DNV CG 0039

CLASS GUIDELINE
DNV-CG-0039 Edition July 2021
Calculation of marine propellers
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DNV AS
FOREWORD
DNV class guidelines contain methods, technical requirements, principles and acceptance criteria
related to classed objects as referred to from the rules.
© DNV AS July 2021
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CHANGES – CURRENT
Changes - current
This document supersedes the December 2015 edition of DNVGL-CG-0039.
The numbering and/or title of items containing changes is highlighted in red.
Changes July 2021
Topic Reference Description
New introductory section Sec.1 Added new introductory section to align document with

standard DNV lay-out.
Stress amplitude calculation Sec.3 [1] Stress amplitude will be calculated by using computational

based on finite element (FE) fluid dynamics (CFD) and FE simulation as alternative to simple
for high cycle fatigue formula. It has been described in Sec.8 in details.
Propeller blade dynamic loads, Sec.3 [4] Propeller blade dynamic load amplitude will be calculated

Mt factor by using CFD as alternative to simple formula. It has been
described in Sec.8 in details.
High rake propeller blade Sec.3 [9] 10 deg angle is defined as highly raked propeller blade.

definition
Peak stress at low cycle Sec.4 [1] Peak stress at the most highly stresses blade location may

criterion be derived from analysis on the basis of loads from CFD
calculation. Detailed calculation is described in Sec.8.
Max obtainable propeller Sec.4 [2.4] Guidance Description on how to estimate the actual RPM in astern

revolutions (RPM) in astern note condition is given in details in Sec.8. The estimation may be
based on theoretical formula with proof from sea trail and using
CFD simulation with the engine power curve.
Direct assessment of propeller Sec.8 Detailed calculation on how to strengthen the propeller blade.

blade strength based on CFD
and FE
Guideline for documentation of Sec.9 Detailed test and procedure on how to obtain fatigue strength

fatigue properties of propeller of materials.
material exposed to sea water
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Class guideline — DNV-CG-0039. Edition July 2021 Page 3

DNV AS
CONTENTS
Contents
Changes – current.................................................................................................. 3
Section 1 General.................................................................................................... 6
1 General................................................................................................ 6
Section 2 Basic principles..................................................................................... 10

1 General.............................................................................................. 10
Section 3 Calculation of high cycle stresses in propeller blades............................11
1 High cycle stress criterion................................................................. 11
2 Load correction factor....................................................................... 11
3 Correction factor for influence of thickness....................................... 12
4 Fluctuating blade load relative to mean load..................................... 12
5 Mean stress....................................................................................... 13
6 Skew correction factor.......................................................................13
7 Bending moment coefficient.............................................................. 14
8 Effective section modulus coefficient.................................................15
9 Centrifugal stress.............................................................................. 16
Section 4 Calculation of low cycle stresses in propeller blades............................. 17
1 Low cycle stress criterion.................................................................. 17
2 Peak stress........................................................................................ 17
Section 5 Simplified criteria for propeller blades working in a tunnel................... 20
1 Blade bending stresses...................................................................... 20
2 Mean stress....................................................................................... 20
3 Bending moment due to propeller thrust...........................................20
4 Bending moment due to propeller torque.......................................... 21
5 Profile thickness at 60% radius........................................................ 21
Section 6 Fillets and tip thickness of propeller blade............................................22
1 Blade root fillets................................................................................ 22
2 Tip thickness......................................................................................22
Section 7 Dynamic loading on propeller hub and pitch mechanism....................... 23
1 Start and stop of propeller................................................................ 23
2 Change of pitch setting..................................................................... 23
3 Dynamic loads from propeller blades................................................ 23

DNV AS
Contents
Section 8 Direct assessment of propeller blade strength based on
computational fluid dynamics and finite element................................................. 25
1 General.............................................................................................. 25
2 CFD simulations............................................................................... 25
3 Fatigue strength assement based on finite element analysis (FEA)....29
4 Estimation of maximum obtainable RPM in astern opeartion............. 34
Section 9 Guideline for the documentation of fatigue properties of propeller
materials exposed to sea water........................................................................... 39
1 General.............................................................................................. 39
2 Material..............................................................................................39
3 Test specimen(s)............................................................................... 39
4 Ambient condition..............................................................................39
5 Fatigue testing...................................................................................39
6 Fatigue strength................................................................................ 40
7 Use of test results for determination of fatigue strength.................. 40
8 Influence factor for mean stress...................................................... 41
9 Application of fatigue strength values based on experimental
results...................................................................................................41
10 Calculation example....................................................................... 41
Changes – historic................................................................................................ 45

DNV AS
SECTION 1 GENERAL
Section 1
1 General
1.1 Introduction
DNV-RU-SHIP Pt.4 Ch.5 Sec.1 provides required safety factors and technical requirements to marine
propellers. There are no required methods given in the rules on how to perform strength calculations.
1.2 Objective
The objective of this guideline is to provide methodologies to calculate structural strength of marine
propellers.
1.3 Scope
This class guideline contains procedures and methods necessary for verification of all propellers of
conventional design and arrangement. For propellers not recognized as conventional by the Society, e.g.
surface piercing propellers and cycloidal propellers, the approval will be based on special considerations.
Damage due to impact loads from objects in the water or grounding, etc. may reduce the strength of the
propeller. However, this is not included in this document.
The risk for- and the effect from cavitation erosion are not considered. In general, cavitation that may be
harmful with respect to erosion shall be avoided.
1.4 Application
This guideline applies to conventional propellers required to comply with the Societies' rules DNV-RU-SHIP
Pt.4 Ch.5 Sec.1.
1.5 References
Table 1 lists DNV references used in this document.
Table 1 DNV references
Document code Title
DNV-RU-SHIP Pt.4 Ch.5 Propellers
Sec.1
DNV-CG-0041 Ice strengthening of propulsion machinery and hull appendages
1.6 Definitions and abbreviations
1.6.1 Definition of verbal forms
The verbal forms defined in Table 3 are used in this document.

