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NavCad is for the prediction and analysis of vessel speed and power
performance. It also provides for the selection of suitable propulsion system
components – engines, gears and propellers. NavCad can be used for the design
and analysis of virtually any type of monohull or catamaran – from large
displacement vessels to fast planing craft.
How to get started with the HydroComp NavCad® 2013 Evaluation Demo
Step by step resistance and propulsion example
Explanations of data entry screens and fields
Description of features in teh full commercial version of NavCad
HydroComp NavCad® 2013 Evaluation Demo
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Contents 5
Table of Contents
Part I What Can I Do With The NavCad Demo? 8
1 Demo Limitations
................................................................................................................................... 8
1 Vessel ................................................................................................................................... 40
Holtrop .......................................................................................................................................................... 40
Index 0
Part
I
What Can I Do With The
NavCad Demo?
Part
II
Getting Started
2 Getting Started
This chapter provides an overview on the operation of NavCad, including a tutorial example. It is
intended to allow you to investigate the entire interface, calculation procedures, and output.
At the top of the window is the Main menu (File, Edit, etc.) containing the many menu commands
which bring up data entry forms and launch calculations. Immediately underneath is the Toolbar
with buttons for frequently-used commands. To the left of the screen are the Resistance mode
analysis parameters and Propulsion mode analysis parameters, as well as a Task list. In the
center of the screen are the various Vessel parameters tables. To the right is the Graphs and
reports window. At the bottom is the Performance summary spreadsheet.
Note: A Toolbar Guide is found in the next section of this chapter. This guide describes the function
of each button.
The Vessel parameters entry table (center) changes depending upon the selected data set –
Condition, Hull, Appendage, Environment, Margin, or Propulsor.
Task list
A user-definable Task List is available to help with project management. A variety of standard task
lists are available as initial templates.
Performance summary
A Performance summary spreadsheet shown at the bottom of the NavCad screen holds the active
performance analysis results. The values shown in the summary are different for Resistance and
Propulsion modes, and all of the results are updated on every calculation. This insures that all data
and results are properly related to their equilibrium resistance-propulsion relationships.
Within the Help menu are particular topics that may be of general interest. These items describe the
interface commands and menu selections.
File handling
New project – creates a new NavCad job file.
Open project – opens a previously saved NavCad job file.
Save project – saves the current NavCad job file.
Calculation mode
Mode: Resistance – enables the resistance analysis mode.
Mode: Propulsion – enables the propulsion analysis mode.
Data editing
Units – opens the unit and formatting entry window.
Show as coefficients – toggles between units and coefficients for the current entry
table.
Edit condition data – opens the condition edit entry table.
Print toolbar
Page setup – set print page size, margins and orientation.
Help
Help – opens the NavCad help file.
Interface
This group sets standard interface options.
Theme
Choose the color theme that you prefer – Silver, Sky, or Forest.
Reports
Configure how your reports will be prepared in this group.
Prepared by
Enter your name or company name.
Symbols page
You can choose to Show or Omit the standard results symbols page in each report.
Default layout
Set up your selection of report page size – Letter/Portrait, A4/Portrait or User defined. You can
use the User defined option to set up other orientations.
Email
Reports can be packaged directly to an email, so you can set up email messaging details here.
(Error and warning messages can also be forwarded to an email.)
Messaging
This is the description of the messaging protocol supporting your email program. There are
three principal email setting options, all based on MAPI email messaging – MAPI/Control, MAPI/
Direct, and MAPI/CDO – that support most popular Windows email programs (e.g., Outlook,
Outlook Express, Thunderbird, Windows Live Mail). You can choose your preferred email
setting in the Page setup. (Note: They may also be set by the application program). Click the
Find... button to let NavCad identify and test which protocol is recommended.
