FISHING VESSEL TECHNOLOGY - 20th GRADUATE SCHOOL

MODULE 1.- SHIP DESIGN

Resistance, Propulsion and Manoeuvrability

Prof. JA. AIdez
El Pwod Towing Tank

1. INTRODUCTION
Ship hydrodynamic studies the action of the water sourrounding
the hull. Its main aim is to explain, and as a consequence of
that, to predict the ship behaviour in every circumstance of its
life.
In general the ship hydrodynamic is divided in four parts:
- Resistance in calm waters.
- Propulsion in calm waters.
- Manoeuvrability.
- Behaviour in rough seas.

In order to know the ship speed as a function of the propulsive

machinery power, during many years only resistance and propulsion
in calm waters were studied with detail. Due to the difficulty
of a right theoretical analysis of ship hydrodynamic, the
calculations were always carried out by using results of models
at reduced scale. Special installations as large tanks were used;
the models were towing, at diferent speeds, following a straight
trajectory in the bow-stern direction. Then applying
extrapolation procedures, it was possible to predict the ship
resistance at full scale. Also, through some special manoeuvres
like the turning circle that were carried out on lakes was
possible to get data about the movement of the ship in the
horizontal plane, and henceforth it was possible to design
control surfaces. However, until that moment only two motions out
of six that the ship is able to carry out around its coordinate
axis, only two, the translation along the longitudinal and
 rotation about the vertical axis, were considered. In figure 1
the axis situation in a ship is represented: the axis x is in the
bow-stern direction, y is in the transversal direction and that
z is in the vertical one.
During the last fifty years, due to the growing necessity of
solving the problems that arouse in ships at sea and also because
of the need to improve the knowledge about the physical phenomena
involved, the ship hydrodynamic has begun to include into its
terms of reference studies on all the actions produced by the
sea. For this reason in this moment, the number of the facilities
existing in a hydrodynamic research center have increased;
together with the traditional towing tank, there are many others
such as seakeeping laboratories or cavitation tunels. In a
seakeeping laboratory the behaviour of a ship under the effect
of waves is analized. The phenomena induced by the sea waves on
a ship could be grouped under three major headings: motions,
loads and green water; they adversely influence the crew, the
hull structure and the ship's various systems. Other effects of
rough seas such as involuntary speed loss, reduced stability and
broaching are frequently present but they have lesser
significance.
It is remarkable that not only the traditional tanks and
seakeeping laboratories are used to study the hydrodynamic
qualities of ships, but others like cavitation tunnels and
circulating channels, in which the tests carried out allow us
know others hydrodynamic characteristics to improve the ship
project.
Also in the last few years, due to the development of big
computers, numerical calculations are playing an increasingly
important role in calculating the hydrodynamics characteristics
of ships in particular and any other marine structure in general.
The advantages of analytical procedures are: 1) they are
inexpensive, or at least cheaper than others, and easy to use;
2) they permit fully controlled studies, in which every variable
may be specified; and 3) they could be used during the design
stage facilitating comparison and evaluation of different
alternatives. The main disadvantage of this type of calculations
is the great number of simplifications which must be done to
solve the mathematical equations; sometimes the final equation
does not exactly represent the physical reality. In spite of the
great aid that the computers codes give to the designer, now it
is still necessary to use another procedure, mainly model tests,
to precisely know more about the hydrodynamic behaviuor of a
ship.

2. THE FISHING VESSEL

There are many types of fishing vessels ranging from the few
kilograms of displacement of a rowing-boat to the four thousand
tons of a factory ship. They can be clasified in three groups
according to the method of fishing; fishing trawler, purse seiner
and drift line.

2
The most common and numerous is the trawler capable to catch in
deep waters by using a trawl net in which the fish is captured.
The ship speed is a basic characteristic and depends on type of
fishing. In general, the trawiling speed must be kept up into a
convenient range, since a very low speed could prevent the trawl
net from opening its mouth and go to seabed. On the other hand,
if the speed is very low, it could happen that the captured fish
could go out. On the contrary, if the trawling speed is very high
the trawl net will keep on the surface due to dynamic lift
produced by the speed.
There are two types of trawlers; side trawler and stern trawler,
depending on the place from where the fish is caught. In the
stemn trawler the fishing gear is located aft and consequently
the wheelhouse must be forward in order to let a free place to
carry out the fishing operations. This layout makes the
operations easier in the zone, giving good shelter to the people
working and decreasing the pitch disturbances. Besides this type
of trawlers can continue the fishing at the same time they are
picking up the net. These advantages have made of this trawlers
the most common.