DNV AS
Table 2 Definition of verbal forms
Section 1
Term Definition
shall verbal form used to indicate requirements strictly to be followed in order to conform to the
document
should verbal form used to indicate that among several possibilities one is recommended as
particularly suitable, without mentioning or excluding others
may verbal form used to indicate a course of action permissible within the limits of the document
1.6.2 Definition of terms
The terms defined in Table 3 are used in this document.
Table 3 Definition of terms
Term Definition
SN curve a diagram describing the relation between cyclic stress amplitude and number of cycles to
failure
1.6.3 Symbols
ar skew coefficient at considered section [-], see Sec.3 [6]
C width of expanded section at blade root [m] (tunnel thrusters)
CQA maximum obtainable astern torque relative nominal torque [-], see Sec.4 [2.4]
Cr width of the considered expanded cylindrical section [m]
Cratio ratio between width of expanded sections at root and 60% radius [-] (tunnel thrusters)
D propeller diameter [m]
eroot distance between skew line and generatrix at the considered section [m], see Sec.3 [6]
f profile camber at considered section [mm]
Fqf torque induced force [N], see Sec.5 [4.2] (tunnel thrusters)
hm mean pitch ratio [-], see Sec.3 [7.4]
hr pitch ratio at considered section [-], see Sec.3 [7.4]
hs submersion of shaft centre at maximum draft [-], see Sec.4 [2.6]
Hr pitch at considered section [m]
KBA astern bending moment coefficient [-], see Sec.4 [2.3]
Kbm moment arm factor at considered section [-], see Sec.3 [7.2]
Kcorr correlation factor [-] = 0.85. Adjustment factor found during calibration process between beam
theory and finite elements analysis.
Ke effective section modulus coefficient at considered section [-], see Sec.3 [8]
Kf camber correction factor [-], see Sec.3 [8.2]
Km bending moment coefficient at considered section [-], see Sec.3 [7]
Ksk skew correction factor at considered section [-], see Sec.3 [6]
Kstr load correction factor, see Sec.3 [2]
KT thrust coefficient [-], see Sec.3 [7.4]
KTha thrust coefficient at maximum astern bollard power [-], see Sec.4 [2.2]
Kthick correction factor for influence of thickness on fatigue strength [-], see Sec.3 [3] and Sec.5 [1]
(tunnel thrusters)
KQ torque coefficient [-], see Sec.3 [7.5]

DNV AS
KQA astern torque coefficient [-], see Sec.4 [2.5]
Section 1
Mt fluctuating blade load relative to mean load [-], see Sec.3 [4]
Mth bending moment due to propeller thrust [Nm], see Sec.5 [3] (tunnel thrusters)
Mq bending moment due to propeller torque [Nm], see Sec.5 [4] (tunnel thrusters)
nBA maximum obtainable astern revolutions in bollard condition [1/s], see Sec.4 [2.4]
ncav critical astern revolutions [1/s], see Sec.4 [2.6]
ns propeller revolutions [1/s], see Sec.5 [4.2]
P maximum continuous power [W]
r relative radius at considered section [-] = considered radius/R
rroot relative radius at the root section [-], see Sec.3 [6]
rt radial location of resulting load [-], see Sec.5 [3] (tunnel thrusters)
R propeller radius [m] = D/2
RPM propeller revolutions [1/min]
S safety factor [-] , see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 5
t maximum profile thickness at blade root [mm] (tunnel thrusters)
t0.05c profile thickness at considered section, measured at a relative distance 5% from leading edge [mm]
t0.95c profile thickness at considered section, measured at a relative distance 95% from leading edge
[mm]
t0.8,0.8 profile thickness at 80% radius, measured at a relative distance 80% from leading edge [mm]
tr profile thickness at considered section [mm]
Th propeller thrust [N], see Sec.3 [7.4] and Sec.5 [3] (tunnel thrusters)
2
U fatigue strength amplitude [N/mm ]
2
U1 fatigue strength amplitude at zero mean stress [N/mm ], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4
U2 relative reduction of fatigue strength with increasing mean stress [-], see DNV-RU-SHIP Pt.4 Ch.5
Sec.1 Table 4
V maximum ship speed [m/s], corresponding to P
Δw effective wake variation [-]
Z number of blades [-]
π ≈ 3.1416
α effective inflow angle [deg.]
θ pitch angle at root section [deg.] (tunnel thrusters), see Sec.3 [7.3] and Sec.5 [3]
θr pitch angle at considered section [deg.], see Sec.3 [7.3]
ρ density of water, ρ = 1 025 kg/m3 for sea water
2
σ0.8 peak stress [N/mm ] at 80% radius, see Sec.4 [2]
2
σA dynamic stress amplitude [N/mm ]
2
σAll allowable stress [N/mm ], see Sec.5 [1] (tunnel thrusters)
2
σm mean stress [N/mm ], see Sec.3 [5]
2
σy specified minimum yield strength [N/mm ], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4
Fa axial blade load in the direction of propeller shaft [N]
Ft lateral blade load perpendicular to the propeller shaft [N]
LMax maximum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field [N]
LMin minimum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field [N]
MtCFD Mt factor calculated from CFD simulation [-]
k' dynamic load scale factor [-]

DNV AS
mHC high cycle slope in SN diagram [-]
Section 1
2
σFat E7 fatigue strength at 10 milion cyles [N/mm ]
mLC low cycles slop in SN diagram [-]
N number of load cycles [-].
1.6.4 Abbreviations
The abbreviations described in Table 4 are used in this document.
Table 4 Abbreviations
Abbreviation Description
CFD computational fluid dynamics
DYNPOS dynamic positioning
FE finite element
MCR maximum continuous rating
RANS Reynolds - averaged - Navier stokes
RPM revolutions per minute

DNV AS
SECTION 2 BASIC PRINCIPLES
Section 2
1 General
1.1 Propeller blades
Root section radius shall be taken at the termination of the root fillet, rounded upwards to the nearest 5%
of propeller radius. If the fillets on pressure- and suction side do not terminate at the same radius, the
outermost radius applies (see Figure 1).