Notes: MAPI/CDO is for Microsoft Outlook only, and it requires the CDO.DLL system file
(v1.21 or newer). This DLL file is not always installed with Windows or Outlook, so if you
need this file, you can download it from Microsoft. A MAPI "Profile" is required for this
feature. Most email programs will establish a Profile without special setup by the user.
Resolve name
This is an optional setting that is required by some email programs. If the email messaging in
NavCad is not functioning properly, you can try changing this setting.
Part
III
A General Example
3 A General Example
This chapter is an multi-step introduction to the operation of NavCad. The example uses data for a
78 m fast monohull vessel.
Run NavCad and you will see This tutorial example is used to illustrate many of NavCad’s
the main screen. various program functions, and will be a good introduction to
the operation of NavCad. A resistance prediction, as well as a
Click on File | New propeller selection and analysis of a fast displacement vessel is
project (or the used to demonstrate a typical job session.
associated toolbar icon)
to start a new project.
Set up a task list for this project Use the Task lists to help establish "best practices" for your use
by right-clicking the first cell in of NavCad.
the Task list. Select New, then
Yes to see the pre-set lists.
Select the Standard speed
prediction as the task list
template for this project.
Open the units entry You will want to configure NavCad for the appropriate
window by clicking Edit | dimensional units and report formatting. Each job may require
Units… from the menu that you select different units, but we will use SI (metric) units
or the corresponding for this example.
toolbar icon.
Define speeds and water The process of building a resistance prediction will be to first
parameters by clicking enter complete condition and vessel data, then use this data to
Edit | Condition from predict resistance per your particular design requirements.
the menu (or with the
corresponding toolbar
button).
Click Edit | Hull data A full description of your hull is necessary for a reliable
from the menu, or the analysis. This screen is used to enter information about your
toolbar button. hull. The data is parametric – meaning that the shape is
described by individual numerical values (such as length or
Enter or select the following displacement) rather than by three-dimensional geometry.
data in the Hull data window:
Configuration: = select
Monohull
Chine typ:e = select Round-
bilge
Length on WL: = 78.05
Max beam on WL: = 11.5
Max molded draft: = 4.25
Displacement: = 1859.4
Wetted surface: = omit for now
Click Show as
coefficients toolbar
button to allow non-
dimensional entry.
Max section area: = 0.771 [CX] You can also enter data in non-dimensional form. For example,
Waterplane area: = 0.765 suppose we have data for Max section area and Waterplane
[CWP] area in coefficient form (CX, CWP). The Show as coefficient
toolbar button toggles between dimensional and non-
Click the button again to return
to dimensional editing.
dimensional entry.
All data is now entered, except NavCad provides a broad range of estimated values for many
the Wetted surface. We will let data items. It provides you with the corresponding range of hull
NavCad suggest an estimate parameters for each estimate to help insure that you select the
for this item.
most suitable choice.
Click the estimate button
next to the Wetted
surface field. Choose
the Holtrop estimate.
Click OK to enter this
value into the field.
Click Edit | Appendage The prediction of resistance is not complete with the analysis of
data or the the added drags. Appendage drag can be a significant portion of
corresponding toolbar the total drag.
button.
No Miscellaneous appendages
are defined:
Count: = select 0.
Configure the Resistance Once all of the data is entered for the condition, hull and
prediction parameters (in the appendage, you can build a resistance prediction. (With the full
left-most table): commercial version of NavCad, you would also consider drag
for wind, seas, even shallow water.)
Vessel drag: = select Calc (to
tell NavCad that you want to
predict the bare-hull drag)
This will enable other fields.
(Note: Other options are to set
this to Off to clear the data, or
Lock to keep user-entered
data.)
