2007
DOI: 10.21236/ada472935
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Thrust Breakdown Characteristics of Conventional Propellers

Abstract: Historically, the Burrill diagram has been used early in the propeller design process to estimate the inception of thrust loss due to cavitation. This report develops an alternative set of curves based on five modern propeller designs to estimate thrust breakdown for both uniform inflow and for a range of non-uniformities. A recommended blade area ratio relation is developed for uniform flow designs. This relation falls very close to the Burrill 15% back cavitation contour. A relationship to adjust that curve … Show more

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Cited by 4 publications
(2 citation statements)
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“…Burrill recommended a limit of 5% back cavitation for merchant ship propellers; however, numerous more recent studies of cavitation indicate a higher back cavitation limit is more appropriate; see, for example, (Gawn and Burrill 1957;Black 2007). The American Bureau of Shipping ( 2018) guidance states that modern merchant ship propellers are designed with airfoil blade sections, making the 10% back cavitation line more appropriate.…”
Section: Cavitationmentioning
confidence: 99%
“…Burrill recommended a limit of 5% back cavitation for merchant ship propellers; however, numerous more recent studies of cavitation indicate a higher back cavitation limit is more appropriate; see, for example, (Gawn and Burrill 1957;Black 2007). The American Bureau of Shipping ( 2018) guidance states that modern merchant ship propellers are designed with airfoil blade sections, making the 10% back cavitation line more appropriate.…”
Section: Cavitationmentioning
confidence: 99%
“…The propeller slip and racing caused by bubble entrainment and cavitation greatly reduce the thrust of the propeller and the efficiency of ship propulsion [1]. A conventional ship with a direct drive engine system employs a governor or a speed limiter.…”
Section: Introductionmentioning
confidence: 99%