Figure 1 Definition of root section
At any section with radius less than the defined root section, bending strength shall be equivalent or higher,
assuming resultant forces to act at 70% of the radius.
The radial distribution of section width and profile thickness shall follow a smooth curve.
Criteria for calculation of propeller blade strength are according to DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2].
1.2 Propeller hub and pitch mechanism
Methods for how to assess relevant dynamic load conditions for propeller hub and pitch mechanism according
to DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.3] are given in Sec.7.
No detailed methodology for analytic stress calculations is specified. Such calculations shall be carried out
according to sound engineering practice.
Fatigue properties for the applied materials shall be chosen on basis of recognised references, taking into
account number of cycles, type of loading, size effects as well as notch sensitivity and influence of surface
roughness.
Some principles for the stress calculation and fatigue assessment may be derived from DNV-CG-0041.
DNV AS
SECTION 3 CALCULATION OF HIGH CYCLE STRESSES IN PROPELLER
Section 3
BLADES
1 High cycle stress criterion
Dynamic stress amplitudes in the propeller blade shall fulfil the following criterion:
where:
σA = dynamic stress amplitude
S = safety factor
U = fatigue strength amplitude.
The stresses referred to are principal stresses.
In normal ahead operation, the high cycle stress criterion may be written:
The formula is based on a fatigue diagram where:
S = safety factor [-], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 5
2
U1 = high cycle fatigue strength amplitude [N/mm ] at zero mean stress , see DNV-RU-SHIP Pt.4 Ch.5
Sec.1 Table 4
Kstr = load correction factor [-], see [2]
Kthick = correction factor [-] for influence of thickness on fatigue strength, see [3]
U2 = relative reduction of fatigue strength with increasing mean stress , see DNV-RU-SHIP Pt.4 Ch.5
Sec.1 Table 4
Mt = fluctuating load relative to mean load [-], see [4]
2
σm = actual mean stress [N/mm ], see [5].
Allowable local stresses in fillets, etc., are given in Sec.6 [1].
As an alternative to applying the analytic formula referred to in the above, dynamic blade stresses, σA
may be derived from FE analysis in combination with CFD analysis and replace the term σm Kstr Mtr in the
formulation above. This is described in Sec.8.
2 Load correction factor
The relative dynamic variation in local stress may differ from the relative dynamic load variation because of
variation in pressure distribution. This is in particular relevant for skewed propellers. The stress calculation
model takes this into account using the load correction factor, Kstr, which shall be taken according to the
following empirical formula, unless otherwise substantiated:
Not to be taken less than 0.7 nor higher than 1.0.
Where Ksk is skew correction factor at considered section, see [6].
DNV AS
Section 3
3 Correction factor for influence of thickness
Unless otherwise documented, correction factor, Kthick for influence of thickness on fatigue strength of the
section in question shall be found from the two empirical formulae:
Stainless steels:
Other materials:
where tr is actual profile thickness (mm) for the referred location at the section in question.
Kthick shall not be taken higher than 1.0.
4 Fluctuating blade load relative to mean load
4.1 General
The fluctuating blade load due to hydrodynamic loads shall be taken from the following empirical relation,
unless otherwise substantiated:
Alternatively, Mt may be predicted from CFD calculations of the propeller rotating in the wake field in MCR
ahead condition, see Sec.8. For propellers working in a homogenous wake field, requirements to minimum
effective inflow angle given in [4.2] apply.
Predictions based on other recognized hydrodynamic calculation methods may be accepted based on special
considerations when proven to be more conservative for the relevant application.
Unless all significant low cycle load conditions, such as turning / heavy steering condition, crash stop (see
also Sec.4 [1]), operation in waves, etc., are considered additionally, Mt shall not be taken less than 0.50.
Mt is not required to be taken higher than 1.0.
4.2 Effective wake variation
Effective wake variation expresses the change in effective wake between the peripherical locations at which
the propeller blade is exposed to maximum and minimum load, respectively.
Unless otherwise is documented, effective wake variation, ∆w shall be taken as follows:
Propellers where wake variation is dominated by homogenous oblique inflow (pulling thrusters, high speed
vessels with inclined propeller shaft, etc.):
where:
α = effective inflow angle, not to be taken less 7 deg. for azimuting thrusters.
Otherwise, α shall not be taken less than 5 deg.
Twin screw propellers (others than mentioned above) with shaft brackets:
DNV AS
Section 3
All other propellers:
Guidance note:
Effective wake variation comprises the three dimensional wake variation. Prediction of effective full scale wake variation from
a nominal model scale wake field should take into account scale effects, as well as the influence of the working propeller.
Alternatively, conservative assumptions may be applied.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
5 Mean stress
Actual mean stresses in cylindrical sections at root and at 60% radius shall be found from empirically
modified cantilever-beam theory as described in [5] to [8]. The following applies for the calculation of actual
mean stress:
6 Skew correction factor
Relative increase in local maximum stress at a section is expressed by the skew correction factor, Ksk.
At root section:
where:
aroot = skew coefficient (-) at root section, given as:
eroot = distance (m) between skew line (mid-chord line) and generatrix at the indexed radius, measured
along the cylindrical section. Note that e is positive when skew line is forward of generatrix (see
Figure 1).
At 60% radius:
where:
a0.6 = skew coefficient (-) at the 60% radius, given as:
For negative values of a0.6, a value of 0.0 shall be used.
DNV AS
rroot = relative radius (as a fraction of propeller radius) at root section, see Figure 1.
Section 3

