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 I Report- No. 67-163-AH

I Contract No. N62558-4555

Series of Model Tests on Duted
I Proellers.
Final Report
1 November 1967.

' I

'I

I
I
 METHERiANDS SHIP MODEL BASIN
WAGENINGEN eport NO. 67-163-AH 1.

SERIES OF MODEL TESTS ON DUCTED PROPELLERS.

(Final Report)

4by

IL Ir. M.W.C. Oosterveld

This research Was carried out under the Naval Ship Systems Command
General Hydromechanics Research Progrm. SR 009-01-01, administered
by the Naval Ship Research and Development Center. Prepared u-nder
Ethe -Office of Naval Research Contract
L. N62558-4555

A This document is aubject to special export controls and each

transmittal to fore1g Governments or foreign Nationals ma be
made only with prior approval of the Naval Ship Research and
Development Center, Washington, D.C. 20007.

-[

Jut.
ic ag 1519
or, 41-
 NETHERLANDS SHIP MODEL DSN PAIGE
WAGENINGEN Report No. 67-163-AH 2.

Ii
Contents:

Abstract
Administrative information

1. Introduction
2. Method for the calculation of systematic nozzle series
3. Experiments with systematic series of nozzles shapes
3.1. Nozzle shapes selected for the experiments
3.2. Open Water tests
3.3. Cavitation tests
3.4. Presentation of the tests results
4. Discussion of the theoretical and experimental results
5. Conclusions

References
List of Figures
List of Tables
List of Symbols
Appendix A

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 J

NETHERLANDS SHIP MODEL BASIN PAGE

WAGENINiGEN Report NO.67-163-AI 3.

Abstract.

This report presents the results of open water tests and observation
i [ of the cavitation chdracteristics of systematic series of flow
L decelerating typie of nozzles (or pumpjets). The tested nozzle shapes
have been derived theoretically. The results of these theoretical
calculations and of the experiments, are precnted in a non-
dimensional form in graphs and tables.
A discussion of the results is given.

Administrative information.

This research was carried out under the Naval Ship Systems Command,
General Hydromechanics Research Program SR 009 01 01, administered
by the Naval Ship Research and Development Center. Prepared under
the Office of Naval Research Contract
N 62558 4555
- This document is subject to special export controls and each
transmittal to foreign Governments or foreign Nationals may be
made only with prior approval of the Naval Ship Research and
Development Center, Washington, D.C. 20007.

[
[

I
I!
 -• z~ -._ - w- w-------- - - - -- --

I
NETHERLANDS SHIP MODEL BASIN PAGE

IFI
WAGENINGEN Report NO. 67-163-AH 4.

1. Introduction.

I Important parameters for the design of the nozzle of a ducted

propeller are (see also Fig. 1):
I the thrust coefficient, CT=T/Y2a/Ve//D =
the propeller thrust - total thrust ratio, =T
and further the nozzle length - diameter ratio L/D , the thickness
distribution and maximum thickness of the nozzle profile S/L,
the percentage of nozzle length in front of the propeller a/L,
and the hub-diameter ratio d/D A

The ducted propeller with the accelerating flow type of nozzle

Ihas been tested extensively in the past and is now frequently
used in-cases where the ship screw is heavily loaded. A positive
thrust is developed on the accelerating nozzle ( T <1 ). For heavy
screw loads (CT> 2-3) eA accelerating nozzle can improve the
1 efficiency of the propulsion system.

The application of the flow decelerating nozzle may be attractive,

if retedation of propeller cavitation phenomena is desired. This
retardation of propeller cavitation will also lead to a reduction
in noiv level which may be of importance for tactical reasons.

The reduction of the flow rate inside the decelerating type of

I nozzle, results in an increment of the static pressure tt the
impeller. This increment is attractive from a point of view of
1 retardation of screw cavitation. The duct Itse-lL: however.., will
produce a negative thrust ( T >1 ). In order to compensate for
I this thrust loss (induced nozzle drag), the screw loading must be
increased. An improvement of cavitation properties of the screw
3 will therefore only -be obtained if the Gain in static pressure at
least compensates the unfavourable effecit of he increased screw

1 load'ing.

- I-
 1-II
I NfHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report NO. 67-163.-AH 5.

The present report presents the results of investigations into

suitable nozzle shapes for flow decelerating nozzles. These
investigations are a continuation of the investigation which
has been carried out wA.er the Bureau of Ship's, General
Hydrodynamic Research Program, S-R009-01-01, administered by
the Naval Ship Research and Development Center, contract number
X 62558-3960 and which covered the following details (see also
Ref. I]
CLI
- Development of a simplified method for the calculation of
nozzle shapes based on vortex theory. The effect ot a ±'lntte L
hub and the thickness of the nozzle profile was taken into
account.
- Selection of three nozzle shapes with the aid of the abore

theory, each desiged for operating at the same thrust

coefficient CT (CTi 0.95)t but foz' different propeller
thrust-total thrust ratios Z3 (, so .00; 1.15 and 1.0).
Measurements in the cavitation tunnel were performed with
these nozzles.
- Investigation of the validity of the approximate method for
the calculation of the nozzle propeller performance by a
comparison with the results of the measurements in the
cavitation tunnel.

The present report gives the results (if the calculations of

suitable nozzle shapes for flow deceleorating nozzles in a more
detailed way.
A nqmber of nozzle shapes with the fo llowing variation of the
design parameters have been manufactu:ced and tested:

II

11
 NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report NO. 67-163-AH 6.

Nozzle, _____
____0

No. CT L/D 2/L S/L d/D

30 0.95 1.00 0.6 0.5 0.15 0.20

31 0.95 1.15 0.6 0.5 0.15 0.20
32 0.95 1.30 0.6 0.5 0.15 0.20

33 1.00 1.20 o.6 0.5 0.15 0.20

34 1.00 1.20 0.6 0.5 0.09 0.20
35 1.00 1.20 . 0O5 0.10 0.20
36 o
.0 1.20 1. 0.5 0.-075 0.20

The experiments with these nozzles in combination with a screw

series designed for nozzle no. 31, were carried out both in the.
towing tank and in the cavitation tunnel. The results of the open
water tests (with all nozzles shapes) and of the flow observations
] inthe cavitation tunnel (with nozzles nos. 33 and 36) are shown
graphically in non-dimensional form. A discussion of the results
]is given.

2. Method for the calculation of systematic nozzle series.

A simplified method has been used, based on, vortex theory, to

3enable the calculation of the nozzle propeller characteristics
ot systematic series of nozzle shapes. The calculations were
Ibased on the assumption that the forward velocity of the ducted
propeller system .wa,. ,p;,_4.--, C d the i lr Und
nozzle loading were sufficiently low to permit the application
of a linearized theory.

J The ducted propeller system considered was assumed to consist

of an annular airfoil surrounding an impeller having an infinite
I number of blades. The impeller is regarded as a uniformely loaded
actuator disc, set normal to the free stream. It is driven to
3 rotate inits own plane with angular velocity W.

I.
 KETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report NO. 67-163-AH 7.

The nozzle was represented by source and vortex rings, axially

distributed at the nozzle mean radius. The source distribution
represents the thickness effect of the nozzle; the vortex density
along the nozzle, representing the nozzle loading, was chosen
sinusoidal with zero strength at the leading and trailing edges
of the nozzle.,

The total induced velocities due to the different vortex daid

source distributions representing the impeller and the nozzle
can be calculated according to the law of Biot-Savart if the
main,dimensions of the system (Lh/, 2/L, d/L S/L and the
thickness distribution of the nozzle), the advance coefficient
of the screw ( J =Ve/D and the loading of the impeller and
,nozzle are given. The impeller thrust and torque, the thrust on
the nozzle and the ideal efficiency of the system can be calculated 1
now for the chosen values of the design parameters. U
In addition, the shape of the nozzle and the pressure distribution
along the nozzle can be computed.
The method for the calculation of the ducted propeller
characteristics is, in a more detailed way, given in Appendix A.

It, is shown in Appendix A, that for the chosen load distributions

of impeller and nozzle, the shape of the nozzle is completely
determined by the values of the thrust coefficient CTo , the
impeller thrust - total thrust thrust ratio %ou and the main
dimensions of the ducted propeller system. Here, the subscript
"o" denotes that ducted propeller system is considered with an
ipii-
"- r6tatinig at infinlte an-glar' v-16ity or wit! A advance
coefficient eqa'dl to zero. Then, the tangentially induced IL
velocities and consequently the losses due to the rotation of
the fluid are zero. The case that the impeller rotates with an
infinite angular velocity coincides with the case that the impeller
rotates with finite angilar velocity while a stator is used to
eliminate the rotational losses.

NJ
 NETHERLANDS SHIP MODEL BASIN PA
WAGEN;NGEN Report NO.67-163-APi 8.1

I
Starting from given thrust coefficients CT0 , thrust ratios T,0
(thus at 0J 0), and the main dimensions, the -characteristics
of a number of ducted propellers were calculated. It must be
noted that for the thickness distribution of the nozzle profiles,
of all nozzles given in this report the NACA four-digit wing
section basic thiclmess form was used.
IFirst,the shape and the pressure distribution along these nozzles
were derived. Secondly, the thrust coefficient CT , thrust ratio
T, and the ideal efficiency % cf these ducted propellers were
calculated over a range of advance coefficients J

IThe data used for the computations and the results are- given in
the Tables A,, A and A of Appendix A. Some results are presented
2 3

in the Figs. 2 through 9. FiYgs. 2 and 3 show the effect of the

thrust ratio TLo on the shape of the nozzle and the
characteristics of ducted propeller systems.
The effect -of the nozzle length, diameter ratio L/D and the
thickness ratio of the nozzle profile S/L are shown in the
Figs..4 and 5 and the Figs. 6 and 7 respectively. The pressure
distributions along the interior and the exterior surface of
various nozzles are given in the Figs. 8 and 9.

