421 



Maltby, R. L. , ed. (1962). Flow visualization in 

 wind tunnels using indicators. AGARDograph 70. 



Meulen, J. H. J. van der, (1976). A holographic 

 study of cavitation on axi-symmetric bodies 

 and the influence of polymer additives. Thesis, 

 Netherlands Ship Model Basin, Publ. No. 509. 



Meyne, K. (1972). Untersuchung der Propellergrenz- 

 schichtstromung und der Einfluss der Reibung 

 auf die Propellerkenngrossen. Jahrbuch der 

 Schiffbautechnischen Gesellschaft 66, 317. 



Michel, R. (1951). Etude de la transition sur les 

 profils d'ailestablissement d'un point de tran- 

 sition et calcul de la trainee de profil incom- 

 pressible. ONERA report 1/1578A. 



Morgan, Wm. B., V. Silovic, and S. B. Denny (1968). 

 Propeller lifting surface corrections. Trans. 

 SNAME, 76. 



Noordzi j , L. (1976). Some experiments on cavita- 

 tion inception with propellers in the NSMB 

 Depressurized Towing Tank. Intern. Shipbuilding 

 Progress , 23. 



Okamoto, H. , K. Okada, Y. Saito, and T. Takahei 

 (1975) . Cavitation study of ducted propellers 

 on large ships. Trans. SNAME, 83. 



Oossanen, P. van (1974) . Calculation of performance 

 and cavitation characteristics of propellers 

 including effects of non-uniform flow and 

 viscosity. Thesis, Neth. Ship Model Basin, 

 Publ. No. 457. 



Pinkerton, R. M. (1934) . Calculated and measured 

 pressure distributions over the midspan section 

 of the NACA 4412 airfoil. NACA Rep. No. 569. 



Sasajima, H. , and I. Tanaka (1966). On the 



estimation of wake of ships. Proc. 11th ITTC , 

 Tokyo . 



Sasajima, T. (1975) . A study on the propeller 

 surface flow in open and behind conditions . 

 Proc. 14th ITTC, 3, 711. 



Schiebe, F. R. (1969). The influence of gas nuclei 

 size distribution on transient cavitation near 

 inception. Univ. of Minnesota, St. Anth. Falls 

 Hydr. Lab., Proj . Report No. 107. 



Smith, A. M. O. , and Nathalie Gamberoni (1956). 

 Transition, pressure gradient and stability 

 theory. Douglas Aircraft Co. Rep. 26388. 



Smith, A. M. 0. (1957) . Transition, pressure 

 gradient and stability theory. IX Congres 

 International de Mechanique Appliques, IV. 

 Bruxelles, Belgium. 



Sparenberg, J. A. (1962) . Application of lifting 

 surface theory to ship screws. Royal Netherlands 

 Acad, of Sciences . Series B, 5. 



Theodorsen, Th . (1932). Theory of wing sections of 



arbitrary shape. NRCA Report No. 411. 

 Thwaites, B. (1949). Approximate calculation of 



the laminar boundary layer. Aeron Quart, 1, 



245. 

 Tsakonas, S., W. R. Jacobs, and M. R. Ali (1976). 



Propeller blade pressure distribution due to 



loading and thickness effects. Stevens Inst, of 



Techn., Report S.T.T.-D.C. -76-1869. 

 Tsuda, T. , S. Konishi, and S. Watanabe (1977). On 



the application of the low pitch and high 



revolution propeller to the self propulsion test. 



ITTC Performance Committee. 

 Wrench, J. W. (1957) . The calculation of propeller 



induction factors. David Taylor Model Basin, 



Rep. No. 1116. 



APPENDIX 



The geometry of the four propellers, used in this 

 study and shown in Figure 4, is given in this 

 appendix. The output is from a propeller data 

 base and is not dimensionless but in mm on model 

 scale. Propellers A and C were stored in the data 

 base on a different model scale than actually used 

 in the tests, but this has no further impact. Cal- 

 culations were made directly from this data-base. 



At each radius, R, the pitch, P, is given, 

 together with the distance to the generator line of 

 the trailing edge, TE, the leading edge, LE, and 

 the position of maximum thickness, TM. The positive 

 direction is from the generator line to the leading 

 edge. 



The geometry of the propeller section is given 

 by the thickness and the distance of the face of 

 the propeller section above the pitch line. The 

 ordinates of the section geometry are given as 

 percentages of the distance between point of max- 

 imum thickness and leading edge (positive) or 

 trailing edge (negative) . The origin therefore 

 always is at the point of maximum thickness of the 

 profile. 



The profile thickness at leading and trailing 

 edge is finite in this appendix. The radii at the 

 leading edge were determined by generating a spline 

 through the profile contour or by interpolating in 

 the transformed plane after conformal mapping. 

 Both interpolating techniques gave nearly the same 

 results and were very close to the actual propeller 

 geometries. 



