer Limits, such ab drat that hibit diameter. ‘A propeller consists of othing more than ever blades stoking out of sha, Thrust Load Coefficient Which routes and moves forward with Cire ThruslO.SpAela® the boat, The combination of forward ‘peek and rotation adds up at cach sce | Figere The best performance any ropusor can possibly achieve is limita by the tion of a blade, such thet the blade is | tina load coefcien (Ci. Prepell tpl aan no more tan 806 ofiea! traveling diagobally actos the shaft | ffiden. "PD" ete ptchto-camewr rato; "aos he area of propeller ds; aad Tach blade isa wing that prodsces | "Ve" th vlc ofaperoach lit and dra, as shown in Figure’. These Efficiency forces act alorg and across the shaft Thnst is the teal force along the sha from each section of each blade. The ‘ Torgue tha's required to spin the sham Torque sd oats nob we sa , cae . oe — N a ceh aa Inponea ie Soo ae caves beste Sry eee eee [ba nen Sone cera eeanalges See oaaaah eet ao = Re adil ac aera or iepaniaienned Ee reaing order of ngage oo meee i Sealine eng weatoenens 7 Sake tote sin pts se moter ‘ Sfbades andthe shape ofthe blaies oer B defined by dele edad and Spc in ton Projected ered ries (BARS EARS and Pie reapetel). slong vith sew: and | Flere 2—Thns 2 inpariant determinant. dred fom W produced by We we selin Map See cbr n page| PARE Bir tes mine Baga te hgh te toe APRILIMAY 1997 53ase these ratios instead of actual ‘pm, speed, thrust, and torque, s0 the values are easily scaledto whatever size and speed prop is required. And, sed for any simi- lar propeller ‘Two. different systematic series of propeller tests (known as the «Propellers are tested in aspecial sank catteda water tunnel, where Gavn-Burrill and ‘lor pressure canbe controled to simuete covaton. Phebe! Neen Rode sr, Shown ves loated ata researchfecity in Ota, Canad, that's named after thet ‘nn the Inti for Marine Dynamice in St John's, Newfound. ‘SSfor a description ofprop charac. teristics Ea! Hydrodynamic Characteristics “Thanks to sophisticared compute pe- sgams it is ow possible to stualyea- Eslate the flow of waterover he peter Surface. But since mest boat propels sre basicaly similar, you can use reve sly publisted, standard test data mead, sthich well gt to in a moment Props are tested at different combi- rations of vster and shaft specs in a ‘water tunnel (photo above), where rescarchers neasreterue, thrust, am efficiency. The thrust coeficien (K) the rato of thrust to shaft sped, diame water density, the Yorgue cod Ka similar ratio for org. ‘ficieythe objective. we wish 1 ‘raximine—is the ti of tht and sp to torque; is determined by Ky Ky and E'BMicieney. Ke and K, ace asl plo ted against fora range of pitees fer ne sile of propeller. Marine enginees developed in the 1950s o determine the characteristics of typical boat propellers. These published data ave widely used within the industey tp determine propeller coefficients with- ‘out actually running tests. The Gavin Burrill and Newton-Rader tess defi rropellers by the number ofblades ("7 Fitch divided by diameter ("P/D'). and the expanded-ares ratio FAR"). Figure 3'is a plot of data from these series, Incidentally, the propellersploted have segmental sections and small skew—two ienifying characterises that well lock at mor closely liter Lets examine this graph. First, note that both the torque and thrust coe! cients decrease as the advance ratio increases. This is why failure to "make speed" isa problem, you seleeta prop ‘expecting a certsin speed—but achieve Test-—then the advance rato isto low and the torque coefficient too high; the shaft needs more torque to spin atthe ited speed. “The graph also shows that the effi= ciency of 2 propeller increases steadily 1 the advance ratio increases, until eff- ‘iency reaches a peak and then falls off dramatically. The increase of efficiency is due tothe increased speed ofthe pro- peller through the water, compared to the speed of outflow from the prop— that if rediced thrust-load producing a higher efficiency, Its