MAN BAW Diesc! AS (Copennagen) Baw Tecreimagan 4 DK 2880 Copan: teoaoes iea Dermat Emat_ mented marin fe Daenco Shipbuiking & Heavy Machinay Lid Fano: 962754 4068 Seu, Korea, Jat: _ Mr Ho-Chung Kim, Diaclor Ship Engineering Dept MAN BSW Korea Lid. Seoul Fauna: 9022968 D608 we Reimes = as Nenoneof pages! 4 (nel pape) PSODOSMTGL e907 bee 1998-17-16 Swat. Light Running Margin and Propo Lay-out 3aht Running Margin and Propoter Lay-out Dear Si, {fee to the maeting on 98.12.01 onthe above with Mr Ole Groene. The subject has Deen discussed in cur house ard we hive the talaw'ng comment's Compared! lo the diesel engines deveioped some years ago, we must tetiso that the high efficiency and high powered main engines of today which armong others have © "igher seavenge nir pressure are more sensitive to heavy running propeller, ship typos have a velatvely high ship speed, and a very smooth ‘ul and prapoter surtace (at seatral) whon the ship is Calvered. Tis moore thar we inevitable buld-up a the sace reughnoss onthe hut and propelor during sea service ae seatral may rest in a roavely heavier rsring propor, compared to oral lay-out. Furtvermore, the weather has a great influence on the propeller performance exemplified wits tre atinches sence dala ofa canlainer ship, which when Sang under exttemely bad weathor condionserd wth clean hull as an average shows a change to a heavy running of 6 In general. the propate is very senstve to heavy running wher Sailing in hanvy weather andor wih fovied tui! and propetet, and specia!atertion to the torque'epeed lit uve 4 of the engine's ioad diagram i therefore necessary firranutactuing of tre tropes the accuracy cass ofthe proper shal be selected by the customer. Such a standard is for examplo ISO 44/1 ~ 101 (CE), which has four ilferent “Accuracy classos"NAN BAW Diese! AS (Copensagen) 20, Each of the ciasses among others state the maximum allowable tolerance ofthe mean Gesign pitch of the manulacired proper, and thereby the tolerance ‘of ine Corresponding propeller speed, Class Manufacturing accuracy Mean pitch for propeller S Very igh accuracy 05% 1 High accuracy 0.75% Medium accuracy ¥11.00% Wide tolerances 48.00% ‘Tho price ofthe propetier ct coutse depends onthe selected accuracy class, with owest pce for clas Il. However, is nel recommended to use clas Il as this clase has g hen high tlerarce, This again means thatthe moan pitch tolerance normaly should be lacs than $/- 1.0%, ‘The manufacturing accuracy tolerance corresponds to a ciopoler speed tolerance of max. +/- 1.0%, When also incorporating the influence of the (olerance on the wake fend ofthe hu the total propeter oierance can be up to 1s 2.0%. There are therefore increasi-ay good reasons for ship owners to request higher fight running margin of the propel. We have seen wel known owners speciy, a oht funning margin of 6.6% ard in one case one owner has spacted 9.10% for One cares. ney regarding main engine and chip design it looks reasonsble lo change ou niesentpropoler lay ut recommencainn Wor @ ight running 02.5 -5.0% to for example 3.0.7.0: {Las to be borne in mind, nough, thatthe recommended light running margin is nol a {Ramnoge” limi Wo have no objecions to use a higher o lower ght running 2 tong ae {he propellor service point i placed Inside the load dfagram of the main erase Howover, when using @ smal ight running margin an increased attention of the cay engine is needed in order to avcid exceeding the forquelepeed init ‘An increased light running wil iavalve thet a higher propetar speed may be used for teyout of the propeler. This may again involve a minor reduaton of the, propeloe sticiency, and may possibly abstain tne propelier manutactrer tom using 2 hgh Hoh fuaniog margin. However, hs reduction ofthe propel efflency is actualy rave insianiicant compared tothe improved engine performance obtained when satiny heavy weather andfor with fuied hull and propel.MAN BAW Dieeol AS (Copenhagen) 30 i) Furthermore, please note that our norma! max. speed limit of 105% does nol mean that wtegan nly allow a fat running of maximum S%. A higher ight runing than $3 on ‘eans that the ship in calm weather and with a cloan ful Joes nol seach 0 ape, SCE power which in turn usualy is nol necessary in order fo meinain tne sogered Sb seed. At sea ial where 100% SMCR power is demonstrated, we aicady afer higher max, speed ms of 107%. Thiois without any particular tine tant Tie ld appreciate to recsive your tuaher comments tothe above, betore procesding with changing our general documentation, Best regards MAN BBW Diesel WS Marine lnstaliation[ sonic data over a period Engine Layout of a year returned from a single screw container ship x. Heavy running & Extremely bad weather 6% © average weathor 3 emely good weather 0% Clean hull and draught T Tea = 6.50 m BHP Shalt power 21,000 Ty Soler 18,000 —|-—~+ 988 Propelier spe! rm i