Continue with the selection of The Method Expert is a prediction method ranking system that
the bare-hull resistance can help you determine which of the many prediction methods
prediction method by reviewing can provide the highest reliability and success. The ranking
the recommendation provided
evaluates a variety of characteristics, from principal vessel
by the Method Expert window.
characteristics to speed range to hull details. These assessments
NavCad has indicated that the are supplemented by subjective comments based on information
Holtrop method meets all of from NavCad users and industry experts. It also applies
the parameters. It also points HydroComp's extensive knowledge about the various methods'
out that the method "may behavior. Warnings are raised if a particular method has shown
underpredict for hulls with poor results for vessels of the type you have entered.
significant immersed transom
area". Keep this in mind as you
proceed through the example!
To define these parameters to A full resistance prediction requires you are describe a number
be used in the prediction, enter of additional parameters for the bare-hull prediction method, and
or select the following data: to define what additional drag methods you wish to use (e.g.,
appendages). (In many cases, you would also consider drag for
Expansion: = select Standard
wind, seas, even shallow water.)
(this set full compliance to the
ITTC-1978 protocol)
Friction line: = ITTC-57
(standard)
Hull form factor: = select On
(standard); then click the popup
button and choose the Holtrop
[ITTC57] estimate
Speed corr: = On (for a speed-
dependent form factor
correction)
Spray drag corr: = Off
Corr allowance: = standard set
Roughness: = Off
Once all of the data is entered Once you have entered all data and defined how you want the
for the hull, appendages, and prediction calculation to proceed, you can run the analysis.
prediction parameters, you can
build a resistance prediction.
Click Analysis |
Calculate: Resistance
Perform a sensitivity Sometimes you may have a hull that does not fully comply with
analysis by clicking any prediction method, where some parameters of the hull may
Analysis | Parameter be outside method's range. The Parameter influence analysis
influence... or the evaluates the "influence" of each hull data item.
corresponding toolbar
button.
Click on any header in the A graph is always shown in NavCad for quick viewing of
Performance Summary results. The graph is constantly updated using the most recently
spreadsheet to quickly change calculated data.
the graph. For example, click
on CR under the ITTC-78
COEFS group. This will change
the graph to CR vs. SPEED.
Create a custom graph The [Confidence] plot help you evaluate the fidelity of your
by clicking Tools | prediction by displaying a "potential minimum" or "best
Graph | Multiple or the possible" drag for vessels of an appropriate type. In this
corresponding toolbar example, the plot is showing a "best possible drag" line for
button (in the dropdown
High-Speed Round-Bilge Displacement Hulls (HSRBDH Min).
list).
Generate a NavCad generates all reports via an integrated "report viewer". Reports can
report with viewed, printed, and saved as a PDF or CSV file.
Tools |
Report | Data
and results
from the
menu, or
dropdown and
click the
associated
report button
from the
toolbar.
Additional
formatting,
such as for
margins, can
be made by
clicking the
report viewer
page button.
Click Edit | Propulsor A variety of propulsors can be used in NavCad, including many
from the menu, or click different types of propellers and waterjets. The specifications of
the toolbar button. the propulsor and the power delivery are described here.
An initial propulsion analysis for
this example will use a
representative stock propeller
with no consideration of engine
or reduction gear - just to
evaluate efficiencies and
powers.
Select View | After your resistance prediction is completed, you can proceed
Propulsion mode from with a propulsion analysis. The first part of this analysis will run
the menu, or click the calculations for a pre-defined propulsion system. Then you will
corresponding toolbar have an opportunity to optimize your propeller.
button to activate this set
of calculations.
Click Analysis | NavCad offers five different propulsion analyses - Free run,
Calculate: Propulsion Towing, Fixed RPM, Acceleration, and Defined. The objective
from the menu, or the of each analysis is to find the RPM that meets the analysis
toolbar button. objectives. For example, in a Free run analysis, the resulting
RPM is the one which provides just the right delivered thrust to
You can now review the
analysis results in the
match the total resistance at each speed.
Performance summary
spreadsheet, as well as view or
print any reports or graphs.
