PROPELLER CAVITATION Committee Members, Prof, L. C, Burrill (Chairman), Admiral R, Beard. Prof. H.W, Lerbs. Mr. H. B, Lindgren. Dr. J.D. van Manen, Prof. L. Mazarredo. Prof. M.S. Plesset. Mr. A. Silverleaf (Secretary). COMMITTEE REPORT I. Committee membership and terms of reference. ‘The Commitice appointed at the 1957 (Madrid) Conference was : Prof. H. W. Lexss (Chairman). Prof. L. C, BURRILL. Dr. J.D. VAN MANEN. Prof. L, MAZARREDO. Mr. A. SILVERLEAR. Mr. A. J. TACHMINDIT. In August, 1958, Professor Lerbs asked to be relieved of the Chairmanship for health reasons and was succeeded by Professor Burrill in March 1959, Mr. Tachmindji resigned from the Committee on leaving TMB and subsequently Professor M. S. Ples- set was appointed to fill the vacancy. At the request of the Standing Committee Admiral Brard was appointed to the Committee in October 1959. In March 1960, Mr. Pehrsson resigned from the Committee and Mr. H. B. Lindgren was appointed to fill the vacancy. ‘The present membership of the Committee is thus: Prof. L. C. Burritt, Admiral R. BRARD. Prof. H.W. Lens. ‘Mr. H. B. Linporen, Dr. J. D. van MANeN, Prof. L, MAZARREDO. Prof. M.S. PLESSET. Mr. A. SILVERLEAF. For convenience, the decisions of the 1957 Madrid Conference are reproduced hereunder. The Cot mittee programme is discussed separately in subse- quent sections of this report. Decisions of 1957 (Madrid) Conference. (1) Pending further investigations of tunnel wall effects, care should be exercised in using the Kq and Kq results on J obtained from tunnel experiments Preferably, identity of thrust or torque with open or behind tests should be used for cavitation obser- vations rather than identity of advance coefficient. 353PROPELLER CAVITATION (2) The suggestion that a range of standard propellers ‘be made and tested in open water and that thereafter each tunnel should make similar propellers of suitable diameter for their own equipment, which will be used for empirical calibration purposes, is endorsed. (3)_ In view of the opinions expressed regarding the limitations of slotted-wall tests sections for propeller tests, the Conference suggests that further funda ‘mental work be pursued. (One or two tunnels should undertake further systematic investigations on the effect of air content on cavitation phenomena. (5) It is recommended that the Committee consider the effect of unequal flow distribution, In particu- lar the technique of such tests should be considered. (6) It is important that data should be collected which will enable comparison to be made between cavitation tunnel tests and full scale results. ‘The Conference recommends that the four following, items from the previous conference be retained, as further work is required on these matters, (Its necessary to determine the influence of tun- nel walls more definitely. The Commitiee is to arrange co-operative tests accordingly. Special consi- deration is to be given to closer co-ordination between open water and tunnel results. (8) Tests of one propeller are to be arranged in all participating tunnels, with an identical method of ‘measuring water velocity. These tests have to be made at atmospheric pressure at centre of propeller. (9) The Committee is to consider the plot of some results to alternative parameters including a cavitation ‘number that takes account of the gas content. (10) Consideration is to be given to the relevant pro- perties of water including the effect of muclei and ‘entrained air. (11) Finally the Conference decided that the Com- mittee be henceforth called “The Propeller Cavitation Committee.” LL, Immediately following the last Conference in Madrid, the Committee, meeting for the first time under the Chairmanship of Professor Lerbs, made 384 COMMITTEE REPORT certain plans to continue and complete the work of comparing the results with several propellers in different tunnels and also the tests with one propeller using two methods of measuring water speed, namely, by placing a pitot tube in the plane of the propeller disc mid-way between the propeller tip and the tunnel wall, and by the venturi difference in the contraction leading to the measuring section. At the same time, it was decided to implement the decisions of the Conference by considering more closely the effect of slotted walls and the behaviour of propellers working ina tube. Most of this work has now been completed and is, reported in Appendices (1) and (2), together with notes already published by Tachmindji (Ref. 1) and van Manen (Ref. 2). Happily, the further work on pro- pellers working in a tube proved to fall more closely in line with the Wood and Harris corrections based fon simple momentum considerations, and the theo tical study of wall effect showed that the presence of the duct results in an increased circulation near the pro- peller tips and an increase in thrust of the propeller. This increase in thrust should be added to the corre tion based on axial momentum theory, but is very small for the propeller-duct diameter ratios common in propeller water tunnels To provide further basic information on the beba- viour of a slotted-wall working section, experiments were made at NPL with two-dimensional hydrofoils in closed throat and slotted-wall working sections. A brief report on these experiments is included in a note on wall interference in slotted-wall working sections which appears as Appendix 3 of this report. It appears that flow occurs through the gaps between the bars forming the boundary of the working section and that this seriously affects the determination of drag for lifting foils by cither balance measurements or deduced from surface pressure distributions. ‘These conclusions raise further doubts as to the abso- ute accuracy of force and velocity coefficients for propellers derived from measurements in a slotted- wall working section, Other subjects discussed were the use of a standard propeller design for tunnel calibration purposes, the comparison of tunnel results with actual ship trials, the effects of air content, ete., and the preparation of a questionnaire for circulation to various tunnels to find out and compare the methods of testing adopted in different establishments.cout taveso ih‘ ou oa PROPELLER CAVITATION COM! ase 460". ! 16" DIA_ MODEL PROPELLER. PITCH |6' BAR 060 &%_050 42U. BLADES. SCALE FULL Size.[anton COMMITTEE REPORT 7 a emus’ a8 pe ig ee : 7 Hn 0 05 ——. a i oe <7 | \ 1 7 we | ne) ee : 4. : Kerepetetetetet es = : OP 3 es]k 3 [ae Te ria e|3| i aid | le § le 8 eS ee es eee ' ye | are | eco [28 | ome | ome | ew [ee ie [a |e [oe ore soe oe 60 | 230] vor FS t [aaa fa ow pasta watt sf el ate FIG. 1 wollte tettet tebe a oy bette setae at ht wo fenestra stots Keel foo t T 354 bisPROPELLER CAVITATION Most of this work has now been completed, but there has been a number of changes of constitution of the Committee and in the activities and responsibi- lities of several of its members which have prevented the work from being progressed steadily as planned. Since that time, two meetings of the Committee have been held, in Feltham (March 1959) and in Newcastle (April 1960) under the present chairmanship. There thas been an excellent response to the questionnaire sent out in May 1959, and the circulation of test pro- pellers has been continued. Since the last Conference at least four tunnels have been using the technique of introducing a variable flow pattern in the tunnel measuring section based fon wake tests behind the model hull and their expe- rience in this connexion is reported in Appendix (6). Work on several liner propellers for which the erosion history is known has been proceeding and the results ‘obtained in one tunnel are discussed in Appendix (5): these show good agreement. The method proposed at the last Conference of using @ series of standard propellers to link together the results obtained in open water and those found in the several tunnels with propeller diameters appro- priate to each installation, has been examined several times, but the committee concludes finally that this method of distorting the tunnel eurves of Ky and Ky to make them fit the open water curves is not desirable and can not be recommended, owing to the large variations involved. It is felt that the major differences shown between the results obtained in some tunnels are due not to simple scale effects but to differences in instrumen- tation and technique in carrying out and analysing the tests, In some cases, the differences appear to lie in the torque records, and in others they appear in the measurements of thrust or water speed, or in the zero corrections applied; so that it is considered that each tunnel should examine these matters individually in relation to their own installation and instrumen- tation, rather than accept the necessity of using such crude method of tunnel calibration, which would only have the effect of obscuring any discrepancies which may exist. At the same time, two simple standard designs have been prepared and one of these (Fig. 1) has been chosen by the Committee, so that new tun- nels may have a standard of reference when judging the effectiveness of their instrumentation and it is suggested, as a beginning, that standard models to a scale most appropriate to each tunnel be made and COMMITTEE REPORT tested at two cavitation numbers over a suitable range of J values. It was felt that until a model has ‘been made and tested it would be unwise to make final decision, but suitable cavitation number for this propeller would be ¢ = 8.0 and ¢ = 2.0. Tn considering the effect of nuclei and entrained air, in accordance with Decision 10 of the Madrid Confe- rence, the Committee hoped that controlled air content might have been studied in several new large tannets fitted with resorbers. Unfortunately none of these has reached the stage of development where this can be done. In the meantime Ripken and Killen of the University of Minnesota have pablished an important ‘paper on the effects of gas nuclei on cavitation at the nose of a body (Ref. 3). This should clarify the pposition with respect to the incipient cavitation of pro- peeller blade sections and will thus simplify any sub- sequent investigations oa model propellers. The Committee has paid considerable attention to conclusion (1) of the last Conference. “Preferably, identity of thrust or torque with open o behind tests should be used for cavita- tion observations rather than identity of advance coefficient.” and while it is agreed that the achievement of equal Ke or equal Ke is probably the simplest means of dealing with propellers working in a variable-field in the tunnel, it is also important to consider the expected slip conditions at each radius on the actual ship, as this may in critical cases make all the difference Detween the existence of face cavitation and back cavitation; so that the ‘J’ values should as far as pos- sible be related to the expected ship-wake conditions rather than to the modelwake particularly i the ship-model is small, and the scale ratio is high. L. C. Borill, Chairman, Propeller Cavitation. (1) A.3. Tacumnos: Potential Problem of the Optimum Propeller with Finite Number of Blades Operating Ina Cylindrical Duct. — Jnl. of Ship Research, Vol. 2. No. 3, p. 23, Dee. 1958, [2] J. D, VAN Manan and A. Sursuina : The Design of Screw-Propellers in Nozzles. —- Int. Shipb. Prog. — Vol. 6, No. 55, March 1959, p. 95. Rwxen and J. M. Kinuen: Study of the Influence of Gas Nuclei on Scale Effects and Acoustic Noise for Incipient Cavitation in a Water Tunnel. Univ. of Minnesota, Tech, Paper No. 27, Series B ‘Sept. 1959. Bs. 385PROPELLER CAVITATION COMMITTEE REPORT APPENDIX 1 SUMMARY REPORT ON COMPARATIVE PROPELLER TESTS A programme of comparative propeller tests was formally initiated at the 1948 (London) Conference and was considerably extended at subsequent Confe- fences. A number of propeller models, initially comprising two geometrically similar series, were cir+ culated to water tunnels throughout the world for tests under specified conditions. The data. gathered from these tests wore presented to the 1951 (Washing ton), 1954 Scandinavia), and 1987 Madrid) Conferen- ces in reports which embodied a number of tentative conclusions. At its first meeting following the 1957 (Madrid) Conference the present Committee reviewed the programme of comparative texts, decided that a limited number of further tests should be carried out, saad that an attempt should then be made to prepare a final report on this work. Almost all of these fur- ther tests have beon completed but not all the results hhave yet been made available to the Committee. This report is a summary and assessment of the data pre- sently available to the Committe. 