Pt C, Ch 1, Sec 7

SECTION 7 PROPELLERS

1 General Figure 1 : Rake

1.1 Application
RAKE
1.1.1 Propulsion propellers
The requirements of this Section apply to propellers of any
size and any type intended for propulsion. They include
fixed and controllable pitch propellers, including those
ducted in fixed nozzles.
TRAILING EDGE
1.1.2 Manoeuvring thruster propellers
LEADING EDGE
For manoeuvring thruster propellers see Sec 11.

FACE
1.2 Definitions BACK

1.2.1 Solid propeller

A solid propeller is a propeller (including hub and blades)
cast in one piece.

1.2.2 Built-up propeller

A built-up propeller is a propeller cast in more than one
piece. In general, built up propellers have the blades cast
separately and fixed to the hub by a system of bolts and
studs.

1.2.3 Controllable pitch propellers

Controllable pitch propellers are built-up propellers which
include in the hub a mechanism to rotate the blades in
order to have the possibility of controlling the propeller
pitch in different service conditions.
1.2.4 Nozzle
A nozzle is a circular structural casing enclosing the propel-
ler.
1.2.5 Ducted propeller
A ducted propeller is a propeller installed in a nozzle.
1.2.6 Rake
Rake is the horizontal distance between the line connecting
the blade tip to the blade root and the vertical line crossing
the propeller axis in the same point where the prolongation
of the first line crosses it, taken in correspondence of the
blade tip (see Fig 1). Aft rakes are considered positive, fore
rakes are considered negative.
1.2.7 Rake angle
Rake angle is the angle at any point between the tangent to
the generating line of the blade at that point and a vertical
line passing at the same point. If the blade generating line is
straight, there is only one rake angle; if it is curved there are
an infinite number of rake angles (see Fig 2).
1.2.8 Skew angle
Skew angle is the angle between a ray starting at the centre
of the propeller axis and tangent to the blade midchord line
and a ray also starting at the centre of the propeller axis and
passing at the blade tip (see Fig 3).
1.2.9 Skewed propellers
Skewed propellers are propellers whose blades have a skew
angle other than 0.
1.2.10 Highly skewed propellers and very highly
skewed propellers
Highly skewed propellers are propellers having blades with
skew angle between 25o and 50o. Very highly skewed pro-
pellers are propellers having blades with skew angle
exceeding 50o.
1.2.11 Leading edge
The leading edge of a propeller blade is the edge of the
blade at side entering the water while the propeller rotates
(see Fig 1).
1.2.12 Trailing edge
The trailing edge of a propeller blade is the edge of the
blade opposite the leading edge (see Fig 1).

RINA Rules for Charter Yachts 2006 87

Pt C, Ch 1, Sec 7

Figure 2 : Rake angle 1.3 Documentation to be submitted

RAKE ANGLE 1.3.1 Solid propellers

AT SPECIFIED The documents listed in Tab 1 are to be submitted for solid
RADIUS
propellers intended for propulsion.
All listed plans are to be constructional plans complete with
all dimensions and are to contain full indication of types of
materials employed.

Table 1 : Documents to be submitted

SPECIFIED
RADIUS for solid propellers

Nr A/I (1) ITEM

1 A Sectional assembly
2 A Blade and hub details
3 I Rating (power, rpm, etc.)
4 A Data and procedures for fitting propeller to
the shaft
(1) A = to be submitted for approval in four copies
I = to be submitted for information in triplicate

1.3.2 Built-up and controllable pitch propellers

The documents listed in Tab 2, as applicable, are to be sub-
mitted for built-up and controllable pitch propellers
intended for propulsion.