why high-ptch po- pelle havea high peak efficiency, occu Fing ata high advance rato. In this ease, the falloff occurs because the angle ofthe flow at exch section is no longer ‘enough to produce effcieat lit Filly, note thatthe range of "best" efficiency fail narow. If you oper- te a prop at the wrong advance rao, you'll waste ala of power. You can xs- ity be forced into an infFcient propeller bya limited prop diameterora low gear ‘So, when repowering a boat, always make’ sure that you can physically ita wellamatched prop with the new engine. First, run tale with the old engine, and then’perfonm the calculations to get the hullstesistance data. You can nov put the new engine into the computer to heck the Fit of the appropriate pron. Well covertrals and calcultions, below. Hull Factors “Although prepelles typically operte beneath and behind the hull of bor, the fae is tat standard thst and torqae ‘ests are run withthe propellers opera- ing in the apen, infront ofthe suporting shaft. You, on tke other hand, will need fo comet forthe effect ofthe hull on the Propeller. “The hull slows down the water ener- ing the prop. Expressed asa percentage, the amount that the boat slows the water is ealled wate fraction. The wake fraction for mast planing boas is about 5%. Strictly speaking, there are wo wake fractions~one for thrust and one for ‘Segmental Propeller, 4 Blade, 0.75 EAR Ke Kgs Etfictency ‘Sample Engine Data Advance Rai “Engine RPM” ire 3 Sundardpropeller data isprsentel graphical in terms. Figure 4 Engine manufucturers ply the power charec- ‘Nira and toe ceo (fn es mpeciveh a efi. trates ofthe products as brake horsepower Ghows abort) tion oftte advance ratio 0). "EAR" stands Yor "expendedarea rat.” or iorgue, plated against rpm. 54 PROFESSIONAL BOATBUILDI ER,torque but those two faters are gen erally quite close, so you can usually assume they are the same, Tho ofthe propeller also adds drag to the beat hl, 0 the prop doesn really pro- duce as much useful thrust as it woulé Ine water-tunne est Tiss aed Pst deduction, and i, to, i about % for planing boat. ‘Unfortunately, noone simple method ‘vst fr eaimating ake Faction and thrust deduction forall halls, hough there ‘estimating tetniquos and standard ian dats avalable for emmon hl types. howe fctrs are best found from tals dita, AS a rile, you can relibly we the folowing value: 20% for wake faction aud thrst deduction for displacement hus such as rave yachts sailboats, where the progllris mounted in a cutout inthe els 106 fr sioats vith in kel and prop ona strut and 6 fr mos plan Ingboas: Malply tbe ped by. the-wabe-faction. Tis isthe vel of approach (N. ACase Study Now, having covered some of the basioe of prop technology end terzai- nology, let's plug what we've learned into a propeller match for a mid-size powerboat. The sty that fellows i net {x ectunl cae bata stalated ono, bared ‘on real data. Our case boat is @ 40"V- bottonard planing crave, whose other particulars clude: a 17 beam; 18° dead- ‘ie atthe transom; an overall weight of 24,000 ibs; and twin 275-hp four-stroke diesels, rated at 2,300 rpm, working ‘through 1:1 reduction gears and swing: ing I7dia x 24 "pitch four blade pre- pellers. The curve of engine power and {erque routinely supplied by the man- ‘facturer for every engin in its product line isthown in igure 4. Twin engines, by the way, will rot complicate our pre- peller match) ‘This boat was designed to have 2 top speed of 30 knots. She makes the required speed at 2318 rpm, but the ‘owner complains thatthe boat is hard setup on plane, and he wants to be able {eeruoe at about 20 knots without labor ing the engines. ‘Ourbest approach here is tose cal- culations from speed trials of the old ‘prop, to find the required thrust and other factors. Then well "try" new props by culations alone, selecting a prep that makes the required thrust with the best Fe to the engine and our ether need ‘Since we're using the ssme data for both the ald and new props, any minor dis. crepancies will encel