1, Purpose and Method: Although not specifically stated in the Conference proceedings the purpose of the comparative tests has been defined thus: (ref. 1). “To obtain information concerning the influence of tunnel wall interference, Reynolds number and air content over a wide range of conditions of water pres- sure, water speed, propeller revolutions, and propeller diameter.” ‘The method of investigation was similarly defined thos: (ef 1) “Model propellers are to be circulated for tests in cach tunnel participating. Selected models are also to be tested in open water in a ship tank.” 2. Summary of Test Programmes. ‘The programme of comparative tests carried out for the Committee may be divided into the following groups. (® General Water Tunnel Tests. (@) Series 1 propellers (b) Series 2 propellers 386 (i) Limited Range Water Tunnel Tests (@) Series 1 propeller (@) Series 3 propeller (© Low blade area propeller. (Gi) Special Purpose Water Tunnel Tests (@) Uniform method of measuring water velocity (8) Slotted wall working section. (i) Open Water Tests Each group of tests is discussed separately in this report @ General Water Tunnel Tests. (@ Series 1 Propellers, The models of this Series (based on Model AEW.C)2) have 3 blades, pitch-diameter ratio 1.333, blade area ratio 0.797, blade thickness ratio 0.062, ‘The series comprised four models having dia- meters of 9, 12, 15 and 18 inches. It was intended to provide experiment data on the effects of size of mod test speed and cavitation number in water baving a low air content. For these purposes a programme of tests was planned in which measurements and obser- vations were to be made with each model at each of three cavitation numbers at two different speeds of advance, and at one cavitation number at a third, Tower water speed. Full details of the propeller models, the test range, and the test procedure are given in ref. 1. Full results in graphical form of the tests with the 12 inch diameter model in four tunnels and the 9 inch model in one tunnel and three tanks were given bby Gawn in 1951 (ref. 1}, and of the tests of a complete set of four models by van Lammeren in the discas- sion of ref. 1, Selected numerical data from four sets of tests with the 9 inch model, five with the 12 inch, ‘and two with the 15 inch and with the 18 inch were presented to the 1954 Conference by van Lammeren (ref. 2). Open water data for all four models were also presented in 1954 by Gawn (ref. 3). Subse- quently revised and extended data for one 9 inch and fone 12 inch model have been given (ref. 4). Ava lable sets of testresults are summarized in Table 1.PROPELLER CAVITATION COMMITTEE REPORT Taste 1. —~ Available Results for Series 1 Propellers. > [vem] as is ™ amet | dn | _ aim | oss ams | 10 | Am | os | 07s | 10 ABW 9 rfa dade ‘ 1 om 2 we fj is | is | te | 6] ts | ns | as fae | ts Ke 2 26 | 26 | 26 ep 5 cae ea | os 2/2 | kaw 9 1 fa 1 L 1 cm 2 we | te | 46 | 16 16 16 mr | | | on | 2 | 6 6 6 NPL. ocr 4 )4 sm | 12 cr 4 ‘ 4 9 SW a fala 4 |4]a ja nsw a fa la aja | [a ~ ° 2 }2. [2 NsMB 2 6 | 36 6 | 26 | 26 cn) 15 z 2 | 2 18 2 j2 [2 | ™3 2 16 t6 | 6 | a6 | 1 (03) [Notes : Figures in table indicate reference number in which results appear. CT. Closed throat working section 04. Open jet = SW. Slotted wall = ‘The test data from different tunnels were compared by Gawn (ref. 1) in plottings of thrust and torque coefficient and efficiency at advance coefficient J 0.8 and J 1.05 in terms of the ratio of propeller dise area to area of working section (termed area ratio subse- quently in this report), and in plottings of advance coefficient and torque coefficient at zero thrust to the same base. A tabular numerical comparison of thrust and torque coefficients at the design advance coefficient 31.05 was given by van Lammeren (Fef. 2). In his discussion of the results then available Gawn (ref. 1) draws attention to discrepancies between the data from different tunnels which cannot be explained by wall interference or scale effect and ascribes them to instrumental features rather than physical charac- teristics. Similarly van Lammeron in 1954 (ref. 2) concluded that it was difficult to ascertain how far the disparities were due to differences in measuring apparatus. However, van Lammeren observed that the data then available indicated that in general the thrast and torque coefficients increased with the velocity of test (other parameters remaining. unchan- aged) thus broadly confirming an exp2eted scale effzt variation. He also noted that thrust and torque coefficients tended to increase as the area ratio increa- sed, but ascribed this to a decrease in the advance velocity due to a “disturbance influence” of the model screw instead of an increase in wall interference as 357PROPELLER CAVITATION predicted by simple momentum theory. Unfor- tunately the subsequent extended data for one 12 inch diameter model which gives force coefficients for the highest available area ratio in a closed throat working section docs not confirm this increase in thrust and torque coeflicients with area ratio. (8) Series 2 Propellers The models of this series (based on model TMB 2914) have 3 blades, constant pitch-diameter ratio 1,333, blade arca ratio 0.655, and blade thickness ratio 0.054. The blade scetions are all ogival with sharp leading edges. The series comprised 4 models of diameters 8, 12, 16 and 18 inches, and was intended to provide data on the effect of variations in air content ratio of the water in addition to the variables examined in Series 1. The original test programme specified measurements and observations at two speeds of advance, 4 cavitation numbers, and at two air content ratios. Full details of the propeller models, the test range and procedure are given in ref. 1 Preliminary results of the Series 2 tests are given in ref, 1 Gncluding the discussion), and a full account of the programme was given to the 1954 (Scandinavia) Conference by Lerbs (ref. 5). Plottings of thrust and torque coefficients and efficiency to a base of J are ‘given for 5 sets of tests with the 8 inch diameter model, 4 with the 12 inch, and 2 with the 16 inch and with the 18 inch diameter models. These sets of tests are sum- marized in Table 1 of ref. 5. A thorough analysis of these test data is given by Lerbs in ref. 5, Two methods of analysis have been adopted, the first using average curves and the second using individual test points. The analysis based on average curves shows that (@) Variation of air content has litle effect on the results; this was expected since this series predominently produces sheet cavitation. (®) Systematic differences in results from diffe- rent tunnels are apparent. (©) No clear indications of the magnitude of wall interference effects can be derived, nor is it pos- sible to determine whether the wall effect is smaller for open-jet working sections than for a closed throat working section withia the range of area-ratios investigated. ‘The analysis based on individual test points is made difficult by the large number of independent variables 358 COMMITTEE REPORT involved. Although ‘it is not generally possible to separate the test results so that the effect of each variable in turn can be isolated, some conclusions can, be drawn. These may be summarized thus: (@) There is no indication of systematic differences. in wall interference effects between open jet and closed throat working sections. (©) Wall interference effects depend on cavitation number and increase as the cavitation number decreases, but this conclusion is. tentative since differences between results from different. tunnels are of the same general order as the indicated trend. (©) Within the accuracy of the measured data, the propeller does not appear susceptible to air content variations, (@) The scatter of the test data is too great to permit conclusions on the influence of changes in Reynolds number. The discussion at the 1954 (Scandinavia) Confe- rence showed clearly that these general test progra mes were not likely to provide further useful quenti- tative data and it was then decided not to continue them in their original form. ‘The general conclusions from the completed tests may be summarized thus: (@) Data from a given tunnel were fairly consistent, but there was an unsatisfactory scatter between different tunnels which could be attributed largely to differences in measuring apparatus ‘and test procedure, (®) No significant and consistent scale effect changes could be detected. (©) The influence of tunnel walls was significant, but while the results broadly confirmed simple theoretical trends, no useful correction factors could be deduced. (W) Limited Range Water Tunnel Tests. 4@) Series 1 propeller. It soon became clear that completion of the general ‘est programmes with several propellers in all tunnels would take a very long time. Hence it was decided in 1951 to concentrate on a limited programme in which tests would be made with one Seties 1 prope!- ler (12 inch diameter model) in all participating tunnels. The results of this limited programme were presentedSCALE OF THRUST COEFFICIENT Ky PROPELLER CAVITATION COMMITTEE REPORT OPEN WATER RESULTS ON MODE KEEL AT DIMB 62674 ——— PEN WATER RESULTS ON MODEL KCE/ AT AEW Ae A | _|N a s ome eee SCALE OF ADVANCE COEFFICIENT J Fro, 1. ~ Comparative tests of a propeller with low blade area, SCALE OF EFFICIENCY @ SCALE OF TORQUE @DEFFICIENT Kg 339PROPELLER CAVITATION to the 1954 (Scandinavia) Conference by Pebrsson (ref, 6) in the form of curves of thrust and torque coefficients and efficiency for tests in seven tunnels. Perhsson analysed the results by plotting the thrust and torque coefficients and the efficiency at each of ‘two advance coefficients (J 0.8 and 51.05) on a base of area ratio, and the advance and torque coefficients at zero thrust to the same base. He commented that these plottings showed that thrust and torque coef- ficients increased with area ratio at the heavier loading. (408), but that this would be more clearly demons- trated if the NPL results (which covered a very res- tricted range of advance coefficient) could be extended. ‘The later NPL data (ref. 4) gives the required infor- mation at 50.8, but this does not decisively confirm Pehrsson’s suggestion. Pehrsson concluded that these tests clearly demons- trated the tunnel wall interference effect in closed- throat working sections, and recommended that for propeller tests in such sections the area ratio should not exceed about 0.14 (equivalent to a propel- ler diameter-working section diameter ratio of about 0.375), (®) Series 3 Propeller: Because the propellers of Series 2 did not show the expected extent of bubble cavitation, in 1930 to make a limited number of tests with another model designated Series 3. This model (KMW 128-A) based on model 10-A of ref. 7, had diameter 12 inch, 3 blades, pitch-diameter ratio 0.76, blade area ratio 0.44, and blade sections of “aerofoil” shape. The planned test programme was designed to give data at different air content ratios for a propeller produ- cing considerable bubble cavitation, Tests were specified at 4 cavitation numbers at each of two advance velocities over a range of air content ratios. ‘An account of this programme, and some preli inary results, were given by Pehrsson in the discus- sion of ref. I, and detaited results from tests in 4 tu nels were given by him in 1954 (ef. 6). An analysis similar in form tothat for the Series I propeller (ref. 6) showed that no clear trends could be determined from the results, and that the differences in test results were large. Pehrsson suggested that these differences could be explained by the unstable nature of bubble cavitation which changed considerably with only very small differences in velocities, pressures, and air content. 360 COMMITTEE REPORT (©) Low Blade Area Propeller: Following the 1954 Conference it was decided to carry out comparative tests of a propeller with a low blade area ratio which could be made to cavitate in an ‘open water test in a towing tank. In this way a comparison could be made of propeller performance in a water tunnel and in open water under cavitating conditions in which thrust breakdown occurred. ‘The model for these tests was designated KCE 1, ‘and had diameter 35 oms., 3 blades, pitch-diameter ratio 20, blade area ratio 0.20, and blade sections of ogival shape. Details of the ‘propeller, of the test programme, and preliminary results were given to the 1987 (Madrid) Conference by Burrill (ef. 7). In discussing these results, Burrill commented that : (@) When the propeller was not cavitating (atmos- pherie pressure tests) there was close agreement between tunnel and open water results. (8) In the cavitating region, open water tests showed greater breakdown than the tunnel data (at equal cavitation numbes). (©) Thevisual extent of cavitation is approximately the same in both sets of tests (@ Increasing the air content of the tunnel water ‘improved the agreement with open water data. Finally, Burrill suggested that further experi- ments be made before completing this programme. (it) Special Purpose Water Tunnel Tests. (@) Uniform method of measuring water velocity. ‘At the 1954 (Scandinavia) Conference doubts ‘were expressed about the correctness of the methods usually employed in water tunnel tests to measure the propeller speed of advance. Consequently the Confe- rence recommended that “Tests of one propeller are to be arranged in all participating tunnels with an identical method of measuring water velocity. These tests have to be made at atmospheric pressure at centre of propeller.” ‘Two pairs of propeller models of different diameter (16 inch and 12 jnch) were used in these tests: the 16 inch diameter models (designated KCA L10 and KCA 120) had piteh-diameter ratio 1.0 and 2.0, while the 12 inch models (designated C [57 and C 138) had piteh ratio LOLS and 1.945, Otherwise the models were similar,having 3 blades, blade area ratio 0.8, bladePROPELLER CAVITATION thickness ratio 0.045, and segmental blade sections. “The tests were to be mado with a constant water velo- city of 5.5. metres per second as measured by means of a pitot tube placed midway between the tunnel wall and the propeller tips and vertically below the centre ‘of the propeller. Results were also to be reported for other types of water velocity measurement, such as pressure drop in the contraction or thrust identity. Preliminary results of this investigation were given to the 1957 (Madrid) Conference by Tachmingji (ref. 8), who