The afore mentioned method for the calculation of the ducted

propeller characteristics enables the analysis of the sectional
J lift coefficient CL of the nozzle undex design condition.
Analyses of the sectional lift coefficient CL have been made
I. for nozzles with different thrust ratios T O , different
thickness ratios, S/L and different no;zzle length diameter.
Iatibs LiD . The results which are independent of the value
of the thrust coefficient CT, , are presented in Fig. 10.
The minimum pressure at the exterior surface of the nozzle and
'the mean pressure at the impeller plate are resented in non-
dimensional form in Fig. 11, as a function of t , L/D and S/L

• • •
 NETHERLANDS SHIP MODEL BASIN PAGE
WrEIGNReport NO. 65'-103-MI 9.G

Finally, an approximate method of calculation has been followed in

order to determine whether an improvement of the screw cavitation
characteristics can be obtained by application of a nozzle. A
comprehensive set of data on the cavitation properties of
propellers designed according to the vortex thoory (see Ref. [2] )
permits the introduction of the following empirical relation for
the minimum pressure on the screw blades:
'" ' [ I]Pmin, it.,1.
[2.A +O.6 ZC T
[Cpmi] screw /2- 8[A+O.2]
'/2 /0V8rFA e/+. 2

where the blade-area ratio and the number of blades of the screw
are denoted by Ae/A and Z respectively. The ducted propeller
may now be regarded as operating in open-water with an equivalent
uniform stream velocity ( Ve + Un ) and an equivalent static
pressure of the undisturbed stream LPCO +/2PVe 2-/ 2/0(Ve+ Un) 2 •
Term Un denotes the mean axial velocity at the impeller due t*o
the nozzle action. The relation between U n , CT and % has
been o-alculated with the aid of the vortex theory given before.

Hence, the minimum static pressure coefficient on the imeiller

blades of the ducted propeller may be written as:

" .
"FCpmin ducted Pmin-
2P Po
______Un ,_ 7C2h+ .6Z~tCT
to Ve'lA+(121(+-"
_2

L propeler YPV A/+2y

Mia1:c of "the presur e ie nt CPmin corresponding to
duc'ted propellers With different thrust coefficients CT and
thrust ratios tC , and for Ae/AmI and Z= 5 Were made. The
result is presented in Fig. 12.
 I

NETHERLANDS SHIP MODELL,4ASIN PAGE

WAGENINGEN ReportNO. 67-163-AH 10.

3. Expe7.iments with systematic series of nozzle shapos.

13.1.Nozzle shapes selected for the experiments.

IIThe main dimensions and the assumed impeller and nozzle
loadine of the nozzles selected for the experiments were
jmentioned already in the introduction and are given in
Table I.
The follo,:'inS variations of the desiG, coefficients of the
nozzles were considered:
- variations in the thrust ratio "o at the design thrust.
Acoefficient CTo (nozzles nos. 30,31 and 32)
- variations in the lenGth-diameter ratio L/D
II (nozzles nos. 33, 35 and 36)
- variationo in the thickness ratio of the
jozzle prcfiles S/L (nozzles nos. 33 and 34)
The nozzle ohapes iro presented in the Figs. 13, 14
and 15 anA are bulated in Table II.

The experiments were all carried out with a series of five

bladed Iaplan type screws (1d 5-100 series). The Kd 5-100
series screws were designed in combination with nozzle
]no. 31. The pitch distributions of the screws depend on
the velocities induclid by the nozzle at. the impeller
plale and on the rad:Lal load distributions of the screws.
Particulars of the screw, models are j iven in Table III and
] in Fig.16. The screws were located in the nozzles with a
uif=-cM, ItA&p i 7 it (a- out 06.4 P ii-ent of the
barne
3 screw diameter D ).

5.2. 'Open-water tests.

The tests were cai.ried out with the usual tank apparatus
for open-water tests of ducted propellers.

I
 NETHERLANDS SHIP MODEL BASIN PAGE
-c- WA.NINGEN Report, No. 67--163-AH 11.

Pig. 17 shows the measuring equipment which is fixed under the

F
carriage running over the tank during the tests. The usual
routine of open-vater tests was followed; the RPM of the screw
was kept constant and by varying the speed of advance the
desired value of the advance coefficient J was btained. The
RPM was chosen as high as possible to obtain a high Reynolds
number. Speeds above 3 m/sec could not be investigated on account L
of the towing carriage. The tests were normally made at 350 RPM
of the screw. u
3.3. Cavitation tests.

The nozzles nos. 33 and 36 were tested in the NSMB cavitation l

tunnel no. 1, having a 90cm x 90cm closed working section and
a uniform flow distribution. A description of this facility is
given in Ref. [6] . The nozzles were fitted to the tunnel wall l
by means of faired struts.
During the tests the RPM of the screw was kept constant and by I
varying the pressure and the water velocity in the tunnel the
region ° of bubble cavitation at the exterior surface of the
nozzle waz determined. The tests were normally made at 1200 RPM
of the screw. Corrections were applied to the velocity and the
pressure for tunnel wall interference. These corrections were
JJ
based on the thrust identity of the screws in the tunnel and
in the open-water condition.

-3-0 Presentation of the test results.

.4.

All the open-water test results were faired by computer and jjK
plotted in the conventional way with the coefficients:
KT= T

: KTn Tn ,

KQ=~
Q-"2r D4
3'i
2 KQ
 "AGE
NETHERLANDS SHIP MODEL BASIN
WAGENINGEN Report NO. 67-163-AH 1 2b

';I
mV

as functions of the advance co-fficientO, nY.. The diagrams are

Iigiven as Figs. 18 through 23'. It must be noted that in the
presentation of the test results (Figs. 18 through 23) the,
diameter D denotes now the tip diameter of the impeller.
In addition the test results were plotted with the coefficients:
CT__T 8 Kr.

i]

jj
7p= 2KQ

as functions of the advance coefficient J . These diagrams

are given in the Figs. 25 through 31.
The experimentally obtained relations between the thrust
coefficient CT and the thrust ratio r of the various
nozzles are given in the Figs. 32 and 33. In addition, the
design thrust coefficient CT and the design thrust ratio T,
I are given in these Figures.

I For design purpose, various practical results can be derived

from these diagrams. For instance, in the case where the torque
Q of a screw and 'Ve end n are given, the determination
of the optk- diae-te frnm a pL-.; O:0 '0".ficie o
the ducted propeller system can be solved by plotting '?p
and _1(01.2 7) as functions of:
S= KQ _n5
r1 fl1

PV.52
P r/Ve5
The well-]mown coefficient B is rela;e "O the above
expression by the equation:

B!33.O82K1
 NETHERLANDS Ib4P 14ME WAIN PC

WAGgNiNGIN Report NO; 67-1 63--A 13.

iI

For all the nozzles the coefficients and S

ep are given for
optimum diameter in the Figs. 34 and 35 on a basis of B p
In addition, the relation between Bp and CT for the different
nozzles are given in these diagrams.

As a compasrison, the optimum curves for efficiency 'pY

diameter coefficient and thrust ratio t of the Ka 4-70
screw series in nozzle no. 19A, the B 4-70 screw series and the
Kd 5-100 screw series in nozzle no. 33 are given in Fig. 36 on E
a basis of Bp a Nozzle no. 19A is the standard nozzle profile
applied by the NSMB in the case of heavy loaded screws. This
nozzle is of the accelerating flow type (see Ref. [4] and [U
} Screws-of the B 4-70 screw series are usually applied behind
single screw ships. (see for instanceRef. [71

Finally, the results of investigations in the cavitation tunnel

with the nozzles nos. 33 and 36 are given in Fig. 37- In this
diagram, the faired curves for the onset of bubble cavitation
at the exterior surface of the nozzles are given as a function
Of CT II
The cavitation number 0 was based on the speed of advance of
the ducted propeller system:
wherev

Ve'1
where Pe denotes the vapour pressure of the water.

A large number of theoretical investigations have been conducted

on ducted propellers during the past thirty years. A general
review of recent studies on ducted propellers has been given by
Morgan and Voigt [3 .

LI
r - . i
 NETHERLANDS SHIP MODEL BSIN PAGE
'WAGENINGEN Rtaprt NO. 67".163-AH 14.

They classified the calculations of ducted propellers into two

types:
- The direct,problem of the ducted-propellers, in which the
- 1geometry of the ducted propeller system is given and the
pressure distribution and force on the dict must be
determined
- The inverse problem of ducted propellers, in which a certain
combination of impeller forces and duct forces are given and
] the shape of the nozzle must be determined.
The present investigation is concerned with the inverse problem
Jalthough a slightly different approach has been chosen. In this
approach the nozzle shape was determined for a given uniform
iI loading of the actuator disc representing the impeller & A.for
a given circulation of the nozzle., From a point of view of
simplicity in computation this method is very attractive, however,
it gives only the possibility of deter'ining nozzle shapes which
will operate satisfactory for a given flow condition.

Some of the more general results of the computations were

I presented in the Figs. 10, 11 and 12.
The result of the analysis of the sectional lift coefficient
J ICL of nozzles waa given in Fig. 10. The value of the lift
coefficient of the nozzle will give a rough indication with
respect to the, danger of flow separation on the nozzle.
From two-dimensional airfoil flow it is well known that flow
separation will occur when the lift coefficient CL exceeds
- a value of about 1. From Fig. 10 it can be seen that the risk
or -flow -separtion -on the Xteri6r dti~fdd of the nozzle is
I small, even in the case of large thrust ratios G . The
application of the decelerating type of nozzle results in an
increment of the pressure at the impeller and a reductio of
the pressure at the exterior surface of the nozzle. Minimum
pressures which may occur at the exterior surface of the
decelerating nozzle were given in Fig. 11.

I!
 NETHERLANDS SHIP MODEL BASIN
WAGENINGEN ReportNo. 67-163-AH 15.

The effect of nozzle length and maximum thickness of the nozzle

-'profile on the minimumpressure were shown in this diagram. The
result of the analysis of the minimum pressure at the impeller
blades of a ducted propeller was presented in Fig. 12. This diagram L
shows that, for the, particular screw -onsidered ( Ae/A = I Z = Oil
only for low values of CT , the flow decelerating type of nozzle
affects favourably the cavitation properties of the screw. if
ducted propellers with larger blade area ratios of the impeller
or with more rotor rows are considered, the flow decelerating type
of nozzl, may even for larger values of the thrust coefficient CT
favourably affect the cavitation properties of the screw. E
The results of the experimental investigations were shown in the
Figs. 18 through 37.
"'.e relationship between the thrust coefficient % and the thrust
-.
atio 1; of nozzle no. 33 in combination with the various screws
of the Kd 5-100 screw series was-shown in Fig. 33. It can be seen
from this diagram, that, as might be expected, this relationship
is approximately independent of the pitch ratio of the screws.
The small differences which occur may be explained by the U
differences in rotational losses and radial load distributions
of the screws and by frictional effects. The relationships between
CT and M of nozzles nos. 30, 31 and 32 (Fig. 32) and nozzles
nos. 34, 35 and 36 (Fig. 33) was, therefore, only given for the
screw with a pitch ratio of 1.4. In addition, the dabign thrust
coefficiants CT and thrust ratios T at J = 0 and 3 = 1.0
of the various nozzles were given in the Tips 32 *a'! .. AlthouihU
a number of simplifying assumptions were reds In the development
of the theory for the numerical caloulations of the nozzle shapes, L
(it was a linearize? theory, the impellor was rerAnted by a
unifopoly loaded actuator disc, tip clearance effects tere not H
ta..e.i into acrdnt, the effect of ri tion ,'as nolctcd) a
reasonable ag.reeaenl between the calculated reltcnship of CT
anf. , of the, vviou. nozzle W tc a' o;.:ir:eCL ." the o -cn-
 NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report NO. 67-1G3-AK 16.