out. ira, we detemnine the existing prop pitch, diameter, number of blades, style, ‘reper nt PROP CHARA Piteh—This key term is often dened 2s the distance « propiller would straace wits ove tra fit were ina said material such ws ‘wa. god concepual dseripson, othaps, bat it doesnt help neaste props ‘Conventional propellers we true "hel- ci” meaning thet the "pressure face," or the aft side. isthe surface generated by a Staight lie fom the shift 10 the tp a He Tine tara and moves forward, The ote end ofthis line fos a helix, othe dinerona Spl, Hee the rail ona pr saicase. Such propellers are said to fave const piteh, find the pite/diametermtio i the distance along ta shaft beeen ature ofthe el ‘vided by the diameter. Note thatthe angle of the blade face decreases away from the CTERISTICS ex, oroun, wide ons ike Mickey Mauss ‘Secon, Bale, Skew, and Cup —-Most toot propellers ar “segmental” of ‘ogiva™ js setfom, sseaning thet the back, or > ‘on, side isan ar of a ciel and the fice 1s a. Ship peopelers a sometimes sf ke in section, wits roundish nove andthe tBickest partchseto the leading edge. This sign areas eficieny sight ad som=- ‘ies improves strength, bu airfoil setons ae expensive to make, and they ean cane ‘ute more realy. "An arfol Secon inreases the hydro ‘éynamic pitch ofthe propeller. Since some FHopeller dat (particularly tose found en tlder charts is based on these types of po- elles rather than segmental props, You might inadvertently Ina ye ep ce seit woamalle pick tothe hab pcb com. Expanded area iyesng ft fer all Sunt ade gle boot Prope to met sep Jas tet allows you to ‘meas the pitch of a , propeller without any aes lean foward o Fetal ternent J = long theca foe ‘ecu hero cumple, 15 ofa rte Tpomtwher thetlade Segmental Section eae the Male faces {ite slope at 45 the Deveropes Area ‘Ri ay thatanous, pitch i then 628 2) 2 opposed to being Eines tat ain pependieuar Oe "Ares Ras —When hah Some designers ‘a propeller blade is do- ’ ‘use rake to compensse Sod ts dawn iit for abet ange, and See tacanerites / Pid to prove clearance Ying Tiel ae of he rveen the Rll aad ides mesnred fat Met Forming Prop Face {Beppe ts Gar this way is the expanded 1. erally in ship design). ‘rea, ang the ex: ‘st boat propels ‘panded area ntio ("EAR") hhave very little rake. ‘this area divided by the x Skew is when the tra ofthe propel die 5S id ofthe ade i= (Ga) Sacer KS tout te cane bated Ste bea ofthe pro. of sight Te, This Frllee design Be) projected Area Sewer ma Ge Fie wd to den the propeller blade Took Jrop in eaten | A propeller lade uben desteued, | Tate mre pou ace th lade ee| dren as ong itwere fl bic | a Skew sale wappal weand thai ibe expanded area (top) Tbe beeen be aioe Wale camea, wine| ble is vrpped eround esha | hese ie hab position, the area ofthe ‘ades changes slightly. This "new" aa alld the develpedarea, which The projection se forms the surface of bells | abd the mi re at he avo (mld prpeletip. Typical, Te dades ont» boa peoples have as War to tbe shat myseh a8 1 ef SkeN. divided bydiscaca to, ses fhe projeted arew Chottom) | Skew en inprve aac ‘et the developed area Ilo (DARD, Mot propeller makers report DDAR rather than EAR, = this igus has 0 ‘bs converted: there isa formula frit, ust~ tly bult ino the computer progr ‘Projected area ("Ay") lao figures into sane cxulaions. Ay fe are oft Dads seen when looking downthe shaft. Projected ‘ten fo PAR’) Ay divided by dc are. ‘Apis ually caleusted—es above, by means ‘ofa formula in the computer rogram fren Dich and EAR. No mater which area ratio Sou use, the ei will describe whether te Jrop hes long narrow bes Uke a rab ‘aitaton performance and reduce propeller nose, butit aso edoces sfflelency,mereases the cost of manufac> ture, and iereases blade bending stress. igh skewed propellers sbed watrborae debris aches plat growth, so they ate sd Jor "weeds" prpelers on ling mtn. CCopisthe term for bending te leading tailing ege ofthe Bae toward the fre fran inch eso. Tealing-edge cup improwes ‘vitaion charset, lading-ege ‘imines etry shock on Siface snd supercavitating props.Pople cotnes ‘nd developed srea ratio (DAR). The ool. (How to conduct accurate speed the new one. De bearin mind, however, pitch and dameter are usually samped wials merits an ancl by ivelf) mathe op without removing it fram the shat. Resuating these are stock prepellers, you obtain the DAR from the prop manufac- You'll get better ‘turer's catalog; alo, almost all stock pro that engine power is affected by fuel and ‘but you may want te meas- For formal opoed wials, we custom- ae temperatures, and by inet and exhaust, arily measure torque and fuel fw—by conditions. Many moteryach, forinstance, reanc of special, sometimes costly insta have excessive inlet presaure drops mentation (strain gauges and feel-flew (due to overly tight machinery spaces), {7S322) that permits you t messure « meter). Torque measurements give ab! x0 plan to run tals tilaton tothe engines Torque and Thrust ‘Once yeu have tile data, you back pels are egmeital sple vith to ake @gguTAcy by running sedate te exsing pop find out be nd small stow, required thrast by aarcming the ober ha ‘Next, measure boat drat or weight, trials with the engine fos. Yer could we a can w obuin sd canter of gravity (in the trial cond ‘ton), and run speed trials. hatches open to “A fow words are in onde here about 1, (ergue coefficient) and K, (Uist cco ficient), bet computer programs offer 2 better method. contacting vik The wake mttena ensure thatthe engines “inion Dons Blunt nd E Nadine through the fll speed range, is deep vyater, and in both directions (left, righ) get enough ai foreach speed. Mako sure you're mea uring shaft rpm accurately. The boat's Hubble, then engineers working forthe U.S. Navy did statisical analysis onthe Gavn-Burrill sandard series deta and unrelated non-cavitating stock proplles. installed instalmests are usually net acex- horspower dre; ful-flow figures help They developed two very long equations rte enough; forthe purposes ofthe test, determine engine horsepower. tempor ‘hat multiply a series of constants times tall an optical ackomeler Inthe abuonce ofthese piysicil mose- (advance ro), EAR (expanded area ri), on the shaft urements, you can sill apply the back- P/D (pitchso-diameter rate), and Z (the ‘You will, of course, need to measure ealeulation tec i ABY errors or aumber of blades) t various powers and speeds accurately as possible, andadif= uncerintes about power ard torque will then add up the terms to gt K. and Ka ferential GPS is best for this. Ifyou enventally cancel gut, beceute the came In oddition, there are other squat oer hve strong tidal or river cuments to con- hydrodynamic conditions wil exist before other'ypes of preps. Tair work isa ize- tend with, then a radar gun isa useful and afr trials with the original prop and saver for you, because these equations ‘PLYBOATS 2.01 | Software for the Design of Small Boats State of the Art Timesaver for Professicnal ce Amateur ‘Complete unit Flext ‘Metric, Decimal inches or Foet-Inch-Eighths ‘pine, Carvenare always peso f f rmamente spaced ares centrod anal Ke Dy bro all ‘welded wee or also + Bayon te CAD:2D views 20 ie, sor ywood RAY CLARK ENTERPRISES ax or phone (10 840154 + Ema 10019790 empasere com Mr tt et Noten enor celeb ‘VISA, MASTERCARD, AMERICAN EXPRESS $145 00 pax SAH (CA residents include tax) SEH US 88.0, Canada $5.00 other $1200 56 PROFESSIONAL BOATBUILDER Marol rack-and-pinion_ ‘Think of the advantage me" Maroccliminate the need for charts, and enable Yyouto fird the exact data you need. "From your input of speed, wake feac- tion, thrust deduction, rpm, and propeller data, your computer handily ealeulaie] and P/D, converts DAR to EAR, and enters, K, itderves the thrust produced ané the required torque. Voumnay, however seed to adjust the wake faction (and thrust tos, fyou measured power), and try teuin to match the tals cata. You ray als have to adjust the tile si tance to extend your data higher sped, foro account for weight changes from {ial condition