said that the available information was not sufficient for any conclusions to be drawn, In the discussion at the 1954 Conference, Lerbs suggested that tunnel wall interference effects on speed are cli- ‘inated in an open jet working section by this method of measurement, but no comparison of open water and open jet results is yet available. This topic is still under consideration by the Committee, © Slotted Wall Working Section, In order to determine the influence of the wails more definitely, the Committce sponsored comparative tests of model propellers in water tunnels fitted with slot- ted-wall working sections. A comparison of the resulls for some of the Series 1 propellers in tunnels with closed throat and with slotted-wall working sec- tions was presented to the 1957 (Madrid) Conference by van Lammeren (ref. 9). He concluded that these showed that, while the tunnel interference factors were less in a slotted-wall section than in a closed throat section, no simple rule could be found to elimi- nate the differences which still existed between slotted ‘wall and open water results. ‘This topic is still under consideration by the Com- mittee, (0) Open Water Tests. Open water tests have been carried out for all the propeller models of Series 1, 2, and 3, for the low blade ‘area model KCE 1 and for those used in the investie gation of the pitot-tube method of measuring water velocity. A set of results for the models of Series 1, 2and 3 was given by Gav (ref. 3) in 1954, and those COMMITTEE REPORT for the other models in refs. 8 and 9 in 1957. It is now possible to compare one or two sets of open water test data with the same model in different tanks, and these show significant differences (e.g. KCE 1 in open water at AEW and TMB as shown in fig. 1). Forther data from similar repeat tests is expected shortly (eg. from NPL) and this may help to explain this perturbing feature. A. Silverleaf. REFERENCES (1) Gawn, RW, Liz Results fo Date of Comparative Cavitation Tests with Propellers Trans. S.N.A.M.E., Vol. 59, p. 168, 1951 £2] vaN Lanotenury, W. P. Avs Cavitation Tunnel Tests of Series I Propellers Proc. Tth Intl. Conf. on Ship Hydro. 1955, p. 131. BB] Gaws, RW, L. : Open Water Tests of Model ‘Propellers Pros. Teh Intl. Conf. on Ship Hydro. 1985, p. 190. [8] Experiments at NPL with Series I Propellers: Contri= Dution to 9th LT-T.C., 1960. 15] Lenns, H, W.: Cavitation Tunnel Tests of Series 2 Propellers Proc. 7th Intl. Conf, on Ship Hydro. 1955, p. 135. 16] Peunsson, L.: Cavitation Tunnel Tests of Series 1 ‘I2inch Propeller and Series 3 Linch Propeller Proc. Tth Intl. Conf. on Ship Hydro., 1955, p. 169. I) Buen, LC. Comparative Tests of a Propeller with Low Blade Area Proc. 8th LT-T.C., 1959, pe 235, [8] Tacmnanpn, A. J.: Cavitation Tunnel Tests with a Uniform Method of Measuring Water Velocity Proc. 8th LT-T.C,, 1958, p. 241. DP] van Lanneonen, W. P. A.: Tests of Series 1 Propellers ‘tn Cavitation Turnels fitted with Sloted Wells Proc. Sch LETC, 1959, p. 230 361PROPELLER CAVITATION COMMITTEE REPORT FURTHER RESULTS OF COMPARATIVE PROPELLER TESTS Following the last Conference in Madrid, a number of ‘the 8th Conference in Madrid. At the request of further results of comparative propeller tests with of the Chairman these results have been included in the 12” and 16” propellers has become available to the statement on Tunnel-Wall Interference prepared by Committee, These results have therefore been repro- Mr. A. Emerson, which is presented as a written duced in Figures 1a to 8 for the convenience of mem contribution to the Discussion from King’s Coll bbers of the Conference who may wish to compare Durham University, Newcastle-upon-Tyne. them with earlier results published in the Proceedings la wb 2a 2b 3a 3b 4a 4 sa 56 6a 6 362 List of Figures: Cavitation Tunnel Tests on Model: KCA 110 at AEW (Ne 2 tanned). KCA 120 AEW — KCA 110 KCD == KCA 120 KCD . KCA 110 DIMB | One method of speed KCA 120 DTMB | measurement only. ‘Open Water Tests on Model : KCA 110 at DTMB KCA 120 at DTMB Cavitation Tunnel Tests on Model: C157 at KMW. cs KMW Cis?) MIT 138 MIT Speed Measurement Comparison between Pitot tube and Tunnel Velocity Gauge, for Models CC 157 and C 138 at MILT. Cavitation Tunes Tests on Model C 157 at NPL.INTERNATIONAL COOPERATIVE TESTS SCREW KCA 110 AEW NP 2 TUNNEL ADVANCE COEFFICIENT J Feam O\TOT MANOMETER. — ——-— — aovanes cozenaent J FRom VenTual MANOMaTER ° 008 loro lo30. lors: los lozo oes ps SCAL@ OF THAUST COEFFIC o & Ss bso. loas. oe 10364 INTERNATIONAL COOPERATIVE TESTS SCREW KCA 120 AEW No 2 TUNNEL ADVANCE COEFFINENT 5 FROM PITOT MANOMETER O40. — oslo \ a JO-35- \ OT ]o02) [0:30 ——— 06/008 \ i \\ x \ if \ ‘| as a : | | a | / \ § asa / LLB odoond 3 ve vi 3 \§ i | a k \ yo] 8 a F pss 3 PA OT spss g | é fe \ 4 ; yy y love a oso 4 | welll “ | I \ WN loos —— oi fom i | Nil LL on Nalin 6 ve rs ve ve eR Scaud OF ADVANGE COBFFILIENT J. fot.030] os oz Ke os ° INTERNATIONAL COOPERATIVE TESTS KINGS COLLEGE KCA 110, J FROM MIDWAY PiTOT MANONETER ——— J FROM CALIBRATED VENTURI 5.5 M/SEC Fig. 2A. 365366 INTERNATIONAL COOPER/ ATIVE TESTS KINGS COUEGE KCA 120 os J FROM NIDWAY PITOT MANOMETER —— \ J’ FROM CALIBRATED VENTURI ——— 55 M/SEC = o- 3 Lo 7 [02 03 los Loe 5 Los Ke _ Ky 02 og Los | los L-0 / ‘ h a ot \ 4 lo2 Laz \ 1 ‘ \ / ! 4 4 Jee 7 | a M1 \ ° N. 10 12 b4 6 3 20 Fra. 28,INTERNATIONAL COOPERATIVE TESTS TMB 24 INCH WATER TUNNEL TEST ON MODEL KCA 110 0-05 o-7]0-10 — o ¥ O6}015 9 & bE Zz > cf ee Z0:8/0-209 8 E = 8 (OKq & 0 ui Z 0-20 § O-4/025 Y b g 4 3 2 e & 3 & 3 . 3 os 030-306 $ b Ke z @ a ZOO 0-2/0-35 z e 6 3 0-05 0-1]0-40 3 a ° O45 Os os oT os os ro a SCALE OF ADVANCE COEFFICIENT J Fa. 3A, 367INTERNATIONAL COOPERATIVE TEST DIMB 24 INCH WATER TUNNEL TEST ON MODEL KCA 120 4 ve +e 20 ee, SCALE OF ADVANCE COEFFICIENT J ry by anaidiad309 andyeL go 3128 ® 2 8 3 3 9 g 2 eS g = oO S 6 2 So oO °° oS o S . - i 3 $ é ° 6 6 6 6 6 6 6 & AaNaIDsa sO BvIS | | ce =“ 2 re ¢ 2 x 2 ¥ x 6 ° 6 6 6 é 6 é (4) anaiois4z09 AonaIoUs3 ONY (Fy) ANZIDIAII0D UsMEML 40 32S Fic, 3B,Ke SCALE OF THRUST COEFFICIENT INTERNATIONAL COOPERATIVE TESTS DTMB OPEN” WATER TESTS ON MODEL KCA 110 0-26] 020 os 07 uy) 2 o 9 a SCALE OF EFFICIENCY ° é 0410] o3| oO] Os oe oO” oe of SCALE OF ADVANCE COEFFICIENT Fro. 4, 0.05 O40 ous 0-20 COEFFICIENT 10K g oes TORQUE 9:30 or lo-3s SCALE 0-40 309KCA 120 INTERNATIONAL COOPERATIVE TESTS DTMB OPEN WATER TESTS ON MODEL by uNaroiszz03 anouo 40 2 8 3 3 8 2 z 2 $ 6 8 6 é 6 6 é ou fc © io x © @ e ol 6 é 6 é 6 ° é & ADNBIDI4ES 40 -3VOS Hl —+ =—— ao LJ " —— © — — _ 9 | = z 2 es | lo a = o © cg © a > 7 ° } 3 o 4 @ 6 ° 6 . (4) anStoigs309 Xowarowaa Sev (4%) Sharotgs309° asnan 0 anvos' JI SCALE OF ADVANCE COEFFICIENT Fee. 4B. 370| KMW_KRISTINEHAMN. INTERNATIONAL CO-OPERATIVE TESTS [po] MODEL ci57 | | ror ruse wv moway posirien, prot Tuee mw comnen PosiTion, oz. \ | / \ & a Y \ 3 a 3 ¢ {aS [ 3 @ 4 z é # v y 7\\ \ 4 th spe g loco N SCALE OF TORQUE COEFFICIENT KQ O08 po LIND foc oF oF oF og 09 40 4 SCALE OF ADVANCE COEFFICIENT J Fra. $A.MW _KRISTINEHAMN \ | WWTERNATIONAL CO-OPERATIVE _ TESTS * MODEL 138 \ PITOT TURE IN MIDWAY POSMON «_\\ = Prot TUBE IN CORNER POsiTON \ so \ oe os|, 35 { N / leo ‘ cL £81 04g i 7 \ E \ Vel § eee G24 008 | re) & , | ig} 8 é Va 28 ttl oe E / ,8 & 4 ’ \ | Bp 8 / AC a ‘$ . oh L | i Gedl o5 6 @ \ z / \ 4 5 7 ' 3 woe | Seal og y Ve ! sy ' a /; 1 {es 7 — | ethene laa | \{ I / | i 7 / MN . N21} 10 "7 7 73 78 7 12 27 SCALE OF: ADVANCE COEFFICIENT J. Fig, 53,PROPELLER CAVITATION COMMITTEE REPORT. cae | ° eal LZN = bs foot er « - - - 7 - oes A § 5 5 8 ee} os. eos ; : 7 3 Z 7 7 - Pe ee o - - | a he wit TONE WTEMATIONAL COMPREATIVE TESTS WOOL IST AT 200 eM J paseo ON TUNNEL VELOCITY GHIGE | \ \ of oF oe OF oe co 1 He 88 sexe oF “homnce cocrmicent 3 Fic. 6A, 373 Ke (oF TORQUE COEFFICIENT seveong MIT TUNNEL INTERNATIONAL COMPARATIVE TESTS MODEL C138 AT 800 RPM J__BASED ON TUNNEL VELOCITY GAUGE COERniGiENT Ky SEALE oF THRUST oa oa ow 50 ° lo oer ext 44 . Ky ox 5 pcboos, ? 5 : ou 4 E ose on 13 Bone Xr ox] ox ow on 0 oe + Ve e eo ae cad SCALE OF ADANCE cocrrIENT Poo. 6B,woe, ie tae ‘COMPARISON MIT TUNNEL, INTERNATIONAL COMPARATIVE TESTS OF PITOT TUBE AND TUNNEL GAUGE VELOCITIES MODEL C157 t T T a T cosh pr pet taut or aE a ro MODEL C138 10TTC COMPARATIVE TESTS SCREW €. 157 PLN? 1 (LITHGOW) TUNNEL —— SPEED MEASUREMENT BY VENTURI — SPEED MEASUREMENT BY PITOT STATIC TUBE 024 |— os \ ‘ ‘ os \ \ \ ° \ oa 4 oot 03 ooz 0:08 rd ke lo-03 @ 004 O41 joo4 ° ° 10-05 06 07 oe o9 “0 “ Fra, 8PROPELLER CAVITATI ON COMMITTEE REPORT APPENDIX IT REPORT ON TESTS WITH PROPELLERS IN TUBES The wall effect which may be experienced while testing propeller models in a cavitation tunnel can be split into two parts: (@ Wall effect due to the contraction of the screw race, the serew being considered as an actuator disc. ‘This effect has been determined by ‘Wood and Harris {1]. (©) Wall effect due to finite number of blades and the presence of tangential induced velocities. ‘These figures show the following: 1. the influence of the pitch/diameter ratio (Fig. 3), [as for lightly loaded propeller the advance coefficient is proportional to the P/D — ratio) 2. the influence of the mumber of blades (Figs. 2 and 3. 3. the effect of duct (tube) diameter on radial distribution of circulation, 2a EFFECT OF DUCT DIAMETER ON RADIAL CIRCULATION DISTRIBUTION ( TACHMINOLI} 2 NUMBER OF BLADES :4 2 AovaNce corrFicieN Zrso = “AVITATION 5 unnets 3 PROPELLER RADIUS 1298 : a z os we a a a ote ase Raronsterinayer Goodman [2] and Tachmindji (3} determined the ‘wall effect due (o the finite number of blades for ligtly loaded propellers. Goodman, in his work, followed Prandil’s assumption by replacing the helical vortes sheets of the screw race by parallel lines. Tachmindji approached this problem by using Laplace equation with boundary layer conditions. The results of the work of both Goodman and Tachmingji are shown in figures (1), (2) and (3). Fro, 1 4, thar, for usual tunnel and screw dimensions no correction might be required for lightly loaded propellers. ‘The results of tests carried out with the Wageningen B-4.55 screw series in a cylindrical tube, having a section geometrically similar to the N.S.M.B. cavita- tion tunnel No. 1, are presented in ref. [4]. The form in which these results were presented does a7PROPELLER CAVITATION not allow for a direct comparison with the corrections due to Wood and Harris. Here, these experimental results are compared with Wood and Hartis corree- tions (Fig. 45). Reasonable agreement is found between theoretical and experimental results for pitch/diameter ratios P/D = 14, 1,2 and 1 For lower pitch/diameter ratios the experimental results differ considerably from the theoretical values. COMMITTEE REPORT ‘The comparison has been made for constant K values (0.1 and 0.2), accordingly the load, respectively the contraction of the screw race increases with decreasing pitch ratios. As an explanation to the difference between theoretical and experimental results, it may be said that above a certain load (respectively contrac- tion of screw race) separation phenomena takes place at the leading edge of the tube which influences the measured results adversely. EFFECT OF DUCT DIAMETER 0) NUMBER OF BLADES + Soara acconoinc ro coooman sor so] g 40 = 39) 20 ADVANCE COEFFICIENT : 0.23, ON THRUST INCREASE (TACHMINDJI) TATION frunwers, 00 ass oss 0925 378 ‘a7 aus osePROPELLER CAVITATION COMMITTEE REPORT EFFECT OF ADVANCE RATIO ON 7 NUMBER OF BLADES? 2 so 40 al IN PER CENT. AT, a (coooman) THRUST INCREASE FOR Ro "erlRavet RATIOS OF as3—— ano a on 02 ADVANCE COEFFI Fig. deshows the K, values of the B-4.55screw series in open water and in the tube, drawn to a base of the advance coefficient A for pitch ratios P/D = 1.4, 1.2 and 1.0. In both cases A. was calculated with the speed of advance in open water. The results of the K, values of the propeller in the tube presented in as wcient A, y ed Fio. 3 Fig, de are already corrected for the wall effect due to propeller race contraction, The difference between the Ky curves as presented in Fig. 4e must therefore be the result of the fact that the propeller is not comple- tely an actuator disc (Le. the limited number of blades and the presence of tangential induced velocities) 319PROPELLER CAVITATION COMMITTEE REPORT Feo. da Both Tachmindji and Goodman found that the wall effect duc to the finite number of blades of ligthly loaded screws is negligible for a propeller disc area = 0.2 X the area of the measuring section of the tunnel. ‘The experimental results shown in Fig. 4e give rise to the supposition that there is a certain amount of 380 S}oerves From rests in Tue wall effect due to & above when testing moderately oaded screw propellers in tunnels. Based on Fig. 4c, this wall effect may be expressed. as a decrease in the Ky value of about 4% for a screw disc equals 0.2 of the area of the measuring section, PELLER DISC AREA TUNNEL SECTION AREAPROPELLER CAVITATION COMMITTEE REPORT os SS Sa (oor apn wate) ~ ae oa. SSS ™ aaa ys S > QoS | SS S NN ¥ SS S S aL Fos SS XQ =: yin a NN ND a a a ADVANCE COEFFICIENT Aye! Fro 4s In conclusion it can be said that: Rerennicss LThe Wood and Harris correction for the part of the wall effect due to screw race contraction is confirmed experimentally, 2, The ealeulations by Tachmindji and Goodman show that the part of the wall effect due to the finite number of blades is negligible for lightly, loaded propellers and for normal ratios of pro peller diameter and tannel dimensions 3. The results of experiments with screws in a tunnel shaped tube give rise to the supposition that there is a certain wall