Figure 1 Skewed propeller (expanded outline)
7 Bending moment coefficient
7.1 General
Simplifying bending axis shall be the chord line of each section, bending moment coefficient is found from:
7.2 Moment arm factor
Moment arm factor for forces acting outside of section, Kbm shall be estimated from:
7.3 Pitch angle
Pitch angle (θr) of section at relative radius r, shall be found from:
7.4 Thrust coefficient
Thrust coefficient, KT shall be found from:
Th = propeller thrust (N) corresponding to P and ns
DNV AS
3
ρ = density of water (kg/m ), = 1025 for sea water.
Section 3
If Th is not known, KT may be estimated from:
where mean pitch ratio, hm shall be taken from the following relation:
hr = Hr/D = pitch ratio (-) at relative radius r
Hr = pitch [m] of cylindrical section at relative radius r.
7.5 Torque coefficient
Torque coefficient, KQ shall be found from:
P = maximum continuous power for which the installation shall be approved (W).
8 Effective section modulus coefficient
8.1 General
Effective section modulus coefficient is estimated from:
where:
t0.05c = profile thickness [mm], measured at a relative distance 5% from leading edge
t0.95 = profile thickness [mm], measured at a relative distance 95% from leading edge
Kf = camber correction factor (-), expressing increase in section modulus due to profile camber, see
[8.2].
8.2 Camber correction factor
The introduction of skew tends to move the point where maximum stresses occur from mid-chord towards
trailing edge. Therefore the combined effect of skew and camber shall be taken into account calculating the
camber correction factor.
Camber correction factor, Kf shall be taken as 1.0 if Ksk (see [6]) is larger than 1.3 at the section in question.
If Ksk is not larger than 1.1, Kf shall be estimated from:
DNV AS
where:
Section 3
f = maximum profile camber [mm] at section in question.
For intermediate values of Ksk (from 1.1 to 1.3), Kf shall be found by linear interpolation.
9 Centrifugal stress
Centrifugal stress is not required to be taken into account for fatigue analysis. However, for highly raked
propeller blades and/or propellers with a tip speed exceeding 60 m/s, the term U2 σm in [1] shall be
corrected for centrifugal stress.
Guidance note:
For blade geometries where local rake angle at any radial position exceeds 10 deg, should be considered as highly raked and
correspondingly be evaluated for possible influence of centrifugal stress on fatigue.
DNV AS
SECTION 4 CALCULATION OF LOW CYCLE STRESSES IN PROPELLER
Section 4
BLADES
1 Low cycle stress criterion
Propellers for which the turning direction may be reversed shall be additionally checked for margins towards
blade bending in astern operation ([1] and [2]). The following criterion is, as a minimum, to be fulfilled in
astern operation:
where:
S = safety factor [-], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 5
2
σpeak = peak stress [N/mm ]. To be calculated at 80% radius, see [2]
Alternatively, peak stress at the most highly stressed blade location may be derived from FE
analysis on basis of loads from CFD calculations, see Sec.8
Kthick = correction factor [-] for influence of thickness on bending strength of the section in question.
Kthick shall be taken as 1.0 for stainless steels, and as described for fatigue strength (see Sec.3
[3]) for other materials on basis of actual thickness at 80% chord length at a relative radius of
80%
2
σy = specified minimum yield strength [N/mm ], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4.
2 Peak stress
2.1 General
Peak stress σpeak during hard astern operation is assumed to act in the region of 80% radius. Stresses shall
be calculated from the following empirical formula:
where:
KTha = thrust coefficient [-] at maximum bollard astern power, see [2.2]
KBA = astern bending moment coefficient [-], see [2.3]
C0.8 = chord length [m] at relative radius of 80%
t0.8.0.8 = profile thickness [mm] at 80% chord length (measured from leading edge), at a relative radius
of 80%
nBA = maximum obtainable astern revolutions (1/s = RPM/60) in bollard condition, see [2.4]
ncav = critical astern revolutions (1/s = RPM/60), above which cavitation is expected to influence stress
level, see [2.6].
2.2 Astern thrust coefficient
Thrust coefficient at maximum bollard astern power shall be found from:
DNV AS
Section 4
2.3 Astern bending moment coefficient
Bending moment at 80% relative radius is represented by the astern bending moment coefficient and found
from the following empirical expression:
where the index refers to relative radius.
2.4 Maximum astern number of revolutions
Maximum obtainable astern number of revolutions in bollard condition shall be found from the empirical
expression, if not otherwise is substantiated:
where:
CQA = maximum obtainable astern torque as a fraction of maximum forward torque at MCR, to be taken as
1.0 if not known unless otherwise is substantiated
KQA = torque coefficient at maximum bollard astern power, see [2.5].
nBA is not required to be taken higher than ns.
Guidance note:
For a propulsion system where engine torque curve is available, additional guidance for estimating nBA i is given in Sec.8 [4].
nBA may be estimated based on the experience if substantial astern performance data are available from identical or similar
propulsion system arrangements which are already approved by the Society. A possible theoretical estimation of nBA based on
special consideration.
2.5 Astern torque coefficient
The following empirical expression shall be used for calculation of torque coefficient at maximum bollard
astern power:
2.6 Critical astern revolutions
Astern number of revolutions above which cavitation is expected to have influence on stress level, shall be
estimated from the following empirical expression:
where:
DNV AS
hs = submersion of shaft centre (m) at maximum draft. If not known, hs may be taken as 5D for
Section 4
thrusters, 2D for other propulsion systems.
ncav shall not be taken higher than nBA.
2.7 Other low cycle dynamic stresses
Other low cycle dynamic stresses (see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2]) shall be specially considered
when applicable. This normally requires detailed information regarding expected load profile as well as
detailed stress calculations.
DNV AS
SECTION 5 SIMPLIFIED CRITERIA FOR PROPELLER BLADES
Section 5
WORKING IN A TUNNEL
1 Blade bending stresses
Propellers working in a tunnel are normally not exposed to significant fatigue loads. This is provided that the
propellers are not in use at significant ship speeds. Additionally, tunnel openings are assumed to be provided
with a reasonable fairing. On this basis, only margins towards permanent blade deformation need to be
checked.
If detrimental windmilling of the propeller during sea passages may occur, it shall be taken into account as an
additional load case.
The following criterion applies:
where:
S = safety factor, see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 5
σm = mean stress in blade root section, see [2]
σAll = allowable stress, to be taken as specified minimum yield strength, or 50% of specified minimum
tensile strength, whichever is the least (see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4)
Kthick = correction factor for influence of thickness on bending strength of the section in question. Kthick
= 1.0 for stainless steels, and as described for fatigue strength in Sec.3 [3] for other materials.
Allowable local stresses in fillets etc. are given in Sec.6 [1].
2 Mean stress
Mean stress at blade root may be calculated from cantilever-beam theory and found from:
where:
Mth = bending moment due to propeller thrust [Nm], see [3]
Mq = bending moment due to propeller torque [Nm], see [4]
C = width of expanded section [m] at blade root
t = maximum profile thickness [mm] at blade root.
2
In the formula above it is assumed that section modulus may be expressed by 0.09 C t .
3 Bending moment due to propeller thrust
Bending moment due to propeller thrust is found from:
DNV AS
where:
Section 5
D = propeller diameter [m]
Th = propeller thrust [N]. Th may be taken as 0.12 · P, if not known
P = maximum engine power (W) for which the installation shall be approved
Z = number of blades
rt = radial location of resulting load (as a fraction of propeller radius), to be taken as 0.82 for
controllable pitch propellers and 0.75 for fixed pitch propellers
rroot = relative radius at root section [-]
θ = pitch angle [deg.] at root section (see Sec.3 [7.3] for definition).
4 Bending moment due to propeller torque
4.1 General
Bending moment due to propeller torque is found from:
where:
Fqf = torque induced force (N), see [4.2].
4.2 Torque induced force
The propeller torque may be replaced by the torque induced force acting at a distance from the rotational
centre. Torque induced force is found from:
where:
ns = propeller revolutions (1/s =RPM/60).
