Properties of Bronze for Marine Propellers

COMPARATIVE SERVICE DATA. The superiority of nickel aluminum bronze has been convincingly
demonstrated by an in-service test.
One propeller of each material was installed on a 6,000 ton twin screw carrier, which subjects its
wheels to unusually severe service by operating on the Orinoco River in Venezuela.
The sand bars and sand in suspension in this river are responsible for damage to the ships
propellers, needing frequent reconditioning or replacement.
The nickel aluminum bronze (starboard) propeller has suffered little mechanical damage or
erosion, while the manganese bronze (port) propeller was rather severely damaged and required
frequent repair.
The U.S. Navy is using nickel aluminum bronze material for propellers for ice-breaking service,
and after a full season of operation excellent results were noted.
Propeller efficiency. Less obvious perhaps than the data presented in Table 1, but more
important from a service standpoint, is propeller efficiency. The design engineers are most
impressed by the ability of nickel aluminum bronze to retain its original smooth machined surface
over a long period of time, thereby retaining its high efficiency factor. Numerically the
improvement in efficiency would lie in the order of 1.5-3.0 per cent, with resultant fuel savings.
The exact efficiency increase would depend upon the propeller size, design factors and length of
service.
Design Benefit. As nickel aluminum bronze is in itself approximately 10 per cent lighter in weight
than manganese bronze, and can be designed to thinner sections because of its higher strength,
other advantages become apparent. For example, loading stresses on the tailshaft and bearings
are reduce, thus permitting smaller shafts.
Resistance to Notch Sensitivity. The ability of nickel aluminum bronze to resist failure under
impact when notched, contributes greatly to its value as a propeller material.
Maintenance. Maintenance of nickel aluminum bronze propellers is greatly reduced compared to
that of manganese bze it has superior resistance to bending, breaking and wearing, including
cavitation are directly associated with the material properties.
Reparability. Nickel aluminum bronze is readily reparable with the inert gas process, or by direct
electric rod welding. Little or no pre-heat is required, and unlike to copper-zinc brasses, it is not
subject to stress corrosion cracking and therefore does not necessarily require a stress relief
treatment.
Propeller cost. Reduced weight of nickel aluminum bronze in conjunction with increased strength
of the material allows designing the propeller approximately 15 % less in weight than a
comparable manganese bze propeller. Although the former is more costly by the price per pound,
the long term cost reduction is appreciable.

TABLE 1 - TEST RESULTS OF NICKEL ALUMINUM AND MANGANESE BRONZE

Item

Nickel Aluminum Bronze

Manganese Bronze

Copper

78 - 81

55 60

Zinc

In all others

Reminder

Nickel

4.5 - 5.5

Iron

3.5 5.5

0.9 2.0

Manganese

0.5 1.0

0.3 0.9

Aluminum

9.0 10.3

0.7 1.0

Lead

0.01 max

0.4 max

Tin

In all others

1.5 max

All Others

0.5 max

Chemical composition %

Mechanical Properties (Normal Range)

Yield

35 43,000 psi

27 33,000 psi

Tensile

80 - 95,000 psi

60 - 72,000 psi

% Elong in 2 in

15 30

20 35

Proof stress

28,000 psi

14 16,000 psi

Brinell hardness

152 190

112 130

Fatigue air

21 25,000 psi

9 14,000 psi

Fatigue salt water

18 22,000 psi

9 12,500 psi

Density lb/cu in

0.273

0.297

Weight loss grams

2.48

9.21

Loss Mg/in2/day

6.5

24.0

99.0

376.0

In penetration/yr

0.019

0.063

At tip in

0.005

0.012

Spin Test

Mg/dm2/day

Propellers of nickel aluminum bronze

Prev

Propellers of manganese bronze

| ^Articles |

Next

Tolerances for the manufacture of propellers

In the area of the propulsion many applications exist, that they go from crafts of fishing, of
pleasure, of load and of speed between many other's.

It's for that reason that a classification of propeller's exists that determine the tolerances that it
should have a propeller, according to the necessities of a craft.
The ISO 484/ 2-1981 Norm establishes the tolerances for the production of propeller's in all their
geometric dimension. And divide them in the following classes
This norm contemplates all the dimensions of the propeller's like they are: Pitch, Diameter, Chord
Length, Rake, Thickness and separation between blades
The norm requests that they are revised the dimensions of certain radios, this according to the
type of propeller that is manufactured.