effect, due to the fact that the screw is not an actuator dis, causing a certain reduction in Ky, when testing moderately Toaded propellers Dr. J. D. Van Manen. [8] Woon, R. M. and Hans, R, G.: Some Notes on the Theory of an Airscrew Working in a Wind Chantel, Br. ARC, R. and M, 662, 1920. [2] Goooman, T. R.: The Tip Correction for Wind Tunnel Tests of Propellers, Journal of the Aero- nautical Sciences, 1956 1B} Tactnann, A. J.: Potential Problem of the Optimum Propeller With Finite Number of Blades Operating ‘in a Cylindrical Duct, Journal of Ship Research, 1958, No. 3 [A] Maven, J.D. vans Tests in Caviration Tuels and ‘heir Comparison with Open-Water Tests, Interna- tonal Shipbuilding Progress, 1954, 381PROPELLER CAVITATION COMMIITEE REPORT APPENDIX II WALL INTERFERENCE IN A SLOTTED WALL WORKING SECTION Summary: As part of an investigation into the use of a slotted wall working section in a water tunnel, ‘experiments were made at NPL with a 2-dimensional hydrofoil and with a group of propeller models in a closed throat and in a slotted wall working section, In these experiments only the working section boun- dary was changed, and measurements and observations ‘were made under both non-cavitating and cavitating conditions. ‘The hydrofoil experiments included force _measurements on a 3-component strain-gauge balance, surface pressure distributions, and velocity disteibu- tions in the wake of the foil. "The observations were primarily concemed with the inception and chordwise extent of cavitation. The propeller experiments were initially restricted to force measurements and cavita- tion observations. ‘The force measurements were corrected by published methods to give equivalent free-stream or open-water data. Marked differences were found between the corrected results fom the slotted wall and the closed throat sets of experiments, and possible reasons for these are tentatively discussed here, ‘A fall account of these experiments is given in ref. . This note deals primarily with some aspects of the hydrofoil experiments. 1, HyDRoFOuL EXPERIMENTS: (@) Procedure: The experiments were carried out in the No. 1 (Lithgow) water tunnel at Ship Division, NPL, which hhas a working section 30 in, (76 cm.) long and of constant cross-section 18 in. (46 em.) square with corners 3.5 in. (9 cm) -radius. The jet boundary is formed by a cage of Perspex bars, surrounded by a steel shell 40 in, (Im) square to provide a reservoir ‘of water round the jet stream. For the 2-dimensionat hydrofoil tests a foil of chord 7.5 in. (19 cm.) was mounted horizontally, spanning the working section and carrying circular end plates of diameter 9 in, 23m.) so that the clear span between them was 18 in, (46 em.) These end plates ited into holes cut in the side walls of the working section. To give a closed throat working section the jet boundary was formed by 382 8 series of tight fitting Perspex bars, while for the slotted wall section the top and bottom walls each consisted of 3 bars 3 in, wide (7.8 em.) with longitu- inal slots 0.5 in, wide (1.2 em) between them, ‘The lif, drag and pitching moment variations with angle of attack over a range of cavitation numbers were determined from direct force measurements using the NPL 3-component hydrofoil balance. Chordwise pressure distributions over a range of angles of attack were measured, intially under non- cavitating conditions. Velocity distributions in the wake of the foil near the centre of the span were also ‘measured. The majority of the experiments were made at a velocity of 20 f/sec (6 m/s), giving a Reynolds ‘number based on foil chord of approximately I million (10%), The foil used had section shape NACA 16-2 ,06, with a thickness-chord ratio of 6%, @ design lift coefficient of 0.25, and the NACA Lé-scries thickness distribution superimposed on the a = 1 mean tine. ‘Typical force and moment coefficients directly derived from the tunnel balance measorements are shown in Fig. 1. These lift, drag and moment coefficients are denoted Cur, Con and Cu respectively, while the incidence angle ay is that set in the tunnel between the flow ditection and the chord of the foil section, Lift and drag cocfcients Cy, and Cy» (not shown here) were also derived from the chordwise pressure measurements (non-cavitating only); for each ‘working section the lift and drag coefficients obiained from balance data and from pressure measurements agreed well, thus broadly confirming the accuracy of each group of measurements. (b) Tunnel Interference Corrections: Corrections were applied to the measured force coefficients for tunnel wall interference effects. For the closed throat working section the corrections applied for wake and solid blockage, for lift effect and for induced drag, were those quoted in ref. 2; they were not large for these experiments. For the 2-dimen- sional slotted wall working scetion the corrections applied were those given in recent analytical studies (refs. 3 and 4), based on the substitution of an equi lent homogeneous boundary for the discrete slots.a & WORKING SECTION 5-0 SLOTTED WALL eee cre eres meee o8 oF O6 os O4) O83 oz} oF On - 02 -03) -04 i Cor oe 4 -0-04 4-006 - 0-08 4 S26 Ore crane or (om (eur i4) oy Ria. 1. — Measured forse coeficients for hydrofoil NACA. 162,06, L 16NPL CLOSED THROAT —-—— NPL SLOTTED WALL NACA WIND TUNNEL / Cor 028 0-24 020 o-46. lose 0-08, 0-04 L a oe Fi, 2, — Comected force conficients for hydrofoil NACA 16-206 (non-cavitating)PROPELLER CAVITATION ‘These indicated that the NPL tunnel as used here would have negligible blockage-interference factors, and liftinterference factors close to those of an open. Jet tunnel of the same dimensions. The principal ‘corrections were thus to incidence and to ‘induced drag’, and because of the unduly high ratio of foil chord to tunnel height, these were considerable. The non-cavitating force coefficients Cye, Cop and Cur corrected by these methods are shown in Fig. 2, in Which Cyy, Cop and Cyp denote the corresponding equivalent free-stream or “open water” coefficients and ay the equivalent free-stream incidence. Force coefficients from NACA 2-dimensional wind tunnel tests at approximately the same Reynolds number are also shown. In general, the corrected NPL closed throat coefi- cients agree reasonably well with the NACA data; the lower lift and higher drag may be duc to the excessive foil chord-tunnel height ratio of the NPL. tests. However, the corrected NPL. slotted wall coefficients differ markedly from the closed throat results. The slope of the lift curve is too great (it exceeds the theoretical value of 2 per radian), the drag coefficient is excessive for incidences above 2°, and the moment coefficient shows a very marked move- ment of the contre of pressure towards the trailing edgeastheincidence increases. These featuresstrongly suggest that the “corrected” slotted wall data are in error. (©) Slotted-Wall Flow Conditions: It is clear that the analytical corrections cannot be ‘expected to apply exactly to the extreme conditions of these NPL experiments (large chord-height ratio, ‘small number of slots). However, it is also possible that flow conditions in the slotted wall working section differ from those assumed in determining the interfe- rence factors. These assumptions are that the static pressure in the reservoir is the same as in the undistur- bed jet upstream of the working section, and that the fluid which flows out through the slots because of velocity and pressure changes induced by a body in the working section stores kinetic energy which is all returned later when the fluid flows back into the working section. In the ‘empty’ tunnel there is nominally no flow through the slots, but some docs ‘occur, With a foil in the working section the flow through the gaps increases, the increase depending fon the chordwise pressure distribution around the COMMITTEE REPORT foil. In a real viscous fluid this flow loses most of its energy in the reservoir and thus does not retura to the ‘main flow as assumed, but has to be drawn through the downstream end of the reservoir into the diffuser entrance to maintain flow continuity in the tunnel circuit. This “one way” flow through theslotssuggests that the assumed potential flow, homogeneous bound- ary conditions are unlikely to hold for viscous flows. Efforts to determine drag from wake traverse measu- ements are also hindered by these effects. When the entrance atea of the diffuser is the same as the working, section eit area (as in the NPL tunnel), there is aot ‘only an appreciable axial pressure geadient along the working section (which varies with the foil lit and drag), but also a severe local static pressure drop at the diffuser entrance. Thus, although in the working section clear of the foil wake the total head is cons tant upstream and downstream of the foil, the static pressure and the velocity both change. Hence the datum free stream velocity and pressure are difficult to define, and values must be assumed for them in order to calculate the free stream drag from wake traverse data, (@) Cavitation Conditions: Conditions in the two working sections at cavitation inception and for different chordwise extents of cavi- tation are compared in Fig. 3. These curves are based on visual observations, and are not more than reaso- rable approximations. However, there are definite indications of marked differences in cavitation number for the same extent of cavitation at equal lifts. Cavita- tion inception conditions were also deduced directly from measured non-cavitating pressure distributions; while these differed from the inception conditions given in Fig. 3, they showed the same relationship between results from the two working sections, It is thus clear that the wall effects strongly influence pres- sure distributions, both cavitating and non-cavitating, and so add significantly to the difficulties of assessing the results of cavitation experiments, particularly in a slotted-wall working section. 2. PROPELLER EXPERIMENTS: It is understood that the drag of an axi-symmetric body as measured in a circular slotted-wall working section also considerably exceeds the free stream value, A propeller has many of the characteristics of a long 388PROPELLER CAVITATION axi-symmetric body, and it is thus possible that in a slotted-wall working section its thrust may be influenc- ed by energy dissipation of fluid which flows through the slots into the reservoir. Further, because of the propeller rotation, this flow pattern is not steady, thus introducing other time-varying effects, Force measurements for two Series I propellers (9 in, and 12 in. diam.) were made in the NPL No. 1 0 te let tt tests tt COMMITTEE REPORT [Rerenancrs [1] Suvercear, A. et al. Hydrofoil and Propeller Expe- riments In @ Water Turnel with a Closed Throat ‘and a Slotted Wall Working Section. NPL. Ship Division Repott in preparation, ea Panknurst, R.C, and Hower, D. W. Wind Tunnel Technique. Pitman and Sons, 1952. INCEPTION CT. WORK. SECN. S.W. WORK, SECN. Foo. 3. — Hydeofoil NACA 162,06. Extent of cavitation over suction side (% chord from leading edge) tunnel with the working section stotted on all four ‘walls, and typical results are shown in Fig. 4, It will be seen that thrust and torque coefficients are both Jess in the slotted wall section than in the closed throat section, as expected, but it is not possible to relate ‘them by a simple velocity-corrcction factor. A. Silverleaf. 386 [3] Davis, D. D. Jr. and Moons, D, Analytical Study of Blockage and Lift-Interference Corrections for Slotted Tunnels Obtained by the Substitution of ‘an Equivalent Homogeneous Boundary for the Discrete Slots, NACA RM LS3EQ7, 1953. (4) Karzorr, S., and Bancer, RL. Boundary-Induced Downnash Due 10 Lift in a@ Two-Dimensional Sloted Wind Tarmel. NAS.A. TR R-25, 1959,ose gee et asopee 0-04] o-o2} ale Ose PROPELLER CAVITATION COMMITTEE REPORT TT Tees Teese lee geal 7. J | S.W a PROPELLER DIAM. 9IN. | WORKING SECTION {8 IN. SQUARE! Fic. 4. — ITC series 1 propeles in closed throat and slotted walt working sections. Symbos Foil chord ‘ Mass density of water Propeller diameter. > Fol drag Cy = peg Fit drag coefcent. Propeller advance coeficient. Cx = ppt Foillitcxoficent Foil lift. “ B Foil moment coefficient. Foil moment about quarterchord point, Ca = pW (bostive for centre of pressure forward - of quarterchord) = <%, ropes torque cet rc ky = Sq Proper torauecoaicent Propeller rate of rotation. Static pressure in undisturbed fluid Saturation vapour pressure of water. Propeller torque. Foil span. Propeller thrust Flow speed or propeller speed of advance Foil incidence (degrees). r ko = saa Propeller thrust coefisient. PGP covtason nant Subseripts: T—Derived from measured tunnel values F — Equivalent free stream value. 387PROPELLER CAVITATION COMMITTEE REPORT APPENDIX IV QUESTIONNAIRE ON WATER TUNNEL EXPERIMENT METHODS ‘The Committee felt that there was inadequate infor- mation available on the details of the methods of experiment followed in water tunnels throughout the world, and believed that differences exist which may significantly affect the comparison of results obtained in different tunnels, Consequently, the Committee felt that a general interchange of information would be of value, particularly in suggesting possible impro- ‘ements to present techniques. It accordingly prepa- red and circulated a questionnaire to every establish- ‘ment possessing a water tunnel used for experiments with propeller models, and replies were received from 24 organizations giving information on 34 water tunnels. ‘A summary of the replies to the Questionnaire is given here in tabular form; this summary necessarily involves some compression in the answers to certain ‘questions, but it is hoped that all the salient points hhave been retained. The Questionnaire was divided into 7 sections, and these have been grouped on 4 sheets as follows: Sheet 1: J. Water Tunnel Dimensions and Per- formance. 