5 Profile thickness at 60% radius
At the 60% radius, the profile shall not be less than derived from the following expression:
where:
t = required profile thickness [mm] at root
Cratio = the width of expanded section at root divided by the one at 60% radius [-].
DNV AS
SECTION 6 FILLETS AND TIP THICKNESS OF PROPELLER BLADE
Section 6
1 Blade root fillets
The local stresses in the blade root fillets shall not exceed 1.2 times the nominal allowable stresses for the
defined root section. For single radius fillets this may be obtained by a fillet radius not less than 75% of the
required thickness of the root section.
For built-up propellers, the stresses in the area between recessed bolt holes shall be considered, allowing
local stress levels as for the blade root fillets.
2 Tip thickness
Blade tip thickness shall be strengthened to withstand relevant low cyclic and high cyclic dynamic loads.
Guidance note:
For propellers intended for propulsion, profile thickness (mm) at 90% radius should not be less than:
t0.6 = required profile thickness at 60% radius. If the section at 60% radius fulfils the high cycle criterion in Sec.3
[1], t0.6 may be taken as actual profile thickness at 60% radius. In general t0.6 may be derived from Sec.3
[5], as the minimum thickness for which the high cycle stress criterion is fulfilled.
DNV AS
SECTION 7 DYNAMIC LOADING ON PROPELLER HUB AND PITCH
Section 7
MECHANISM
1 Start and stop of propeller
Considering start and stop of propeller, servo force shall vary between zero and the force corresponding
to maximum predicted operating servo pressure (excluding extreme conditions), unless otherwise is
substantiated.
If not known, maximum operating pressure may be taken as the maximum of:
— 80% of design pressure
— design pressure - 15 bar.
Guidance note:
The following numbers of cycles are normally considered as realistic, depending on operational profile:
6
— propellers on ships intended for short distance voyages, such as shuttle ferries, or propellers included in DYNPOS system: 10
cycles
4
— propellers on ships intended for long distance voyages, such as large tankers and container ships: 10 cycles
5
— other propellers: 10 cycles.
2 Change of pitch setting
Considering change of pitch setting, the force needed to overcome the frictional resistance in the hub and
pitch mechanism bearings shall be taken as dynamic load amplitude.
Mean load in this condition shall normally correspond to predicted servo pressure in the normal operating
condition (free running at MCR, except for propellers included in DYNPOS system, where servo pressure
corresponding to zero-pitch condition shall be used, if higher).
If not known, mean servo pressure may be taken as the maximum of:
— 50% of design pressure
— 75% of maximum operating pressure.
Guidance note:
The following numbers of cycles are normally considered as realistic:
10
— propellers on ships where propeller pitch is used as load control system of prime mover: 10 cycles
8
— propellers included in DYNPOS system: 10 cycles
7
3 Dynamic loads from propeller blades
Dynamic loads from propeller blade spindle torque variations during normal ahead operation, can normally be
assumed to be carried by frictional resistance in the blade bearings. However, during effectuating of a pitch
change, these dynamic loads may be transmitted into the pitch mechanism and shall be considered.
Unless otherwise is substantiated, dynamic spindle moment transmitted into the pitch mechanism in this
condition shall be taken as:
ΔQspindle = 0.2 · Mt · C0.6 · Fmcan (kNm)
where:
DNV AS
Mt = fluctuating blade load relative mean load, see Sec.3 [4]
Section 7
C0.6 = width of expanded cylindrical propeller blade section at 60% radius (m), see also Sec.3 [5]
ΔQspindle = fluctuating spindle torque [kNm].
Fmean is resulting hydrodynamic blade force [kN], to be taken as the vector sum of axial and transverse mean
blade force in normal, ahead operation.
Mean load on the pitch mechanism in this condition shall correspond to predicted servo pressure in the
normal operating condition, see [2].
Guidance note:
The following numbers of cycles are normally considered as realistic:
10
— propellers on ships where propeller pitch is used as load control system of prime mover: 10 cycles
8
DNV AS
SECTION 8 DIRECT ASSESSMENT OF PROPELLER BLADE STRENGTH
Section 8
BASED ON COMPUTATIONAL FLUID DYNAMICS AND FINITE
ELEMENT
1 General
Direct assessment of propeller blade strength may according to DNV rules for propeller blades DNV-RU-SHIP
Pt.4 Ch.5 Sec.1 be accepted when advanced methods are applied. Relevant methods may be computional
fluid dynamics (CFD) calculations for hydrodynamic propeller loads, combined with finite element (FE)
analysis for prediction of corresponding stresses. Such calculations may in principle also be used in
combination with DNV analytic blade strength calculations, as described in the previous sections. Other
alternative calculation methods may be accepted under special consideration if substantially documented.
This section provides guidance on how CFD and FE may be applied to document that propeller loads and
blade stresses are in compliance with DNV rules.
2 CFD simulations
2.1 General
The geometry and CFD model shall be of sufficient detail level and quality to represent the dominating
physical effects needed to predict propeller blade forces including load fluctuations with satisfactory accuracy
for use in detailed stress calculations. CFD calculation shall be performed for the fulll scale propeller and hull
geometries.
2.2 Geometry
The geometry shall represent the as-built design of the hull, relevant appendages and other features that
may influence the result of the analysis.
Features that should typically be included (when present) are:
— hull geometry
— propeller with hub
— propeller nozzle
— shaft
— bracket and struts
— rudder
— thruster housing structure
— any propulsion improvement devices that may influence the results such as:
— wake equalizing ducts
— pre-swirl stator
— vortex generators
— etc.
Other design elements, such as stabilizer fins, bilge keels, propeller boss cap fins should be included when
they may have significance on the results. Any assumptions to such features not considered of importance,
as well as the reason why, should be included in the analysis report.
2.3 Modelling
The model shall be sufficiently extensive to avoid influence from the boundaries on the results of interest.
Boundary conditions shall be selected so that the physics in the far field is representative to calculate
DNV AS
propeller blade hydrodynamic loads. At least one pressure outlet condition should be included to ensure
Section 8
correct static pressure in the model.
The mesh shall be sufficiently refined to resolve expected flow features and the propagation of these features
to a level where the results no longer respond to refinement. A grid sensitivity study should either be made
or justified through reference to previous similar studies.
Typical flow features in need of special attention are large scale separation and vortices from any appendages
or hull details that may be convected to locations at or close to locations within the reach of the propeller
blades. To resolve the boundary layer, a prism layer of sufficient resolution and thickness shall be used
around all no-slip surfaces. The mesh and boundary conditions shall be documented.
Turbulence models and other models directly affecting the field variables should be justified and referred to in
the report.
The propeller shall be modelled as physically rotating in the frame of reference under consideration, and a
sufficiently small time-step capturing the static and dynamic loads should be applied.
A relevant coordinate system shall be defined for the model.
2.4 Acceptable assumptions
Reasonable simplifications and assumptions may be applied and stated in the report. Typical examples are:
— Gravity has no or negligible effect on the resulting velocity field.
— Deformations of shaft and propeller has negligible impact on the forces and moments.
— Turbulence may be represented by a RANS closure model.
— Cavitation is assumed not to influence the results in straight ahead condition.
— Cavitation influence on the results in astern condition shall be considered.
2.5 Dynamic blade load - Mt
The result from the hydrodynamic load calculation in full ahead condition (see [2.6]) should in addition to a
direct presentation also specify fluctuating blade load relative to the mean load, Mt [-].
When derived from detailed calculations, Mt shall be taken as:
where:
Fa = axial blade load in the direction of propeller shaft [N]
Ft = lateral blade load perpendicular to the propeller shaft [N].
Further:
LMax = maximum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field
LMin = ditto minimum resulting hydrodynamic blade load [N].
DNV AS