Class

S&I

Ratio

Close to the hub 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 0.95

II

Close to the hub 0.5, 0.7, 0.9

III

Close to the hub 0.5, 0.7, 0.9

The tolerances in pitch vary between the several classes how it show the following chart.

PITCH

II

III

1.5%

2%

3%

---

Prom. pitch for ratio

1%

1.5%

2%

5%

Prom. pitch for blade

0.75%

1%

Prom. pitch for propeller

0.5%

0.75%

Local pitch

1.5% 4%

1%

3%

The tolerances for the angular deviation between two serial blades are given according to the
following chart.

Class

Angular

Tol.

SyI

II y III

TOLERANCES ON TICKNESS

Clase

II

III

Max. Tol. with a

minimum of

+2%

+ 2.5%

+4%

+6%

2mm

2.5mm

4mm

6mm

-1%

-1.5%

-2%

-4%

-1mm

-1.5mm

-2mm

-4mm

Min. Tol. with a

minimum of

TOLERANCES ON RAKE

Class

II

III

Tolerance

0.5%

1%

1.5%

3%

NOTE: Rake is expressed like a percentage of the diameter of the propeller.

TOLERANCES ON THE LENGTH OF THE BLADE SECTIONS

Class

II

III

Tolerance with

2%

3%

5%

a minimum of

1.5%
13mm
7mm

10mm

15mm

TOLERANCES IN DIAMETER

Class

Tolerance 0.2%

II

III

0.3%

0.4%

0.5%

All the previous tolerances define the geometry of a propeller in accordance with the ISO 484/ 2-1981 Norm.
The same as this norm for the geometry of the propeller exists, the norm is also used SAE-J755 like reference in
order to scheme the hub of a propeller.
This contains specified the dimensions of the most common standard bores, the same as the dimensions of the
keyway.
These tolerances are those that they are considered in the production of any RICE propeller.

Number of Blades
The choice of the number of blades is one of the first decisions to be made in the design of a
screw propeller.
Marine screw propellers usually have 3, 4 or 5 blades, of which four blades are the most common.
Two-bladed propellers are used on sailing ships with auxiliary power, as they offer the lower
resistance when in the sailing condition.
The problem with two-bladed propellers for most vessels is that such propellers require very large
diameters to get the blade area required for effective thrust.
Three-bladed propellers have generally proven to be the best compromise between blade area and
efficiency.
Four or five-bladed propellers and even more blades are useful for two reasons. First, their extra
blades create more total blade area with the same or less diameter. 4 blades propellers, however,
would seldom be as efficient as the three-bladed because the closer blades create additional
turbulence, literally scrambling up each other's water flow.

Another reason to use more than three blades is to reduce vibration. If a propeller is in the habit
of producing annoying, rhythmic thumping and humming, a propeller with more blades will often
solve the problem. Every time the blades of the propeller pass under the hull or by the strut, they
cause a change in pressure that causes a push. If the push is strong enough, it generates a bang.
Lots of rapid bangs equal vibration.
Conclusion: the less number of blades the more efficiency, the higher number of blades the
smoothest and uniform performance. This must be always taken in consideration when selecting
the proper Diameter, Pitch, Blade Area and Shape.

Ship Propulsion
The primary function of any marine engineering plant is to convert the chemical energy of fuel
into useful work and to use that work in the propulsion of the ship. A propulsion unit consists of
the machinery, equipment and controls that are mechanically, electrically, or hydraulically
connected to a propulsion shaft. After reading this chapter, you will have a basic understanding of
how a ship's propulsion unit works. You will learn about the three main types of propulsion units
used in the Navy. You will also learn how power is transmitted from the propulsion unit to the
ship's propeller through the use of gears, shafts, and clutches.
PRINCIPLES OF SHIP PROPULSION
A ship moves through the water through propelling devices , such as paddle wheels or propellers.
These devices impart velocity to a column of water and move s it in the opposite direction in
which it is desired to move the ship. A force, called reactive force because it reacts to the force
of the column of water, is developed against the velocity-imparting device. This force, also called
thrust, is transmitted to the ship and causes the ship to move through the water.
The screw-type propeller is the propulsion device used in almost all naval ships . The thrust
developed on the propeller is transmitted to the ship's structure by the main shaft through the
thrust bearing (fig.). The main shaft extends from the main reduction gear shaft of the reduction
gear to the propeller. It is supported and held in alignment by the spring bearings, the stern tube
bearings, and the strut bearing. The thrust, acting on the propulsion shaft as a result of the
pushing effect of the propeller, is transmitted to the ship's structure by the main thrust bearing. In
most ships, the main thrust bearing is located at the forward end of the main shaft within the
main reduction gear casing. In some very large ships, however, the main shaft thrust bearing is
located farther aft in a machinery space or a shaft alley.
The main reduction gear connects the prime mover (engine) to the shaft. The function of the main
reduction gear is to reduce the high rotational speeds of the engine and allow the propeller to
operate at lower rotation speeds. In this way, both the engine and the propeller shaft rotate at
their most efficient speeds.