to service condition. The best way to do this isto use ene ofthe conventional methods ofresitnce pre- ‘eto, and then add a "fudge factor” to adjust the resus of he method to match your tile dats. How much fulge? Lets Say your speed trials are run with a hip engine, and the resitance calcula tions suggest a 200-p engine. The fudge factor here would te 300720, ora 80% addition. (Our case boat doestt require 4 fidge factor, Bociuse we determined thrust only one way; fudge factors resolve differing figures) ‘As mentioned carlicr, a deailed dis- cussion ofresisance predictions heyond Diamond Coated Tools IMNes Sess GUARANTEED i B00 ere Original Propeller Data iameier, Spoof, Sta Shat Tx 10 tae 18 tee 738 17x34 14 18706 17x34 151253 At 17x34 16 1780 asa 17x34 17 17867 17x34 8287S 17x34 19 188688 17x34 20 138850 i421 te B48 1734 2 187834 i743 a8 830 17x34 28 18 Be 17x34 251453806 17x34 28 aT B08 1x34 27 1499 800 173428 121704 i734 29 1586795, 17x34_30_ 1578 800 Propeler Trials Tras, Caloueted Required Calakied Avaliable Calodted ‘Telal Shaft Ergo Total Engho Cavtaon a4 317 aa 29 §8eheaaas a4 aa 495 1698 m3 oH 1680 1920 ‘961 1988 2020 2049 2073 2006 au 2182 2480 2215 B90 2282 2320 2363 Kone FEM Tore Honsower FEM _Hentpowr Ca 45% 3 Dor oa. 436 5% 42 Sex 465 50% am 5% 480 55% 45 54% 48 5% 4 5% 498 Ba 4 52% aaa 51% 4 51% 495% 49 50% sor 50% 521 51% Table I—In-ouF case suay of 4 V-botomed. tih-soren, Jas powerboat disussed in he text th vessel’ oniginalprops are I7"dia x 34"ptch. Data for this tock {uthered fom trials andjrom the ergine and propeller manufectires—ts cha tabular form, above ‘the sope ofthis article, but some off-the- shelf prop sofware includes resistance prediction and allows yeu to enter your adge factor (asually termed "correlation + PERMANENT BLISTER = QUICK TURNAROUNDS: ‘= PATENTED. + TRANSFERRABLE WARRANTY # LICENSING PROGRAM JOU, FREE (606) OSWOCURE® FA (24) 462-0610, ia se tact srr AUDERDALE » Ft ieu1986 9 USA (FOBOSMOCURE.COM + WEB SITE: OGMOCURE COM allowance”). Most sistance methods can als be programmed into a spreadsheet Tabet isa als and caleslations of our case-study ‘of data from the tri- nti Suporgnit ‘sanoearen HOOK & Loop 5 sastoe Siam & "Sika Ssa80 S sue Soom & See Seca fe Sea ‘srzo08 TBELTS—AO. RESIN [SHEETS x1 AO. 1490 §75facze $0 [60.000 S450 woe 400 ioc, 9c S300 OK za $3910 MFO | MO | DRUM SANDER oe ase fm sorsan | Coewatetersttans ‘errant 12538 800-822-4003,Propel comines 4o-footer. Thave also included resuls ‘of a cavitation check in this table. In the case bout, cavitation isnot « prob lem, because the props reach only 54% ofthe cavitation criteria. De, sine cat= ition is often a critica limiting factor, wwe should consider it next. Cavitation “The generally accepted threshold fer cavitation is when ne moro than 10% ofthe "bact” (technically, the forward side) of the propeller blade ia covered in vapor bubbles. This limit is repre- sented by another standard equation ‘eveloped by Blount, in collaboration with David For. ‘The pheomenon of cavitation ous when the propeller tee to creste too ‘auch it for its area; then, the vacuum on the back (Le, forward) sido of the blade becomes so intense thatthe water boils. The resulting pockets of steam cause los of the suction that provides Ii and therefore. loss of effcieney- cen though the prop still produces thru. Worse, the pockets of steam collapse buck into liquid form when they reach areas of higher preseure, and the water ‘ashing in creates an implesive impact hat damages either the propeller er At Wehard, we ht drop forge stainless stot ‘te prouets of superioe quay, song ans nearby underwater components down- stream, such asthe rudder. You can often tetually hear eavitation by listing #0 the hull in way of the propeller; sounds like the beat i running in gavel Cavitation pits the propeller, generally en or neat the forward edge. High-speed service may require special matching methods, along with specially designed props. Sometions a small portin ofthe prop will show cavitation