Section 8

Figure 1 Illustration of Mt factor
DNV AS
Section 8
2.6 Operational conditions
1) Ahead condition:
CFD simulation shall be performed at MCR rating:
— Maximum propeller RPM.
— Corresponding maximum vessel speed.
— For controllable pitch propellers: pitch setting corresponding to maximum power.
— For fixed pitch propellers, the combination of RPM, ship speed and propeller pitch may correspond to
a power consumption different from the specified MCR power. If so, the following procedure may be
followed in order to obtain as realistic blade loads as possible:
— Alter propeller RPM (up to 3%) until specified MCR power is consumed (power identity).
— If propeller power consumption is still different from the specified MCR power, alter the vessel's
speed as necessary until thrust value specified for the MCR condition is obtained (thrust identity).
Substantial deviations from expected thrust / power consumption should be discussed.
For propellers operating in a wake field in which tangential components are dominating (e.g. propellers
with open inclined shafts, propellers for pulling thruster units), the inflow shall be manipulated in order
to obtain the averaged inflow angle of not less than 5°. For azimuthing units, the average inflow angle
shall be minimum 7°.
2) Astern condition:
For propellers where the direction of rotation may be reversed, CFD simulation may additionally be
performed at maximum obtainable astern RPM in a bollard condition (zero vessel speed), in order to
document sufficient blade scantlings also in this condition (typically relevant for dimensions in the outer
radii of the blade).
The maximum obtainable RPM in bollard astern condition may be estimated by CFD in an iterative
process, balancing available engine torque (power) with absorbed propeller torque (power), see also [4].
3) Other operational conditions:
For azimuthing thruster units, thrust reversal during crash stop may as an alternative to reversed RPM
or astern pitching be obtained by turning the units 180°. During such a maneuver, high blade loads may
be experienced, even if torque consumption is moderate, typically when high vessel speed is combined
with high steering angles. For such operation, it may be necessary to calculate a range of power / RPM /
steering angle / vessel speed combinations, depending on the specified crash stop procedure. Possible
system limitations in e.g. power and RPM should be considered.
The effect of extensive cavitation may be included as found relevant.
2.7 Computational results
The propeller torque and thrust shall be presented for all relevant conditions.
Resulting loads on one blade shall be evaluated for all conditions during one full propeller rotation. Results
shall as a minimum be presented for circumferential positions with the maximum and the minimum load, at
least for the normal ahead condition. For astern operation and other conditions where stresses are evaluated
against yield strength, it is the circumferential position with the maximum load that is of most relevance for
presentation.
The resulting Mt shall be calculated for ahead condition and presented as given in [2.5]. In case Mt < 0.5,
the stress evaluation analysis shall be corrected to incorporate a Mt value of 0.5 (see Sec.3 [4]), unless all
relevant low cycle fatigue conditions are additionally evaluated. A guidance for correction of dynamic loads is
given in [3].
The report should also contain at least:
— main particulars of ship and propeller, including geometry definitions and propeller coordinate system
— operating conditions, including possible limitations
DNV AS
— description of physical models and justification of their application
Section 8
— mesh characteristics including snapshots of the most important areas
— boundary and initial conditions
— assumptions
— pressure distribution for one blade at relevant circumferential positions
— total wake velocity field including the propeller action in a plane upstream of the propeller, typically at a
distance of 20% of the propeller diameter
— nominal wake data at the propeller location when the propeller is not present
— discussion and justification of the results as well as conclusive remarks.
3 Fatigue strength assement based on finite element analysis (FEA)
3.1 General
The objective of the detailed stress analysis is to document that the designed propeller blade has an
acceptable margin of safety against both ultimate and fatigue strength at the design loads, as required by
DNV rules.
3.2 Requirements for FEA
The model of the propeller blade shall include the blade foot for a CP propeller and a representative section
of the propeller hub for a FP-propeller. Unless located close to the fillet, bolt holes are not required to be
modelled.
The typical locations on the propeller blades subject to high stresses are generally in the fillet at the root of
the blade, and additionally in the middle sections near the trailing edge in the case of skewed propellers.
The use of solid elements is required for determining the stress distribution of the propeller blades, and
a mesh consisting of very dense parabolic tetrahedron elements is recommended. Parabolic hexahedron
solid elements may also be used, but hexahedra elements require considerably greater modelling effort.
Linear elements and specially linear tetrahedral element should not be used in stress analysis since the
representation of curvatures in the model will not be sufficient.
In general, minimum two parabolic solid elements should be used over the thickness of the blade in the
thinnest regions of the blade. At locations where the geometry changes rapidly the element size used
should be chosen to be such that the local peak stress used in the fatigue assessment is obtained with good
accuracy. A simple way of checking is to refine the mesh and check that the results are not significantly
altered. This applies near the root region of the blade, but also near the trailing edge at the middle sections
of highly skewed propellers.
Additional geometric details which have a significant effect on the maximum peak stress at the root fillet
should be taken into account in the model, e.g. bolt holes which are intersecting- or located close to the root
fillet.
Well-shaped elements are a prerequisite for the stress analyses. The element formulation to be used should
be chosen such that no locking, hour-glassing, etc., phenomena occur.
A typical parabolic tetrahedron mesh of a propeller blade is presented in Figure 2 as an example.
DNV AS

Section 8

Figure 2 Example of FE mesh for propeller blade, including blade root filet and blade foot
3.3 Boundary condition
The fixation of the propeller blade shall be located sufficiently far away from the highly stressed area in the
root area to avoid significant influence on maximum stresses. Typical fixation is the surface towards the crank
disk for a CP propeller.
3.4 High cycle fatigue assessment
The following items shall be included in the high cycle fatigue evaluation for the MCR condition, ahead
operation:
— From the CFD calculation hydrodynamical load should be included as pressure over the blade as series
of angular position in one full rotation at every 5 degree angular step. The pressure is discretized as
distribution of forces applied on the center of the hydrodynamic panel mesh.
— Add centrifugal loads for the RPM relevant for the evaluated (MCR) condition. The effect of gravity is not
required to be included.
— Calculate corresponding stresses over blade at different angular positions as mentioned above. The
first principal stresses from the pressure side of the blade shall be used for the high cyclic fatigue
assessments.
— Calculate the principal stress amplitude over the blade from the minimum and maximum load case
scenarios. The stress amplitude from FE, σA is simply calculated as the difference between the maximum
and the minimum stress divided by two.
— if Mt factor from CFD calculation MtCFD < 0.5 ,the stress amplitude from FEA shall be multiplied by k':
— Calculate mean stress σm , which is the sum of the maximum and the minimum stress divided by two.
DNV AS
— Check the stress amplitude σA against the allowable stress amplitude described in Sec.3 [1]. The obtained
Section 8
safety factor shall not be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2] for high cycle dynamic
stresses.
The corresponding analytical approach is described in Sec.3.
3.5 Low cycle fatigue assessment
The following items shall be included in the low cycle fatigue evaluation for hard astern operation, or other
6
relevant conditions where the considered stress level is predicted to occur to less than 10 times:
— Establish relevant number of load cycles associated with the considered condition. For hard astern
operation and turning of thrusters during a crash stop, number of cycles may be considered not to exceed
4
10 .
DNV AS
4
— If the relevant number of cycles exceeds 10 a fatigue diagram (SN curve) shall be established for the
Section 8
applied propeller material. This may be done assuming log-log SN-curve according to the following
principles (also illustrated in Figure 3):
7
— Fatigue strength for material at 10 cycles is established. Relevant values for fatigue strength may be
found from DNV-RU-SHIP Pt.6 Ch.6 Sec.7 [12.3].
7
— Below 10 cycles, fatigue strength, σFat Ei at relevant is found assuming a slope, mLC [-] = 4.5 in the
log-log SN diagram:
σFat Ei shall not be taken higher than material yield strength.
— For the sake of good order, how to establish a SN curve at a higher number of cycles is described in the
following lines:
8
— For number of cycles = 5.10 cycles (considered as 'infinite' in this respect), fatigue strength is taken
as the value U1 as given in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.1.1].
7 8
— Between 10 and 5.10 cycles a linear SN curve is made in the log-log diagram. Hence, the high cycle
slope, mHC is taken as:
And fatigue strength σFat Ei at the relevant number of cycles is found from:
DNV AS

