Propeller & Propulsion Terminology

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Propeller & Propulsion Terminology

Diameter
Defined as the maximum radius of one blade multiplied by 2.
The diameter of the circle scribed by the blade tips as the propeller rotates.
General rules:
Diameter usually increases as engine power increases and vice versa. (all other variables remaining constant)
Diameter increases for slower boats and decreases for faster boats.
Pitc h
Theoretical definition:
The linear distance that the propeller would move in one complete
revolution through a solid medium not allowing for slip.
Under actual operating conditions, slip occurs as propellers rotate, so
absolute forward movement (actual pitch) is less than theoretical
pitch.
Different types of pitch are:
1. Constant (fixed) pitch - pitch is equal for each radius
2. Progressive pitch - pitch increases along the radial line from
Leading Edge to Trailing Edge.
3. Regressive pitch - pitch decreases along the radial line from
Leading Edge to Trailing Edge.
4. Variable pitch - pitch is different at selected radii
5. Controllable or Adjustable pitch - blade angle is mechanically varied

figure 1

Pitc h Angle (Not to be confused with pitch!)

Angle of the pressure face along the pitch line with respect to the plane of rotation measured in degrees.
Pitch angle decreases from the blade root to the tip in order to maintain constant pitch.
Relationship between Pitch & Pitch Angle
Formula: Tan a = Pitch / 2P r
where: a = pitch angle and r = radius and P=Pi (3.14159)
Pitc h Line
A line that passes through the Leading Edge and Trailing Edge of a blade used as a reference for pitch angle.
Propeller Centre Line (PCL)
Linear reference line passing through hub centre on the axis of propeller rotation.
Propeller Centre Axis (PCA)
Linear reference line that locates the blade on the hub. Perpendicular to the Propeller Centre Line (PCL).
Blade Centre Axis (BCA)
Linear reference line that indicates propeller rake.
Blade Centre Line (BCL)
Reference line that intersects each cylindrical section at the midpoint of the blade section width.
Indicates propeller skew.
Rake
Propeller blade will slant forward or aft from the Blade Centre Axis (BCA).
Positive rake - blade slants towards aft end of the hub.

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Negative rake - blade slants towards forward end of the hub.

Can be specified in inches at the tip or in degrees.
Skew
Blade Centre Line is curvilinear sweeping back from the direction of rotation. Contour of the blade is not radially
symmetrical about blade centre axis.
Trac k
Measurement of axial position of all blades with respect to each other.
Rotation
Right hand propeller rotates clockwise when viewed from astern facing forward.
Left hand propeller rotates counter clockwise when viewed astern facing forward.
Twin screw applications utilize both LH (port side) and RH (starboard side) rotating propellers.
Blade Numbering
By convention the blade located at the position of the keyway is identified as Blade 1, the next blade in rotation is
Blade2 and so on.
Blade Sec tions
Referred to as Cylindrical Sections.
Hub & fillet area account for about the first 20-30% of the sections.
Blade Sec tion Length & Stations
Section length is the same as blade width.
Each station is expressed as a percent of radius increment ( eg 40 radius is 40% of the blade radius).
Blade Sec tion Ty pes
Nac a: Symmetrical section. When performance is equal going astern or ahead.
B.Troost: The most commercially used hydrodynamic profile (airfoil).
Ogival: Used when pressure-cavitation conditions are higher, this section
withstands more pressure before cavitation reaches 3-4%, but is less efficient
than B.Troost.
Hy brid: By combining both the B.Troost and Ogival, this hybrid maximizes the
benefits of both sections.
Airfoil sec tion - resemble traditional airplane wing sections - i.e. rounded
Leading Edge, maximum thickness at about 1/3 length of blade aft of the
Leading Edge.
Superc avitating sec tion - high speed application Sharp Leading Edge,
maximum thickness near Trailing Edge.
Blade Thic kness
A blade is thickest at the root for structural integrity.
Within each radial section, the point of maximum thickness may not necessarily
coincide with the midpoint of the chord length.