Click the Engine data dropdown At this point, you typically will have enough information to
list button and select Click to select an engine, and the analysis results will . Review PBPROP
define... to launch the engine (brake power per prop) in the ENGINE group and RPMPROP
data editor. (propeller RPM) in the POWER DELIVERY group to help
determine required engine power and to point you to a reduction
Select or enter the following
gear. For this example, you will define a 3000 kW engine.
Properties:
Description: = Engine 3000 kW
at 1000 RPM
CURVE:
1100 1 1
1050 3000 753
1000 3000 753
890 2793 696
790 2487 616
680 1788 443
530 1034 263
420 686 178
The 1100 RPM point is the "no
load" point of the governor limit.
Click Edit | Propulsor Once you have conducted a propulsion analysis for a
from the menu, or click representative propeller and have selected a main engine, you
the corresponding can refine the propulsion system by sizing the propeller (and
toolbar button. optionally the reduction gear ratio). This step will allow you to
find the best propeller diameter and pitch for your application.
Enable propeller sizing for the
analysis:
Propeller sizing: = By power
Propeller sizing is
conducted as part of the
propulsion analysis, so
click Analysis |
Calculate: Propulsion
from the menu, or the
toolbar button.
enter 4
Expanded area ratio: = Keep
and enter 0.55
Propeller diameter: = Size
Propeller mean pitch: = Size
The Propulsion analysis is The Propulsion analysis is finished. Review the resulting results
completed upon closing of the groups - HULL-PROPULSOR, ENGINE, EFFICIENCY,
Propeller Sizing window. The POWER DELIVERY, CAVITATION, and PROPULSOR COEFS.
engine and propeller matching
In particular, look for results that have notice symbols, such as
can be further evaluated
graphically. "!!". These indicators are explained in the Symbols and values
page of the report (typically the last page).
Create a custom graph
by clicking Tools |
Graph | Multiple or the
corresponding toolbar
button (in the dropdown
list).
Define Benchmark vessels for Equivalent performance figures can be derived from the
reference by clicking Tools | benchmark vessels. These benchmark points provide compatible
Propulsion analysis | system-level comparisons to known ships.
Benchmark vessels.
Check one final plot to insure The Propulsion [Confidence] plots can be used to insure that the
that the prediction is sound. predicted speed-power is reasonable and reliable. The
representative minimum power line plus the Benchmark vessels
Open the Graph options indicate that the power may be just a bit too optimistic.
dialog by clicking Tools |
However, we already knew that the bare-hull resistance was
Multiple graph
expected to be somewhat low, and the use of a resistance margin
options... or the toolbar
button. to account for this would increase the predicted power.
Save your file with File | This general tutorial example has illustrated a typical resistance
Save, or the and propulsion prediction. There are many other features of
corresponding toolbar NavCad that were not demonstrated. However, we encourage
button. you to review the other features (with their supporting help
pages).
Close NavCad by clicking File |
Exit.
Part
IV
Supplemental Tools
4 Supplemental Tools
NavCad provides a number of Supplemental tools, which are independent of standard
resistance or power prediction analyses. You can find these utilities and calculations in the
Vessel analysis, Propulsion analysis, and Utilities groups under the Tools menu.
Clicking on one of the Quick-calc reports will immediately run a prediction and launch a report.
All data, results and parameters are shown on the report. The other supplemental calculations
will be launched from its own data entry form.
The propeller shape includes blades and hub for a right-handed propeller, which can be copied
and "mirrored" in the CAD software for a left-handed propeller. Ducted propellers will also
include a generic nozzle shape. To help with properly locating the propeller shape onto a
defined propeller shaft, the shape also contains two points within the hub that can be used to
snap and orient the shape onto your shaft line. The graphic below shows a sample of the CAD
shape for a 4-bladed open propeller.
Example
A propeller must be defined in the Propulsor table before exporting the propeller CAD shape.
1. Click Tools | Utilities | Export propeller CAD shape... from the menu to export a CAD
file of the propeller shape in IGES format.