Table 2 : Documents to be submitted

Figure 3 : Skew angle for built-up and controllable pitch propellers

Nr A/I (1) ITEM

MIDCHORD LINE 1 A/I Same documents requested for solid pro-
pellers
SKEW ANGLE 2 A Blade bolts and pre-tensioning procedures
3 I Pitch corresponding to maximum propeller
thrust and to normal service condition
4 A Pitch control mechanism
5 A Pitch control hydraulic system
(1) A = to be submitted for approval in four copies
I = to be submitted for information in triplicate

1.3.3 Very highly skewed propellers and propellers

of unusual design
For very highly skewed propellers and propellers of unusual
design, in addition to the documents listed in Tab 1 and
Tab 2, as applicable, a detailed hydrodynamic load and
stress analysis is to be submitted (see [2.4.2]).

2 Design and construction

1.2.13 Blade developed area
Blade developed area is the area of the blade surface 2.1 Materials
expanded in one plane.
2.1.1 Normally used materials for propeller hubs
1.2.14 Developed area ratio and blades
Developed area ratio is the ratio of the total blade devel- a) Tab 3 indicates the minimum tensile strength Rm (in
oped area to the area of the ring included between the pro- N/mm2), the density δ (in kg/dm3) and the material fac-
peller diameter and the hub diameter. tor f of normally used materials.

88 RINA Rules for Charter Yachts 2006

 Pt C, Ch 1, Sec 7

b) Common bronze, special types of bronze and cast steel l : Developed width of blade section at 0,25
used for the construction of propeller hubs and blades radius from propeller axis, in mm
are to have a minimum tensile strength of 400 N/mm 2. z : Number of blades
c) Other materials are subject of special consideration by Rm : Minimum tensile strength of blade material,
RINA following submission of full material specifica- in N/mm2.
tion.
b) The maximum thickness t0.6, in mm, of the solid propel-
Table 3 : Normally used materials ler blade at the section at 0,6 radius from the propeller
for propeller blades and hub axis is not to be less than that obtained from the follow-
ing formula:
Material Rm δ f D 3
0 ,5

1 ,5 .10 6 .ρ 0 ,6 .M T + 18 ,4 .δ. ⎛ ----------⎞ .B .l.N .h

2
⎝ 100⎠
Common brass 400 8,3 7,6 t 0 ,6 = 1 ,66 f ---------------------------------------------------------------------------------------------------------------
l 0 ,6 ⋅ z ⋅ R m
Manganese brass (Cu1) 440 8,3 7,6
Nickel-manganese brass (Cu2) 440 8,3 7,9 where:
Aluminium bronze (Cu3 and 590 7,6 8,3 ρ0,6 : D/H0.6
Cu4) H0.6 : Pitch at 0,6 radius from the propeller axis, in
Steel 440 7,9 9,0 m
l0.6 : Developed width of blade section at 0,6
2.1.2 Materials for studs radius from propeller axis, in mm.
In general, steel (preferably nickel-steel) is to be used for c) The radius at the blade root is to be at least ¾ of the
manufacturing the studs connecting steel blades to the hub minimum thickness required in that position. As an
of built-up or controllable pitch propellers, and high tensile alternative, constant stress fillets may also be consid-
brass or stainless steel is to be used for studs connecting ered. When measuring the thickness of the blade, the
bronze blades. increased thickness due to the radius of the fillet at the
root of the blade is not to be taken into account. If the
2.2 Solid propellers - Blade thickness propeller hub extends over 0,25 radius, the thickness
calculated by the formula in a) is to be compared with
2.2.1 the thickness obtained by linear interpolation of the
a) The maximum thickness t0.25, in mm, of the solid propel- actual blade thickness up to 0,25 radius.
ler blade at the section at 0,25 radius from the propeller d) As an alternative to the above formulae, a detailed
axis is not to be less than that obtained from the follow- hydrodynamic load and stress analysis carried out by
ing formula: the propeller designer may be considered by RINA, on a
0 ,5 case by case basis. The safety factor to be used in this
D 3
1 ,5 .10 6 .ρ.M T + 51.δ. ⎛ ----------⎞ .B .l.N .h
2
⎝ 100⎠
analysis is not to be less than 8 with respect to the ulti-
t 0 ,25 = 2 ,8 f ⋅ ----------------------------------------------------------------------------------------------------- mate tensile strength of the propeller material Rm.
l ⋅ z ⋅ Rm