I
!
The open-water efficiency ?p and the diameter coefficient 9
of the various nozzles were given for optimum condition from
the view point of efficiency in the Figs. 34 and 55 on a base
] of Bp . In combination with the Figs. 32 a-d 35, these dish'rame
show clearly that, by comparing the properties of the d'.fent
nozzles, the open-water efficiency- p decreases with inc3:uusing
thrust ratio C . The diameter coefficients of the various
nozzles are nearly the same.

Optimum curves for open-water efficiency p, diameter coefficient

& and thrust ratio T. of the Ka 4-70 screw series in nozzle
no. 19A, the Kd 5-100 screw series in nozzle no. 33 and the B 4-70
screw series are presented in Fig. 36.
Typical Bp - values for different ship types are:

torpedo's Bp <1O - or CT<O. 5

twin-screw ships S 10 - 15 sn 0.5 - 1.0
fast warships (frigates) o10 - 25 0 0.5 - 1.5
single-screw cargo ships a15 - 35 in 1.0 - 2.5
tankers Sa 35 - 70 ta 2.5 - 4.0
towing vessels (tugs, pushboats) >80 >5.0

The lightly loaded screws of fast ships are on the left hand side
of Fig. 36 while the heavily loaded propellers of tow'ing vessels
3are on the right.

The propulsive efficiency of a ship depends on the open-water

efficiency of the screw and the mutual interference of screw
and, ship, A .eore* behind , I ., .A." _i. , aula " -r-c ^ -

Ithe drag of the ship because of tl-e low pressure due to the
acceleration of the flow in front if the screw. This increase in
1drag is called "hrust deduction".
The accelerating nozzle (,nozzle no 19.), i..compared with a
conventional screw propeller (B 4-7! screw series) Gives raise
to an improvoment in open-wator uff Ix [onr* qp in the case of
:I heavj screw loads (coo Fim. "36). Heoyvvr, feom tho viowpoint of

I-
'II PAGE
iIl
NINIRLANDS SNIP MODEL BASIN
WAGININGiN Rep Drt NO. 67-163'.AK 17.

thrust deduction, the application )f this nozzle type is

questionable. The decelerating noz;i1e (nozzle no. 33) has a
relatively low open-water efficien(jy; with regard to thrust
deduction, the application of this 'nozzle type may be attractive.
I *,,he case of heavy screw loads (ill types of towing vessels)
the attractiveness with tegard to propulsive efficiency of
application of the accelerating nozzle has been demonstrated in
practice in the course of the past thirty years. For middle and
lower screw loads (tankers and single-screw cargo ships) the
increase in propulsive efficiency through application of an
accelerating nozzle strongly depends on the stern-nozzle:[I
configuration.
-Inthis range of screw loads, however, the application of a
decelerating nozzle may also become attractive when other then
hydrodynamic factors influence the choice..

It can be seen from Fig. 36 that at low Bp-values the open-water

efficiepoy of both the accelerating and the decelerating nozzle
decrease with respect to the efficiency of the B 4-70 screw series.
This fact can be explained by the relative increase of the
frictional and the induced drag of the nozzle. The curves of the
diameter coefficient & of the accelerating and the decelerating
nozzle almost coincide; the B 4-70 screw series has a larger
optimum screw diameter. It is interesting to note that the curves
of the diameter coefficient based on the maximum diameter of the
system & of both the accelerating and the decelerating nozzle
and of the B 4-70 screw series almost coincide.

The cavitation numbers at which incipient bubble cavitation at

the exterior surface of the rPozzle non. 33 and 36 was observed,
are presented in Fig. 37. Comparing the results given in this
diagram with those of the rough analysis of the minimuat pressure
at the impeller blades of a ducted propeller (with Ae/A -,I and
Z- 5) it can be concluded that only at very low screw loads

leI
 - ... - -J
NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report NO. 67-163-T 18.

SCT > 0.6), cavitation phenomena at the exterior surface will

occur before the screw cavitation. If impellers with a larger
blade area ratio or with more rotor rows are used, then the
Iducted propeller system will become more critical for cavitation

I phenomena at the exterior surface of the nozzle.

Finally, it must be noted that no experiments were carried out

to determine the effect of a small angle of attack on the
cavitation performance of the tested nozzle shapes. The equipment
for performing these experiments did not operate satisfactory.

5. Conclusions.

As a result of the investigations the following conclusions

3can be made:
- The risk of flow separation on the exterior surface of the

flow decelerating type of nozzle is small, even in the

case of large thrust ratios.
Whethe' an improvement of the screw cavitation properties
] can be obtained by application of the decelerating nozzle,
depends on the particulars of the screw considered. A rough
analysis shows, that for screws with Ae/A - I and Z- 5,
the flow decelerating nozzle favourably affects the
cavitation properties of the screw only at low values of
the thrust coefficient CT ( CT < 1.5). In the case of
large thrust coefticients, the flow decelerating nozzle will
favourably atfect the cavitation properties of the screw if
ducted propeIler rwpt.lrd area ratio8 of
!1y=t.rns
the screw or with more rotor,roirs are used.
Although a number of simplifications were used in the

development of' the theory for numerical calculation of the

nozzle shapes, a reasonable agreement was found between the
Jcohpiuted properties of the nozzles and those obtained by
the open-watfr tests.
I
 MODEL
SHW ASIN PAGE

r - WAGININGEN Report NO. 67-163-AH 19.

.he re exists a fixed relation between the thrust coefficient

CT and bbe -thrubt ratio T of x nozzle, which relation is
appioximately independent of the particulars of the screw
zcnsidered. hiaproperty determines the range of application
Of the, hokve'
y comptngp,the open-water efficiency for optimum condition
-BY
of variousp, cucted propellers, it was found that the efficiency
SOfithe 6ystem decreases with increasing value of the thrust
ratio . The optimum diameters of the various systems were 1
about equal. It wat interesting to note that for optimum
condition the maximum diameter of both the accelerating uG
the decelerating nozzle and the considered screw series were
nearly the same.

11

!
 4iTEITLANDS £Nh) MODEL BASIN I PAGE
WAGENINGEN Report NO.67-163-AH 20.
I

References.

1]Oosterveld, M.C., "Series of L6del Tests on Ducted

KPropellers". N.S.1L.B., Report on Contract -No.N 62558-4555

(October 1967).
2] Keller, J. auf'm, E"ige aspecten bij het ontwerp van
scheepsschroeven", Schip en Werf (December 1966).
[31 Morgan, LB. and Voigt, R.G., "The Inverse Problem of the
Annular Airfoil and Ducted Propeller", ))avid -aylor
Model Basia Rport 225-1 (September 1966).
S[4] van kanen, J.D. , -"Effect of Radial load Distribution on
the Performanct of Sbrouded Propellers", Paper No. 7,
j R.I.N.A. (Mareb. 1962) .
[5] van Manen, J.D. and Oosterveld, M.W.C., "Analysis of
]Ducted Propeller Design", Paper No. 13, S.N.A.M.E.
(November 1966).
[6] Witte, J.H. and Esveldt, J., "Recent Improvements in the
Large Cavitation Tunnel of the Nether7ands Ship Model Basiti',
International Shipbuilding Progress, Vol. 13, No 146
J(October 1.966).
[7] "PrinciPes of Naval Arch-itecture", T!hblished by the Society
of Naval Architects and Jarine Egineers, New York (1967).

]
I
I
I
It

! -- ~--
 NETHERLANDS SHIP MODEL BASIN PAGE
WAG|NINGtN Report.No. 67-163-AR 21.

List-of-Figuires
, C

Figure 1. Duoted Propeller

1 2, Mean lines and oharacterintios of systematic series
of nozzles with CTo - 0.5 and ro 1.0; 1.2 and
1.4.
36 Mean lines and charateristics of systematic series
of nozzles with CTo w 1.0 and To- 1.0; 1.2 and

4. Mean lines and characieristics of systematic series

of nozzles with CT
0 - 0. T,= 1.2 andi different
LYD ratios ( LD/ 0.3; 0.6 and 0.9).
5. Mean lines and characteristics of systematic series
-of nozzles with CTo = 1,0; T0 - 1.2 and different
YDratios C L/0 0.3; 0.6 and 0.9).
1 6. Mean lines and characteristics of systematic series
of nozzles with CTo - 0.5; T 0 = 1.2 and different
I thickness ratios S/: ( S/L - 0;- 0.05; 0.10 nd.
0.15).
j 70 Mean lines and characteristics o systematia
series of nozzles with CTo 1 10; Low 1.2
- and different thickness ratios S/L. ( S/L - 0; 0.05;
0.10 and 0.15).
8. Pressure distribution along interier and exterior
surface of nozzles with 'CT0 - 0.5 and t0 - 1.0;

9. Pressure distribution along interior and exterior

surface of nozzles with CTo .0 and T.0 1.0;
1.2 and 1.4.
10. Sectional lift coefficient CLOf the nozzle as a
function of T , L/D and SL
11. Mean static pressure at propeller plane and
minimum static pressure at ex.,erior surface. u,
nozzle as a function of T., L/D and S/L.

U'P
 NETHERLANDS SHIP MODEL BASIN PAGE1
WAGENINGEN 2.z12.

Fi~ure 12. Llin mct pxenure at tho ixfpellero blades o;? aI

&actedpreopelle~o.
13. Paiculars of nozz3le-s nos~. 30, 31 ax.A "2.
14. P'articulars of nozzlw nos- 3 , 35 apd 75$.
15. Particulers cf inotzlo nos. 33 and 34.
C1G. -Particulax-s of screw maodels of the Ka -0
17screw7 series. £~oe ae o50
17-Kco-mi1--C,
ouirxoi o opn-vaertes-ta with

18. open vetC2r test r eaults of nozzle no-. 30- ( KT; KTn;
KQ ccif
~ 3.;s fu-nctions of 3)
19. Open viater -tests rr-sults o~f nozzle no,, 1j (KT; KTn;
KQ".n- r~ as functio-nt_ of 3)).
20. Open water tezt a~oft'-s of nozzlo no. 32 (KT; KTn;
K Qand I- z f - U Won o f J3).-
21. Open %vate-z test,- aoz3e x.33 CKT; KTn;
01~t?of

KQcn.d 11p az ct'sof' 3). Tn1

23. Open wae- test xesults of 'nozzle no.10 35 CKT; KT6;

r24. KQ emd Ttac fuctio-.s of 3).