2: IL. Propeller and other Models 3: TIT, Methods of Measurement. 4: IV, Test Procedure. YV. Analysis and Presentation of Results. VI. Non-Uniform Tests. VIL. Ship Estimates. ‘These 4 sets of sheets of tabulated information are followed by Sheet 5 listing the tunnels for which data are given and references to independent published descriptions of them. First there is a key to the symbols and abbreviations used in the tables. List of Abbreviations and Symbols. A Working section cross-section area Ac Altemating current, o Lift coefficient. ro Controllable piteh, G Closed throat. e Chord. D Drag; Diameter of propeller pe Direct current. a Diameter of model. Fix Fixed pitch. FS Fall scale H Horizontal. 3 Propeller advance coefficient ka Propeller torque coelicient, ke Propeller thrust coefficient. ke Propeller thrust coefficient. L Litt, LP Low pressure r Length. Na. Ship propeller rate of rotation Ne Non-cavitating n Propeller rate of rotation, o Open jet. P > 388 A, Silverleaf, Py Vapour pressure. Q Propeller torque. R Reynolds number. Strain gauge sw Slotted wal. T Propeller thrust. v ‘Vertical; velocity of advance; working section velocity. WL ‘Ward-Leouard. ws Working section. ws Wake fraction. « Gas content of water. “ Saturation gas content of water a Propeller efficiency. Power factor for tunnel, Mass density of water. Cavitation number. ow Cavitation number for model. PP Cavitation number. oy = appt Cavitation numb % Cavitation number for ship.phd] sath]Sure 10.ry i i pli {Maal ; ee TTA) i A ik od dl aa ya oH ay 7 pe me sap th et Ja et ly aay {Woe ih a A tly ilps i a (Ul i i 391 ‘Sur 28,Win dodlb hadi alae 1 Hid eal ' ah i HY tite i aha 2 Le lus BY id i GHE ah PE ao fein ae EMS dey Hah a 1 ein ath at yl hall ; he i fidal, 4 by Hy deal dh Waits _ : E| i HEE hk i i 4 1 : i iz it iy aHe dbe ary ii Boa a ite fad ¢ Adis | 4g tad i i HEU HE all ca ne Es ‘Sur 3A.j lft. at TR [aT af tt i bles 1 Ln Haaktl Ht) Ey a i 1 i = i Gat in fh | Ried | Hin isl, ‘Sa 3B, fe, clip i hy uf Hy394 seta ma sHBe 2 LA ied dian i Hull, t. FE iota ¢ a2H la beau seal k a aff Leal fale de thal | all Ae uhi BBs ie } ¢ ty sf at ith dic LAME [ll ipa 4 at i i dk ai Howie [Au dat: GHA ob ‘suet 4B."Kingtem ‘isto 396 comeritge wang wannigton PROPELLER CAVITATION COMMITTEE REPORT rsiened Deverinton 2) ening sere seeping aan ant 2) Degen ofthe New Lebratang he Bea Bipellinets on Partly Cantating Mee Eiaayige amas ramen or 2 Tag iew NPE sho Hydeedmamtey Laboratory 2 RNASE Tt el ‘he Se, Antany Fatt Hydrate Laoratory Gravity uInSatelcp toro ote ctor 2 Rae Cartas Thomas Water Tana, 2 icctpmt Tier 8a orn ana te br Terate of Dad Falor ‘rane tn ages spies,PROPELLER CAVITATION COMMITTEE REPORT APPENDIX V MODEL SHIP CORRELATION FOR CAVITATING PROPELLERS ‘Two of the primary functions of a propeller cavita- tion tunnel are to supply information about thrust and torque coefficients when there is cavitation breakdown, and to offer guidance on the reduction of cavitation erosion. This note is concemed with the second of ‘these functions, which is of major importance in ‘merchant ship propeller design. For both purposesit isessential that theincidence and forces on blade sections of the model propeller should correspond closely to those on the ship propeller. With the high Reynolds’ numbers and high free stream turbulence obtainable in cavitation tunnels itis believed that this condition can be satisfied. But the appear- ance and collapse of cavities are both affected by the actual size and duration of the cavity, by air content and by wake variation and shaft revolution variation. Tt is not clear which of these factors are significant and work in progress at King’s College is intended to throw some light on this problem, In the first instance, the approach is the direct and practical one, For certain full-scale propellers there are records of cavitation erosion corresponding to known average values of shaft speed, power, revolue tions, and shaft immersion, It is therefore possible to estimate the mean advance coefficient J and cavie tation number 6. Model propellers are made to the ship propeller design drawings and observed in the cavitation tunnel, As these merchant ship propellers ‘operate with little or no thrust and torque breakdown, the known ship torque coefficient ky affords a direct check on the model propeller condition. For each propeller the observed erosion pattern on the ship propeller is compared with the cavitation obscrved ‘on the modet propeller in the tunnel at the estimated ‘mean ship condition of J and o, and also over a small range of J and ¢. The values used J’ and o’ ate cor- rected for tunnel wall interference the correction bbeing about 2% in speed (and J) and 6 % in static pressure (and o) in each case. Case A shows cavitation erosion behind a cavity on the face at its leading edge and patches of erosion on the back of the blade. For this old propeller the ship records are rather obscure but the picture alters slowly and very litle with J and a. In case B there was some difference in erosion on inner and outer propellers and these are shown in separate figures. Case B shows cavitation erosion in the collapse region of cavities on the back of the blade. ‘The next example, Case C, shows a local patch of Jace erosion which was fist observed after the liner ‘had been engaged in cruising at a lighter propeller Toading than the normal service condition. The last ‘example Case D again shows a heavily loaded propeller with bubble cavitation on the back of the blade and a leading edge fringe on the face, In this ease, compa- rison with the fullsize propeller is rendered somewhat difficult by the fact that the pitch of the working sorews was increased after the trials and further tests are still to be made with this increased pitch. At the same time, the back erosion picture is typical for this design. These four cases are all multi-screw liner propeller where the wake variation is small. ‘The use of mean values of J and o gives tunnel pictures which fit the observed full scale erosion with the exception of the patch of blade root erosion in case D. If for the ‘moment this root erosion may be regarded as due to a local variation in incidence, then air content. and cavity size have not, in these cases, affected the rela- tion between tunnel picture and full scale erosion. (The tunnel propellers were about yy full size and funnel water speeds about one half full scale water speed). For the single screw ship the most important experi- ‘mental consideration is whether there is any appre- ciable hystaresis effect; ie. whether the phenomena at any instant depend to a significant extent on the preceding incidence and velocity. If this is important then it will be necessary to build up a flow into the propeller varying both in speed and direction and also to vary the shaft speed. These all reduce the accuracy of the tunnel setting. If the hysteresis effet is small then the whole picture can be built up from local incideace and cavitation number settings obtained in uniform flow. Prof. L. C, Burrill. 397PROPELLER CAVITATION CASE JA SUIP PROPELLER KCC 4, DIAMETER (6-40 ET PITCH (const) 14.93 FT. BAR 0-607 4 BLADES. SHIP SIZE, MODEL SIZE S.H.2/ SHAFT 17,800 RPM {78% Vs 23% KNOTS. = 12-303, COMMITTEE REPORT cae A. CASE "B. Kec SHIP PROPELLE! DIAMETER 14-93 FT. PITCH (cover) 14-93 FT BAR. 0-597 4 BLADES. SHIP SIZE MODEL SIZE. S.H.P/SHAFT 26,250 RPM. 230 27/28 _KNOTS.PROPELLER CAVITATION COMMITTEE REPORT. case Ceo}. SHIP PROPELLER 18.1 exc 1 _ os % DIAMETER (8-75 FT ra PITCH (MEAN) 16-42 FT BAR 0-587 4_BLADES. 8.44! 0.628 F | SHIP SIZE. | i WODEL size. ~ ‘°° SL P/ SHAFT 12,000 RPM. 126 Vg___2f_ KNOTS. cas c. CASE D. Kec 5. | SHIP PROPELLER. ee DIAMETER 19-59 FT. | oars %— Pitch (const) (8.17 5T B.A. 2 070 ! @ BLADES. ent Sup size oazsg| MoveL sae ~ 469 j Sip /siarT 42000 1 M194 _< > Le. KNOTS. Case D. 399KCC. 4. MODEL SCREW. 3! 2 070 o's om } SHIP SERVICE CASE ‘A’ SHIP PROPELLER AFTER 400,000 CONDITION, | MES IN SeRvice. MODEL SCREW. MODEL scREW. MODEL screw.KCC. 3 CASE "B. MODEL SCREW. Oe 17 [SHIP SERVICE J ong CONDITION. SHIP SCREW, PORT OUTER R44 MODEL ScREW. MODEL SczEW. 401402 KCC. 3 MODEL SCREW. , Back FACE CLEAR e's 177) SHIP. SeRvice S's47 CONDITION CASE "B’ SHIP_SCREW, PORT INNERLH MODEL SCREW 158 J's 082 MODEL SCREW MODEL screwO's 3.00.) SHIP CRUISING Ji = 0860 CONDITION. MODEL SCREW. MODEL screw. o's 36 os 3.09 J's 078 v= 0-69 MODEL SCREW. MODEL SCREW. o= 207 o's 2.04 S's 081 J’ + 093404 oe 77 } SHIP SERVICE J's o71 CONDITION. KOC.5. CASE 'D. MODEL Screw, SHIP_sc@ew. AFTER 150,000 MILES. MODEL. sceeW. 210 Om MODEL SCREW. o's 213 J = 0-69 MODEL SCREWPROPELLER CAVITATION COMMITTEE REPORT APPENDIX VE PROPELLER EXPERIMENTS IN IRREGULAR FLOW DISTRIBUTION Nearly all tests with propeller models in a cavita tion tunnel are carried out in a uniform flow at the location of the measuring section, To account for the unequat wake distribution behind the ship a 15 %-reduetion in cavitation index is often applied. Caleulations carried out for a wake adapled serew, running in the unequal velocity ficld. which prevails behind a single screw ship, have led to the conclusion that the effective angles of attack of the blade protiles vary to such a degree that it will be impossible to make the profiles to have shockfree entry during the whole revolution. From this it is clear that the method generally used by reducing the cavitation index does nol simulate the effect of the circumferential inequality of the wake. Since 1950 some hydrodynamic laboratories have been trying to simulate unequal wake patterns im cavitation tunnels. The various methods used for simulation of the wake of a ship in a cavitation tunnel can be divided into three main groups: 1. To run the serew model behind a ship model all fitted in the cavitation tunnel. For such experiments, the tunnel section requires to be unusually large in order to avoid large scale effects and wall effect. This method is used in the large tunnel of A.E.W. Haslar with a working section 8 ft wide x 4 ft decp STRUTS (see Newton's formal discussion) and is also used in the cavitation tunnel of the S.S.P.A.—Geteborg. According to information obtained from Mr. Hans Lindgren regarding the propeller tests in an irregular flow in the tunael is remarked: A “dummy model” is manufactured in paraffin wax. During the cavitation fests this dummy model is fixed to a horizontal plate corresponding to the load waterline, The breadth of the model is limited to about 0.25-0.30 m and the Tengti to about 2 m. Thus only the rear end of the afterbody (in front of the propeller) is similar to the corresponding parts of the complete ship model, The dummy model is mounted in the test section (0.7 > 0.7 m) of the cavita- tion tunel so that the propeller shaft becomes an extension of the normal upstream (Fig. 1). Thus the normal dynamometer belonging to the cavitation ‘tunnel (described in SSPA publ. no. 43) can be used for the measurements. ‘The wake distribution of the dummy model in the cavitation tunnel is measured with pitot tubes and, comparcd with the corresponding results from the complete model obtained in the model basin, In case of unsatisfactory conformity, the wake distcibu- tion of the dummy model is modified by putting wake producing nets flush along the model surface (Fig. 2) In Fig. 3 the wake distributions for a model of a normal, single screw ship and the corresponding dummy model are compared. STEEL PLATE AT KVL. Ha (2 A ane PRODUCING NETS PROPELLER SHAFT Fa 1 |___220 DIMENSIONS 1N mm ‘Dummy model in test section of SSPA cavitation tune 405PROPELLER CAVITATION COMMITTEE REPORT. Fig. 2. -~ Wakeproducing nets fush along the surface of a dummy at SSPA cavitation tnnsl 407PROPELLER CAVITATION COMMITTEE REPORT ia, deb. — Wire mesh arrangement for wake silation in cavitation tunnel (HSVA-Hanbur). 408MEASURED BEHIND SHIO MODEL. at Bi Fie. 8, 4 1 720, 490 790) HSVA-WanBuRG 409PROPELLER CAVITATION COMMITTEE REPORT IL, A.second method of wake simulation is that of wake producing wire meshes. This method is for the application in cavitation tunnels developed by the HIS.V.A.