2.3 Built-up propellers and controllable

where:
pitch propellers
f : Material factor as indicated in Sec 8, Tab 3
ρ : D/H 2.3.1 Blade thickness
H : Mean pitch of propeller, in m. When H is a) The maximum thickness t0.35, in mm, of the blade at the
not known, the pitch H0.7 at 0,7 radius from section at 0,7 radius from the propeller axis is not to be
the propeller axis, may be used instead of less than that obtained from the following formula:
H. 0 ,5
D 3
1 ,5 .10 .ρ 0 ,7 .M T + 41 .δ ⎛ ----------⎞ B.l 0 ,35 .N h
6 2
D : Propeller diameter, in m ⎝ 100⎠
MT : Continuous transmitted torque, in kN.m; t 0 ,35 = 2 ,36 f -----------------------------------------------------------------------------------------------------------
l 0 ,35 ⋅ z ⋅ R m
where not indicated, the value given by the
following formula may be assumed for MT :
where:
P ρ0,7 : D/H0.7
M T = 9 ,55 ⋅ ⎛ ----⎞
⎝ N⎠
H0.7 : Pitch at 0,7 radius from the propeller axis, in
P : Power, in KW, of propulsion machinery, m. The pitch to be used in the formula is the
according to Sec 1, [2.6] actual pitch of the propeller when the pro-
N : Rotational speed of the propeller, in rev/min peller develops the maximum thrust.
δ : Density of blade material, in kg/dm 3, as l0.35 : Developed width of blade section at 0,35
indicated in Sec 8, Tab 3 radius from propeller axis, in mm.
B : Expanded area ratio b) The maximum thickness t0.6, in mm, of the propeller
h : Rake, in mm blade at the section at 0,6 radius from the propeller axis