Open water test resu2ts of nozzle 310 , 36 (KT;
KQ and ipas functviorS of 3).
KTn;

L! 25. Open water test results of nozzle no. 30 ( T1 .T,

atid 'Vp aa functiocas; Of J).
26. Open water test xesults of nozzle no. 31 (C 1T. j
and '1Pas furct-io:s of 3 ).0
27. Open vatw. toest 'eamltc- of o.
ii.~l :32 ( CT, T.
2.and 'rLP as ii~oj of Z3) .
2.Open water tast oelt
f 7,1 3 ( CTT
anwt 1iP a,,; f iiqctIvi o,,- of J ,.
29. Ope-a water test.rL~t of ne'7,7lo 3>(CTi j
and 71p as fur-t t.not ,f J).
 [1 NETHERLANDSSHP MODEL BASIN
SWAG94iNGEN Report,-No. 67-163-AH 2:3EI1

Vi,-ure 30. Open water test results of nozzle no. 35 (T T-

and' %p as functions of J
: 31. Open water test ilesui ts of nozzle no. 36 ( CT,T
and p as functions of )
'"2. Relationship betvieen CT and I cl nozzles nos.

30, 31 and 32.

[ 33, Relationship between CT and Tu of nozzles nds.
33) 35 nud 35.
54. 0ptimu rlaxcionshi)p botween '1p, and Bp of
nozzles nos. 30, 31 and 32.
-95. O2tin tu relationahA- betwee. .p, an.c Bp ox
nozzlos ao,. 33, 34, 35 axid 36.
36 . Optixum relatioxnship between T 6p,, T and 1p
of an. accele-at ing nozzle (nozzle no. 19A), a
decelerati _g aoszie (nozzle no. 33) and the B 4-70
Screv series I open water.
[3 I.cipient cavitatio-.i phaezox2enia athe
1/. exterior
sv:,.face of the aozzles no 3 and 36.
)

12

- .
I
NETHERLANDS SHIP MODEL BASIN Repot - PAGE
WAGENINGEN R t-Io 67-163-AH 24.

List, of Tables

Table I : Design parameters of the tested nozzle shapes.

: Mean lines of the tested nozzle shapes.

sI

j III : Partioular ,of the Ed 5-100 screw series.

I
]

,I
I
I
Li
I

I
 I WMOML "IN
NITOPIAN, SNtP
to,7?..16-AM'
NOa
PAGE
25.
SWASININ*NN

iJ ~ ~ )INNIS II.Ith
drn p,,olol.%oar dink
dpdeLOaifAOW ,. 4.)i t, KOMtJ VA

dnel.no
hUp 7%D'

CT? ' hxuma ooot'f'o&bnA ,

D nonile d Ame ,u (see ,. '1)1 imnpeller diameter

T advanc coefficient,, 2
KT thrust coefficient, T...L...
Ii KQ torque coefficient .. O.
n number of revolutions per second of the screw
U P local static pressure
] Pc4 static pressure in the undisturbed stream
Pv vapour pressure
Q torque
R propeller radius
U S maximum thickness of the nozzle profile
ii S(x) shape of the mean line, of the nozzle of -
U(see also Fig. 1)
T thrust
Ve undisturbed stream velocity
Z number of screw bladep
8 diameter coefficient, 101.27
p specific mass of fluid-
G' cavitation number of the undisturbed fluid, PCO-v
hpV
 NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN IReport NO, G7-1G3--ji n I

Sp open water efficiemcy

Ili ideal efficiency
T# impeller thrust - total thrust ratio u
w rotational velocity of the screw

Subscripts:

p propeller
n nozzle
o value of tbe coefficient at J = 0

,El

l
, U

t
' 1,

I,
 I2

aa
IL
Fil Dce rpLe
 28

to 0

II I N N N g
0 .. 09 0 I%

nuIH
u

600

Sn-

U.

U) Ln

No

in j. i cs cs Oi

CQ
lq (q w
C~fs (
li *
 3 29'

( C31, cs w

(0 CD % %

*0~4mu

00 -0

[IA
C N,

cEc

p10

C.7-5-I I
C$N

00..

CD C ;CD
 *1 30

0,0

.~ ~ .0 .0 ~
CF3
10 0

U)

I
CS "3

0N SU

A C a-
C3
* 0.0

U.. Wj
4a-s

ivS

at' 0

LLI
U.

0I C:,N
 cv--

IaAn C2C2,VG

a!vi

U. U

0 04

U, -,

.2~~ 'I LC 2

ojio

o Ml

C S

CD
cq
0 S C
cl l o 0 N.-L
 32

An n.(LOD
CVlN
U), U)N ,-

*0 N0

EED

* ill
C.0
II

*0-

OD,__ (1W 00
-P - *I
 33

'0 *1*N U

3
-
0CD 0
J uJ ..
E "00 I

C4 j ..

I 10

IAI

3 00

c a

Iq C;
ag
-l
 34

S -

.. 10 -IV

AkA

cs 0

Alt-

ID T1 I

i ci

-44

'o, 4, I

0:4s'o-oo I,

o u _ __ _ _-
 35

II
11
IA EN

IM IA

]I" r n - ----

-V-
0 00 0

\ /• 0 C,
1W*"

,1.. I,0. %
0 CL' - ,G,
.D IDt LL
4,4~
I I
+MlU
3.c
- - -.--

/ 00
or 1
 -D'

0U

CLfl

L 0

E 0
p
.
U.4
I
0~

it a

Iz I

'oU

_ _E
* _ _

am. o 7

0:0

2 L
i0
I
0
0 ~00 0 0 0

(.3 D e
 37

j 0

1r~ -0.

-1 .5 _ _ _ _ _ _ _ __ _ _

II
~O~Pmin

-4.0

3 ~~-5.0 __ ____

p - - -optimum relation
oetween CTand -1, trom 'the view
point of screw cavitation for
-6.01screws with Z=5
AE/A=1.oo

0.5 0.6 0.7 0.8 0.9 1.0 1 1.1 12 1.3 1.4 1.5

Fig.12 Minimum pressure at the impeller blades of a ducted propelker.

 38

0V
: Nozzle 30

z/Nozzle 31

SWx Nozzle 32

-- t

Fig.13 Particulars of nozzles nos. 30, 31 and 32.

 Noze3
I.. .. oze3

Nozl 33

Ii.4 Priuaso oze o.3.3 n 6

 40

Ii
i ~~
Ze 3
L

,,Lit

~71

iv
Fln

Fig. 15 Particutars of nozzles nlos. 33 and 34.

,

, !
.
LL
fit
 I IA7

II

qpressere
side.'
Vetall btad.t.p Ptch disI t'ie; 29 see M393l ba d. o

screwMMNOP/-0(atuit)

Ottail bladetip

.W16

Lu97
440
 '1 42

'Ir

E E

-t
.30 ] 0

LL
U

243
I

2 Kd 5-100 SCREW SERIES

IN NOZZLE NO.30

10 ,

- - ..- -

I "

-. " 07 iA-
--.- --.. - - . -- - . -- - -

~~~-.
r,., - . \-
"- \ N , N

0ii, . l
-06 - - --
U -, - - - -\

-I,_ .-.--- - "- - . .. -i '

I
|.1
I4 _
05A
1P~ KT__

~~~Figi8 Open water test Ieutt$ of nozzte no.30 (KT: KTn: K and
Q alpsfunctions of 3.
 k6

* 9I

)~ ~ ~ ~ Q
0.8
16

12
~'

--H-
--

- -.
-

.-
-- - 11F

K 5 1 0S R W S RE
EE
iL

- - - - - -
N OZZE;MI3X[
0------------

0-2 O-A IN

0 02 04 06 Q8 1.0 12 0 ~ i 1.8 2.0 22 24 26

F19,212 Open water test results of nozzle rno,31 C(T:KTn:Ko
ard pay, functions of 3).Jj
 ] 45

IN NOZZLE NO.32

---------------

(I1
 46

Z2k

___
Kd5-100 SCREW SERIES -L
- - - - - - -IN NOZZLE NO.331

Q7 1A

05 16.0. 2 . . 6 0Z 2 ~ .

0i.?1O e ae etrslso o:en3 y y:K n sfntoso 1)

d]Or

V~~ ~~ 0 OA________________________________________________
 ' 4

2I-

Kd $-10o SCREW SERIES

REI
RE

IOqN ,
IoINNZL O3

j ~~00 8 t 2 ~ l 62 D ~ 2 4Z

0 122p n w t r t s e ut o o z en-4 ( ~: X~; H n s f nt o s o

IT
IM
I1
 48

IOKQ

------------------
L

111

K--

_ - - Dk

to
 =-A'

49

I24

*1 1

a'i
zzI :
Iz -K
 50

-O

-CL

CmC
m0

r,
IIc L
*

NN

LaCa

LL

o co c

-4 CD
 I _ - _ - N51

II CD

0
_ _ I go

IA
4.

LO
4-

-4,o
CO~~0 0,-0C

C, C,
 52

CL

P- . 11I1

v C4
0*0
CD N

c N

N0

CS
C2 C

ci4

ix

I I

____ ev
Ny

u: too c n ,4

0
Il 0 0N 0
N
) , 0 0
L
 53

d C)
0

a 4F
NN

I\ L.l
I %A'

v-:

to co

%y m0l ~ 9I~
 -, 0

.0

a ci

(40

CL

CY

L..

44) C4 -

4J* CuC4C
 I 55
I _ _ _ _

IAl

I~C- cc__2~L
4t v CL
~ ~ ~ ~ ~ M
I
_ _ _ __ _

- _ - - - - - -

] - 'A -
_ _ _ _

_
_ _

_
__)I

_ - - - - --

th a

Hk OiA
0

11 r I o,
UA C.

I CY

'N 0.
m; C 11 N0
 56

- CL

CD

C"

4 40

0 0-
c.
C0

601 C

LCL

CC

to w S

C', 14
 z I
II
I r 9 0

dd
Nu.-O

mS
U.
Cal
ISS 'C
 58

I-I-
CC

____ C

4 0

/n V
Ic

Ct c
- 44 LA %t_ _ 4

-n II:
6. I

cLIcD
1 59

1 120 nozle no.30-

a 100 -nozzle no.32
n63
.410

03460 - _ _

0.214 2 5 7 1
S 3 4 5 7 10 BP 15 20 30 40 50

Li6 IIA7

12-

10 --
CT CT all nozzles

02 3 4. 5 7 10 15 20 30 40 50
i p
Fi9.34 Optim ' m relationship between p8 and Bp of nozzles
nos. 30,31 ,and 32 .
ci _ 60

Q9 ISO

0.7 14--0

0. nozzle no.34.