—Hamburg (see Bericht Nr. 1131) ‘The pictures given in Fig. 4a, b show a mesh repro- ducing the wake pattern of a single screw ship. Expe- rience has shown that it is necessary to fit a roughened plank with the contour of the serew aperture behind the mesh to simulate the peak wake values. ‘A comparison is given in Fig. 5 between the wake pattern behind a ship model in the towing tank and the corresponding pattern behind the mesh with roughened plank both surveyed with the use of the pitot tube. I, A third method for the simulation of irregular wake patterns has been developed by the NSMB- Wageningen (see NSMB Report no. 124). The general arrangement of the flow regulator, which has been built in way of the contraction of the tunnel, is shown in Fig. 6. It shows that the flow regulator divides the whole fiow field into a large number of elementary seotions, The amount of fluid which passes through can be regulated for each section by an adjustable valve. The valve rods are operated from outside the tunnel. When the valves arc entirely open the flow field in way of the screw is fairly homogencous, By closing the valves, partly or completely, any radially and circumferentially unequal axial velocity field desired can be produced, In Fig. 7 a comparison is given between the wake pattern behind a ship mode! in the towing tank and the corresponding pattern behind the flow regulator. It is evident that, with wake regulators according to ‘methods TI and THT, only the axial wake components can be varied, The tangential and radial components are neglected. Simulation of the wake both in magnitude and direction is the most important advantage of the application of method 1, if an unusually large tunnel section is available. In order to avoid the complications faced when determining the mean entrance velocity to a propeller in @ cavitation tunnel, various laboratories use the Ke or Ky identity method for tests in non-uniform flow. In this respect it is noteworthy that by basing the cavitation number on the rotational speed of the propeller model the complications of determining ‘mean entrance velocity can be eliminated completely. With the development of flow regulators the obser- vation of the cavitation phenomena on a propeller model has reached a high degree of perfeetion (Fig. 8). Then further fundamental research in cavita- tion is at present an urgent matter. io, 64 — Diagrammatic representation of the low regulator NSMB cavitation tunel. 410PROPELLER CAVITATION COMMITTEE REPORT antsys max “gray = Soup08> Sp s18803,p UHEENED aM MOREIARD UF JOHO-ODA — “6 “OLE rag Aaojan panboun wy omy epee 2 wonmse) — "9 “ONacasceen. ‘gelind sm Honk sr pereonucea wv chvirarion ronneE. 413PROPELLER CAVITATION Attention may be focussed on the following pro- lems: 1, The effect of turbulence on cavitation inception, noise and type of cavitation. 2. The effect of entrained air on cavitation incep- tion, noise and type of cavitation. ‘The effect of instationary slow phenomena on cavitation inception, noise and type of cavitation. 4, The dependability of cavitation damage on the type of cavitation In the field of the above probiems reference should be made to recently published work [1, 2, 3]. It is evident that in the forthcoming years new measuring techniques have to be developed and if possible standardized for the determination of turbue Tence spectra (hot film technique {4}) and spectra of entrained air bubbles (acoustic methods (1, 5). J.D. van Manen. REFERENCES U1) Rieke, JF and Kitsw JM. A study of the Influence of gas nuclei on scale effects and acoustic noise for incipient cavitation in a water tunnel, Univ. of Minnesota, St, Anthony Falls Hydraulic Lab, Techn, Paper No, 27, Series B, 1959. [2] Joes, LR, and Epwanns, DH: An experimen. tal study of the forces generated by the collapse of transient cavities in water, Journal of Fluid Mechs- nies, Vol. 7, April 1960, BB] Howrer, C.: On she collapse of an empty cavity in ‘water, Joursal of Fluid Mechanics, Vol. 8, June 1960. [4] Towns, Rie: Turbulence detection. Results from the use of am anobstructive technique during ship ‘model testing, LNA—Paper 1989. [5] SmnasmERo, M.: Gas bubbles ax sources of sound in Tguids, D-T-M.B—Report no, 1042, 1956. APPENDIX. VI Arrangement fitted in the Water-tumnel of the Bassin d'Essais des Carénes — Paris {for propeller experiments in iegular flow distributions. Wake-makers (see Fig, 9) are formed with grids of brass having eavitis of 3, 4, 6nd 11 mm2, Maxie ‘mum diameter of the grids is 40 mm (diameter of the 44 COMMITTEE. REPORT ‘working scetion is 800 mm; diameter of the propeller is generally not larger than 250 mm); number of grids is of the order of 5; distance between grids is 10 mm. ‘The distance from the third grid to the disk of the propeller is 650 mrn, Up to now, determination of wake survey in the disk of the propeller is not made in the tunnel but in open water by means of pitot-tubes, at a speed of 2 m/s. Fig, 10 gives an example of wake survey behind the wake maker which is shown on the photograph. Design of wake makers is purely empirical. Fic. 10, — Example of wake survey behing a wakemaker Tor 8 cargo ship.PROPELLER CAVITATION FORMAL DISCUSSION FORMAL DISCUSSION R. N Newton, Iudged by the discussion on this subject at the 8th Conference in Madrid one can expect the Report of the present Committee to stress the importance of adop- ting a more or less standard technique for conducting model propeller experimentsin cavitation tunnels so as to facilitate comparison of results in diferent tunnels. As pointed out by the author and Mr. Honnor at the 8th Conference it may eventually be possible to overcome or account for the many effects which give rise to differences ia results obtained with pro- pellers in axial flow, but there will still remain the pro- blem of completely simulating the flow conditions at the ship, if the tunnel results are to provide reliable guidance in the process of prediction of ship perfor- By means of a wake grid or similar device ahcad of the model propeller the horizontal velocity distri- bution across the disc can be made to approach closely that obtained from pitot surveys on a model in the ship tank or indeed on a ship at sea, Such devices, however, sill leave two conditions pertaining to the ship unfulfilled viz: inclination of shafts) and direction of flow through the disc, Delegates may be interested to learn of some recent investigations at A.EW. aimed at ascertaining the effects of these two conditions. Effect of Shaft Inclination, With single screw ships this is insignificant but in muli-serew ships the effect can be appreciable and needs to be accounted for. Experiments have been carried out in the small tunnel at A.EW, with the ‘model propeller shalt inclined at 10 degrecs to the Girection of flow. In Fig. 1 curves of thrust coefficient Ky and cfiiciency for a destroyer propeller in axial and inclined flow are given both at atmospheric pres sure and at a cavitation number of 1.5 It will be seen that at atmospheric pressure, the shaft inclination has little effect on the K, curve but causes a three per cent reduetion in maximum effi ciency. When the cavitation number is reduced (© = 1.5) there is a drop in Ky and efficiency over almost the entire range of advance coefficient. Obser- vations indicated, as expected, that the cavitation pattern on cach blade varied considerably with its orientation on the shaft due to the variation in angle of attack of the blade sections caused by the shaft inclination. Consequently, at all advance coefficients fone or more blades were losing thrust due to either back or face cavitation. The upper curves in Fig. 1, have been prepared to illustrate this point and show critical cavitation numbers for the onset of cavitation plotted against advance coefficient for tip vortex, face and back cavitation in both axial and inclined flow. ‘The critical cavitation number is that at which that form of cavitation is first seen, regardless of blade orientation, At the cavitation number of 1.5 there is, in axial flow, a small range of advance coeffiient in which neither back nor face cavitation occurs and there must be a much larger range over which no significant thrust foss occurs, On the other hand, in inclined flow, the critical curves for face and back cavitation intersect at a cavitation number of 2.3 and at the lower of L.S there is no advance coefficient at which there is not a thrust loss It. may be concluded that inclination of the shaft to the flow docs not cause serious losses of thrust at angles and cavitation number met with in most ships, but that there will always be a loss of efficiency associated with such inclination which should be accounted for when assessing correlation factors used in the predic« tion of speed. Effect of Inclination of Flow. (One way of simulating the volumetric flow through, the propeller dise in both magnitude and direction is to ran the model propeller in the tunnel behind atsPROPELLER CAVITATION model of the ship, the assumption being here that if 4 pitot survey atthe propeller position gives the same result as in the tank then the direction of flow will also beclosely simulated. For such experiments the tunnel section requires to be unusually large in order to avoid large scale effects and wall effect. In this respect the large funnel at A.B.W. with a working section 8 ft. wide x 4 f. deep may be able to provide some guidance and a start has been made with what we call hull/ propeller combination experiments. Surface ship investigations have yet to be put in hhand as this has entailed the design and installation ‘of an inner drive unit to achieve varying inclinations of shaft, but in the meantime the results of a single screw submarine hull/propeller experiment have pro- vided some encouragement to future work. It will be appreciated that the submarine presents an easier task than the surface ship since the form induces a more or less symmetrical wake in the region of the propeller. The experiments were carried out as part of the current practice of wake adaptation of propeller designs, ic. to design the section at any radius to approach more closely shock free entry at that radius. It is practical only to take account in the design of 416 FORMAL DISCUSSION radial variation of wake and in cases where the wake varies circumferentially as well as radially, the mean circumferential velocity at any radius is used. In Fig. the results of a pitot survey ona submerged submarine model in the ship tank are superimposed fon those obtained in the tunnel with the same size hull ahead of the propeller and the same appendages (bridge fin, rudders and hydroplanes). These appen- ddages give rise to heavy wake concentrations immedia- tely behind them which are reflected in the peaks and hollows of the curves. It will be seen that fairly close agreement has been obtained between the two sets cf curves both in magnitude and trend. By integra ting these curves it was found that the values of mean circumferential velocity against radius were in excel- lent agreoment showing that the velocity gradients across the screw discs in the two cases were very simi- Sar, Flow studies will be required to check that the direc tion of flow, as well as horizontal velocity are achieved, more so in the case of a surface ship hull/propeller combination and it is hoped in due course to indicate the degree of agreement achieved in this case and that of the submarine.CAVITATION NUMBER & THRUST COEFFICIENT Kr ° ° ° 003 Tneeption in axial low and at 10° shaft inclination, S | jos hi iM _ -L —tyi\ loz ul | W —-|-- |. _ for AXIAL \ eased} INCLINED — === iii — 7 1 N x t s ‘S&S S oF 08890 ADVANCE COEFFICIENT J Fo. 1. — Destroyer oropter, Curves of thet costicint,fciony and cavitation EFFICIENCY NewTON a7CIRCUMFERENTIAL WAKE vELociTY FT/SEC. as PROPELLER CAVITATION FORMAL DISCUSSION Af 3-INCH_ RADIUS. No.2 TANK i000 «150 200 250 \J300 -350°0 ANGLE IN DEGREES. Fic. 2. — Comparison of wake survey behind models in ship tank and cavitation tunnel. 40PROPELLER CAVITATION FORMAL DISCUSSION NEWTON S. Burt INTERFERENCE DRAG IN SLOTTED WALL WORKING SECTION Measurements have been made at A.R.L. of the drag of bodies of revolution of high blockage ratio in the slotted wall working section of the 30 inch water tunnel. Three models, of 8”, 10” and 12” diameter were used, Tests have also been carried out in a 12 inch wind tunnel with a geometrically similar wor- ing section using models of 4” and 3” diameter. The length-diameter ratio of models varied from 7 to 8 and an internal strain gauge balance was fitted in all cases. The drag coefficient obtained from the balance was found to be very much in excess of the correct free stream value. The interference varied from zero to 100 % of the correct value and depended on the following variables : model blockage ratio, model shape, axial position of the model, ratio of slot width to bar width, and Reynolés number. It decreased as the model was moved downstream and as the Rey rnolds number was decreased. The interference was found to increase very much when the slot to bar ‘width ratio was changed from 25 % to 8.1 %. It has been shown that the extra drag is due to a change in the pressure distribution on the model ‘compared with free stream conditions. In two cases the pressure distribution on the model was measured ‘and integrated to get the resultant drag. The wake profile was not significantly affected and in every case the correct free stream drag was obtained from wake traverses which were evaluated by the method of B.M. Jones (Mod. Dev. in Fluid Dynamics Vol. 1 . 260). In using this procedure it is necessary to traverse over a complete diameter as the wake can be assymetric so that the mean value between port and starboard has to be found. ‘The interference seems to be due to the boundary conditions imposed by the slotted wall, If itis assu- ‘med that the wall imposes a resistance to radial velo- city components so that a pressure difference exists ‘across the wall which changes sign with the direction of the radial velocity component, then a fore and aft assymmetry of the flow results which produces a drag force due to tunnel interference. The pressure dis- tribution along the inner surface of a bar of the slotted wall has been measured and is of a pattern consistent with this explanation. The reduction in interference as the model is moved downstream along the axis, and also the reduction with decreased Reynolds number, ‘are accounted for by the thicker wall boundary layer which reduces the momentum lost by the fluid dis- placed outward through the slots. It is to be expected that with a propeller in a slotted wall working section, the interference will have the ‘same sign as witha body, so that there will be aredue- tion in thrust. This would be due to the eneray lost by the fluid which is induced to flow through the slots by the contraction of the propeller wake. No measu- rements have been made on an isolated propeller but the 12” body of revolution mentioned above has been tested with 2 propeller at the tail. It was found that the interference was larger than for the same body without propeller and was nearly independent of J over 4. 