RINA Rules for Charter Yachts 2006 89

Pt C, Ch 1, Sec 7

is not to be less than that obtained from the formula in 2.4.2 Highly skewed propellers
[2.2.1], item b, using the value of l0,35 in lieu of l. a) For solid and controllable pitch propellers having skew
c) The radius at the blade root is to be at least ¾ of the angles between 25o and 50o, the blade thickness, in
minimum thickness required in that position. As an mm, is not to be less than that obtained from the follow-
alternative, constant stress fillets may also be consid- ing formulae:
ered. When measuring the thickness of the blade, the 1) For solid propellers
increased thickness due to the radius of the fillet at the
t S – 0 ,25 = t 0 ,25 ⋅ ( 0 ,92 + 0 ,0032 ϑ )
root of the blade is not to be taken into account.
2) For built-up and controllable pitch propellers
d) As an alternative to the above formulae, a detailed
hydrodynamic load and stress analysis carried out by t S – 0 ,35 = t 0 ,35 ⋅ ( 0 ,9 + 0 ,004ϑ )
the propeller designer may be considered by RINA, on a 3) For all propellers
case by case basis. The safety factor to be used in this
t S – 0 ,6 = t 0 ,6 ⋅ ( 0 ,74 + 0 ,0129ϑ – 0 ,0001ϑ )
2
analysis is not to be less than 8 with respect to the ulti-
mate tensile strength of the propeller blade material Rm. t S – 0 ,9 = t 0 ,6 ⋅ ( 0 ,35 + 0 ,0015ϑ )
where:
2.3.2 Flanges for connection of blades to hubs
tS-0,25 : Maximum thickness, in mm, of skewed pro-
a) The diameter DF, in mm, of the flange for connection to
peller blade at the section at 0,25 radius
the propeller hub is not to be less than that obtained from the propeller axis
from the following formula:
t0,25 : Maximum thickness, in mm, of normal
D F = D C + 1 ,8 d PR shape propeller blade at the section at 0,25
where: radius from the propeller axis, obtained by
the formula in [2.2.1]
DC : Stud pitch circle diameter, in mm
tS-0,35 : Maximum thickness, in mm, of skewed pro-
dPR : Diameter of studs. peller blade at the section at 0,35 radius
b) The thickness of the flange is not to be less than 1/10 of from the propeller axis
the diameter DF. t0,35 : Maximum thickness, in mm, of normal
shape propeller blade at the section at 0,35
2.3.3 Connecting studs radius from the propeller axis, obtained by
the formula in [2.3.1]
a) The diameter dPR, in mm, at the bottom of the thread of
the studs is not to be less than that obtained from the tS-0,6 : Maximum thickness, in mm, of skewed pro-
following formula: peller blade at the section at 0,6 radius from
the propeller axis
0 ,5
7 D3 2
⎛ 4 ,6 .10 .ρ 0 ,7 .M T + 0 ,88 .δ. ------ .B.l 0 ,35 .N .h 1⎞ t0,6 : Maximum thickness, in mm, of normal
10
⎜ ---------------------------------------------------------------------------------------------------------------
d PR = -⎟ ⋅ 0,9 shape propeller blade at the section at 0,6
⎜ n PR ⋅ z ⋅ D C ⋅ R m ,PR ⎟
⎝ ⎠ radius from the propeller axis, obtained by
the formula in [2.2.1]
where:
tS-0,9 : Maximum thickness, in mm, of skewed pro-
h1 : h + 1,125 DC
peller blade at the section at 0,9 radius from
nPR : Total number of studs in each blade, the propeller axis
Rm,PR : Minimum tensile strength of stud material, ϑ : Skew angle.
in N/mm2. b) As an alternative, highly skewed propellers may be
b) The studs are to be tightened in a controlled manner accepted on the basis of a stress analysis, as stated in
such that the tension on the studs is approximately 60- [2.4.3] for very highly skewed propellers.
70 % of their yield strength.
2.4.3 Very highly skewed propellers
c) The shank of studs may be designed with a minimum For very highly skewed propellers, the blade thickness is to
diameter equal to 0,9 times the root diameter of the be obtained by a stress analysis according to a calculation
thread. criteria accepted by RINA. The safety factor to be used in
this direct analysis is not to be less than 9 with respect to
d) The studs are to be properly secured against uninten-
the ultimate tensile strength of the propeller blade material,
tional loosening.
Rm .

2.4 Skewed propellers

2.5 Ducted propellers
2.4.1 Skewed propellers 2.5.1 The minimum blade thickness of propellers with
The thickness of skewed propeller blades may be obtained wide tip blades running in nozzles is not to be less than the
by the formulae in [2.2] and [2.3.1], as applicable, pro- values obtained by the applicable formula in [2.2] or
vided the skew angle is less than 25o. [2.3.1], increased by 10%.