Section 8
Figure 3 Illustration of SN curve for propeller materials in sea water
— Include hydrodynamic loads relevant for low cycle evaluation, as derived from the detailed analysis,
similar to what is described for high cycle fatigue.
— Add centrifugal loads for the RPM relevant for the evaluated condition. Effect of gravity is not required to
be included. Note that some guidance is given in [4] on the estimation of the maximum obtainable RPM in
astern bollard condition.
DNV AS
4
— If the considered blade load may be assumed to occur at less than 10 cycles, only peak stresses shall be
Section 8
predicted. For the circumferential blade position with the highest resulting load, the FE analysis shall be
carried out to calculate the corresponding maximum peak stress, σpeak.
— Check maximum peak stress, σpeak against material yield strength as described in Sec.4 [1]. The obtained
safety factor shall not be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2.3] for low cycle dynamic
stresses.
4
— In case the considered blade load may occur at a higher number than 10 cycles, the corresponding
stress range shall be established on basis of maximum and minimum load within each load cycle. Stress
amplitude and mean stress are established as for the high cycle condition and checked against relevant
fatigue strength for the corresponding number of cycles (see above). The obtained safety factor shall not
be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2.3] for low cycle dynamic stresses.
3.6 Presentation of results
Supplementary to what is mentioned in reporting of CFD calculations (see [2.7]) the FE report should contain
at least:
— Description and illustration of the FE mesh including selected type of elements.
— Boundary conditions.
— Assumptions.
— Plots of pressure distribution for one blade at relevant circumferential positions.
— Forces, bending moments and spindle torque of blade in the specified coordinate system at relevant
circumferential positions. Reaction forces should be compared to loads acting on the blade.
— Contour stress plots at relevant circumferential blade positions, as well as tabulated values for static /
fatigue strength evaluation. For locations with high stress gradients, close-up plots may be necessary to
provide sufficiently detailed information on local stresses.
— Stress plots presented with a stress scale providing a good overview of stress variations at locations of
interest.
— Strength analysis according to DNV rules and supportive documents.
— Discussion and justification of the results as well as conclusive remarks.
4 Estimation of maximum obtainable RPM in astern opeartion
4.1 General
The following two methods may be used in order to estimate the maximum obtainable RPM for propeller
in astern bollard condition. The maximum RPM may be used for both CFD simulation in astern condition or
when using simple formula to analytically predict the blade peak stress in astern conditions.
As the maximum obtainable astern RPM is found iteratively by balancing propeller torque absorption with
available engine torque at a given RPM, the engine torque (power) limit curve shall be available, or at least
conservatively estimated.
4.2 Using CFD simulation
The following iterative steps may be taken for the estimation of max astern bollard RPM by means of CFD
calculations:
DNV AS
— Select an initial value for bollard astern rotational speed, RPM0, based on experience.
Section 8
— If no such data exist, RPM0 = 60 nBA with nBA as predicted from Sec.4 [2.4] (repeated here for
simplicity):
CQA = 1.0 may be applied for the initial calculation.
— CFD calculation in bollard astern condition is carried out for the selected RPM.
— The propeller torque absorption is derived from the CFD results and compared to available engine torque.
— Unless a sufficient balance in torque absorbed by the propeller and available engine torque is found
(should be within 2%), a new CFD calculation is carried out with updated RPMi, aiming to obtain torque
balance. A suggestion for next iterative step is:
Where Ti is the engine torque limit for propeller speed for which the CFD calculation was done (RPMi), and
Qi is the corresponding absorbed propeller torque as derived from the CFD analyses.
— The above steps are repeated until a sufficient balance in torque is obtained.
4.3 Using analytic formula in class guideline
If the engine torque limitation curve is available, propeller scantling at the outer radii may be optimized by
using an improved estimate for the astren relative torque factor calculated CQA, see Sec.4 [2.4]. The default
value of 1.0 is often particularly in the conservative side for FP propellers driven by a combustion engine
The following steps may be taken for analytical estimation of CQA (for use in the estimation of maximum
astern bollard RPM):
— Calculate astern torque coefficient, KQA for the propeller as described in Sec.4 [2.4].
— Calculate an initial value for bollard astern rotational speed, nBA0 as predicted for nBA in Sec.4 [2.4] with
CQA = 1.0.
— Astern propeller torque, QA and propeller power absorption, P will then according to the analytic
calculation depend on astern RPM as follows:
— When propeller curve is plotted in the same diagram as the engine limitation curve (either as torque or as
power), astern bollard RPM is found where the two curves intersect.
— In the same way, the astern relative torque factor, CQA is found as the ratio of engine torque at the
intersection point relative the MCR torque.
4.3.1 Example calculation:
Engine power at MCR = 68 000 kW @ 100 RPM ( ns = 1.66 rps).
DNV AS
Engine torque, T0 , at MCR is calculated as follows:
Section 8
Engine power limit curve is available from engine maker.
Propeller diameter, D = 9.0 m.
Number of blades, Z = 4.
Chord length at 80% radius, C0.8 = 2.55 m.
Propeller mean pitch, hm = 10.03 m.
Calculate astern torque coefficient, KQA, as follows:

Calculate initial astern bollard rotational speed, nBA, as follows:

Establish astern propeller torque absorption, as follows:
curve

Establish propeller power absorption curve, as follows:
Plot propeller power absorption curve in same diagram as engine power limit curve, see Figure 4.
DNV AS