1p . ".36" ,

Q 2 3 4 -
5 ___--.35 -
20 30 40 50

01.4 - -

1.8 -

Sl at nozzles

CT - _ -1

Q8 - 1.2-
--. - _ _ -

0.z - _ __ _

0.... - 50[

2 3 -4 5' 7 1 5 2 30 40 50 c
Fig. 35 Optimum 'relationship between qp and Bpof nozzles
nos. 33,34.35 and 36.

/[
 6~1

1
1
9-

4:
r.. d .

N _0' _ _ _0c

II
I Nm

1.. 06 0.

0 Co o-

06

06 iv

uv-
0U Vn

C4_ os 0zc
C06%
 62

Mdrd

C C

0 0
C 1 X

to2

cc m0
CL

NN
cs N

- N 0
Ln (n
4'
c
 I N6M1INLANOSDO 0004M@L SAWN
I/
WAININ1 Report Noe (ja163.A 63.

I] ,
iw *i j u

'~'~. ~ L/D 7L Y'L 4D

30 0,95 . 0. 6 0,5 o,15 0.20

31 -0.95 0.6 0.5 0.15 0,20
32 0195 Jj_ 0.6 0.5 0.15 4,20

3 1.0 1.2 .6 0.5 2 0.20

] 3 1.0 1._n 0.6 o5 ,O 0.20
35 1.0 1.2 Q 0.5 0.1, 0.20
1 36 1.0 1.2 .2 0.5 0.01$ 0.2C

I hpeS

Table I t Desxign parameters of the tested nozzl*

I
i,
 1
j 1

00660 0101 NAIR MON

cc
C?) % ko LrN C'-. 0 N ON ik "
0 00000Ir 11
V\ go00 000
0000 00000

o V, VI- 0 (% t\ T
06
0 * 0 9 0

K\0000 S n000 00PC0000j

0
0 0 0
0 0 0 00 0 08000 0A

* ++ + + + ~ *
x -H

-M OI~ 0co .)
N0 0 0 0 cC ~jC
o .q 0 0 0 0 0 0 0 0 0r 0

h++++
+ + 111

tC C) 00 0 0 0 (\M pV
0 000800 0 0 0 0 0 %-II
000000
0- 00 0 *0 0 V
0 00Q00-0 0 00 00 0

('4 CCO OJOa

0N 0 kDO W I*
OVq r' Cr- 0ACOC cr -\C
p-Ia 4r T-~
- 0 V*I ~ c( r
tgI 0 00 0 00 0 0 000 H-
. 0 0 0 0 0 * 0 0 0 0 0

0 W In 0 C- 0 .~C o 0
'0 H
0 M V%
0* 0 0 w *' 0H

hu l + + + ++++
 NETHERLANDS SNIP MODEL BASIN PAGE
WAGINIOGIN IRePort No- 67-64

Li Tuiber of bla'do , 5

Blade area, xma.tio

B Ae4 1.00
.!:.ade outline XanFu t;ype
II .ilade s~ection, ~S 16-parabolic camberl-ie
P3?opellers indicated 3930-5P931-39322-3933--9-"i

by no s.

TIable III :Particulars oX tlhe r,.( 5-100 screwi sevies

 _ _ _ _ _ __ _ _ _ _
NETHERLANDS SHIP tODEL BASIN .AGE
WAGENINGEN Report No. 67-163-AH 66.

Appendix A.

Theoretical anUlysis of ducted propellers

I. Representation of ducted Rroellers by vortex

distributionsi
The calculations of the ducted propellers were based on
the following assumptions, The forward velocity was
assumed to be sufficiently large, the nozzle loading
and t he blade loading of the impeller sufficiently low
to permit the application of the linearized theory. The
effect of the hub shape on the flow field was neglected.
The ducted propeller system considered consists of an
annular airfoil of finite length and zero thickness and
of an impeller having an infinite number of blades.

The mathematical model of the ducted propeller

configuration can be composed by means of vortex
distributions. [
The impeller was regarded as a uniformly loaded actuator
disk set normal to the free stream. It wac: riven to
rotate with an angular velocity w . Free trailing vortices
started from the propeller disk at hub and tip radius.
The flow around the nozzle was represented by a sinusoidal
bound ring vortex distribution with zero strength at the
leading and the trailing edges and by a ring vortex
distribution with zero strength at the leading edge and
equal to the strength of the circumferential component
-of the-helical trailing vorticea at the imp ele-r disk.
The resulting mathematical model is summarized in Fig. a.

Assume the vortex strength per unit impeller disk area

at the izpeller tip to be equal to j(R4)9 the strength
of the different vortex distributions then becomes:
 NETRLANDS N ANPAGE Reprt No. 67-16-AH

-vortex strength per unit impeller disk area

-strength per unit area of the trailing vortex

sheet starting from the impeller disk at the
tip radius

-strength per unit area of the trailing vortex sheet

starting from the impeller disk at the hub radius

-strength per unit area of the bound ring vortex

M distribution along the nozz-le
Sim (4.ofor -aL x <o)
aVa(ia )'

w(he 51" ( For -AL <x <(I-a) L)

where,

Aa- , R-2 - x+(a-o.5 )L a-o., L. ,,e

Ve R4
and the definitions of R. , R, , , L, a and so on,
I re given in Figure a*

2. Calculations of the flow field

The total induced velocities can be calculated according,
Ito
the law of Biot-Savart if the main dimensions of the
ducted propeller system (Re, 4 , L and a ), the loading
of duet and impeller ( () and y ()) , the rotational
ofthe im&Llr (e!knd, the -undisturbed stream.
*velc~t
velocity (V) are given, In the following, we will give
I the induced velocities in the point (x , r) of the flow field
due to the various vortex distributions.
I The relations are made non-dimensional in the following
way:
I
i
 NETHERLANDS SHIP MODEL BASIN
WAGENINGEN
IPAG]i.
Reor IReport 67-163-AI 6.
6,

-- /.r r wh 30 ;adrdeoei

Ve Ve
ther aa t andenl
and
I
I
a~t~orr V.the axialt tangential
radial induced velocities 1
respectively.

(1) Induced velocities due to the vortices representing

the impeller disk
/a(Zr)=0
(')
"'T x,r) = DAj,,I(i,) Aj.jP(,-F)-= 1rd1-Fj.f,,, cos
-
2V 1
;-O)(1 )=0
°Wr (x _V

(2) Induced velocities due to the trailing vortex sheet

A starting from the impeller disk at the tip radius

W=AjA A,-. 7C ,
-()- - ( -- A1,(i.)= 0
0=~d ,
-
( +?cosIM1) ..

WjA.(j)--jdt3d 9 (i+ws 20
AF

(3) Induced Velocities due to the trailing vortex sheet

staruing from the impeller disk at the hub radius:

0 ). j-[: x (x 1 cos 2%#)

(.)

..... (U ) ; .......... o& . . . .-. .

INETHEn1LANDS SHIP MODEL BASIN
WAGENINGEN ~
1o
o
763AT
713A~69*
PAGE

1 4 Induced velocities due to the discontinuous ring

vortex distributions along the noz lie

]0 1%

-r A(4) 1Cs-

Wr :

90~L -B-
Ih onduced vei uotoie
ci sinusoibe wrie as ::

W(Xr) =j (1.7) A5. ji)IAg

As. 2( (. (~fjy

Thee tte iced veietie ma b cits n as:,r6'

R0
(thu R4 L3 RR)=Al (;i.r. +To
2.Ai +

-4I .. Arf
IW rv jr -= y/t M--A%. ^ . 2 ~
I NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN Report:No. 67-163-AH 70.

3. Calculation of the camberlin, Of the nozzle profile

The shape of the camberline of the nozzle profile can
be obtained from the relation:
cjs(x) ' r(X,RI) or SAO= (~Ri d
dx Ve 0 V1

where the definitions of S(x)is given in Fig. 1. This

relation
II Way also be written as:

pq SW io a)Nl (1)

wherek

1116o) [4
NR)As ~)d

4. Pre@sur distibution- &am the nozie

With the aid of Bernouli's theorem the pressure
distribution along the nosle can be calculated.
The -utaio pressure cofficients C(W and Cplx)are
+ c+ byl
tia±=M
CP (X)s

'F6and are the* ta;ic pressure and the velocity of

tse UWisturbed flow#
P'(X) and P-(x) are the static pressure at. respectively
vhe inner and the outer side of the nozzle as a function
of the locition.

Calculation of the pressure distribution along the nozzle

gives:

'I"-
 NETHERLANDS SHIP MODEL BASIN PAGE
WAGENINGEN lReport No. 67-163-All 710
!
3~ c(5) = O B 4 ~,) 121

3~ I"C(R) =J B3 (Ri )+~ B6 (X,). (3)

where

(J,) Si n - 2 A2 (R,1).
iVa F-a)

S"$'M )-2A i2 ( '.1)

and

=o. R1 -i fo, o

5. Calculation of thrust, torque =, gffioienod

3The non-dimensional thrust and torque ooeffioients are
defined by:
4. T CTp on -
]CT

I Wa I: . CT_
DV T CT

where T rp I Tn id denote the total thrust, the

impeller thrust, the nozzle thrust and the torque.
, The thrust and torque coefficients bedome?,

I )C,+3
CT~ (A 1 t C2. TI(4)

C tri+CTo (6)

cC6Q~
6+ 7 + ~ Co] (7)
 NETHERLANDS SHIP MODEL BASIN PG
WAGENINGEN Repo3.ft No. 67-163-AR 7{

where, q -(-X)

C2 . 4fA,3 (oF)dF

"C3 r=9A.5 (x. I sin e dR

SAR,) sinec5
1_-_a "4"R sin-a"
-a?7

C= 21PA 07)-
CP-t 2 A 2 (04 F)

*
The efficiency of a ducted propeller system is defino1 "-.)y:
,., ? = _,
.cT.(8)
2)U4 CQ

6. Presentation of the computation results;

The shape of the camberliae of the nozzle prof .:e, 5( )
the pressure distribution along tLe i.ozzle, C" (R) X'.!
C .. ,) the thrust and torque coefficients CT 2 -
c T
and CQ and the ideal efficiency of the ducted e '
system were given in the relations (1) "-", .. " From
these relations, it can be seen that S() C( )

,
the main d"iimensions of the lucted propellez ....
'von W-Re , R , L n-d, a

:E0 1)
t'.e rro1c kb
,4e-v... 't,,;d
 NETHERLANDS SHIP MODELBASIN PAGE
WAGENINGEN Report 63-63-A 7.
73

I
j The thrust coefficient CTp and consequently the total
thrust coefficient CT and the ideal efficiency7L depend
not only on the product j but also on

The impeller is represented by an actuator disk rotating

]]~with an infinite angular velocity if the undisturbed
stream velocity and the product - are kept constant
and the advance coefficientA becomes infinite. Then the
vortex densit.y k goes to zero. Besides, the tangentially
induced velocities and consequently the losses due to the
rotation of fluid become zero. The case that the actual,or
disk rotates with an infinite angular velocity coinei6.s
jwith the case that the actuator disk or the impeller
rotates with finite angular velocity while a stator is
3used to eliminate the rotational losses.
The total 'thrust coefficient CT , the thrust ratio T
]and
" the ideal efficiency " in that case are denoted by
C1. , and

The shape of the camberline of the nozzle profile is also

completely determine&: by the values of CTo ,, "., and the
main dimensions of the ducted propeller system. Calr ;ations
oO .the thrust coefficient CT , the thrust ratio t an the
] ideal efficiency-V , at vaxious advance coefficients F
nere made for a number of nozzle shape given by CTo ) To
]• and the main dimensions of the ducted system A , q and a
In addition, the shapes of the camberline of the nozzle
profiles and the pressure distributions a.ong the nozzle
surfaceswere calculated. The data used for the computations
and the results are given in the tables A,, A 2 and A
r3

I
 NETHERLANDS SHIP MODEL BASIN ip PAGE I
WAGENINGEN Report No. 67-163-AH 74.