90 RINA Rules for Charter Yachts 2006


2.6 Features
2.6.1 Blades and hubs
a) All parts of propellers are to be free of defects and are to
be built and installed with clearances and tolerances in
accordance with sound marine practice.
b) Particular care is to be taken with the surface finish of
the blades.
2.6.2 Controllable pitch propellers pitch control
system
a) Where the pitch control mechanism is operated hydrau-
lically, two independent, power-driven pump sets are to
be fitted. For propulsion plants up to 220 kW, one
power-driven pump set is sufficient provided that, in
addition, a hand-operated pump is fitted for controlling
the blade pitch.
b) Pitch control systems are to be provided with an engine
room indicator showing the actual setting of the blades.
Further blade position indicators are to be mounted on
the bridge and in the engine control room, if any.
c) Suitable devices are to be fitted to ensure that an altera-
tion of the blade setting cannot overload the propulsion
plant or cause it to stall.
d) Steps are to be taken to ensure that, in the event of fail-
ure of the control system, the setting of the blades
• does not change, or
• assumes a final position slowly enough to allow the
emergency control system to be put into operation.
e) Controllable pitch propeller systems are to be equipped
with means of emergency control enabling the control-
lable pitch propeller to operate should the remote con-
trol system fail. This requirement may be complied with
by means of a device which locks the propeller blades
in the "ahead" setting.
f) Tab 4 indicates the monitoring requirements to be dis-
played at the control console.
3 Arrangement and installation
3.1 Fitting of propeller on the propeller shaft
3.1.1 General
a) Screw propeller hubs are to be properly adjusted and fit-
ted on the propeller shaft cone.
b) The forward end of the hole in the hub is to have the
edge rounded to a radius of approximately 6 mm.
c) In order to prevent any entry of sea water under the liner
and onto the end of the propeller shaft, the arrangement
of Fig 4 is generally to be adopted for assembling the
liner and propeller boss.
d) The external stuffing gland is to be provided with a sea-
water resistant rubber ring preferably without joints. The
clearance between the liner and the internal air space of
the boss is to be as small as possible. The internal air
space is to be filled with an appropriate protective mate-
RINA Rules for Charter Yachts 2006
Pt C, Ch 1, Sec 7
rial which is insoluble in sea water and non-corrodible
or fitted with a rubber ring.
e) All free spaces between the propeller shaft cone, pro-
peller boss, nut and propeller cap are to be filled with a
material which is insoluble in sea water and non-cor-
rodible. Arrangements are to be made to allow any air
present in these spaces to withdraw at the moment of
filling. It is recommended that these spaces be tested
under a pressure at least equal to that corresponding to
the immersion of the propeller in order to check the
tightness obtained after filling.
f) For propeller keys and key area, see Sec 6, [2.5.5].
3.1.2 Shrinkage of keyless propellers
In the case of keyless shrinking of propellers, the following
requirements apply:
a) The meaning of the symbols used in the subparagraphs
below is as follows:
A : 100% theoretical contact area between pro-
peller boss and shaft, as read from plans and
disregarding oil grooves, in mm 2
dPM : Diameter of propeller shaft at the mid-point
of the taper in the axial direction, in mm
dH : Mean outer diameter of propeller hub at the
axial position corresponding to dPM, in mm
K : K = dH/dPM
F : Tangential force at interface, in N
MT : Torque transmitted; in N.m, assumed as
indicated in [2.2.1]
C : • C = 1 for turbines, geared diesel engines,
electrical drives and direct-drive recip-
rocating internal combustion engines
with a hydraulic, electromagnetic or
high elasticity coupling,
• C = 1,2 for diesel engines having cou-
plings other than those specified above.
RINA reserves the right to increase the value
of C if the shrinkage needs to absorb an
extremely high pulsating torque,
T : Temperature of hub and propeller shaft
material, in °C, assumed for calculation of
pull-up length and push-up load
V : yacht speed at P power, in knots
S : Continuous thrust developed for free run-
ning yacht, in N
sF : Safety factor against friction slip at 35°C
θ : Half taper of propeller shaft (for instance:
taper = 1/15, θ =1/30)
µ : Coefficient of friction between mating sur-
faces
p35 : Surface pressure between mating surfaces,
in N/mm2, at 35°C
pT : Surface pressure, in N/mm 2, between mat-
ing surfaces at temperature T
p0 : Surface pressure between mating surfaces,
in N/mm2, at 0°C
91
Pt C, Ch 1, Sec 7