damage, at a con- Giant mdi, This mney be de 4 come ‘hing forward of the prop changing the flow of water ino it Look for culprits such a8 scoops, ar poorly shaped strus, tnd fae them, (Cavitation, corrosion, ot TTyouare building, ng, or repairing, send fora vibration occasionally work together to ‘cause weird problems, Mysterious prop or strat damage is ofen a combination ofall three) tation, first reduce the ‘This requires higher Ditch and perhaps a different gear rato. Reduced rpm may also require & pro: pellertoo large to fit under the boat. In ‘hat ease, increase the loaded area ofthe ‘propeller cther by increasing the blade tea ratio, or by increasing the number of blades, Cupping the prop ats ike increased pitch epprecimesly 1 butit alo redacee {avitation by sucking the bubble of the back ofthe blade. You may be able to cup a propeller instead of ordering a new nef youre coe in pitch, oF if eavi- ‘ation is only marginal ‘Remember: cavitation it notte ane as ventilation, which i ingestion of ai. ‘Ventilation cones redoved efficiency, but not damage. Alse, props continue t gen- ‘rte thrust when ventilating; trface- Diereing props, for example ate designed {o ventilate. High-speed service may ‘ui filly avian ening props, in which ease special matel Inethedsslong with speclly designed prope-are called for copyot Jamestown Distritutor's catalog, This catalog i filed with corroson-resisart fasten. ¢ instainess ste), siicon bronze, trass and fot cipped galvanized, as well as marine hardware, fishes, resins, Ques and tools Sogn Calor wie for oreo 997 catalog, PO BOX 348. JAMESTOWN, 21 | 02835 LOCAL 4014252590 FAC a01-3050 $8 PROFESSIONAL BOATBUILDER Paea KerY 800-423-0030 FAX 800-423-0542 Us & CANADA ‘ALOG | 1236 TRASK PKWY SEABROOK, SC 25940 poetsOnce you know the required thrust, wake fraction, andthe characteristics of the engine, you can try other props to find a better match, ‘Strut Drag and Shaft Angle We usually cant change the shel, 50 imi oe Ero nthe eof sesfoctsy were Tacky nite ee ee anexta 3 Prop dma ave wwe have to live wih the maximum diam- able to us. Since clerthe designer intended. Bu. we might we're trying for ber ‘question why that particular diameter terlowend perform ‘was selected. ance, we want more “The answer is strut and shaft drag, diameter. The thru and shat angle, In highspeed boats, the load coefficient i ‘rag of the shaft and strut can be a sig- higherat low speed nifieant portion of the total drag, fre- quently more than 15% For that reason, the boats designer—when seeking max ‘mum prop efliciescy—had take into account the appendage drag of shafts and struts. ‘Shaft angle also limits prop sie, The flow created by the boat's motion goes somewhat across an angled shaft, as ¢ result, the blade none side has 2 dif- ferent speed end angle of attack than that onthe athersde ofthe shaft. This trans- Tate into enemy loss—ard posibly vibra- tion and bending leads, es well. Which is why thee isa rule of thumb regarding shaft angles: They shouldbe as small possible, and never exceed 15% (because less water flows through the prop), © additional ‘ameter helps. But engine doestt have Raat oct? mel Saran ‘Sree arple pve ng 3m BB sexing Ped ce ow ag ang ang parse. rc, ODE, vo poe sits ree, gps eo Pept pbs fain Be Fs OS “oll Fee: 0-64-0030 pee Looking for a Unique Windshield? rw iaike st Efficiency PVGFRTRT the torque to swing a bigger prop at the same pitch. This, in turn, will reduce efficiency at the top end After “trying on a series of props in the computer, we find that a 20'dia x 28"-pitch prop gives 2,318 rpm at 30 knots. Figure 5 stows the eal vs. ideal clfciencies, The efficiency curve of the "real" 20° prop begins ofall away from deal and Real Efficiency i Speed, Knots ‘have. 1» Figure S~ The newprop or ourcase boat, a 203 28 wheel, demon- Mechta reduced ses @ higher epency ot tow speed than the original 1734 ites, because the Buh we see thatthe original is superior athigh speed. the ideal atthe high end, because the real prop lacks sufficient