Aerofoil
Crescent

Blade Thic kness Frac tion (BTF)

Maximum blade design thickness as extended to the propeller centre line / propeller diameter. Blades must have enough
thickness to achieve desired sectional shape and provide sufficient strength under loading. Blades that are too thick
produce less propeller efficiency.
Disc Area
Area of the circle scribed by propeller blade tips (P r) where P=Pi (3.14159) and r = radius (1/2 diameter) of the
propeller.
Projec ted Area Ratio (PAR)
Area of projected outline of propeller divided by disc area.
Smallest area ratio.
Developed Area Ratio (DAR)

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Similar to Projected Area Ratio if pitch were 0.

Area of blade rotated to 0 pitch divided by disc area.
Most widely used area ratio reference.
Expanded Area Ratio (EAR)
Similar to Developed Area Ratio with sections "unwrapped" from hub.
Largest area ratio.
Camber
Defined as curvature in the mean thickness line of the blade section.
Blade Tip
Maximum reach of the blade from the centre of the hub.
Separates the leading and trailing edges.
Leading Edge (LE)
Edge of the blade that first cuts the water.
Trailing Edge (TE)
Edge from which the water exits the blade.
Blade Fac e (Pressure Side or Pitc h Side)
Side of the blade facing toward you while viewing from the vessel's stern.
Blade Bac k (Suc tion Side)
Side of the blade facing away from you while viewing from the vessels stern.
Blade Root (Fillet area)
The area where the blade attaches to the hub.
Hub
Solid cylinder located at the centre of the propeller.
Bored to accommodate the engine shaft.
Hub shapes include cylindrical, conical, radius, & barrelled.
Key w ay
Slender rectangular slot broached into the interior of the hub.
Helps to secure propeller to the shaft and prevent rotational slipping on the shaft.
Cup
Small radius or curvature located at the trailing edge of blade.
Cupping, helps to reduce or delay cavitation.
Helps to reduce slip, thus increasing actual pitch and usable thrust.
Cavitation
Cavitation is the phenomenon of water vaporizing or boiling due to the
extreme decrease in pressure on the forward, or, suction side of the
propeller blade. Cavitation can be caused by nicks in the leading edge, bent
blades, too much cup, sharp corners at the leading edge, incorrect matching
of propeller style to the vessel and engine or, simply high vessel speed.

Cavitation

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Ventilation
Sometimes the term cavitation is used when in reality ventilation is actually occurring. Ventilation is air from the
water surface or exhaust gases being drawn into the propeller blades which causes the propeller to over rev and lose
thrust. This is the effect that you sometimes feel when you are running in a following sea in rough weather.
Singing
Some propellers in service produce a high-pitched noise, often referred to as Singing. This sound typically is a clear
harmonic tone much like a humming or ringing wine glass.
More of an annoyance than anything harmful, the causes of singing are not completely understood. Many theories have
been put forward to account for the phenomenon of Singing, but it appears to be affected by critical factors for which
the theories make no allowance. For example a twin-screw vessel has one propeller that sings and the noise is
eliminated just by switching position of propellers. Or a singing propeller is replaced by an identical spare Propellers
which is found to be silent. Also the lower the number of blades on a prop the less chances of "singing".
Anti-singing Edge
The singing is a result of propeller diameter and R .P.M. , Boat speed and Trailing-edge thickness and shape or
roundness. In most of the cases not much can be done on Diameter, Rpm's or speed, but we can modify the Edge
Geometry. This has been the Strategy for all efforts to eliminate singing.
Most Propeller professionals (and others) are familiar with the Anti-singing Edge a Chamfering of the Trailing edge,
typically on the Suction side. This shape avoids the creation of curving flow eddies by cleanly separating the water flow
off the blade.
The following graphic shows the Chamfering that goes from 0.5 or 0.4 Radius to the tip of Suction Side.

However the adoption of unduly thin edges can result in erosion or fracture of the blade near the edges. Anti-sing Edge
may be considered as a last resort to minimize the Singing of an existing Propeller.
Slip
The difference between the theoretical distance the propeller should travel in one revolution and the actual distance
the vessel travels.
For example if you cruise at 2000 rpm and your vessel has a 2:1 reduction gear, a wheel with 24" pitch, your
theoretical speed through the water should be 19.74 knots (the distance a 24" wheel should move in one hour). In
reality your vessel only does 14 knots at 2000 rpm on a calm day with no current, the difference is slip.

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