In the purse seiner the net is used to go round the fish. Once
the operation is finished and the net is closed, capture is
introduced into the fishroozn. Sometimes it is necessary to use
two boats to close the encircling. This way of fishing is used
to catch fish soals.
In the drift line fishing the boats lay the boulters with fish-
hooks to catch the fish. Sometimes nets are laying and the fish
is overtaken. In this type of fishing (called pasive), all the
boats devoted to fishing sport are included.
The boats devoted to fish lobsters and other marine crustacean
work by laying in the seabed fish-traps, fish pots, and baskets
with bait in which the animals are captured. After a while the
traps are lift out of the sea bottom with all the animals inside.

It is obvious that the type of fishing boat depends on the

fishing to be captured as well as on the location and distance
of the fishing ground. The fishing-gear, the fishhold situation,
the way to carry out the operations, the location of deck
equipment, the location of the wheelhouse and working area of the
different operations are very important aspects to be considered
in a fishing vessel design. All of them have a great influence
both in the general arrangement and in the volume capacity of the
ship.

The hull lines must be able to give enough room to lodge the
layout choosen and, at the same time, must give to the boat an
excellent hydrodynamic behaviour. From the hydrodynamic viewpoint
a lot of requirements, sometimes in contradiction, must be
considered. Accomplishing all this is rather a difficult task so,
in most cases, it is necessary to juggle with the various
components to find out the best solution sacrifying, in part or
completely, some requirements on behalf of another one.

3
Having in mind the long time a fishing vessel spends at sea,
perhaps its main characteristic is the capability to sail and to
carry out its duty on heavy seas safely. For this reason, a good
transverse stability is essential in order to get a better
behaviour on heavy seas when sailing and fishing. The above
requirement will depend on whether the ship must move on
protected seas or in open seas, or if 'the ship must sail long
distances to reach the fishing grounds. Taking into account that
generally the size of a fishing vessel is not very big, the
environmental conditions have a great influence on their
behaviour. Moreover when the boat is fishing it must keep a
determined position in spite of sea and wind. So they must have
both a good manoeuvring capacity and drifting resistance.
The propulsion is other of the most important aspects of fishing
vessels, trawlers in particular. These ships work irftwo sailing
conditions. In free sailing, when the ship is going to the
fishing ground or returning, the speed is the most important
aspect to be considered in order to reduce the sailing time. On
the other hand, when the ship is fishing, part of the engine
power is spent to drag the net. In normal conditions (diesel
propulsion and fixed blade propeller) it is almost impossible to
take advantage of the maximum installed power in the two sailing
conditions. So, when it is worth while, it is convenient to
install a special type of propeller or propulsive machinery in
order to get the maximum power in both conditions. When this is
not possible or the change becomes expensive, it is necessary to
sacrify some of the conditions. For instance we could suppose
that the speed is not important when the vessel disposes of a
good refrigeration system and returning can be delayed because
there is no danger the captures could be spoilt. In any case, a
good solution is to install propellers or any other dispositive
that make this possible to take advantage in any condition,
especially in a world where the circumstances are changing along
the foreseen ship life.
In the f ifty's when the f irst f ishing trawlers arose, high speed
was not considered a profitable investment due to running and
building costs. Besides, it was thought that only a part of power
was delivered when trailing. For this reason, some shipowners
were determined to built ships with just the propulsion power
needed to fish, sacrifying speed for the sake of cost. Other
shipowners didn't do it so and they chose to have more power than
necessary when the ship was fishing. After a time, Schaerfe in
Hamburg, following the studies of Danish Larsen, projected a
dredge able to absorb all the propulsive power that could deliver
any fishing trawler in service. So, high power was made possible
to install large fishing gear and fine nets. Fishing trawlers
with high installed power got the best results of this invention,
and consequently shipowners profited a lot. It was stated that
power was economically rewarding.Years after, when exclusively
economic zone was introduced, the use of fishing trawlers out of
territorial waters was restricted. So, the speed was considered
of less worth.

All the above show the difficulty to know in advance which are

4
the most important qualities of a fishing trawler to be taken
into consideration during the design stage.