Section 8

Figure 4 Example, power curve - engine and propeller
DNV AS
Establish intersection point between propeller and engine limit curves from power diagram.
Section 8
At intersection point propeller speed = 67.4 RPM, power, P = 32 040 kW and torque, T = 4 540 kNm.
Hence: nBA = 67.4/60 = 1.123 rps and CQA = 4540 / 6494 = 0.70.
DNV AS
SECTION 9 GUIDELINE FOR THE DOCUMENTATION OF FATIGUE
Section 9
PROPERTIES OF PROPELLER MATERIALS EXPOSED TO SEA WATER
1 General
In DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4 default values for fatigue strength of commonly applied propeller
blade materials in a corrosive environment of are given. This guideline describes a relevant test procedure for
how alternative fatigue properties for propeller materials exposed to sea water may be documented.
2 Material
This procedure is applicable for copper-based castings (bronze materials) as well as castings made of
stainless steel. For other metallic materials, the procedure may be relevant with some modifications, and
shall be agreed upon with DNV.
3 Test specimen(s)
Test specimens should be prepared for testing as follows:
— Specimens shall be taken from at least two separate material charges. In order to obtain a reasonably
statistical confidence, a number of 25 specimens is considered relevant for fatigue testing. Additional
specimen for testing of mechanical properties should be prepared.
— Mechanical properties and chemical composition of the specimen shall meet the minimum material
requirements.
— For bronze materials, the specimen may be taken from separately cast test bars with thickness of at least
25 mm.
— For stainless steels, the specimen should be taken from larger castings in order to represent 'integral
casting'. Minimum dimension of casting should be 250 mm.
— For the purpose of fatigue testing, the specimen may be machined down to a minimum cross thickness of
12 mm. Smaller dimensions may be accepted, provided that the size effect is conservatively accounted
for.
— The specimen should be un-notched and may have a surface roughness corresponding to polished
condition.
4 Ambient condition
Ambient conditions during the testing should be recorded and documented. In general the conditions should
comply with the following:
— Prior to fatigue testing a pre-ageing of the specimen in 'sea water' should be carried out. Two weeks of
pre-ageing is considered a minimum.
— 'Sea water' should have a NaCl content of at least 3%, and a pH not lower than 7.5.
— Sufficient air supply should be provided, both during pre-ageing and fatigue testing. Furthermore , the sea
water should be circulated.
— Temperature should preferably be around 20°C, and not less than 15°C.
5 Fatigue testing
— Push-pull testing (axial loading) is preferred.
— Alternatively, bending of flat bars or rotating bending may be accepted, although the stress gradients
during such testing of thin specimen will be significantly higher than in propellers. If so, this effect shall be
corrected for.
DNV AS
— Testing should be carried out at a minimum of two stress levels. The initial stress level should be selected
Section 9
7
in order to obtain a life time of some 10 cycles. Stress levels may be adjusted in order obtain as high
alife time as practicably possible, and at the same time avoid run-outs. Alternatively, testing may be
carried out according to the 'staircase method', which is considered to be conservative.
— Test frequency should be as low as possible to allow corrosion to take effect, preferably not higher than
5 Hz. Higher test frequency may be agreed upon if alternative procedures are implemented to ensure
sufficient effect of the corrosion. This may be related to length of pre-ageing, salinity of sea water, etc.
6 Fatigue strength
In the DNV rules, fatigue strength for propellers are represented with the parameter U1, which is fatigue
strength in corrosive environment at zero mean stress for 'infinite' number of load cycles (assumed to be
8
5∙10 cycles, for practical purposes). Based on fatigue testing as described herein, U1 may be derived from
the following formulation:
where:
2
σ Fat‐Ex = average fatigue amplitude [N/mm ] derived from testing at zero mean stress (stress ratio,
R = -1), corresponding to NFat-Ex.
7
Test results at stress levels resulting in average lifetime of less than 10 cycles should not be included in the
7
test results, as the slope of the SN curve is assumed to be steeper below 10 cycles.
See also below on how to derive average fatigue amplitude for a representative number of cycles.
NFat‐Ex = selected representative number (target number) of cycles to fatigue. Fatigue test results
will be corrected in order to correspond to this value
CGrd = correction factor for stress gradient during testing
CGrd = 1.25 when test results refer to bending
CGrd = 1.0 when test results refer to axial loading
CSct = correction factor for influence of fatigue test scatter
CSct = 2+ log(25/Ntest), where Ntest is number of fatigue tests
2
σStd = standard deviation of fatigue strength test values [N/mm ] when corrected to correspond
to NFat-Ex, shall not be taken less than 3% of sFat-Ex
XHC = defined slope of SN curve in the high cycle region. Unless otherwise is substantiated, the
following values should be applied:
XHC = 10 for bronze materials
XHC = 4.5 for stainless steel materials. The steeper slope of the SN curve for stainless steel vs.
bronze is chosen mainly to include the effect of possible development of pitting corosion
during long time exposure for sea water.
7 Use of test results for determination of fatigue strength
In order to define a relevant average fatigue amplitude from the test results, results from each test point
should be corrected in order to correspond to the representative number of cycles, NFat-Ex. This is done, by
applying the assumed slope of the SN curve in the high cycle region, XHC.
Hence the following applies for all test points:
DNV AS
Section 9
where:
σ Fat‐Corr = corrected fatigue amplitude [N/mm2] for each test point to be applied in calculation of average
fatigue amplitude
σ Fat‐Test = fatigue amplitude [N/mm2] for each of the test points
NFat = number of cycles until fatigue damage for each test point.
Note that since XHC for stainless steel corrected to include a possible pitting corrosion which is not expected
to be present during fatigue testing, the assumed slope of the SN curve for fatigue test results is taken as a
fixed parameter = 10, in this procedure.
8 Influence factor for mean stress
In the DNV rules, the effect of mean stress influence on fatigue margins is represented by the factor U2 [-].
Default values are tabulated for the most common propeller materials. However, testing of an additional
series may be carried out, with other stress ratio than R = -1, typically with R in the range of -0.5 to 0.
The influence of mean stress, U2 may then be taken as:
where:
U1m = average fatigue amplitude [N/mm2] derived from testing at a certain mean stress (stress ratio, R in
the range of -0.5 to 0), derived according to a similar procedure as described for U1 above
2
σm = mean stress during testing [N/mm ].
9 Application of fatigue strength values based on experimental
results
Increased fatigue properties vs. values tabulated in the rules should be linked to other parameters that are
suitable for verification. Such parameters may be e.g. increased mechanical properties, reduced tolerances
for chemical properties, specialized casting procedure.
10 Calculation example
A calculation example is presented in Figure 1 and Figure 2, in order to illustrate the procedure described
herein.
DNV AS

Section 9

Figure 1 Main data
DNV AS

Section 9
Figure 2 Results from testing
2
Test results at the stress level of 160 N/mm are not included as the achieved average number of cycles to
7
fatigue at this stress level was less than 10 . Hence the remaining number of fatigue test results is 28. Hence
C Sct = 2 + log(25/28) = 1.95.
2
Average value for σ Fat-Ex is calculated from the above values of s Fat-corr to be 134.4 N/mm .
2
Standard deviation σ Std for the σFat-corr values is calculated to be 4.5 N/mm .
Calculation result for U1 is found as follows:
DNV AS
Section 9
2
U1 = 85.0 [N/mm ].
DNV AS
CHANGES – HISTORIC
Changes – historic
December 2015 edition
This is a new document.
DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
challenges and global transformations facing its customers and the world today and is a trusted
voice for many of the world’s most successful and forward-thinking companies.
WHEN TRUST MATTERS

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DNV CG 0039

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CLASS GUIDELINE

Topic Reference Description

New introductory section Sec.1 Added new introductory section to align document with

Stress amplitude calculation Sec.3 [1] Stress amplitude will be calculated by using computational

Propeller blade dynamic loads, Sec.3 [4] Propeller blade dynamic load amplitude will be calculated

High rake propeller blade Sec.3 [9] 10 deg angle is defined as highly raked propeller blade.

Peak stress at low cycle Sec.4 [1] Peak stress at the most highly stresses blade location may

Max obtainable propeller Sec.4 [2.4] Guidance Description on how to estimate the actual RPM in astern

Direct assessment of propeller Sec.8 Detailed calculation on how to strengthen the propeller blade.

Guideline for documentation of Sec.9 Detailed test and procedure on how to obtain fatigue strength

Rebranding to DNV All This document has been revised due to the rebranding of DNV

Class guideline — DNV-CG-0039. Edition July 2021 Page 3

Section 2 Basic principles..................................................................................... 10

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