Acta Polytechnica Hungarica Vol. 11, No.

9, 2014

Multi-Objective Evolutionary Optimization

Technique Applied to Propeller Design

Mojtaba Kamarlouei1, Hassan Ghassemi1, Koorosh Aslansefat2,

Daniel Nematy1
1
Department of Ocean Engineering, Amirkabir University of Technology, Hafez
Ave., Tehran, Iran, POBox: 15875-4413
2
Shahid Abbaspur College of Engineering, Shahid Beheshti University, East
Vafadar Blvd., Tehranpars, Tehran, Iran, POBox: 16765-1719
E-mails: [email protected]; [email protected]; [email protected];
[email protected]

Abstract: Multi-objective functions of the propeller blade optimization are always regarded
as important aspects of propeller design. This paper particularly presents a computational
method to estimate the hydrodynamic performances including minimum cavitation, highest
efficiency, and acceptable blade strength. The included parameters are as well, the number
of blades, chord length, thickness, camber, pitch, diameter and skew. We also discuss the
effect of the skew on the propeller performance and extract a formulation for these
propose. In the optimization process, the evolution strategy (ES) technique is linked to the
computational method to obtain an optimum blade. In order to allow the large variation of
blade form during optimization process, the propeller section is represented by NURBS.
New propeller forms are also obtained from the well-known B-series and DTRC are taken
as initial forms in the optimization process at design speed of typical ships. The benchmark
results for the two test cases prove the designed optimum propeller to be acceptable.

Keywords: Propeller performance; Optimization; Blade Design; Evolution Strategies

1 Introduction
Using the theoretical propeller design methods such as lifting-line or blade
element theories, as well as a computer which ignores the geometry constraints
seen in series propellers, naval architects always design an optimized propeller.
However, series propellers are still valuable and widely used in the early design of
light or moderate loading propellers. Moreover, for anyone who cannot supply
lifting-surface software, the traditional series propellers could be a good choice.
There exists a huge series of propeller design among the propeller series, the most

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M. Kamarlouei et al. Multi-Objective Evolutionary Optimization Technique Applied to Propeller Design

common of which is the B-series. The other series including the Gawn series,
Japanese series, KCA series, Lindgren series, Newton-Rader series, Wageningen
nozzle series and many others are more or less used [1].
Propellers theories have significantly improved during the last decades and today
several methods are available for propeller design and for analysis based on
different levels of complexity. Before the computational era, the momentum
theory of propeller or so called “actuator disk theory” which was the first analysis
method, introduced by Rankine, Greenhill and Froude was common. Later the
propeller blade element theory was proposed by Froude, Taylor and many others.
Nowadays, the computational fluid dynamic (CFD) has become a common way in
the design process due to its lower model production costs. Lifting line theory,
lifting surface, panel methods, and RANS are some important numerical
approaches for analyzing the propellers. At the top of these methods, the three-
dimensional viscous flow models can be found, where the three-dimensional
incompressible Reynolds-averaged Navier-Stokes (RANS) equations are
implemented and solved iteratively. The lifting surface methods in advance
incorporate RANS equations to account for the viscous effects near the blade
walls. Grid generation technology has developed to discretize complex geometry.
Results from these methods have a good agreement with experimental results for
the open water characteristics [2].
In this paper, a computer code has been developed using MATLAB software, in
which the propeller basic coefficients are calculated by blade element theory.
Propeller geometry and its geometrical properties including area of each section,
volume, mass and center of gravity for each blade have also been calculated.
These parameters are then used for calculating the stress in blade sections,
creating the geometry of the optimum propeller and finding the optimum
characteristics of the B-series, while considering constraints is indicated in this
paper. The propeller design process is treated as a multi-objective function
subjected to several constraints including minimum cavitation, highest efficiency
and highest thrust, however higher skew, lowest torque, and an acceptable blade
strength are also guaranteed.
Literatures on ship propeller optimization research are in fact extensive. First, an
investigation on the possibility of maximizing the efficiency by utilizing Genetic
Algorithm (GA) was done by Lee and Lin [3]. Later on, Plucinski et al. optimized
a self-twisting propeller, using a Genetic Algorithm by considering the orientation
angles of the fibers in each layer as the design variables of efficiency
improvement for an optimum design [4]. A propeller performance analysis
program was also developed and integrated into a genetic algorithm by Christoph
Burger [5]. Matulja and Dejhalla found optimum propeller geometry by using
artificial neural network [6]. Chen and Shih designed an optimum propeller by
considering the vibration and efficiency in B-series using Genetic Algorithm [7].
Emmerich et al. worked on Design Optimization of ship propellers using