3. FORMS AND RESISTANCE

The hydrodynamic behaviour of any ship depends fundamentally on
hull forms. When it comes to finding out the ship motions,
distribution and inertias must be taken into account.
The hull characteristics are divided into two groups. In the
first one the main particulars and form coeficients that provide
a general idea about the lines and the distribution of the
submerged volume are included. These characteristics are the
first to be analized when it comes to studying both the
resistance and the general hydrodynamic behaviour of the ship.
In the second group the curvature and slope of the ship lines in
the different parts of the submerged body are included, their
study is very useful in the final steps of the design.
The graphical representation of ship hull, called "lines plan"
is the most important drawing of the ship. It employs three
planes of reference to show exactly the form of the hull which
the designer wishes to have built. They are the profile or sheer
.plan, the waterlines plan, and the body plan. The profile plan
shows the hull form intersected by the centerplane -a vertical
plane on the shp's centerline- and for planes parallel to it. The
waterlines plan shows the intersection of the hull with planes
parallel to the flotation. The body plan shows the shapes of the
sections determined by the intersection of the hull form with
planes perpendicular to the longitudinal and waterline planes.
In figure 2 we can observe the way to get the "lines plan" of a
ship. In figure 3 the body plan, the section area curve and the
load water-plane half breadths of a typical fishing vessel is
shown.
The sectional area curve is one of the most important drawings
to be considered in ship hydrodynamic's. It represents the
longitudinal distribution of the displacement along length and
it is fundamental for analyzing the hydrodynamic qualities of the
ship lines.

One of the most important hydrodynamic characteristics of a ship

is the resistance. It is defined as the force required to tow the
ship at a given speed in smooth water, assuming there is no
interference from the towing device. The power necessary to win
this resistance is called the effective horsepower. In a broad
sense the resistance of a ship at a given speed is divided in two
parts, one due to fluid viscosity that produces a force in
opposition to the movement, and another one due to the gravity
force called wavemaking resistance. This last one is the
consequence of the wave system that the ship creates. Its value
can be obtained by calculating the energy spent to generate the
waves system.

The relative magnitude of the resistance components depends on

5
 both the speed and the hull lines. For low speed values,
resistance due to viscosity is more important than wavemakin the
resistance. Its value, at low speed, can reach up to 80 per g
of total resistance. The wave resistance increases cent
rate when the speed does, while the resistance due toat a great
grows in a lesser rate. When the speed becomes high, viscosity
of wavemaking resistance is so high that it the value
appears as an
inextricable barrier for hull conventional hulls.
The first issue one must have in mind when the influence of hull
forms on the wavemaking resistance is studied,
is
system arises because the ship pushes away the waterthat wave
moves, disturbing the equilibrium of free surface. It when it
can
that the ship pile up the water, modifying the equilibrium be said
free surface; at once the gravity enters into action of the
restore the initial trying to
situation of equilibrium, thus the wave
arises. The more the perturbation that the ship produces
free surface, the more is the amplitud of the wave system on the
consequently the resistance is higher. Mathematically, and
phenomena is studied by supposing that when ship is this
cutting
surface it gives pressure impulses. In applied mathematics the
problem is known as that "Cauchy- Poisson's "'.The integrationthis
the ampltudes of the waves, generated by every one of
impulses of pressure, gives the ship wave system. In a of these
due to the speed, the impulse produced in the water when fast ship,
is sailing is heavy, hence, in order to decrease the the ship
wave system, the forward entrance of the ship must size of the
be thin. So
the perturbation generated on the water surface is
this reason, the angle of entry of the waterlines of smaller. For
the forward
sections in fast ships are small. Also raked stem,
characteristic in fast ships, avoids that the hit of a common
the water occurs simultaneously in all the water the bow on
consequently the perturbation turns smaller. The lines, and
fast ships makes the displacement of the forebody thin bows of
be less than
the afterbody one, thus the center of buoyancy is located
midship section. Both the wavemaking resistance at aft of
high speeds
and its dependence of the perturbation arose on the free
surface,
showing the importance of hull forms in this type
of ships.
When the design speed of the ship is not high
the biggest
component of the resistance is due to the viscosity.
convenient that the wetted surface -that is to say So, it is
the part of
the hull surface in contact with the water- must be
as small as
possible. Another phenomena that has its origin in the
viscosity
and involves high resistance is the boundary layer separation.
It is located at stern and it appears as vortices trailing
stern, and that could be observed looking at the ship by the
wake.
In order to avoid the above mentioned separation
convenient to decrease the slope of the aft waterlines it is very
increasing
the length of the run. In this case, the displacement
to the forebody and the hull center of buoyancy is moved
is
before the midship section. The best example of that situated
exterior form of a fish. Its only resistance - are the
when moving
submerged- is that due to the viscosity. To make it
as small as
possible the body fish is long in the rear and
short in the