7. Effect of the thiokness of the nozzle 'rofile on the

flow field

Hitherto , only nozzle profiles with zero thickness

were considered. The thickness effect of the nozzle
profile on the flow field can be taken into account
in the linearized theory 4 representing the nozzle
by a distribution of ring sources and sinks along a
cylinder with radius P4 (see Jig. 1). In the ,case of
very thin nozzle profiles, the etrength of, the sink

and source distributions representing the nozzle profile

can be calculated by considering the flow around the
profile as two-dimensional. Then the local source
strength is equal to the derivative of the profile
thickness:'

where h(5) denotes the local thiolmess of the nozzle

- profile. If the
dimensional source
in the following way:.(5) is mad-e non-
strength

the induced velocities in the point (xr) of the flow

field due to the ring sources representing the thickness
of the nozzle become:

. F-
. . ... . .._j 1-.

WT (x0m
(4-a)? ,

and the effect o the thickness of the nozzle profile

on the pressure distributions along the nozzle, the,
impeller thrust and torque, the nozzle thrust and so
 NEHE S MODL BN AGN

WAGENINGEN Report No. 67-163-AH ?5.

,
on can be calculated in an easy way.
These calculations will not be given here in detail.

8. Tabulation of the results of the computations

The results of the computations are tabulated in the
Tables A,, A2 and A 3 Table A, presents the thrust
coefficients CTo , the thrust ratios T. and the main
dmensions of the ducted propeller systems for which
computations were carried out. All the considered

nozzle shapes had a NAGA four-digit basic thickness

torn. Table A, gives the effect of the rotational
velocity of the screw on the ideal efficiency %., * the
thrust coefficient CT and the 'thrust ratio C of the
ducted propeller systems.
~Finally, Table A3 presents the mean lines and the
pressure distribuitions along the nozzles of the
]various ducted propellers. In addition, the ideal
efficiency for 3-o ( o} is given in this
jTable*

I
I
I
!
1
 |
f;
*1 '76

II

R1]

~U

-iiipele-r pla--e
'
."I""
;-'-
-""
aLBaa
I2
. II
'

propeller by
U
Representation of ducted
Fig.a
vortex distributions.
,+ -[1
 j NETHERLANDS SHIP MODEL BASIN PAG7
WAGENINGEN 1 eport No. 67-163-,ll 77.
i
Table A1 Thrust coefficiency CTo , tbrcst ratio Lo and
j main dimensions of nozzles for which computations
were carried out.

nozzle
a.,i L e r CTo "To L/D /L S/L '/D

A, 1 0.5 1.0 0.6 0.5 0 0.2

2 0.5 1.0 0.6, 0.5 0.15 0.2
3 0.5 1.0 0.3 0.s 0 0.2
4 C.5 1.0 6.3 0.5 0.15 0.2
16 5- 0.5
0.5
1.0
1.0
0.9
0.9
0.5
0.5
G
0.15
0.2
0.2

I, B, 1 0.5 1.2 0.6 0.5 0 0.2

2 0.5 1.2 0.6 0.5 0.15 0.2
3 0.5 1.2 0.3 0.5 0 0.2
4 0.5 1.2 0.3 0.5 0.15 0.2
5 0.5 1.2 0.9 0.5 0 o.2
6 0.5 1.2 0.9 0.5 0.15 0.2

G, 1 0.5 1.4 0.6 0.5 0 0.2

2 0.5 1.4 0.6 0.5 0.15 0.2
3 0.5 1.4 0.3 0.5 0 0.2
4 0.5 1.4 0.3 0.5 0.15 0.2
5 0.5 1.4 0.9 -0.5 0 0.2
6 0.5 1.4 09 05 0.15 0.2

D, 1 1.0 1.0 0.6 0.5 0 0.2

2 1.0 1. 0.6 0.5 0.15 0.2
353 1.0 1.0 0.3 6.5 0 o.2
1.0 1.0 0.3 0.5 0.15 0.2
1.0 1.0 0.9 0.5 0 0.2
6 1.0 1.0 0.9 0.5 0.1- 0.2

2 1.0 1.2 0.6 0.5 0.15 0.2

3 1.0 1.2 0. 0 0.2
2 1.0 1.2 0.3 0.5 0.15 0.2
5 1.0 1.2 0.5' 0,5 0 0.2
6 1.0 1.2 0.5 0.5 0.15 0.2

F, 1 1.0 1.2 0.6 0.5 0 0.2

2 1.0 1.2 0.6 0.5 0.15 0.2
3- 1.0 1.4 0.3 0.5 0 0.2
2 1.0 1.-4 0.6 0.5 0.15 0.2
5 1.0 1.4 0.9 0.5 0 0.2
1 6 1.0 1.4 0.9 0.5 0.15 0.2

I
 I'-- -- - - - -- -.- F- e--

4I

NETHERLANDS SNIP MODEL ASIN PAGE

WAGENINGEN Report No. 67-163-AH- 78.

Table A2 - Effect of the advance coefficient 0 on the

thrust coefficient CT and the thrust ratiot

of the considered nozzle shapes

Nozzles Nr. A Nozzles Nr. B Nozzles Nr. C

1
1%
0=1 -

C -tCT/CT -/t CT/C

0 i.000 1.000 10000 1.000 1.000 •1.000

0.25 0.999 1.000 0.996 1.001 0.995 1.002
o.50 0.989 1.000 0.985 1.003 0.979 1.006
075 0.976 1,,000 0.966 1.006 0.954 1.013
1.00 0.953 1.000 0.939 1.012 0.917 1.026
1.25 0.935 1.000 0.905 1.017 0.870 1.043
1.50 0.905 1.000 0.862 1.027 0.814 1.066
1.75 0.871 1.000' 0.815 1.038 0.748 1.097
2.00 0.331 1.000 0.756 1.054 0.669 1.142

Nozzles Hr. D" Nozzles Nr, E Nozzles Nr. F

ACT/C / CT/C t/T, CYCT / 0

0 1.000 1.000 1.000 11.000 1.000 1.000

0.25 0.995 1.000 0.992 1.002 0.990 1.003
0.50 0.979 1.000 0.970 1.005 0.959 1.012
0.75 0.953 1.000 0.932 1.013 0.907 1.029
1.00 0.915 1.000 0.878 1.023 0.834 1.057
. 1.25 0.868 1.000 0.810, 1.039, 0.741 1.100
.50 0.809 1.000 0.725 1.0063 0.626 1.171
.5 0.743 1.000 0.630 1.098 0,496 1.291
2.00 0.662 1.000 0.513 1.158 0.337 1.562

iI
i ,, iI
,I

S--
- -c-_--_--_--- - + , - -
 - ~----7ww 7-

NETHERLANDS SHIP MODEL BASIN PAGE

WAGENINGEN Report No. 67-163-A 79*

Table A5 - Mean lines4, pressure diabributions along the

nozzle profile and ideal efficiency of the
considered duoted propeller systems.

nozzle +
number xli
/R S(X)/R C___p

A, 1 0.88j - 0.600 + 0.030 - 0.072 - 0.072

- 0.540 + 0.026 - 0.024 0.133
- 0.480 + 0.022 - 0.009 - 0.159
- 0.240 + 0.010 + 0.009 - 0,220
S0+ 0 + 0 -0.25
+ 0 + 0 + 0 + 0.250
+ 0.20 - 0.010 - Q.010 + 0.220
] -
+ 0.o480
+ 0.600
- 0.022 + 0.009
-030 + 0.072
+ 0.159
+ 0.07 2

A, 2 0.898 - 0.600 0.011 + 1.977 + 1.977

0o50 0.007 - 0.378 - 0.321
0.480 0.003 - 0.431 - 0.353
0.240 + 0.005 - 0.481 - 0.362
0 + 0 - 0.387 -0.258
+ 0 - 0 -0.38? + 0.243
+ 0.240 - 0.017 - 0.248 + 0.329
+ 0.480 - 0.047 -073 + 0.305
+ 0.600 - 0.66 0 .121 + 0.121

At 3 0.889 0.300 + 0.022 0.090 - 0.090

- 0.270 + 0.020 - 0.039 - 0.148
- 0.240 + 0.017 - 0.022 - 0.172
-0.120 + 0.008 + 0.003 - 0226*
- 0 + 0 + 0 -0.250
+ 0 - 0 - 0 +0.250
+ 0.120 - 0.008 - 0.003 + 0.227
+ 0.240 - 0.01Y + 0.002 + 0.0172
+ 0.300 - 0.022 + 0.089 + 0.089

A t i9 V 300, 0.006 + i 9.952

-*
- 0.270 - 0.0%) + 1.871+ 1.960
- 0.240 - 0.o3 + 1.815+ 1937
- 0.120 0'+ 1.592, + 1.778
0 - 0 +1.326 + 1.529
+ .0 0 + 1.321 + 2.023
I + 0*120 0.008 + 0.981 + 1.625
+ 0.240 0.024 + 0.361 + 0.783
+ 0.300 - 0.034 + 0.115 + 0.115

I __

I, .,,
,,
,.&....
.
 NETHERLANDS SHIP MOMU BASIN RprNo'PAGE
WAGENINGEN Repo No.-167-163-AH 80.

