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FAQ Propeller Modification Shipcare

This document discusses propeller modification to address torque overload in a ship's main engine. It explains that torque overload occurs when the engine is operating at lower RPMs than designed, putting excess stress on components. Reducing the propeller's pitch can remedy this by allowing the engine to run at a higher, healthier RPM for the same power output. The benefits are reduced maintenance costs, improved fuel efficiency and vessel performance. The process involves cutting back the trailing edge of propeller blades to reduce their angle of attack without affecting other properties. It can often be done while the ship is underway to minimize downtime. Accurate engine performance data is needed to determine the appropriate modification.

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Jayjay Tabuzo
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87 views6 pages

FAQ Propeller Modification Shipcare

This document discusses propeller modification to address torque overload in a ship's main engine. It explains that torque overload occurs when the engine is operating at lower RPMs than designed, putting excess stress on components. Reducing the propeller's pitch can remedy this by allowing the engine to run at a higher, healthier RPM for the same power output. The benefits are reduced maintenance costs, improved fuel efficiency and vessel performance. The process involves cutting back the trailing edge of propeller blades to reduce their angle of attack without affecting other properties. It can often be done while the ship is underway to minimize downtime. Accurate engine performance data is needed to determine the appropriate modification.

Uploaded by

Jayjay Tabuzo
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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PROPELLER MODIFICATION

(Some FAQs)
STONE MARINE SHIPCARE

WHAT IS IT FOR?

For various reasons explained below, Torque


Overload (sometimes described as Overtorque or BEFORE
Heavy Running) may occur in the main engine of a
ship.
If service operating points (when plotted on a Power AFTER
vs Revs graph) are to the left of the Propeller Curve,
the engine is Torque Overloaded and the light
running margin (LRM) has become negative.
The original design point for the propeller may or
may not have had a suitable LRM.
However, for propellers designed nowadays, this
original margin would be somewhere between +4%
and +10%.
For an unchanged engine SMCR point, the LRM will
be increased by reducing the propeller pitch.
The term Torque Overload means that the power
absorption by the propeller no longer matches the
performance of the engine.
Because of this, the engine operates in an overload
condition at inadequate RPM which leads to;
• Higher exhaust gas temperatures.
• Increased wear of pistons, liners and valves
(if any).
• High maintenance costs.
• Increased fuel consumption.
At low RPM, the power demand is larger than the
engine can deliver which may make it impossible to
maintain the vessel’s operational speed.
STONE MARINE SHIPCARE

WHAT CAUSES OVERLOAD?

There are numerous reasons for an engine to


experience a Torque Overload;
• Incorrect propeller design.
• Old/Worn engine.
• Change in normal operating profile and/or
loading condition.
• Fouled hull and/or propeller.
• Corrugated hull plating.
• Modification of the ship (lengthening, draft
increase etc).
The engine torque can be reduced by reducing the
propeller pitch.
This improves the power/RPM relationship between
the engine and propeller.

WHAT ARE THE BENEFITS?

• Reduced engine maintenance costs.


• Increased Light Running Margin (LRM).
• Propeller restored to optimal condition.
• Improved fuel consumption.
• Improved ship acceleration.
• No practical effect upon Propeller Efficiency,
Cavitation Performance or Torsional Vibrations.
• Very short “Pay-Back” time.
STONE MARINE SHIPCARE

HOW DOES IT WORK?

To reduce the Overload, it is necessary to increase


the propeller RPM for any given power level (i.e.
move the operating points to the right of the Power
Curve).
This is achieved by reducing the propeller pitch.
Years ago, this was done by reducing the propeller
diameter but this was found to be inefficient.
Nowadays, the industry standard is to only change
the trailing edge geometry.
Fig .1. shows a typical aerofoil section with two
important lines (i.e. Nose-Tail Line and Camber Line).
The Camber Line is the locus of all the mid-thickness
points.
The Nose-Tail line is self-explanatory and exits at
Point A on the sketch.
Fig .2. shows a cut back and a reshaped pressure face
at the trailing edge.
It can be seen how the Camber Line is locally
“kinked” at the extreme edge and it is analogous to
dropping the flaps on an aircraft.
It is the local “kinking” of this line that is the
important aspect.
Fig .3. shows the new Nose-Tail Line which now exits
at Point B.
You can see that by dropping from Point A to Point
B, the Nose-Tail Angle reduces and it is this reduction
in Pitch that designers base their calculations on.
STONE MARINE SHIPCARE

CAN IT BE DONE AFLOAT?

There is no need to wait until drydock.


If the vessel can be trimmed, the modification can
be performed alongside or offshore if the weather
conditions permit.
We have Teams of highly experienced Propeller
Technicians, ready to fly to any destination.
As most modifications can be carried out within 2
days, this keeps the vessel operating and without
delays.

WHAT INFO IS NEEDED?

A power measurement with a torsion meter on the


tailshaft is a more accurate method and this can
be carried out by sub-contractors with temporary
portable equipment during some 1 day trials.
So, the more accurate the power measurement,
the more reliable will be the “Before and After”
comparison.
Information needed:
• Current Power, RPM and Speed.
• Original Trials data.
• Propeller drawing with section aerofoil
details / offsets and pitch, width and thickness
distributions.
• Target LRM desired.
STONE MARINE SHIPCARE

SHIPCARE SERVICES SERVICES NAMIBIA SERVICES S.A. SEALS

PROPULSION PROPULSION NGC BRUNTONS THOMAS REID

STONE MARINE SHIPCARE LIMITED


Dock Road, Birkenhead, Merseyside CH41 1DT, UK Part of the Langham Industries
T: +44 (0)151 651 3324 • E: [email protected] Group of companies

www.stonemarineshipcare.com www.stonemarine.co.uk

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