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Acta Polytechnica Hungarica Vol. 11, No. 9, 2014

Metamodel-assisted evolution strategies. They compared different methods to find

how to accelerate evolution strategies by means of metamodels on artificial test
problems similar to the time consuming evaluation function [8]. Xie proposed a
multi-objective optimization approach for propeller preliminary design. The
objectives were both efficiency and thrust coefficient [9]. Koronowicz et al.
released a computer program which was capable of conducting complete design
calculations of ship propellers, including their analysis in a real inflow velocity
field behind the ship hull [10]. Likewise, Cho and Lee developed a numerical
optimization technique to determine the optimum propeller blade shape for
efficiency improvement. Their method faces the constraints of the constant power
coefficient and work condition [11]. In addition, Vesting and Bensow worked on
an optimization of a propeller blade with the propeller operating in behind
conditions while considering sheet cavitation. They also took in to account the
effect of the propeller on the flow field around the stern of the ship [12].
In theoretical view, both marine and aircraft propeller work in the same way, but a
marine propeller operates in a much dense fluid compared to that of aircraft that
operates in air, so it experiences more stress compared to aircraft propellers which
makes it more difficult to move through water. Also, a marine propeller can
experience cavitation which, in severe condition, can lead to erosion and
performance decay as a result of thrust break down [13]. The techniques of
propellers strength calculations have not changed in essence, since the
developments of the propellers in early 1970s. The first method was the cantilever
beam theory which is still being used these days as cornerstone of the propellers
calculations. This method was developed by Admiral Taylor in early 20 th Century
and since then it has been developed, and is the prominent method used in this
paper.
The main purpose of this paper is to design a propeller using the blade element
theory that could generate the desired thrust with the lowest torque, highest
efficiency and an acceptable blade strength with no cavitation. Here, we also
discuss the influence of the skew on the propeller characteristics such as
efficiency, cavitation and strength. A US research has been done on the influence
of the skew on cavitation and propellers characteristics in the naval ship research
and development center in 1971 by Robert J. Boswell [14]. In this research the
effect of the skewed propellers on the speed at which cavitation begins, and
propeller performance in both forward and backward conditions has been
investigated. It is clear that the high skew of propeller may reduce the cavitation,
thus this is the one big advantage with skew. Yet, finding a comprehensive
formula for this is left to future investigations. Therefore, a computer program is
designed to generate the blade geometry, calculate the propeller performance, and
measure stress in the blade section. Then, a genetic algorithm is used to achieve
the best trade-off between indicated objectives.

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2 Methodology
The basic theories used in this paper are the Blade Element Theory (BET) for the
blade characteristic, the cantilever beam theory for calculating the blade strength,
Keller cavitation method and Bucket diagram for cavitation analysis, and finally,
Multi-objective Genetic Algorithm for the optimization process.

2.1 Blade Element Theory

The BET is interested in how a propeller generates its thrust and how this thrust
depends on the shape of the propeller blades. A propeller is assumed to be a
combination of a series of blade elements, each of which produce a hydrodynamic
force due to their motion in the fluid. The axial component of this hydrodynamic
force is called “thrust” while the moment about propeller axis of the tangential
component is called “torque”. Integrating the thrust and torque components over
the radius of the propeller for all blades gives total thrust and torque for the
propeller.
If a blade is divided into a large number of elements, each of these elements is
then treated like foil subjected to an incident velocity VR as shown in Figure 1.

with a rotational velocity  r , which clearly varies up to the blade tip. In normal
The resultant velocity was considered to include an axial velocity V A together

working conditions, advanced angel i is less than the blade pitch angle  at the
section, hence the section has an angel of attack  . Thus, because of the
combination between the zero lift angel of the foil and angel of attack the section
will experience lift and drag forces. For a given section, the elemental thrust and

dT  1  zCV A2 c l cos   cd sin   dr

torque are measured by;

dQ  1  zCV A2 c l sin   cd cos   rdr

2 (1)

2 (2)

Where, z is blade numbers and C is the chord length.