SITable A3 (continued)

nozzle~b i X/R S (xR C+ Cp I

:Dumber
I -I.I
0SP - I_-[ r

A, 5 0.890 - 0.900 + 0.033 - 0.062 - 0.062 E-

|
-
-
-
0.855
0.810
0.720
+
+
+
0.031
0.028.
0.024
- 0.027 - 0.105
-0.015 -0.124
- 0.002 - 0.151
[1
- 0.360 + 0.010 + 0.012 - 0.216
- 0 + 0 + 0 -0.249
- 0 - 0o.251
+ 0.360 - 0.010 - 0.013 + 0.217
+ 0720 - 0.024 + 0.001 + 0.152
+ 0.900 - 0.033 + 0.062 + 0.061

A, 6 0.901 -O0.900 -0.032 + 1.995 + 1.99.5

- 0.855 -0.027 0.410 - 0.365
- 0.810 - 0.023 - 0.449 - 0.386
- 0.720 - 0.015 - 0.501 - 0.415
0.360 + 0.003 - 0.481 - 0.350
- 0 + 0 -0.372 - 0.229
+ 0 "0 0 -0.372 + 0.272
+ 0.360 - 0.024 - 0.241 + 0.349
+ 0.720 - 0.069 + 0.037 + 0.423
+ 0.900 - 0.098 + 0.398 + 0.398

,1 0.850 - 0.600 - 0.008 - 0.009 - 0.009

- 0.540 - 0.002 - 0.072 + 0.058
- 0.480 + 0.001 - 0.097 + 0.084 '
0.240 + 0.005 - 0.147 + 0.130
0 + 0 -0.175 + 0.126
+ 0 0-- 0.175 + 0.726
+ 0.240 0.018 - 0.169 + 0.658
+ 0.480 - 0.052 - 0.075 + 0.466
+ 0.600 - 0.076 + 0.164 + 0.164

0 B, 2 0.872 - 0.600 - 0.049 + 2.046 + 2.046

- 0.540 - 0.037 -0.431 - 0.113
0".480
-. 0. - %"-5 -A
0.240 - 0 0.649 + 0.020
+ + 0.40
0 0 +0-0.576 +
+ 0.153
-0.0260 - 0.2
0.576' 0.754
+079
+ 0.480 - 0.079 - 0.164 + 0.634
+ 0.600 - 0.116, + 0.219 + 0.219

r
 NETHERLANDS SHIP MODEL BASIN ] PAGE
WAGENINGEN eot]o.6-3-I

Table A3 (con uinued)

3!

no zzle
number Qio
/
R
I S(×)R
C c
B, 3 0.849 -0.3001 0.005 - 0.027 - 0.027
- 0.270 - 0.002 - 0.151 + 0.100
- 0.240 + 0 - 0.196 + 0.149
- 0.120 + 0.004 - 0.288 + 0.240
0 + 0 -0323 +0.252
+ 0 - 0 -0.324 + 0.852
+ 0.120 - 0.014 - 0.295 + 0.783
+ 0.240 - 0.041 - 0.143 + 0.562
+ 0.300 - 0.058 + 0.187 + 0.187

B, 4 0.934 - 0.300 - 0.043 + 2.040 + 2.040

- 0.270 - 0.034 + 1.727 + 2.295
- 0.240 - 0.026 + 1.588 + 2.370
0.120 - 0.004 + 1.210 + 2%404
II + 0 +0.902
00 + 2.204
+ 0 - 0 +0.897 + 2.799
+ 0.120 - 0.016 + 0.597 + 2.341
+ 0.240 - 0.054 + 0.143 + 1.284
+ 0.300 - 0.080 + 0.238 + 0.238

B, 5 0.850 - 0.900 - 0.008 - 0.002 - 0.002

- 0.855 - 0.006 - 0.032 + 0.032
- 0.810 - 0.005 - 0.043 + 0.046
- 0.720 - 0.002 - 0.058 - 0.064
- 0.360 + 0.004 - 0.092 + 0.095
- 0 + 0 - 0.118 + 0.086
+ 0 - 0 - 0.118 + 0.086
+ 0.360 - 0.019 - 0.122 + 0.o15
+ 0.720 - 0.05.9 - 0.055 + 0.427
+ 0,900 - 0.088 + 0.147 + 0.147

B, 6 0.877 - 0.900- - 0.077 + 2.062 + 2.062

-0.- 0,0G68 -Q e.-4-15, -0.214
-o81-0 - 0.059 - 0.479 - .199
0.720 - 0.04! - 0.563
0.177
o.596 +-00o
-
0.36 %0 +- 0 003 -0-501 041427
+ 0 - 0 - 0.500 + 00742
+ 0.360 - 0.034 - 0.361 + 0.778

I!~_ + 0.720
+ 0.900
- 0.107
- 0.157
_
v 0.025
+ 0.490
_
+ 0.721
+ 0.490
_

.-|
 NETHERLANDS SHIP MODEL BASIN PAGE .
WAGENINGWN leport.No. 67-163-AH 82.

j Table A3 (continued)

nozzle X/R C +YR

v ........
number
41 X/Ri S(x) . CP

09, 1 0.807 - 0.600 - 0.028 + 0.032 + 0.032

- 0.540 - 0.020 - 0.110 + 0.187
0.480 - 0.014 - 0.160 + 0.249
- 0.240 + 0.002 - 0.258 + 0.366
S0 + 0 -0.300 + 0*381
+ 0 - 0 - 0.300 + 1.081
+ 0.240 - 0.025 - 0.283 + 0.983
+ 0.480 - 0.075 - 0.135 + 0.694
+ 0.600 - 00111 + 0.24 + 0,233

Vt 2 0,836 -
-.0.540
600 - 0-073 +
- 0.057
2,.090
- 0.469
+
+ 2.090
0.024
- 0.480 - 0041 - 0.592 + 0.086
- 0.240 -40.003 - 0,765 + 0.270
- 0 + 0 - 0.707 + 0.422H
+ 0 - 0 - 0.707 + 1.123
+ 0.240 - 0.033 - 0.540 + 1.137
+ 0.480 - 0.103 - 0.227 + 0.871
+ 0.600 - 0.153 + 0.291 + 0,291

C, 3 0,805 - 0.300 - 0.023 + 0.013 + 0.013

- 0.270 - 0.017 - 0.232 + 0.269
- 0.240 - 0.011 - 0.322 + 0.369
- 0.120 + 0.002 - 0.496 + 0.559
- 0 + 0 -.554 +0.597
+ 0 0 0.554 + 1.297
+ 0.120 0.020 0.504 + 1.193
+ 0.240 0.058 0.260 + 0.851
+ 0.300 -*0.085 + 0.263 + 0.263

0, 4 0.919 -0.300 0.065 +.:-2.089 +2.089

- 0.270 - 0.052 + 1.633 + 2.497
- 0.240 - 0.040 + 1.442 + 2.631
- 0.120
V + 0.006
-- 0.968
, *+ .+ + "a-.u
0 761 -',2.783-,"
+ 0 0 + 0.628 + 3.309,
+ 0.120 0.022 + 0.-355 + 2.811
+ 0.240 - 0.074 -0.006 + 1.614
+ 0.300 - 0.111 + 0.323 + 0.-323

I
I
I

S - NETHERLANDS SHIP MODEL BASIN

WAGENINGEN Report No. 67-163-AH
PAGE

83.

I3 Table A3 (continued)

nozzle X/R S(X)/R C __'p

C, 5 G;808 - M.00 - 0.036 + 0.038 + 0.038

J0855 0.810
- 0.031 - 0.037 + 0.124
- 0.027 - 0.064 + 0,160
- 0,720 - 0.019J- 0.099 + 0M209
.0.360 + 0 - 0.166 + 0005
0 + 0 -0.202 + 0.312
+ 0.360 01
- 0.026'0- - 0.202
0.201 +
+ 1.012
0.911
+ 0.720 - 0.085 - 0.095 + 0.633
+ 0.900 - 0.129 + 0.211 + 0.211
-- 0 -.. - -
C, 6 0.842 - 0.900 - 0.107 + 2.104 + 2.104
- 0.855 - 0.094_ 0.419 - 0.116
-. 810 -0.082 - 0.500 -0.77
0.720 0.t61 - 0.605 - 0.023
0.360 0.007' "0.671+ + 0.216

+ -0.589 + 1.082
+ 0.360
0.720 - 0.041
-
0.134, -- 0.443
0.067 +
+ 1.088
0.936

I+ 0.900 - 0.200 + 0.557 + 0.557

2), 1 0.801 0.600 + 0.060 - 0.144 - 0.144

0.540 + 0.052 - 0.08 - 0.265
0.480 + 0.044 - 0.019 - 0.318
-0.240 + 0.019 + 0.018 - 0.439
S 0+ 0 - 0 - 0.499
+ 0 - 0 - 0 + 0.500
+ 0.240 - 0.019 - 0.019 + 0.441
+ 0.480 - 0.044 + 0.017 + 0.318
+ 0.600 - 0.059 + 0.014 + 0.144

D- 2 0.80 4 -0.600 + 0.021 + 1.902 , 1.902

- 0.50 "+ 0.020 - 0.400 - 0,46-
- 0.480 + 0.020 - 0.438 0.522 -
- 0.240 + 0.015 0.466, - .595
0 + 0' - 0.382 0.:522
+ 0 - 0 - 0.381 + 0.479
+ 0.240 - 0.026 - 0.252 + 0.536
+ 0.480 - 0.068 - 0.062 + 0.454
+ 0.600 - 0.095 .t 0.190 + 0.190

I -

I
 MODEL BASIN PAGE
-NETHERLANDS SHIPWAGENINGEN Report Xto . 67-16"-AHI 8

Table A3 (continued)
13

nozzle / S X/ C'_

number x (x)/c p

D, 3 0.801, - 0.300 + 0.04 - 0.179 - 0.179

- 0.270 + 0.039 - 0.078 - 0.296
- 0.240 + 0.034 - 0.045 - 0.344
- 0.120
-
+ 0
0 +
+
-
0.016
0
0
+ 0.006
-
- 0
0
- 0.452
- 0.500
+ 0.500
1
+ 0.120 - 0.016 - 0.006 + 0.453
+ 0.240 - 0.034 + 0.045 + 0.345
+ 0.300 - 0.044 + 0.178 + 0.178