6
entrance.
Coming to the fishing vessels, due to their great variety, it is
impossible to set general rules. However in a broad sense they
move at relatively high speeds, so they could carry out the round
trip to the fishing-ground in a short time.
It is convenient to remark that ship speed, like most of the
characteristics of a ship, is defined not in absolute terms but
trough a relationship between speed and length F, = Vl/v-L (Froude
number). The range of Froude numbers in fishing vessels is next
to 0.4 and consequently the component of wavemaking resistance
has a significant value. Thereby, fishing vessels are considered
as fast ships and as it was mentioned above the hull center must
be located aft of midship section. Above all considerations and
due to the large periods at sea, the fishing vessels need a good
behaviour in rough seas. For this reason, it is accepted that
hull center could be located fore of its optimum position from
a resistance viewpoint. Moreover they could have more breadth
than necessary if only water resistance criteria is taken into
account. In figure 4, as a function of length, the values of the
length-breadth relation of several fishing vessels are given. In
figure 5 the values of breadth-draught also as a funtion of
length are given. The higher this relation is, the lesser are the
motions of ship in the vertical plane, because both pitching
motion and vertical oscillation dampings become higher when
breadth increases or depth decreases. Figure 6 shows the values
corresponding to block coefficient and prismatic coefficient.

In respect to hull forms, figure 3 shows the typical bodylines

of a fishing vessel. As it was mentioned before, the displacement
of the forebody is lesser than that of the afterbody and it has
the section of the biggest area located aft to the midship
section. It has also rising floor and its value must be chosen
according to bilge ratio to avoid vortices in that zone.

Many times, it is not the case of figure, it is necessary to

install a bulbous bow in order to improve the ship behaviour, to
minimize the amplitude of bow waves system and so, to reduce the
wavemaking resistance. Sometimes, when the bulbous bow is
adopted, the behaviour in rough seas is better due to a decrease
of the amplitude of vertical motions. The use of transom stern
is convenient in fishing vessels that need an extended working
area in that zone. From a propulsion viewpoint, high propeller
diameter as well as low propeller revolutions are very
convenient. So, when it is possible, the sternpost must be large
to give both enough room to the correct propeller and sufficient
inmersion. On occasions, in order to get an increase of propeller
inmersion, a certain stern trim must be given.

In figure 7 the resistance curve of a fishing vessel of 20 m.

length as a function of V/l-L can be observed. For values next to
1 the water resistance value has grown enough being almost the
same than frictional resistance. For values higher than 1, the

7
wavemaking resistance is very high, so, the total resistance
reaches impossible values. In figure 8 for the same length the
total power variation as a function both the speed and
displacement is given. It can be observed that for low speeds the
power increase is practically constant. When the speed is higher
than V/ftL = 1 , the power difference for two different
displacements is not constant with the speed but it increases
with it.
According to Froude, the resistance can be obtained by testing
hull models geometrically similar. Froude deduces that two
geometrically similar ships generate similar waves system when
they are sailing at corresponding speeds. Froude defines
corresponding speeds as those that result from the same Froude
number. The procedure consists of running the model to a
determined speed, measuring the total resistance. From this
figure the value of the resistance due to the friction is
deduced. The result is the residual resistance, which Froude
suposes is similar in both ships. It is transformed into ship
resistance according to the method established by models theory.
The sum of this quantity and that coresponding to viscosity
resistance of ship, calculated as that of the model, gives the
total resistance of the ship.
Sometimes, during the first project stage, methods based on tests
results of other similar ships are used. Only in a few cases do
full geometrical similarity exists so the calculation must be
done taking on account the differences in the characteristics.