Propulsion Systems
There are several different kind of propulsion systems as much as applications, a lot of research has been made to try to get
the most efficient system in order to lower operation costs (fuel consumption) without sacrificing performance and life of the
vessel. Attempts of radical designs have been made without results, but others have succeeded and are becoming popular as
the marine field takes the chance to test one of them, anyway, some of the classical designs have slightly changed too and here
are a few of the most common:

Fixed- pitch propellers

Variable- pitch propellers

Controllable Pitch Propellers (C.P.P.)

Ducted Propeller Systems

Z-Drives

Water Jets

Open wheel (skewed

design)

These are just some examples of them for the reader to know the advantages of each equipment
All of them have some common applications, these are some of their characteristics

The most common due to its relatively low cost is the fixed pitch propeller , these wheels are also
known as constant face pitch, this means that the pitch on all the surface of the blade (unlike the blade
angles) does not change, they are used in most commercial vessels such as tugs, draggers, fishing vessels,
trawlers.

Variable pitch propeller

Variable pitch propellers .- As mentioned, most of the wheels have a constant pitch, but there are some
special applications (large vessels or high speed boats) where the necessity of taking out the highest efficiency
is a must. On these wheels, pitch may vary on each radius (depending on design), but it is most common to
find the ones where pitch is usually reduced near the tip in order to reduce the blade pressure and the
possibility of cavitation.

Controllable pitch propellers .- These propellers allow the operator to adjust the pitch at will,
Controllable pitch propeller
depending on the operation, this is due to an hydraulic mechanism or a mechanical link that allows the blades
inside a nozzle
to turn on their own axis. They offer a big advantage in operation cost, but they are considerably more
expensive than the solid ones.

Ducted propellers .- They are surrounded by a hydrodynamic profile shaped shroud, the advantages on
these are the increase of thrust (around 40%). There are many profiles that reduce the speed, but there are new
improved designs that actually increase it when compared to standard open wheels, there are nozzles designed
to operate for maximum performance on the ahead condition and some

for both (ahead and astern thrust). The application for these is limited for low-speed boats (operation
below 14 knots) such as trawlers, tugs, draggers.

Z-Drives .- This is the most advanced option when maneuverability is really valuable to the vessel since
these systems turn 360 and thrust can be directed at any direction. They come with or without nozzles,
applies for commercial vessels operating under 14 knots.

Water Jets .- These systems work as a suction pump, they are useful for high speed vessels such as
patrol or crew boats, some systems run up to 50 knots.

What is Propeller Pitch?

By Edgar Reyes.
A propeller can be defined as follows: A mechanical device formed by two or more blades that spin
around a shaft and produces a propelling force in boats (or airplanes).
There are several technical terms to define the propeller's characteristics such as: diameter, pitch,
disc area relation, hub, bore etc. All these characteristics are calculated to design the optimal
propeller accordingly to specific needs of the customer and the boat characteristics.
In this issue we are going to define what is the propeller pitch and the importance at the time to
select it.
Pitch: Is the displacement a propeller makes in a complete spin of 360 degrees. This means that if
we have a propeller of 40 pitch it will advance 40 inches for every complete spin as long as this is
made in a solid surface; in a liquid enviroment, the propeller will obviously slide with less

Z-drive unit

Water jet unit

displacement.
The pitch concept is not exclusive for propellers, other mechanical devices like screws also use it.
For instance, a screw with 10 mm of pitch will advance 10 mm for every complete turn when hit by
the screwdriver. In fact, the "screw propeller" concept is literally making reference to that the
propeller works exactly like a screw.