pitch. In prac~ tical terms, thes, the original smaller prop 's actually beter a: op speed. igure 6 shows that a 20” prop reauires ‘more power at top speed—S06 oil ‘shaft horsepower vs. 495. But, at 21 knots, it needs only 334 hp against the ‘riginal 460—a 17% improvement. Moe | etc) Seen eee rr Sn ‘Seentaly automotive wiper Specific requrements. Others offer noche 1 Galto motors have stainless tee shafts. Others use mild ‘= Baltoarmsand blade assemblies ae stainless with anon 1 Balto wiper blades ae natural rubber. ‘= Galto wipers have self-ubricatng bras bearings. Most sthershave only» bronze iner wich acs hes Bearing Corre EC INT Parr APRILIMAY 1997 $9‘opt conines ‘Total shart Horsepower B= Em i: Bm = fo . "speed! nats ” » . Engine Loading re The orginalyrop ellowsa higher wp spel, bath cost Figure >The newprop permits the engine to wind to a fore power at imporantly, when we plot the torque— the ft: tls, From the new ties daa, available and required—at those rpm you rerun salculation for confimaticn, (Figure 7), we see that the fist prop You should also adjust the trials data to twsed more than 95% of the available allow for aay heavy load of towing st- Torque, Whereas he new one uses only uations, to make sure that the engine 85% at 21 knots, We have achieved the will rot become overloaded in a "nor- desired improvement. mal" occurence, "This lst precaston i especialy ritcal ‘Trials for tubocharyed diesels, because turbo- ‘The lst step in our propeller match- chargers ate mashed based on assumed Ing excreise is essentially the sume as bad characteristics. the engine is "under- Marine Fittings for the Value-Minded Builder i BECKSON MARINE, INC. 165 Holland Ave., Bridgeport, CT 06605 Tel: (203) 333-1412 Fax: (203) 384-6954 Smoother, quieter Sots ee - i fictc ocece Engine Coupling Meee aan misaligned from the CY ints, apni tems for inboord, stern drive, Vedrive “*96™S Nour ond jot drives. Aquadrive Systems, Inc. 17 Avenue D+ Allonic Highlands, NJO7716 708-291-9392 + Fax 8-271 -9380 > shast Bening 6 PROFESSIONAL BOATBUILDER tow end ‘higher rem at iow speed, Which mears the engine wil es blowa due to excessive torque load at reduced rpm, there will not be enough sit to cool the head. Long periods of oper- tion in thew corditioas will damage the ‘engine. Show you prop data to your engine representative, and be sure the manufac- turer will warranty te application. He ‘might recormendaltemative turbocharger Configurations. Always remember that the engine and prop are closely interrelated td must be considered together a Ce cid Pees Cnn Ce OL FAX 914-946-3779 TMHHomework ‘Once you understand the besic method SPECIAL CASES logy and have access to suitable soft- poate that exhibit substantial variations spaces; but they also must dive agains. ware or spreadsheet programs, try to BBindragdue tea wide range ofserice high ses and winds. Se, youshoull gen- sather as much existing trials data as requirments demand great cel ofthought rally selet sailboat props to achieve fll $you can. Then practice more matching. 1 detenmixe the best compromise. The pm at less than fll speed—that they Check boats that you know have good most common examples are boats thst should be "underwhecled." This strategy Drops, end se> ifyour calculations agree fom —fugs, ski bouts, arising Vesels that often helps reduce drag while suling, ‘with What works. Try to understand the drag nes ‘oo—but you mast still deside among Selections, ‘Rescue boats are arotherspecial case. the relative importance of low-speed ers taere is at more to Jean Theyaustrnou sigh seed ad then vor, lngeangeeficeney, and stig stout op, Liss much ois problem WUE Raced wc denn wins Frfrmance sbrutpmps Lie © much ote problem: Se Tiee eeneconitns nate "Plt bots and erin pes of om svg ft cxsruton and repels SSE eg ach orl et (cm oily ita bop matching not jst a mechanical ace he load conlion are svete maneuver requremet fem esnoas Computer ols rely Se arming tt (he tert fire you the information you sil mus |, 7oWoworkng os £257" fhe informatin: yeu st mut pepe aur seg ahve bn hl hve w et 1 them feryadop machin, bt fences mp tone aly Eee ees enced ciety ce ‘out the Autor: Chris Barry is «dso pa ef ang The ate ely oad ne leensed naval architec, cirreny wit Yap the paeleronavahing veel, © sande inendcc wr fhe bat nee theUS Coas Guards Entering gots th he Owner cond male oral de. Son, In oe ce, fond tat «pate CCenerin Blimore. Tenears ago, ke son. Fortunately. thesamespreishees _teeHade prop mas cary he ost of Worked at surfacedrve mamgectrer that you ue forpropcalesaco conan cent bute opetor sted god thst ineson Marina. open offs Dis lepeeeeaet ical attest You sib pels suet iany Hager ‘her Glace’ Wlscona The views | obyeratave eaalsetitngreni: way ls plenty of ower Er Becky Coresced n ths arte are hose oft ment in crder to help decide teoreen own, Uiaely, we dil that ale ‘thor not he Coast Guard Reads'me) Speed and owing owe fictive povertl rb tontaci Bare) at 8100 West Ext Dr, Salboas, ton, present pei opt- yop, ooehavng od del ofa ae Seine per io 206 ce ened mlaton pens Tey notte natex- ‘brag, ar ett pete (C8001 Kal pret md ver suurlyat bw speeds in cenfned ~Ch Propels comin W Gianneschi & Ramacciotti Pumps and Blowers Boric incaast @vauny 1.800 241-7751 For over 25 years Gianneschi & Ramactotti (GBR) has Fax (714) 241-8816 been supplying the highest qualty pumps and blow: sto the marineindusty; providina for the needs of Sarees 191-8 Orvis eats Anns c0 vate Seaman All pumps are heavy duty; bull: with bronze body pump and impeller, 316 stainless steel shaft, and mechanical vel MARINE FUEL TANKS {GBR pumps and blowers are available in DC (12-V & Custom Fabricated and Tested SEN) kG ORTH, 19 USC. Gpecttcatons | ee aera cae ol ipitinerler kg bala itr aet thes RADAR ARCHES, TEE TOFS AND CUSTOM erection Pale Shnson Wey Voce Forces Gate MARINE METAL FABRICATION AND-EPAIRS Sensation Yacht, Tecnomarine’ intesmarine, Partai oye Y fi Tecara; ond Magnum Mane 1-800-635-9504 z > Conran Ret tear Capewoy Weng ae e894 ben a Pyeh AARID ‘500-747-560 Pax 50746-0004Pople cote NOTES ON USING SPREADSHEETS APARTIAL LIST OF Miarereeanetas's 150? tepomnmcatsninibewaies"k, ©” SOFTWARE AND aoe ee eee ee) TECHNICAL Seen orm que ne Raine ces Deniontied REF ERENCES ijt what needs pt tout ad Dav For Ft. tomses tonsterevpontCon, Brniyeehoentae Exist prop char caicdprepprogsm, yeu Even if you have scterstisin the rangs wil sil find spreadsheet : ofadrance rates and. pgp (Propeller Selection and approaches to te vey @ Gedicated —retuns the mm, torque, Opeimization Program) No. 7.6. Society felpfl. “On my con- and the ata io mak> —G/aval Artes and Marine Engines puter, [have twospread- PTOP PFOGFAM, the required thrust. It (SNAME), 601 Pavonia Ave, Jersey City, sheets set up. The first also calles the avai” Ny 7306, tel. 201-798-4800, fax ales 3 Bven ren, spreadsheet able engine toreue, | 201-708-4975, fone ped aa time, a second spread. matckesitautomaticaly Approaches are sheets my main ol aint int enge da. for selecting & pro oe very helpful. eae Prediction (1976), by D. Tsethe eration capa: once Ihave reauired Gioun sea Fors Sete Sepmen bites in Lotus 1.230 tras, bu 1 go back Section Commercially Available automatically mach he to the fist sheet iO prorcuess sor Seeall COR CISTI Oy engine characteristics and find the rpm fine-tune the prop against engine data. pram and abole ne Mhematec thatnatheseagpeioaue Thal try: You wil probably cusomizs Your Moda ot pnt Sectom Propeler ferent pitches and diometes until 1 get yours Al Sir fr pn Wass and Crating svhat vant ase ths abet, exam ofthe data nosey Tor programming Si for Open, Water and Cevitating ple determine tinstbseden sped prenshees sh asthe anes Ihave 5D Race trials. dkserbed was developed by Donal “The siond spreadsheet matches Bious, Du ax and Nude DIS. aycan, HyroCamp, Ie, 20 Ridgely thrus: data agaist a propeller fora range and is listed inthe source list. ‘Ave, Amapota MD 31501 te 410268790, of speeds. 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