Sometimes you may have a hull that does not fully comply with any prediction method, where some
parameters of the hull may be outside method's range. The Parameter influence analysis evaluates
the "influence" of each hull data item.
Part
V
Data Files
5 Data Files
5.1 HydroComp Common Format Files
Data files created by NavCad (2012 and newer) are ASCII text files that follow a set of specifications
based on the HydroComp Common Format. The specifications of this format are not published
here, but you can contact HydroComp if you need clarification or additional documentation.
JSON format
All HydroComp Common Format files are based on the JavaScript Object Notation (JSON)
architecture [Kaplan, 2011]. The format for data contained in JSON files will be recognizable to
anyone that has written C-language code, as the organization is very much like a C-language class
data structure. Each block begins with an identifier for a data group (e.g., "Units", "Hull,
"SpeedPerformance") and within each block are a series of related entries.
Project files
The project and external data files for NavCad 2012+ area:
1. HydroComp NavCad (*.hcnc). This project file contains all of the calculation parameters
and results of a NavCad analysis. No external reference files (e.g., for engines or waterjets)
are needed, as all imported data is saved with the file.
1. HydroComp Common Engine Object (*.engn). Contains power-RPM and other information
about an engine model.
3. HydroComp Common Propeller Object (*.prop). Contains test thrust and torque coefficients
and other information about a propeller model.
4. HydroComp Common Ship Object (*.ship). Contains test resistance and hull-propulsor
performance from a ship model test or sea trial.
5. HydroComp Common Tunnel Thruster Object (*.tthr). Contains the project data for the
tunnel thruster utility.
Note: Common object data that is imported into a NavCad project will be embedded into the
project data file.
Part
VI
Prediction Sources
6 Prediction Sources
This chapter contains summaries of the many performance prediction sources used in NavCad.
6.1 Vessel
The various vessel-specific resistance and hull-propulsor prediction methods found in NavCad
are described here.
Many of the older series and methods defined their reference length to be a "length
between perpendiculars" (LPP). As noted in the Hydrodynamic Dimensions topic,
equivalent LWL figures were identified for these method, and parameters based on LWL are
used here.
CVOL is a length/volume parameter, equal to LWL/VOL1/3. (It is often called the "fineness" or
"slenderness" coefficient.) This parameter is used in place of the traditional "displacement-
length ratio" to insure compatibility with varying water densities, and to express this information
in a truly non-dimensional manner.
6.1.1 Holtrop
Methodology 3-D CW , ITTC-57 CF, random model tests and full scale trial data.
Pseudo-drag coefficient.
Full scale, open propellers.
Remarks A random collection of 334 models of tankers, bulk carriers, cargo
ships, fishing vessels, tugs, container ships and military craft
make up the data set.
[Resistance]
Widely regarded as a complete and reliable method for cruiser
stern ships, it seems to underpredict resistance for transom-stern
craft. (Use of the speed-dependent form factor correction
improves this tendency.)
Part
VII
Symbols and Values
Part
VIII
Commercial Features
8 Commercial Features
These are features that are only available in the commercial version of NavCad.
Note: If only a few radii have been scanned, however, you can select a standard blade outline
shape (e.g., Gawn, AU) that gives the closest shape to your measured points.
Catamaran interference is generally a function of hull geometry, spacing, and speed. There will
be a change in the viscous (frictional) drag due to a number of factors, such as a "blockage
effect" between the hulls. The increase in local water speed between the demi-hulls changes
local pressures and wave systems, non-symmetric flow changes the stern wave system
(particularly with a transom-stern), and the reflection of waves off of the other hull interact with
the principle waves. There is an additional effect with planing catamarans, whereby the altered
water flow results in a different "angle of attack" of the planing body.
HydroComp has developed algorithms for the prediction of the interference factors using a
variety of model tests, CFD analyses, and full-scale trials.