It is very important that both, pitch and diameter, are properly calculated. If for any given HP the
pitch is too big, the propeller becomes heavy and demands more power than the engine can reach
and viceversa, if the pitch is too small then we have a light propeller that wouldn't absorb the
engine's full power.
So, what would be the appropriate pitch? Certain parameters need to be checked like power, rpms,
gear reduction, size of vessel, vessel application (i.e. a trawler or a tugboat needs power while a
yacht requires velocity). With this information, Rice's engineering department can help you select
the appropriate pitch for your vessel.

Tapers - charts and how to measure

You can measure the taper bore of a propeller with digital vernier calipers.
Measure the small end to the taper inside diameter of propeller - nut end I.D. ( inside diameter)
Measure the large end to the taper inside diameter of propeller - front end I.D. ( inside diameter)
Measure the overall length of the boss (hub) of propeller Measure the keyway width.
Check how the old prop fits the taper shaft and the amount of draw - i.e. the overhang distance at
the nut end so the prop tightens on the taper properly.
Propeller tapers are often not to any standard which makes this game a challenge. There are 4
common tapers used - 1 in 10 , 1 in 12 , 1 in 16 and 1 in 20 and then there are odd back yard ones.
Also check and confirm PROPELLER ROTATION - L/H or R/H - A Right hand propeller rotates
clockwise when viewed from astern facing forward. A Left hand propeller rotates counter clockwise
when viewed astern facing forward.
On a twin screw vessel the left hand prop is normally fitted to the port side.

S.A.E. Specification J755

The most widely followed dimensions for tapers is the internationally accepted standard S.A.E.
taper dimensions which is 1 in 16 up to and including 5 1/2" diameter. Above this diameter the taper
is 1 in 12. This standard is incorporated in the American Boat and Yacht Council (A.B.Y.C.) rules
which are commonly used in Australia. All dimensions for S.A.E. taper standards are based on the
SMALL end of the taper. The reason for this is so propellers with different hub lengths (i.e. different
diameters at the large end of the taper bore) will fit the same shaft diameter and have the nut face
in the same position on the shaft.
1 in 16 taper is 3/4" inch to the foot and the angle center
line is 1 degree 47' minutes 23" seconds.
1 in 12 taper is 1" inch to the foot and the angle center line
is 2 degrees 23' minutes 9" seconds.
S.A.E. Specification J755 (unit: inches)
Shaft Machining

Propeller

Small End

Taper

Small End

Keyway

Diam. of
Taper

Length

Diam. Of
Taper

Size

0.750"

0.625

2.000

0.609

0.1875

0.875"

0.727

2.375

0.711

0.2500

1.000"

0.828

2.750

0.813

0.2500

1.125"

0.930

3.125

0.914

0.2500

1.250"

1.031

3.500

1.016

0.3125

1.375"

1.133

3.875

1.117

0.3125

1.500"

1.234

4.250

1.219

0.3750

1.750"

1.438

5.000

1.422

0.4375

2.000"

1.641

5.750

1.625

0.5000

2.250"

1.844

6.500

1.828

* 0.5625

2.500"

2.047

7.250

2.031

0.6250

2.750"

2.258

7.875

2.234

0.6250

3.000"

2.461

8.625

2.438

0.7500

3.250"

2.664

9.375

2.641

0.7500

3.500"

2.867

10.125

2.844

0.8750

3.750"

3.070

10.875

3.047

0.8750

4.000"

3.273

11.625

3.250

1.0000

4.500"

3.828

10.750

3.797

1.1250

Shaft
Diameter

5.000"

4.250

12.000

4.219

1.2500

5.500"

4.672

13.250

4.641

1.2500

NB - *0.500 keyway commonly used in Australia for 2.250" SAE

Propeller Hub Taper 1:10 ISO 4566:1992(E) (unit: mm)

Big Dia.
D

Small Dia.
D1

Length
L

20

20

15

25

25

30

Shaft Dia.

Keyway
b

50

19

60

30

22

80

35

35

26

90

10

40

40

30

100

12

45

45

34

110

14

5.5

50

50

38

120

14

5.5

55

55

42

130

14

5.5

60

60

46

140

16

5.5

65

65

50

150

16

5.5

70

70

54

160

18

5.5

75

74.5

57.5

170

18

80

79.5

61.5

180

20

85

84.5

65.5

190

20

90

89.5

69.5

200

22

95

94.5

73.5

210

25

100

99

77

220

25

110

109

85

240

28

7.5

120

119

93

260

32

8.5

130

129

101

280

36

9.5

140

139

109

300

36

9.5

150

149

117

320

36

9.5

160

159

125

340

40

10.5