30 % either side of the self-propulsion point, as determined by a wake traverse. In this case there was only negligible swirl in the wake. Where this is not so, the evaluation of thrust from a wake traverse would be much more difficult. The conclu- sion has been reached that drag and thrust measure- ‘ments on large models in a slotted wall working sec- tion can at present only be made by means of a wake traverse 419PROPELLER CAVITATION FORMAL DISCUSSION A. Silverleaf. EXPERIMENTS AT NP.L. WITH SERIES I PROPELLERS Preliminary results of experiments at NPL with the 9-inch and 12-inch diameter models of Series 1 Propellers were presented by Gawn in 1951 (ref. 1). ‘The range of experiments then possible was severely restricted by the limitations of the propeller model drive, but later the NPL No. 1 (Lithgow) tunnel was extensively modified so that a wider range could be covered (ref. 2). Results of a full range of exper ments with the two Series I propellers were reported 1956 to the ITTC Propeller Cavitation Committee (@s it is now named); these experiments were carried Out in a closed throat (solid boundary) working sec- tion and also ina slotted wall working section. These results were those quoted by van Lammeren (ref. 3} in his discussion in 1957 of cavitation tunnels fited ‘with slotted walls However, these extended NPL results were not made entirely in’accordance with the procedure specified by the Committe, and it was necessary to interpolate between measured data to derive the required curves at constant values of cavitation number based on speed of advance alone. Later experiments at NPL raised doubts as to the accuracy of some of these 1956 results, and the interpolation process was not considered to bbe entirely satisfactory. It was therefore decided to repeat some of the experiments, following precisely the procedure specified by the Committee. Com- parison of the results from these repeat tests with those obtained in 1956 showed good agreement for force measurements at atmospheric pressure, indica- ‘ing good repeatability of measurement. There was also good agreement between sets of force measure- ‘ments at reduced pressure, provided cavitation did not affect thrust or torque. However, when cavita- tion affected these forces there were significant discre- pancies between the new results and those obtained in 1956, It was decided that the earlier data were in ‘error, and consequently the results given here in Figs. 1 and 2 are considered to be the only reliable 420 [NPL data for the 9-inch and 12-inch diameter models of Series 1 propellers. The final data were submitted to the Committee the form specified in Appendix 3 of ref, {1], but are given here in the graphical form used by Gawn in the main text of ref. [1]. Thus Figs. 1 here supersede igs. 7of rel [1] while Fig. I (a) also supersedes Fig. 7 of ref, [4] in which Pehrsson compared the results of I2inch Series I propellers. The data_given in Figs. Land 2 do not include any corrections for tunnel wall effects. The thrust values include a correction for any difference in pressure between that in the working section and atmosphere, but none for boss rag. The torque values were corrected for bearing friction from tests with rotating dummy weights. The speed of advance was measured by the pressure drop in the contraction, calibrated by a traverse with a pitot-static tube over the screw disk, an indepen- dent mean value being taken for each working section and for each screw diameter. The air content ratio of the water, which was approximately 0.35 for most of the tests, was measured by the Van Slyke method as modified by Williams. Rererences (0) Gawn, RWL: Results to Date of Comparative Cavitation Tests with Propellers. “Trans. S.N.A. ME, 1951, vol. 59, p. 168. D2 Sinvensear, A. and Berry, LW.: Recent Work in the Lithgow Water Tunnel at NPL Trans. LESS. 1957, vol. 100, p. 211, B]_ VAN Lawman, W.P.A.: Tests of Series I Propellers in Cavitation Tunnels fired with Slotted Walls Proc. 8th LT-T.C,, 1959, p. 230. [4] Peansson, L.: Cavitation Tunnel Tests of Series I B2uinch Propeller and Series 3 12inch Propelter roe. 7th Intnl. Conf. on Ship Hydro., 1955, p. 169.WATER SPEED 128 FEET PEA SECOND ee soe rr emeH DiAMETER GLO8ED THROAT) oe T i I T T T i cArTATION AIR CONTENT L womarn ¢ RATIO >. 0078 os \ 7 — . vy \ oe _ aca ° 3 BE oT soo oe 7 eect eed oor 5 [— y 5, 003 x : fo | 4 gee ey Joo § 5 | ¢ 2 ¥ joo § Boe Veer] le = 4 | e 2 es oF os é | 009 : i ow os 07 OB 08 Oo oF 2 3 he rr SCALE OF ADVANCE cosFricieNT J Fic, 1 (Ap, — Series 1 Propellers NPL 0? 1 (Lithgow) tunnel Comparative cavitation tests of propellers.SUVERLEAP by ANaIDIa#30D aneYoL Jo 31¥95 gg e 6 6 8 T oe lo-o3 04 06 oe. foe = wren sete 2's tet rem secono, 5 wo se moe fe NCH OAMETER GLOTTED WALD) Fig. 2 (A). — Series 1 Propellers NPL n® | (Lithgow) tune ‘Comparative cavitation tests of propellers. os 07 fe oe s oa 3 2 ' ° sonarus ONY aM ANGIDUUSOD isneML 40 3WOS,SEALE OF THRUST COEFFICIENT KT AND EFFICIENCY oe yp WATER SBEED (8:5 FEET PER SECOND ss oe : 0 + 8 INCH DIAMETER GLOsED THRCAT) CAUTION AR CONTENT wows pario os os os ° {oor ont ove foes os FJ ——| oc cos 02 00s - | o07 on 7 ove - -{ oe ° 1 Ll eee L \ eles a aT a a a SEALE | OF ADVANGE | COBETICIENT Tw sents Propelon NPL ne (Litheow) tue ‘Comparative cavitation tests of propellers, COErCIENT ka roreut scat oFkT ANG EFPICIENEY SCALE OF THRUST coEFRCENT oe 7 oe on oe WATER SPECO ISS FEET PER SECOND : so wo. INCH DlAMETER GlCTTED WALL) T T T TOT iE Iwuwecr o RATIO 1 oss ons 0-48 [EAVTATION. AIR CONTENT a i a sca VANCE COEFFICIENT io. 2B). — Series! Propellers NPL n® 1 theo) tune ‘Comparative cavitation tess of propel 1s Fe oF ToRCUE coEFricieNT ‘ScALEPROPELLER CAVITATION FORMAL DISCUSSION suyemear TSMERSON A. Emerson. ANALYSIS OF COOPERATIVE TEST RESULTS IN RELATION TO TUNNEL WALL INTERFERENCE ‘Summary: Tunnel wall interference affects the rela- tionship between measured water speed and speed at the propeller and is shown by differences in slope of thrust and torque coefficient curves on a base of uncorrected advance coefficient. To examine these changes im slope the tunnel thrust curves for each propeller are brought together at zero thrust by a speed calibration correction Simple momentum theory shows that when the propeller is thrusting, the water speed a long way in front of the propeller (as measured by the venturi method) should be increased, and water speed in the transverse plane of the propeller (as measured by the midway pitot method) should be decreased to give the same water speed at the propeller. The results in general show that the calculated corrections from the simplified momentum theory need to be based on an effective area of tunnel equal to about 0.8 times the actual area. The tables of results show that any differences bet- ween open water and corrected tunnel values are within the experimental variations over the normal range of advance coefficient, 1, The Propeller Cavitation Committee Report sup- plics the remaining results of tests on the 16” pro- pellers and further results with the 12” propellers made under the programme “Cavitation Tunnel Tests with @ Uniform Method of Measuring Water Velocity”. 2. The uniform method of measuring speed specified for use in all tunnels was by a pitot-statie tube abreast the propeller and midway between the propeller tips and the tunnel wall. For the tunnels testing the 16” propellers the alternative method of measuring speed was by using static pressure holes inthe contrac- tion leading to the measuring section as @ venturi meter, the pressure drop being calibrated against the ‘mean’ water speed at the propeller position. Thus apart from any differences due to the propeller the two alternative speed measurements are related to speeds at different positions in the tunnel. In the case of the King’s College Tunnel the venturi calibra tion gives the mean speed over the middle 16” diame ter circle of the tunnel and it is known that the speed at the midway pitot position is about 115% less K.M.W. use a different method of speed measurement ‘but report that the midway pitot tube specds are 3 less than their calibrated speed at the propeller po: tion, Apart from such known differences, the abso- lute accuracy of tunnel speed calibration is probably not better than + 4%. Tunnel wall corrections affect the slope of the Ky on J curve and it istherefore desirable to reduce these speed calibration differences, before making comparisons. This has been done by applying a speed correction to bring the tunnel results, to the same J, value (¥e. the same advance coefficient at zero thrust). Although better corrections can be obtained by comparing the complete shapes of curves, this simple method is generally satisfactory and has the merit of reducing any effects due to damage to the model propellers in transit from one tunnel to another. 3. For the 16” propellers the J, value has been cho- sen arbitrarily as the mean of the calibrated venturi results in the three tunnels of the same size. For these tunnels, N.S.M.B,, El Pardo, and King’s Colle and for the much larger A.E.W. No.2 Tunnel, Jy, values have been lifted ftom the published curves at the same values of Ky, and multiplied by the factor JoLlox (Where Joy is the measured zero thrust valuc) to give J values with speed calibration differences climinated. To these J values a momentum cor- section for tunnel wall interference, 1/CSC has been applied to give J” values. (Diagrams 4a, 46, in paper 13 by H. Edstrand and C.A. Johnsson at the Zagreb Symposium provide the corrections in a simple form). In the Tables 1 showing this analysis it will be seen that the corrections do not quite bring the midway pitot and venturi results together; this is discussed in the next section, but for convenient comparison the ‘mean values have been lifted from the replotted curves, so that in Table 2 there are Ky, Kg values at fixed values of J’, A. similar treatment to the less a5PROPELLER CAVITATION comprehensive 12” model results is shown in Tables 3 and 4, In each case available open water and ‘open jet tunnel results have been added to the Tables without any correction, 4, In the description of the method used at King’s Colfege to obtain the equivalent open water speed and static pressure (page 218 of the Proceedings of the ‘7th Conference) the comment was made that the “effective” cross sectional area of the tunnel was not Known. The present results provide an answer to this problem if “effective” area is taken to be the area which gives the same equivalent speed derived from the midway pitot measurement as that derived from the venturi measurement. Although the expe- imental accuracy is not sufficient to obtain very pre= cise values the results suggest a ratio of effective area to an actual area of 0.85 to 0.90 for the N.S.M.B. and El Pardo tunnels and 0.75 for the King’s College and for A.E.W. No. I tunnels, For the large A.E.W. No. 2 tunnel the corrections are too small to show any departure from a unity effective arca ratio. AS 2 matter of interest in this connection water speed was measured in traverses from just below the pro- pller tips, through the specified midway pitot posi 1n and down to the bottom of the tunnel at 0, 20% and 40 % slip. The speed curves for these pro- peller loadings cross at a position 3” above the tunnel floor. 5. There are two conflicting sets of open water results, There have been International series compa- 426 FORMAL DISCUSSION isons between King’s College Tunnel tests and Haslar ‘open water tests for four other model propellers giving the same general result as the present comparison with the two 16” propellers. Because of this known consistency, it is the Haslar open water results which are referred to in the next section. 6. Conclusions. @) The speed adjustments to bring the tunnel J, to the same arbitrary value are not unreasonable. For the 16” propellers the probable calibration error covers the A.E.W. No. 2 and King's College venturi results, the N.S.M.B. midway pitot cosults and the EI Pardo results for one of the propellers 5) By means of a momentum correction based on an effective area of tunnel, either midway pitot or venturi speed measurement will give the same corrected speed over the working part of the range of advance coef ficient. NPL No. 1 Tunnel tests with an area ratio of 0.36 show that there is a limit to the propeller size in a particular tunnel area. 6) The corrected tunnel results and the open water results suggest that at 40 % to 50 % slip the correction is becoming too small. Otherwise there does not appear to be any significant difference in result which can be ascribed to the difference between open water and tunnel conditions. Such differences as may exist require a higher standard of experimental accuracy before they can be shown and analysed.PROPELLER CAVITATION FORMAL DISCUSSION EMERSON Tame 1 (a), ~ Propeller 16" KCA 110. Mean zero thrust value Jy = 5 (1.066 -+ 1.003 + 1.038) = 1.046 Tunnel: NSM Propeller Disc Ares/Tunnel Arca = 0.17 Ventari Results Midway Pitot Results Selby = 0.981 Ilay = 1.002 1 1 mi ae y Ja at ; - , TSE. ; CSC. : ° 1005 L086 1.00 10% | 10% = 1.0% 1.00 1.046 os 968 90 100s “ses 943 95.00 35 10 ‘6 859 1013 ‘er 4s ser 998 “eas as] 76 1024 737 m0 382 ‘936 755 20 “703 01.037 “665 653 ss 993 659 2s ‘ai a 1057 sé | 580 81 986 ‘589 Tannel : El Pardo Propallee Diss Area/Tunnel Area = 0.17 Venturi Results Midvay Pitot Rests Jolbee = 1.013 Jnlbny = 995 1 1 + a 1 y a at ts CSC. % Z csc. _ o | tom 106 1.00 101s | 102 hous 1.00 1.046 0s “945 937 1.005 932 349 943100 933, 10 357 ‘681013 856 ‘248 3 938 ‘sa4 ds 789 brah 004 739 750 746 556 749 » ‘sr 6 1037 sn “682 eis 998 652 2s | las fai 1057 S78 364 558 986 “596 Tunnel : King’s College Propeller Dise Arca/Tunnel Area = 0.16 Venturi Rests Midway Pitot Results Juda = 1.007 Talay = 1.020 Kr Se a ” du J 0 |} 1.038 1,046 1.046 1,025 1.046 1.046 os} 946 953 348 921 939 239 210 “854 ‘30 ‘248 24 0 41 15 767 7m La 736 ‘a 745 748 20 “686 fo. 038 ‘68 ‘stl 653 8 2s | ‘sor ‘id 1955 80 585 66 14 Tunnel: AEW No, 2 Propeller Disc Area/Tunnel Arca = 08 Venturi Results Midway Pitot Results Tbs = 0:92 Jallao = 1013 1 . 