Confidence plots
These plots display the predicted RBARE (for Resistance) or PBTOTAL (for Propulsion) versus
Speed. Lines of anticipated lower limits are added to provide end-user guidance. In other words, it
would be unexpected to have a vessel with a drag or power prediction that would be lower than the
plotted confidence lines. In these examples, the plots are showing a "best possible drag" line for
high-speed round-bilge displacement hulls (HSRBDH Min) and a "best power" line for round-bilge
monohulls (RB monohull). The plots suggest that the example prediction may be a bit too optimistic,
and the use of a resistance margin would increase the predictions.
An additional option is the Efficiency confidence plot. This compares the prediction of propeller
efficiency against the calculated Ideal efficiency and an estimate of the "best reasonable" state-of-
the-art efficiency.
Benchmark vessels
An addition to the Propulsion [Confidence] plot is the ability to include points for up to five
Benchmark vessels. (See the Propulsion confidence plot above.)This feature allows entry of basic
data (length, displacement, speed, power), which which NavCad scales equivalent values for the
project ship. These benchmark points will therefore provide compatible system-level comparisons to
known ships.
The change that would lead to a reduction in drag is indicated (e.g., Increase [+]) and is ranked
by the influence of change in drag versus the change in the parameter. Significant parameters
are shown in blue.
When Speed and Time at speed are entered for both Primary and Secondary operation, the
analysis evaluates a weighted influence of the parameter. More than just a time-weighted
influence, the analysis includes the basis bare-hull resistance at each speed to derive a Total
energy weighted influence. In other words, since resistance at top speed can be substantially
more than at lower speeds, it should (and does) have greater significance in the analysis.
dependent on a variety of hull properties, such as loading, speed and LCG position. Three
different evaluation algorithms are evaluated in NavCad.
NavCad evaluates the criteria and presents the likelihood of dynamic stability as Stable (no
instability is indicated), Uncertain ! (instability is potentially indicated), or Unstable !! (instability
is clearly indicated). Where multiple methods are available, a Summary is shown.
In the full commercial version of NavCad, there are two prediction methods available for the
prediction of dynamic trim for ITTC-78 (CT) hulls, and one additional method for Planing hulls.
Once hull data has been entered and a resistance prediction built, you can use the supplemental
Effect of initial trim calculation to evaluate how much change in bare-hull resistance can be
achieved for a constant displacement with different amounts of trim. A trim range of +/- 20% draft is
presented. (Positive trim is by the stern.) You can define Primary and Secondary speeds of
operation, and NavCad evaluates a Total energy weighted average of two speeds.
Multiple parametric analyses are employed to assess the hydroacoustic properties. First, direct
numerical calculation is made for blade pass frequency, propeller tip speed, and cavitation
number at the tip. Tip speed is checked and compared to standard criteria.
Two methods are available to estimate cavitating and non-cavitating blade impulse pressures.
Criteria for acceptable levels of blade impulse pressure will vary by application and hull
geometry (e.g., deck height above the stern aperture), but NavCad compares the predictions to
recommended ranges.
The pressure associated with the volume of the tip vortex can also be a source of noise and
vibration. An engineering analysis of both tip vortex acoustic pressure and predicted noise
levels at the hull nearest the blade tip is based on a "Tip Vortex Index". There are no criteria for
minimum levels of these indicators.
Non-axial flow – commonly known as oblique flow (or inclined flow) – can greatly influence
propeller performance when the angle of the oblique flow is high. What is considered high? That
depends on the application, but one would expect to see measurable effects above 5 degrees
of shaft angle and significant effects at 10 degrees or more.
The plot shows the station offsets (red), effective deadrise (green), and the waterline position at
the station (blue).
A propeller with cup acts like an uncupped propeller with a higher pitch. By describing the
amount of cup "drop" (dimension X above), NavCad’s cupping performance model can predict
the change in thrust and power, as well as appropriate cavitation levels.
Note: NavCad's current cupping prediction model is based on a re-analysis of the original work
(plus new supplemental data). This provides increased KT and KQ prediction accuracy, as well
as improvements in the prediction of cavitation breakdown.