4. PROPULSION
In principle, the fishing vessel propulsion is not very different
from that of other ships. Perhaps, its main characteristic is
that the propeller must be able to work at two different loads.
When the propeller works off-design, there is a remarkable
efficiency loss.
The ship propeller transforms the rotative energy of propulsive
machinery into thrust energy. From a hydrodynamic viewpoint the
propeller is a profile that generates lift due to the difference
of pressure between its two faces. In figure g some aspects
relative to propeller geometry, blade sections and blade contours
are shown. The thrust generated by its sections can also be
observed.
In figure 10 the propeller location in the ship as well as the
corresponding minimum clearances to the sternpost and rudder to
assure a good propeller performance is represented. In this
manner, a uniform steadyf low comes to the propeller disc, also
making possible a uniform propeller performance. Besides, the
propeller not being to close to the hull, the pressure
fluctuations induced by the are smaller.
One of the more important problems in propeller design is to
match the engine and the propeller. Matching means selecting the

8
propeller characteristics that allows the engine to develop its
rated power. In some vessel types such as fishing boats, the
process to match propeller and engine is not easy, because the
propeller usually works in two different conditions of load. So,
it is necessary to study with care, both the propeller and the
engine in order to obtain an adjtustment between the power
delivered by the engine and the power absorved by the propeller.

Let us use the diesel engine as a discussion example. In figure

11 the different power rates of a diesel machinery can be
observed. In the drawing the power (in % from the maximum) as a
function of rpm (revolutions per minute, also in % of the
mahimum) is represented. As power P = 2nQ (n = revolutions, and
o = torque), the lines of constant torque are straight. The curve
that represents the power absorbed by the propeller in function
of rpm, known as Propeller Law, is usually adapted to a cubic
parabole. Its shape depends on the thrust, the propeller
revolutions and the flow speed and it changes with the propeller
pitch (unique in fixed pitch propellers). In figure 12 the curves
of the engine rated power and the propeller law are shown. When
the propeller is designed to absorb all the power delivered by
the engine in free running, the curve that represents its
performance is named "intended propeller characteristic"; also
the design point is also marked. If under these conditions the
ship resistance increases (perhaps because the ship is trawling
a net), the curve of the propeller law changes moving to the
left. As the motor is unable to exceed the maximum torque curve
without overcharge, the maximum power absorbed by propeller is
limited to both Propeller Law and maximum torque motor curves
intersection (pointsB, figure 13). Under the above conditions the
propeller doesn't profit all the available motor power.
If the propulsor was projected to absorb the engine rated power
when trawling, the design point would be C. If the fishing vessel
lets go of the trawl, the propeller curve moves to the right and
the design point would be D. In this case the propeller would not
match the rated power either. Only the installation of a
controllable pitch propeller allows the engine to exploit its
full capability in any load condition. Since these propellers
have several Propeller Laws, one for each pitch position, they
are able to absorb all the motor power under any load condition
(figure 23). The sole penalty is that, in any condition, they
have less efficiency than that of a fixed propeller designed for
this only condition.

On occasions, to improve the tow capacity of the propeller at low

speeds, the propeller is placed into a nozzle (figure 24). In
figure 25 we show how a nozzle propeller works. Sometimes it can
swindle to improve the manoeuvrability behaviour of the ship.

5.- MANEUVRABILITY

The fishing vessel is a type of a ship created to pick up fishes

from the sea and to transport them to harbour. Besides the
difficulties inherent in the operation of extracting the fish,

9
 which are deep in the sea, there is another difficulty: the
fishes are alive and mobile. The fishing boat must go to the
fishing ground, pay out the nets or the specific fishing devices
in the appropiate way and in the precise place, sail hauling the
fishing gear, following the shoal. Once the fishing is ended,
raise the equipment on board in such a way that neither it nor
the ship itself are in a dangerouse situation because of shocking
or hooking. This tasks must be performed quite often in high sea
and strong wind conditions, which are external agents that may
cause disturbances to the desired ship movements, inducing
accelerations and drifts and impending the efficient development
of fishing activities. All the former statements show that if a
fishing vessel has to carry out these operations in a suitable
form, it must posses a great mobility, respond rapidly to rudder
action, turn tightly and have a sufficient amount of rudder force
to counteract the pull of the fishing gear or the perturbations
due to the wind and waves. In short it must have good
maneouvrability qualities.
The principal manoeuvering qualities can be summarized as
follows:
a).-Turning ability. (Ability to perform a large change of
heading within the least possible space).

b).-Course keeping. (Ability to mantain the course of the ship

in a predertemined value, applying the rudder when needed).

c).-Course and track checking ability. (Ability to change course

and/or track within the least possible space and with the highest
celerity).
A fishing vessel must have a good standard level of all these
qualities but among them, the most important are: the turning
ability for the seiners, in order to close the net circle as soon
as possible; and the course keeping for the trawlers while
trawling.
In order to evaluate the manoeuvering qualities of a ship, some
indexes have been established. Their values are obtained through
some specific tests in which the ship or its scaled model must
carry out some standard manoeuvers. Although many different kind
of manoeuvers have been proposed, the most common are: the
turning circle, the zig-zag and the spiral. Through the
magnitudes measured in the turning circle manoeuver the turning
ability could be calculated. The course keeping and the course
changing abilities through magnitudes measured in the spiral and
zig-zag test could be calculated.
In general, the movements of a ship in the horizontal plane are
controlled by the rudder. The main characteristics of a rudder
are:
a).- Must provide forces to the two sides of the ship, which
calls for a symmetrical section.