pMAX : Maximum permissible surface pressure, in speed of rotation N of the propeller, plus pulsating
N/mm 2, at 0°C torque due to torsionals.
d35 : Push-up length, in mm, at 35°C i) For the oil injection method, the coefficient of friction µ
is to be 0,13 in the case of bosses made of copper-based
dT : Push-up length, in mm, at temperature T
alloy and steel. For other methods, the coefficient of
dMAX : Maximum permissible pull-up length, in friction will be considered in each case by RINA.
mm, at 0°C
j) The maximum equivalent uni-axial stress in the boss at
WT : Push-up load, in N, at temperature T 0°C, based on the von Mises-Hencky criterion, is not to
σID : Equivalent uni-axial stress in the boss exceed 70% of the minimum yield strength (ReH), or
according to the von Mises-Hencky crite- 0,2% proof stress (Rp0,2), of the propeller material, based
rion, in N/mm 2 on the test piece value. For cast iron, the value of the
above stress is not to exceed 30% of the nominal tensile
αP : Coefficient of linear expansion of shaft
strength.
material, in mm/(mm°C)
k) For the formulae given below, the material properties
αM : Coefficient of linear expansion of boss
indicated in the following items are to be assumed:
material, in mm/(mm°C)
• Modulus of elasticity, in N/mm2:
EP : Value of the modulus of elasticity of shaft
Cast and forged steel: E = 206000
material, in N/ mm 2
Cast iron: E = 98000
EM : Value of the modulus of elasticity of boss
Type Cu1 and Cu2 brass: E = 108000
material, in N/ mm 2
Type Cu3 and Cu4 brass: E = 118000
νP : Poisson’s ratio for shaft material
• Poisson’s ratio:
νM : Poisson’s ratio for boss material Cast and forged steel: ν = 0,29
RS,MIN : Value of the minimum yield strength (ReH), Cast iron: ν = 0,26
or 0,2% proof stress (Rp 0,2), of propeller boss All copper based alloys: ν = 0,33
material, in N/mm2.
• Coefficient of linear expansion in mm/(mmoC)
For other symbols not defined above, see [2.2].
Cast and forged steel and cast iron: α = 12,0 10-6
b) The manufacturer is to submit together with the All copper based alloys: α = 17,5 10-6
required constructional plans specifications containing
l) For shrinkage calculation the formulae in the following
all elements necessary for verifying the shrinkage. Tests
items, which are valid for the ahead condition, are to be
and checks deemed necessary for verifying the charac-
applied. They will also provide a sufficient margin of
teristics and integrity of the propeller material are also to
safety in the astern condition.
be specified.
• Minimum required surface pressure at 35°C:
c) Moreover, the manufacturer is to submit an instruction
handbook, in which all operations and any precautions sF S F 2 0 ,5
- ⋅ – s F θ + ⎛ µ 2 + B ⋅ ----2-⎞
p 35 = -------
necessary for assembling and disassembling the propel- AB ⎝ S⎠
ler, as well as the values of all relevant parameters, are
to be specified. A copy, endorsed by RINA, is to be kept where:
on board each yacht where the propeller is installed. B = µ2-sF2θ2
d) The formulae and other provisions below do not apply • Corresponding minimum pull-up length at 35°C:
to propellers where a sleeve is introduced between shaft p 35 d PM 1 K 2 + 1- + ν ⎞ + 1 –ν
and boss or in the case of hollow propeller shafts. In d 35 = ---------------- ⋅ ------ ⋅ ⎛ -------------- M --------------P
2θ EM ⎝ K2 – 1 ⎠ EP
such cases, a direct shrinkage calculation is to be sub-
mitted to RINA. • Minimum pull-up length at temperature T (T<35°C):
e) The taper of the propeller shaft cone is not to exceed dP M
d T = d 35 + -------- ⋅ ( αM – α P ) ⋅ ( 35 – T )
1/15. 2θ
f) Prior to final pull-up, the contact area between the mat- • Corresponding minimum surface pressure at tem-
ing surfaces is to be checked and is not to be less than perature T:
70% of the theoretical contact area (100%). Non-con- d
tact bands extending circumferentially around the boss p T = p 35 ⋅ ------T-
d 35
or over the full length of the boss are not acceptable.
• Minimum push-up load temperature T:
g) After final push-up, the propeller is to be secured by a
WT = Ap T ⋅ ( µ + θ )
nut on the propeller shaft. The nut is to be secured to
the shaft. • Maximum permissible surface pressure at 0°C:
h) The safety factor sF against friction slip at 35°C is not to 0 ,7R S ,M I N ⋅ ( K 2 – 1 )
p M A X = -----------------------------------------------
be less than 2,8, under the combined action of torque ( 3 K 4 + 1 ) 0 ,5
and propeller thrust, based on the power P in kW, • Corresponding maximum permissible pull-up length
assumed as indicated in [2.2.1] at the corresponding at 0°C:

92 RINA Rules for Charter Yachts 2006

 Pt C, Ch 1, Sec 7

pM A X 4.2 Testing and inspection

d M A X = d 35 ⋅ -----------
p 35
4.2.1 Inspection of finished propeller
• Tangential force at interface: Finished propellers are to be inspected at the manufac-
turer’s plant by the Surveyor. At least the following checks
2000C M
F = -------------------------T are to be carried out:
d PM
• visual examination of the entire surface of the propeller
• Continuous thrust developed for free running yacht; blades
if the actual value is not given, the value, in N, cal- • conformity to approved plans of blade profile
culated by one of the following formulae may be • liquid penetrant examination of suspected and critical
considered: parts of the propeller blade, to the satisfaction of the
P Surveyor.
S = 1760 ⋅ ----
V
4.2.2 Controllable pitch propellers
P
S = 57 ,3 ⋅ 10 3 ⋅ ------------- The complete hydraulic system for the control of the con-
H⋅N
trollable pitch propeller mechanism is to be hydrotested at
a pressure equal to 1,5 times the design pressure. The
3.1.3 Circulating currents proper operation of the safety valve is to be tested in the
Means are to be provided to prevent circulating electric presence of the Surveyor.
currents from developing between the propeller and the
4.2.3 Balancing
hull. A description of the type of protection provided and its
Finished propellers are to be statically balanced. For built-
maintenance is to be kept on board.
up and controllable pitch propellers, the required static bal-
ancing of the complete propeller may be replaced by an
4 Testing and certification individual check of blade weight and gravity centre posi-
tion.

4.1 Material tests 4.3 Certification

4.1.1 Solid propellers 4.3.1 Certification of propellers
Material used for the construction of solid propellers is to be Propellers having the characteristics indicated in [1.1.1] are
tested in accordance with the requirements of Part D of the to be individually tested and certified. RINA’s inspection
Rules in the presence of the Surveyor. certificate (see Pt D, Ch 1, Sec 1, [4.2.1] and Pt D, Ch 1,
Sec 1, [4.2.2]) are required for material test of propeller and
each relevant component when intended to yachts to be
4.1.2 Built-up propellers and controllable pitch
propellers assigned with ✠ MACH notation.

In addition to the requirement in [4.1.1], materials for studs 4.3.2 Mass produced propellers
and for all other parts of the mechanism transmitting torque Mass produced propellers may be accepted within the
are to be tested in the presence of the Surveyor. framework of the type approval program of RINA.

Table 4 : Controllable pitch propeller monitoring

Symbol convention Automatic control

H = High, HH = High high, G = group alarm
Monitoring
L = Low, LL = Low low, I = individual alarm
Main Engine Auxiliary
X = function is required, R = remote
Slow- Shut- Stand
Identification of system parameter Alarm Indic Control Stop
down down by Start
Oil tank level L

RINA Rules for Charter Yachts 2006 93

Pt C, Ch 1, Sec 7

Figure 4 : Example of sealing arrangement

GLAND

PROPELLER
BOSS

MASTIC OR GREASE
OR RUBBER LINER

RUBBER JOINT

SHAFT

94 RINA Rules for Charter Yachts 2006