D, 4 0.805 - .00
0.270
+
+
0.020
0.018
+
+
1.855
1.842
+
+
1.8&55
1.785
H
- 0.240 + 0.016 + 1.809 + 1.731
-
-
+
0.120
0
0
+
+
-
0.010
0
0
+
+ 1.357
+
1.623
1.351
+
+
1.503
+ 1.226
2.221
[
+ 0.120
+ 0.240
+ 0.300
- 0.015
- 0.039
- 0.053
+
+
+
1.006
0.400
0.196
+
+
+
1.802
0.,921
0.196
H
D, 5 0.801 - 0.900 + 0.067 - 0.124 - 0.124
:-0,855 + 0.061 - 0.054 - 0.209
-
-
-.810
0.720
0.360
+ 0.057
+ 0.048
+ 0.019
- 0.050
- 0.003
+ 0.024
- 0.247
- 0.302
- 0.432
1
- 0 + 0 - 0 - 0.498
+
+ 0.360
0-
- 0.019
0-
- 0.026
0 + 501
+ 0.434
I
+ 0.720 -.. 04L7 + 0.002 + 0.303
+ 0.900 - 0.066 + 0.123 + 0.123

D, 6 0.805 -0.900
-':7"U0i855 +
+ 0.004
" 0".0 o
6"
+
-
1.929
'i ?
+ 1.929
"-- 0".477 L
- 0.310 + 0.008 - 0.462 - 0.519
0.720 + 0.011' - 0.500 0.578
-
- 0.360
0 +
+ 0.013
0 - .367
- 0.464
0.497
-
- 0.583 U
+ 0 - 0 -0.566 + 0.504
+ 0.360 - 04033 - 0.249 - 0.549
+ 0.720 - 0.091 + 0.040 + 0.563
+ 0.900 - 0.129 + 0.456 + 0.456
; .] L
i NETHERLANDS SHIP MODEL BASIN PAGE

WAGENINGEN Report ,To. 67-163-AII

Table A- (continued)

nozzle SC
number '10 X/R C

E, 1 0.738 - 0.600 + 0.031 - 0.096 - 0.Q96

- 6.540 + 0.029 - 0.102 - 0.101,
- 0.480 + 0.027 - 0.108 - 0.107
- 0.240 + 0.017 - 0.137 - 0.134
- 0 + 0 - 0.176 - 0.173
+ 0 - 0 - 0.176 + 1.026
+ 0.240 - 0.029 - 0.180 + 0.922
+ 0.180 - 0.079 - 0.065 + 0.656
+ 0.G00 - 0.112 + 0.250 + 0.250

E, 2 0.746 - 0.600 - 0.010 + 1.954 + I.,54

- 0.540 - 0.004 - 0.456 0.288
- 0.4 80 + 0.002 - 0.530 - 0.300
- 0.2110 + 0.012 - 0.627 - 0.274
- 0 + 0 - 0.563 -0.179
+ 0.24$00 0.0370 -- 0.563
0.420 ++ 1.022
1.033
+ 0.480 0.104 - 0.148 + 0.803
+ 0.600 -0149'+ 0.300 + 0.299

D, 3 0.737 - 0.3,00 + 0.022' - 0.134 - 0.134

- 0.270 + 0.021 - 0.197 - 0.077
- 0.240 + 0.020 - 0.223 - 0.058
0.120 + 0.014 - 0.284 - 0.031
- 0 + 0 - 0.32ti- - 0.04-3
+ 0 - 0 - 0.324 + 1.152
+ 0.120 - 0.024 - 0.298 + 1.055
+ 0.240 - 0.061 - 0.11C + 0.769
+ 0.300 - 0.085 + 0.294 + 0.294

E 14. 0.747 - 0.300 - 0.008 + 1.911 + 1.911

- 0.270 - 0.004 + 1.709 + 2.042
0-.240 1- 0 + 1,607 + 2.066
- 0.120 + 0.007 '+ 1.293 + 1.993
0 + 0 +,0.990 + 1.754
+ 0 - 0 + 0.984 + 2-9A4-8
+ 0.120 - 0.024 + 0.674 + 2.474
+ 0.240 - 0.063 + 0.216 + 1.394
I + 0.300 - 0.09P + 0.323 + 0.323

,|,

I_ _
 NETHERLANDS SHIP MODEL BASIN PAGE

WAGENINGEN Report No. 67-163-Al 86.

Table A3 ( continued )
?3

nozzle
number 0 X/R )/R C

E, 5 0.738 - 0.900 + 0.032 - 0.076 - 0.076

0.855 + 0.031 - 0.064 - 0.093
- 0.810 + 0.029 - 0.061 - 0.102
0.720 + 0.027 - 0.060 - 0.117
0.360 + 0016 - 0.078 00.165
- 0 + 0 -0.118 0.213
+ 0 0.+18 *0.987
+ 0.360 - 0.030 - 0.138 + 0.875
+ ,720 - 0.0876 - 0.054 + 0.609
+ 0.900 - 0.127 + 0.220 + 0.220

23, 6 0.747 - 0.900 - 0.033 + 1.981 + 1.981

- 0.855 0027 - 0.447 - 0.355
- 0.010 0:021 - 0.494. - 0.365
-0.720 -0.012 -0.55,9 - 0.382
- 0.360 + 0.009 - 0.571 - 0.300
- 0, + 0 - 0.490 - 0.194
+ 0 - 0 -0.489 + 1.006
+ 0.360 - 0.045 - 0.366 + 1.005
+ 0.720 - 0.132 - 0.018 + 0.879
+ 0.900 - 0.192 + 0.55? + 0.507

1, 1 0.674 - 0.600 + 0.013 - 0.069 - 0.069

- 0.540 + 0.016 - 0.143 + 0
- 0.480 + Q.017 -0.173 + 0.026
- 0.240 + 0.016 - 0.246 + 0.059
- 0 + 0 -0.301 4 o.031
+ 0 - 0 0.301 4 1.431
+ 0.240 - 0.038 - 0.296 1 1.291
+ 0.480 - 0.106 - 0.123 + 0.916
+ 0.600 - 0.153 + 0.334 + o,334

F, 2 0.684 - 0.600 - 0.028 + 1.981 + 1.981

- 0.540 --0.017 - 0.498 - 0.182
- nLL48 -Q;QOB -n . - 490-
- 0.240 + 0.011 - 0.738 - 0.075
0 + 0 0.691 + 0033
+ 0 - 0 -0.691 + 1.433
+ 0q240 - 0.045 0,539 + 1.408
+ 0.480 - 0.132 0.207 + 1.068
+ 0.600 - 0.191 + 0.385 + 0.384

(I
rrT-

NETHERLANDS SHIP MODIL BASIN PAGE

WAGENIN'GEN Report-No. 67-163-AH 87.

Table A 3 (cOntinued)

nozzle (
IYRII
number iR - iP P

7, 3 0.673 - 0.300 + 0.008 - 0.113 - 0.113

- 0.270 + 0.011 - 0.287 + 0.062
- 0.240 + 0.013 - 0.353 + 0.128
-0.120 + 0.013 - 0.491 + 0,243
S0 + 0 -0554 + 0.247
+ 0 - 0 -0.555 + 1.646
+ 0.120 - 0.031 - 0.508 + 1.510
+ 0.240
+ 0.300 - 0.082
-
0.116 + 0.229
-
0.387 +
+ 1.092
0.287

7, 4 0.685 - 0.300 - 0.023 + 1.937 + 1.937

0.270 - 0.016 + 1.61 + 2.197
- 0.240 - 0.009 + 146 + 2.271
- 0.120 + 0.006 + 1.069 + 2.297
0 + 0 + 0.740 +2.080
+ 0 - o +o.75 + .474
+ 0.120 - 0.031 + 0.448 + 2.958
+ 0.240 - 0.00' + M94 + 1.737
+ 0300 - 0.131 + 0.421 + 0.421

,I 5 0.675 +
0.900 0.011 - 0.049 - 0.049
-0 0855
+ 0.012 - 0,074 - 0.023
0.810 + 0'...3 - oo85 - 0.013
]0.720 + 0015 - 0.101 - 0.002
0.360 + 0.014 " 0.149 + 0.002
0
- + 0 -0.202 -037
+ 0 - 0 0.20 +1.363
+ 0.-360 - 0.040 0.219 + 1.215
+I0.720
+ 0900 -- 0.118
0.-175 -,0.094
+ 0.297 ++,0.845
0.29!j

F9 6 0.686, - 0.900 -0.055 + 2.009 2-.009

41.
0.855 0.046
I -
- Q.&$_
-
,0
0438,.
0.457
0.519
-
-
0.281
0.272
-360 + 04W07 -0.644 -0.127

0 + 0 0.576 -0.012
0 - 0 0.576 + 1.-389
+ 0.360 c-,00 5 4 - 0.449 + 1.351
+ 0.720 - 0.164 - 0.059 + 1.120
+ 0.900 - 0.241 + 0.635 + 0.635

I
If
I
 1I
92.
HiE

Security Cleoamilcetiom

DCWENT CONTROL DATA. R&D

(11*6uty "elecohieof Oft. bedw *I ouetaM wi and mitoftw" nw be iniseE U&Mm e owml# 'egs. to thm.Doeed
OnIf.SWATING ACTIViVYsCv fC .uo0 a.im gmCgmIN c CASSWICATI@N
'Nether~lands Ship Model Basin k~sfe

I
Wag en ingenGRU
'4 1190001_ __ITt_

iSeries of Model Tests on Ducted Propellers

4 OIESCIPTI VEl er
TW f OW $-kiei dome)
L Final Report
s auVcOmi(S) (Le nmon I mbo.
, #0MU)

Oosterveld, Marinus W.O.

October 1967 89 5
S. ComYtasY Om em Ny w*O IS Ofl@lewA TO [ i iPUT Mum[S~8)

H 62558-.4555 67-163-AH
Subproject S-R 009-01-01,
to gYT ~osnT
94oES) (4A am
Ost a Saee .may

10 AVAILADILITA?
TAU". CtsS -T1131s "oen; ls pub'ect to special
export controls and each transmittal to foreign governments, or
L oreign nationals may be made only with prior approval of the
It SUPP LUMCAi nTIy Pl01tS SPSO UIAUTaTvT

Naval S$hip Research

land Development Center

to *MSTRACY

This reports presents the results of open water tests and

observation of the cavitation characteristics of systematic
series of flow decelerating type of nozzles (or pump jets).
The tested nozzle shapes have been derived theoretically.
[ The results of these theoretical calculations and of the
experiments, are presented in a non-dimensional form in
.[ graphs and tables.

ID (Ees"
)
I)ico
,,d
_ ,1473__
_ _ _
 93v

1 NK A LINKS0 LomCI

Ducted propellers
Decelerating type of nozzle
Pumpj et
Open-water tests
cavitation tests

nonvuIo
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