Scale correction
An often overlooked correction necessary for a true reflection of full-scale performance is scale
correction. When a propeller is tested at a particular size (say, 250 mm or 10 in), the results of
the test include the influence of the water's viscosity. As a propeller's is increased (perhaps by
as much as 20-30 times), the change in the effect of viscosity is not consistent with the
proportional change in the size of the propeller. The KT and KQ charts and equations are usually
presented for one particular value of RN that represents a nominal model-scale propeller. These
nominal KT and KQ values are generally adequate "as is" for small craft propellers in slow and
moderate speed operation. As vessel speed, propeller RPM or diameter increases, however,
the effect of scale is much more pronounced. Thus, scale correction is an important
consideration for proper performance prediction.
The most precise method to consider these differences is with the Aligned series or KTKQ data
propulsor type options. In many circumstances, however, a reference propeller is not available.
So, thrust and power multipliers can be applied to the prediction of KT and KQ (and in turn to the
propeller's efficiency) to account for common differences. Finding appropriate values of the
factors may require information from the manufacturer about how their propeller's performance
compares to standard series.
Geometric corrections
NavCad includes two additional corrections for any differences in thickness/chord (t/c) ratio and
blade roughness from the series standards.
Cavitation breakdown
The model propellers of the open-wheel series were tested in both non-cavitating and cavitating
modes. This allows for the effect of excessive cavitation on KT, KQ and efficiency to be
evaluated. The methods used to find the breakdown of thrust and torque are different for each
series:
B Series – based on limiting thrust load and torque load coefficient lines.
Gawn AEW and Gawn KCA – a relationship was developed by HydroComp based on a
re-analysis of the Gawn KCA data using cavitation and loading coefficients.
Kaplan 19A – a modified version of the above cavitation breakdown for use with Kaplan
KA propellers in the 19A nozzle.
By power. This option is typically used only when the operational thrust is not well defined,
such as if total resistance is questionable or if the vessel's operational thrust demand varies
greatly. For example, Towing or Fixed engine RPM analyses are heavily influenced by the
maximum installed engine power (such as you would see with a harbor tug pushing a tanker,
or during a bollard test), so you would typically always size By power.
By thrust. Free run applications would be considered differently. Early in the design process
– before an engine model is selected – you generally are interested in finding a propeller to
match the hull's resistance demand, so you would size a propeller By thrust. Given your
defined maximum diameter, the propeller will then be optimized for a proper thrust
requirement, and you can see the corresponding required power and optimum RPM to help
select your engine and gear ratio. (Remember to consider your service margins throughout
this process.)
By total drag. A convenient variant of sizing By thrust is to size By total drag, where the
required thrust for the sizing is automatically calculated from the predicted total resistance
and thrust deduction.
Propeller types
The NavCad demo supports only a Fixed Pitch Propeller (FPP). These propellers have a blade
that is rigidly fixed to its hub. Other options found in NavCad include Controllable Pitch
Propellers (CPP) and Contra-Rotating Propellers (CRP).
Propeller series
While the B Series open-wheel propeller series is only supported in the demo, there are nine
other series available in NavCad – three open-wheel series, five ducted propeller series, one
surface-piercing series, and one cycloidal propeller method. The three open-wheel propeller
series are the B Series, Gawn AEW and Gawn KCA. For ducted propellers, NavCad includes
Kaplan propellers in the 19A, 33 and 37 nozzles in both KA and KC variants. The SP Series is
for surface-piercing propellers and the Cycloidal is used for the "Voith-Schneider" type cycloidal
propellers.
Aligned series
A propeller Aligned series prediction correlates a series prediction to the entered KT/KQ data of
the reference propeller. This allows you to alter the series' prediction based on the performance
of the propeller model. The resulting KT/KQ figures reflect the qualitative "shape" of the
underlying series, with a quantitative correction derived from the propeller model.