10
b).- Must provide as large a turning moment as possible with a
given force, which calls for locating it at one of the ship's
ends.

c).-To give the largest force necessary to place it in a position

where the speed of the fluid is the highest, which calls for
locating it inside the propeller race.

In figure 14 the definition of the main geometrical particulars

of a rudder are represented.

REFERENCES
Sixth Graduate Wegemt School, Fishing Vessel Tecnology, Volumes
1,2,3, Madrid, May 1982.
Principles of Naval Architecture, Volumes 1,2,3, The Society of
Naval Architects and Marine Engineers, 1988.
Small Craft Engineering. Propulsion by the internal combustion
engine. J., B., Woodward, The University of Michigan, College of
Engineering, Report NQ. 122, October 1971.

Design of small fishing vessels, Edited by J. Fisson, FAO,1985.

Hydrodynamic in ship design, H., Saunders, Volumes 1,2,3, The

Society of Naval Architects and Marine Engineers, 1960.

Sea loads on ships and offshore structures, 0., M., Faltinsen,

Cambridge University Press, 1990.

ii
 19o

C>C

0.

D3C4

r-1

-0

H 0

=8
FIG 2A
-A - - - - - - - -

FIG. 28
 P.,

NORMAL TRAWLER

irA4-

- I-

la 14 1 5 1 a3.

eT.3
Pfl

- p.

SATISFACTORY TUNA CLIPPER

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83 ;1

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 5.0-,

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200
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FIG. 4.
 -I i T-

*71

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zz~
a-. ýIt 7V7TT
itt

2 77r:IF~[~i
.i~ I4f
20 30 Length 40 so

FIG. 5
0.7 ==~-=-Y1IvF~~

0.0 Lent 40 50

A 6 -1FIG.
 RESISTANCE CURVES FOR A SHIP OF 20 M. LENGTH

t/( L/iO0)f 250; Cp= O,G 2ýJ

,75

(Fn) v-=0,2975 -

C-)-

vVL

FIG. 7
 POWER CURVES AT DIFFERENT DISPLACEMENT RELATIONS

FOR A SHIP OF 20 M. LENGTH

LWL=7.07m.)
/
o~z2( L100 pis, tons
:00O L
(Fn ) V= 0,2975 -

ýýzSOT

300- (-

2 2002

00

0.5 0.6 0.7 0.8 0.9 1.o ;.1 A.2 1.3

v VC
FIG. 8
 Rotation sense

/Bc Leading edge

•': Face ,

.Trailing edge

V.

w
w
yI

FR
w' vt
|a

ZP~~Fr)R
29T~)V
 10/

FIGURE 10
 .0PITCH RATIOS _j 1.2 11 1.0

19

0.8
VESSEL SPEEDS

0.4

0.21

0 0.2 0.4 0.6 0.8 1.0

RPM

FIGURE 11
 INTENDED DESIGN POINT

RATED POWER

POWER IF RPM TOO LOW

POWER IF RPM TOO HIGH

PROPELLER CHARACTERISTICS
THAT DO NOT ALLOW/
ENGINE TO DEVELOP
3RATED POWER
0

INTENDED PROPELLER
CHARACTERISTIC

RPM

FIGURE 12
 PROPELLER CURVES;
THROUGH AC - HULL ALONE
THROUGH B -I HULL + TOW
1.o THROUGH D - HULL ALONE IF
PROPELLER IS DESIGNED SO A,C
THAT FULL RPM IS OBTAINED
WITH TOW

20.6 D

o.4
0.4 q

0.2

0
0 0.2 0.4 0.6 0.8 1.0
FRACTIONAL SHAFT RPM

FIGURE 13
 -43-

I Upper chord

Axis of tC~c.:r

of SZ:rs:.

v ~Mean chord (c)

COC

ILower chord

- Maximnum

Thickness

FIGURE 14