1 a Xe ; csc. , a ; ose 7 ° Loss 1.046 1.00 Hotels || io) etic 1.086 05 955 9371.0 946 936 3710 ‘sar 10 846 89 1.003 7 | kk 40 us 153 far 100s 743 8 4s 399, “ras 20 ‘on 651.008 60 53 ‘st 998 52 25 ‘386 ss) 1.012 sm 6 S13 97 S15 a7PROPELLER CAVITATION FORMAL DISCUSSION Tas 1 Q) — Petr 16° KCA 1 ee cast eme ine ce Tones HD, Veatust Results \ Midway Pitot Results Ielbug = 987 1 , 1 5 Ke Mu 7 se al Z ose Z ° 2065 2097.00 20 | 200 © 2037.00 2037 wo | 1865 01838) ooze | oes ms 00 a2 20 | 160 © 16s 007636] ees Heat Ker DO I tess eke ore raue lee | ian 98 tats jo | taste naa asta Ss} 126 asf amiss toe isa | aas ta 51182 Soe lise | tire © 108 7 ose |p om © tom $93 1066 Tunnel : El Pardo Venturi Results Midway Pitot Results lg = 1.017 Tole = 1.027 1 a t a Kr cal ae r Jan i v ° 207 100 207 | igs 2037 2037 20 1a ooze 780.828 1938 20 te 100763 sid 161s 30 tags tos ane tsa rats “0 s265 022 tase | rags razr 13 45 Lisp to nase fas Las 1130 30 Ties rosso? 1032 1.060 1068 Tunnel : Ki Ventari Results Midway Pitot Results Selby = 099 Telly = 1.018 t 3 1 : Ke we a ase Je ; ce , ° 200 2057100 207 | 200 © 2071.00 2037 10 1831883 toon a29 | e700 1822 20 | teat 639007 near ss sie 00 1616 30 | ass ass rone tas ft 1398 hats 99140 40 | izes) nas2 tors” aase frag ta ‘997123 45 i205 1203s money tae es 48 so} nie any 1035 082 fous 1060 ‘S08 067 Tunnel: AEW. No. 2 Venti Results Midway Pitot Results elds = 0999 lBg = 1017 1 " " Ky de al 3 ba 5 ¥ ° 208 = 2087 1.00 207 |} 2005 2037 20x7 ao 131822 1.00 re | sate 124 Seen re ei rsiz 30 vais tad 003g | aera 184 ao | 1336) bass ooh tao 1.380 123 a 1146 0 = = 1008 i = ee 428PROPELLER CAVITATION FORMAL DISCUSSION Tans 2 (0. ‘Comparison of Ky, Kq values for 16° Propeier KCA 110. ma | os | o7 | os | 09 | 10 os | or | os | oo | wo | Ke | Ky NSMB. ae] are | 124 | 072 | 22 | 1086 | aes | 03 158 | 090 | 060 Ei Pardo a4 | “ire | 124 | ors | ‘024 | 1046 | 391 | 306 “iss | 087 | sp Ke. 24 | m8 | a24 | 072 | 022 | 1046 | 381 | 305 160 | 050 | 059 AEW. No.2] 234] 1175 | “t19 | 070 | ‘om | r086 | 390 | Sos 166 | ‘100 | ‘067 DIMA. 21 Ope er | as | am | sas | ars | os Jaan | x0 | so | a | ars | | a Open Water Haslar_ 230 175 | 121 | 069 020 | 1.045 381 302] .228 | .156 | 085 | .054 DITMB. aL | 130 | 080 | 033 | 1.073 |} “402 | 320 | “244 | ‘172 | 406 | ‘060 Tame 2 0). Comparison of Ky, Ke values for 16° Propeller KCA 120. | {| Ke | Ke NSMB 479 | 368 | 262 | 162 | 065 | 2037 | -11ss | 0865 | 0600 | .0385 | .o190 EI Pardo ATS | 364 | 260 | 162 | .066 | 2.037 | «1140 | 0843 | .0865 | .0300 | 0110 Kc ass | “368 | ot | “tao | 066 | 2037 | ‘1460 | ‘1135 | (os35 | 10560 | -oa1s | ‘0170 AEW. No.2] 477 | ‘soi | 256 | ‘iss | 062 | 2.037 | “ass | “iso | 0855 | (0580 | ‘0330 | ‘0170 DIMB. | | 24° Open see | 469 | 360 | 260 | 265 | 078 | 2090 | 146s | 1145 | 0875 | costs | 0370 | 0150 Open Water Hiaslar .ass | 361 | 258 | 160 | 068 | 2.063 | 144s | 13s | 0835 | 0560 | .0305 | 110 DIMB, 83 | ‘372 | 263 | “is7 | 063 | 2.060 f ‘r48s | “ir7o | ‘osso | ‘0600 | ‘0340 | “0140 a9Tunnel: ABW. No. 1 98 16 20 4 ‘Tunnel : Kr 08 16 20 ‘Tunnel : 430 RRR F Jn 1.070 [905 764 12 63 NPL. No. Jy 1.014 742 ‘or4 605 KMW. PROPELLER CAVITATION FORMAL DISCUSSION ‘Tanue 3 (2). — Propeller 12° C, 157, Arbitrary zero thrust value J, = 1.070, Propeller Dise Area/Tunnel Area = 21 Venturi Results JlBun = 1.00 1 _ esc 1070.00 50s 1010 711.030 62 10a as (1.066 ¥ 1.070 896 "9 (682 395 Midway Pitot Results Joan = 980 1 bs 7 ose. 102 1071.00 ‘30s a7 89 m 9 oss sas oon sa sas Propeller Disc Area/Tunnel Area = .36 Venturi Results JalSuo = 1.055 1 3 as Tse. 1.070 1.00 25 Hors 783 4.053 ™ L980 199 1s y L070 909 44 (658 SB ‘Midway Pitot Results Joldue = 1.007 Jn 3 1.063 1.070 901 ‘907 998 “ng "743 992 658 662 (985 31 ‘381 7 Propeller Dise Area/Tunnel Area = 0.13, No Venturi Resols Standard pitot position gives about 3.% higher speed than midway pitot. Midway Pitot Results Jews = 1.033 1 a : ase. 103 1070 1.00 S61 896 ‘999 0 72 sor ‘3 656 998 1.070 “888 72 683 $81 a 1.070 897 734 659Tunnel A.BW, No, 1 2.008 | 6s ) 1365 1395 1225 KMW. PROPELLER CAVITATION FORMAL DISCUSSION ‘Taser 3 (6). — Propeller 12° C. 138, Arbitrary zero thrust value Jy Venturi Results Jolbao 3 2.004 1.765 1365 1.395 1205 1.00 1 se 1.00 3,002 4.008 1016 1.030 2 2.004 1.761 1354 1373 1189 1.970 1730 1313 4319 1136 004. Midway Pitot Results Yoldun ~ 982 i ose. 2.004 1.00 1.761 999 1340 99 1344 998 115s 995 Midway Pitot Results Solan = 1.018 1 3 ee 2.004 1.00 1.760 1.00 1539 99 1342 99 1488 997 2.004 1763 1583 1349 1166 7 2.008 1.760 1540 1343 1138 431PROPELLER CAVITATION FORMAL DISCUSSION Tass 4 (). Comparison of Ky, Kq values for 12° Propeller © 157. [mmr] | i | | == Ta | erate el po es | al =a ae Apw.1 Nene | | tas | “6 | tos | 6 | Low) = | Sm] et | ior | ctx | ar wean, | | um | et | com | aos Hise | = | 39 | a so | cr | am mares open dTE BDO Dok at tt Pee 2 Tams 4 0, Comparison of Ky, Ka values for 12° Propeller © 138. 7 ee eee te eel el eae sn | se Pan al Ps KMW. 432 | 323 | 219 | ‘126 _ 1310 | .0990 no | .o+60 20 | 2108 a 432PROPELLER CAVITATION FORMAL DISCUSSION cegnson HP. Rader, In point (6) of the decisions of the 8th LT-T.C. it was recommended that data should be collected which will enable comparison to be made between Cavitation Tunnel tests and full scale results. Some data pertaining to a high-speed craft are shown in Figs. 1 and 2 as function of the cavitation umber. ‘A 10 inch diameter model propeller of the full scale propeller was tested in axial flow and on a shaft inclined through 12.5° relative to the undisturbed flow. The conditions in inclined flow correspond approximately to those of the craft. Throughout the model experiments the air content of the tunnel water was Kept constant at about fifty per cent of the satu- ration content. ‘The thrust and torque values of the full scale pro- peller measured during trials ate corrected for the resistance and torque of the shaft and the correspond- ing components of the friction in the bearings. ‘These corrections were ascertained from the model experiments in inclined flow as a percentage of thrust and torque at the corresponding rates of advance and cavitation numbers. No other corrections were applied to either results. Perhaps the most interesting result is that the effi ciency in inclined flow increases with decreasing cavie tation number, This is even more pronounced at higher rates of advance and in complete contrast to the results in axial flow. It is believed that this improve- ment in efficiency is due to the changes in cavitation pattern associated with the cyclic variations of the blade element angles of incidence, relative velocities and local cavitation rfimbers in inclined flow, A full explanation of this phenomenon requires further experimental and theoretical investigations. Itappears that the effects ofthe inclined flow accoune for the greatest part of the difference betwoen full scale results and axial flow cavitation tunnel results. ‘This substantiates the statement by Mr. Newton and Mr. Honaor, A.E.W. Haslar, at the 8th Conference in which they stress the importance of simulating in the tunnel the flow conditions at the ship if the tunnel results are to provide reliable guidance for the predic- tion of ship performance 4334 ° vp a i | 2 | | MODEL PROPELLER | ie | Z AXIAL FLOW 5 0.20, & i 8 | . MODEL PROPELLER | 10.15) = a secre & | é | Hea) : | < O10 — a) e al 1 = AXIAL THRUST k= TORQUE ol Ts Pp ne of a P nm pe | © = FULL SCALE PROPELLER | INCLINED FLOW a 0.08 | MODEL PROPELLER L L AXIAL FLOW ae | 5 | Z 004 ___ +—— | 3 i iva | MODEL PROPELLER of INCLINED FLOW 8 ool po 4 | 3 3 | g 6 i 2.02! —— a2 04 06 08 19 12 SHIP CAVITATION NUMBER Of; Fo 1, — Proper for high speed craft, Thnst and tore cients ‘of model propeller in axial low and at 12° shaft inclination compazed with trial results ‘offal sale propeler at 125° shaft inlination.EFFICIENCY 7 PROPELLER CAVITATION FORMAL DISCUSSION mADER O75 —— a i MODEL PROPELLER | tw FLOW orol ia . | . | [ MODEL PROPELLER | 0.65 ____Amtac Frow, jt 02 O4 06 os Lo SHIP CAVITATION NUMBER O; Fis, 2. — Propele forhigh speed erat. EAieney = R23 flow and at 125% shaft incination compared with tral results of full scale propeller ‘at 125° shaft inclination, of mode! propeller in axial © = ful sale propeller inclined flow. 435PROPELLER CAVITATION ‘A new cavitation tunnel will be soon working in taly, and my Country hopes to be able to contribute in the near future to the Conference works on this subject. Meanwhile the Rome Tank has built anew dynamo- meter for open tests, ‘The working range is as follows, ‘Thrust up to 150 kg. Toraue up to 4 em, Revolutions up to S000/1'. Power up to 16 HP. FORMAL DISCUSSION E, Castagneto, With the above dynamometer it will be possible to carry out cavitation tests in open water with screw models up to 20 cm. diameter, and cavitation number beyond 5. Results obtained were quite satisfactory, as one ccan see from Fig. 1 given on the opposite page as an example. ‘The procedure and time spent for a cavitation test are the same as for an ordinary open water test, ‘The Rome Tank will be glad to contribute eventually with this new facility to a closer coordination between open water and tunnel results, as recommended on point 7 of the &th Conference decisions on this subject K. Tanigehi. It is thought very important to adopt a standard method for tunne! wall correction so as to facilitate the cooperative investigations into cavitation. It is desirable that the standard method should be appli- cable to open jet type tunnel as well as to closed jet type, and furthermore to non-uniform tests which will be often made in near future. As a matter of fact, however, there can not be found a suitable method of correction for cavitation tests in non-uni- form flow, other than the method of determining the effective mean speed of advance on the basis of thrust (or torque) identity. As reference data for the method of correction based fon thrust (or torque) identity, the comparisons of 436 thrust identity method and Wood and Harris method are shown in Figs. Land 2(*). The tunnel velocity are calculated from the pressure difference of venturi tube, taking the venturi coefficient = 1 (Fig. 1) and 1.028, calibrated value by the wake rake (Fig. 2). The wake rake was calibrated up to 6 m/sec in towing tank. ‘When the velocity is determined from venturi meter taking the venturi coefficient = 1, the thrust identity method and Wood and Harris method are in good agreement for moderate loading. From Fig. 1, it ‘may be concluded that the thrust identity method can reasonably be used for tbe wall effect correction. (6) See ape 438 and 439CAVITATION TESTS IN OPEN WATER PROPELLER MODEL C.747 0,8. 0,7, Kp 0+ Series 4% dete,7 o series 8% Seas —| + Series 6% 8. 5,65 | A at foot eels kr Kae t IPROPELLER CAVITATION FORMAL DISCUSSION 100) Ups = EQUIVALENT VELOCITY OF ADVANCE (open resr) ‘Ve = MEASURED VELOCITY OF ADVANCE IN TUNNEL (CALCULATED FROM VENTURI PRESSURE DIFFERENCE VENTURI COEFFICIENT =/-000 ) T= %/no OFS s = 090 oes | oO Oo Cl #5 Fe MARKS: “| z No. of biades | 3] 3 i 3 | "wooo head "0s | on Teo osoao} FIGHT RATIO [-orae0|—o7a7 | 0736 ~| “0.700071 0000-| ae |—Ta| HARRIS eGR) in taonel | 7.09 % 10" | 17S x 10° | 1095 x T0* Tar x 10"| Za6x 10" | 273 x 4.33 x 198] METHOD Re (K) open test | 0.45 x 10" 0.45 x 10° | O41 x 10" 10°] 0.53 x 10° | 0.60 x 10° [0,60 x 10°] Fig. 1. — P ne 1228 1235, Correction factor for tunnel wal effect (mean lines). 438TANIoUCH Ups = EQUIVALENT VELOCITY OF ADVANCE (open TesT)| Up = MEASURED VELOCITY OF ADVANCE IN TUNNEL (CALIBRATED BY WAKE RAKE VENTURI COEFFICIENT = 1-028 ) J- “no —+ t-4% 1230] 1h No. of blades | 5 3 3 3 WOOD ‘Aejad__|_0772_| Oe 03195 | 0.498 & | PITCH RATIO | 07360_| “0.7417 |_0.7361_|~0: HARRIS [Re (Kin tunnel METHOD, Re Fo. 2. — P n° 1228 - 1235, Correction factor for tunnel wall effect (rea Hoes), 439PROPELLER CAVITATION FORMAL DISCUSSION Prof. L. Mazarredo. COMPARATIVE TEST 1. Taking the values of Jy and J, as given by Emerson, in his valuable contribution and calculating the values Ju/Jy Which are intended to be equaltothe 1/ values, {aS quoted in the afore mentioned contribution, fol- lowing differences (Sy/J;—Ifox) were obtained : venturi ie, even after correction the PitotStatic tube gave less speed than the Venturi, all conditions being the same, This trend seems to point out to a common cause, which might be the position of the Pitot tube. As mentioned by Emerson, in the (idSe—Vex) in percentage. 1 Ken Keim je 7] er ¥. vo NSME 42-1 as | tor -m | +25 412 Bi Pardo =i2 For i 2s I3s | tos "a7 King’s College <0 13 a | =i =26 | $29

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