KTKQ data
Rather than using a Series or Aligned series to calculate the performance of a propeller, you
can directly point to a reference propeller's known KT/KQ data. Where a propeller series uses a
systematic collection of KT/KQ tests to make up a performance prediction algorithm, the KTKQ
data option points directly to the actual tested performance of a single reference propeller.
NavCad allows scaling of the propeller by diameter, but number of blades, pitch/diameter ratio,
and blade area ratio are constrained to that of the reference propeller.
Waterjets
In addition to propellers, propulsion analysis calculations in NavCad can be performed with
Note: The "horizontal tow" option sets the thrust vector to account for the dynamic trim (i.e.,
shaft angle is set to negative trim) to remain horizontal at all speeds. This option is useful when
validating model tests, and would typically not be used for a full-scale hull.
While not actually a propeller parameter, finding the optimum gear ratio (actually the solution of
optimum shaft RPM) is typically the first – and perhaps most important – part of a successful
propeller installation. The solution for optimum shaft RPM must be made in conjunction with a
Maximum propeller diameter. The largest diameter and the lowest shaft RPM typically produces the
greatest theoretical efficiency. However, the RPM can only be effectively lowered (and optimum
diameter increased) until the maximum allowable diameter is reached.
Small changes in expanded blade area ratio do not greatly affect theoretical performance, but the
clear trend is that less blade area increases efficiency. Cavitation limits are imposed on the solution
of optimum Expanded area ratio.
For ITTC-78 (CT) methods, HydroComp has developed a prediction method for the added drag
due to spray in NavCad based on model tests using CVOL and B/T as the independent
variables. Spray drag is only significant above FN=1. For planing hulls, a method was
implemented that determines the area of the stagnation "whisker spray" along with a proper
prediction for the frictional resistance coefficient of the spray.
8.20 Submarine/SWATH
Prediction of resistance and hull-propulsor coefficients can be conducted with NavCad as a special
calculation using the Defined prediction technique. The resistance prediction methodology is based
on typical ITTC-78 (CT) approach, with residuary and viscous resistance. Prediction of the hull-
propulsor interaction coefficients are also available.
The definition of the submerged hulls of submarines and SWATH vessels in NavCad is a treatment
of traditional parametric descriptions of "body-of-revolution" submarine hulls. The traditional
parametric data has been expanded to provide for non-cylindrical sections, as well as increased
detail of nose geometry. It also includes definition of single strut geometry suitable for SWATH
vessels.
Two levels of synchronous pitching are evaluated – Severe or Moderate. NavCad evaluates the
criteria and presents the likelihood of synchronous pitching as Unlikely (no synchronous
pitching is indicated), Possible ! (synchronous pitching is potentially indicated), or Likely !!
The utility allows the initial sizing of proper tunnel diameter, input power, or maximum net thrust
(given one of the three variables). The propeller sizing feature uses the general sizing
calculation functions from NavCad. The fundamental propeller KT and KQ performance is based
on 4-bladed Kaplan style propellers in axial cylinders with a correction to properly model fully
symmetric sections.
Note: Flow curvature into (and out of) the tunnel creates a useful thrust component, much in the
same way that a nozzle contributes thrust to a ducted propeller unit. Therefore, the total net
thrust is the sum of the thrust of the propeller plus the added thrust from the tunnel. The tunnel's
contribution is based on nozzle contribution methodology developed for the HydroComp
PropElements® detail propeller design software, where the a prediction of the tunnel thrust
contribution is a function of propeller loading, tunnel inlet radius, tunnel length, propeller hub
size, and tip gap (between the propeller and tunnel wall).
Hamburg EWB Series Low-speed, "extremely wide beam", low L/B ships
Roach Tugboats
Webb Cargo Ship Single-screw ocean and coastwise cargo vessels, bulkers, tankers
Part
IX
The NavCad User's Guide