(a) (b)
Figure 1
Coordinate system of propeller (a) and Inflow velocity and hydrodynamic forces acting on the blade at
radius r (b) [15]

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Now the efficiency of the section  is measured by


VdT
dQ
(3)

Consequently, this propeller-theoretical model allows the thrust and torque to be

calculated, provided that the appropriate values of the lift and drag are known
[15].The result of BET compared with experimental data for four-blade propeller
[16] are illustrated in Figure 2 (a, b and c).

(a) (b)

(c)

Figure 2
Comparison between experimental and predicted performance of Wageningen B-screw series
propellers. Pitch ratio is shown for (a), (b), and (c) as 0.6, 0.8, and 1.2 respectively.

3 Optimum Design
In order to design an optimum propeller, some constraints could be considered as
objective functions which are used in multi-objective genetic algorithm. The
constrains used in this paper for design and optimization of the propeller are
mentioned below.

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3.1 Cavitation Constraint

One of the most widely used cavitation criteria for marine propellers is a diagram

loading coefficient C as a function of the cavitation number  0.7R . Another

first introduced by Burrill (1943). This diagram gives the limit value of a thrust

criterion which may be used to determine the expanded blade area required to
avoid cavitation is based on Keller’s (1966) [17]. It is generally known that
cavitation could affect a propeller's performance and need to be considered during
the design process. A simple way to mitigate cavitation is to increase the blade
area ratio. Here, the Keller criteria is empolyed as follows:

 AE  1.3  0.3z T
   K
 AO  min  PO  Pv  D
2 (4)

where,  AE / AO min is the minimum blade area ratio, the coefficient K equals 0.1
for twin propeller, and 0.2 for single propeller.
Although cavitation-free propellers have been successfully designed for decades
using simple cavitation criteria such as those of Burrill and Keller, it must be
realized that cavitation depends not only on the thrust loading and the cavitation
number, but also on the non-uniformity of wake and the detailed geometry of the
propeller blade sections. Cavitation characteristics of airfoil sections have
therefore been determined as a function of the thickness-chord ratio and the angle
of attack for different camber ratios and thickness distributions. The diagram
which satisfies this method was named as Bucket diagram.
Therefore, both Keller and Bucket criterions are considered for cavitation analysis
in this paper. shows the Bucket diagram for two optimized propeller.

(a) (b)
Figure 3
Bucket diagram [18]; (a) Bucket diagram for OP-101, no cavitation accrues in r  0.7 , (b) Bucket
R
diagram for OP-102, no cavitation accrues in r  0.7
R

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3.2 Strength Constraint

The forces acting on a propeller are generated from the thrust and torque of the
propeller and the centrifugal force on each blade caused by its revolution around
the axis. Due to the complex shape of the propeller blades, the accurate calculation
of the stress resulting from these forces is extremely difficult. The effect of the
ship maneuvering on forces acting on the propeller as well as the effect of the ship
oscillating speed on propeller loading are also difficult to estimate. Even in the
calm water condition, due to the effects of the varying wake, the loading on a
propeller in every revolution varies. This loading condition and the effect of the
residual stress that may remain during the manufacture of the propeller as well as
the effect of the corrosion and erosion would make the estimation of the propeller
stress much more difficult. In practice, therefore, it is usual to adopt fairly simple
procedures based on a number of assumptions to make the problem less complex,
and also to make sure that the stress calculated by these simplifications is in a
quite good agreement with the experiment results. Some of these assumptions are
as follows: 1) Each blade is assumed to be like a beam cantilever to the boss. 2)
The stress distribution along the chord is ignored and is only considered along the
radius. 3) The calculations are considered according to the ship constant speed. 4)
The bending moment acting on a blade are also assumed to act on a cylindrical
section. 5) The stress at the section is calculated on the basis of the simple theory
of the beam, the neutral axis is parallel and perpendicular to the chord of the
expanded section.

r
Admittedly, due to thrust and torque on the blade, the bending moments are [17]:

MT   r  r0  dr
R 1 dT
(5)
z dr

r rz
0

MQ   r  r0  dr
r 1 dQ
(6)
0 dr

where, dT and dQ are the thrust and torque of an element between r and r+dr.
Also the consequent bending moment due to centrifugal force is [17]:

FC  mb r  2 n 
2
(7)

 r ardr is the centroid. So the

r
R

where, mb  m adr is the blade mass, and r 

 r adr
R
0
R
0

moments due to centrifugal force are:

M R  FC .Z C (8)

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M. Kamarlouei et al. Multi-Objective Evolutionary Optimization Technique Applied to Propeller Design

M S  FC .Y c (9)
where Y c and Z C are the space between the centroid of the blade with centroid of
the section. M R and M S are the moments due to rake and skew angels,
respectively. So the stress in section is:

S    C
Mx0 M y0 F
Ix 0 Iy0 a0 (10)
y0 x0

where  
M x 0    M T  M R  cos   M Q  M S sin and M y 0   M T  
 M R  sin  M Q  M S cos 

which, I x 0 and I y 0 are the section muduluses about the x 0 and y 0 (axes of the
centroid of the section) and a0 is the area of the section. It is obvious that the
cantilever beam theory is a simple method to estimate the maximum tensile or
comparison stress in any blade section. For doing the above-mentioned procedure
we first of all create a propeller geometry and then divide the blade sections into
26 stations in chord direction and 11 sections in radial, thereafter we do
integrating by Simpson methods for calculation of the volume, momentum of
inertia and area for the procedure, then calculate the moments of thrust and torque
and at the last step estimate the stress in blade sections (root, 0.25R and 0.3R).
The amount of stress achieved by this method should be less than maximum
allowable stress of the propeller material. It is noted that, the propeller material in
this paper is considered as nickle mangeneze bronze allay [18].
In order to achieve a proper blade thickness and to ensure the blade strength, the
following formulation can be used to determine the minimum thickness ratio at
0.7R [18]:

3183.87  1508.15  P / D   PS

 
 t min 
 D   0.0028  0.21 
  0.7 R 1266652.04nD 3 SC  20.9D 2 n 2
(11)

t 
where,  min 
 D  0.7R
is the blade minimum thickness, and S C is maximum allowable

stress of the propeller material in MPa. According to B-series propeller geometry

[19], the blade's maximum thickness ratio at each section relative to the propeller
diameter is given in Table 1.

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Acta Polytechnica Hungarica Vol. 11, No. 9, 2014

Table 1
blade thickness % of D for B-series propellers [1]

r/R Max. blade thickness (% of D)

z=3 z=4 z=5
0.2 4.06 3.66 3.26
0.3 3.59 3.24 2.89
0.4 3.12 2.82 2.52
0.5 2.65 2.4 2.15
0.6 2.18 1.98 1.78
0.7 1.71 1.56 1.41
0.8 1.24 1.14 1.04
0.9 0.77 0.72 0.67
1 0.30 0.3 0.3

By using the equation 11 and the geometry of the B-series propeller the required
blade thickness is obtained as follows:

t  t 
D    min 
  0.7R   0.7R
(12)
D

3.3 Maximum Efficiency

The calculated propeller thrust TCal  must be equal or more than total ship
resistance. The propeller thrust and the minimum required thrust T R  can be
calculated as follows:

TCal  KT  n 2 D 4 (13)

TR 
n p 1  t de 
RT
(14)

where, RT is the total ship resistance, n p is the number of propeller and t de is the
thrust deduction factor. Then KT is used in calculations as follows:

KT  AJ 2 (15)

where, J is propeller advance ratio and A is indicated in Eq.(16)

A
TR
 V A2  D 2
(16)

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Then J is achieved through Eq. (15) and then K Q and o  

K Q 2
KT J
are achieved

through BET code and resulted curves.

3.4 Effect of Skew

An effective measure for diminishing cavitation, vibratory pressures and shaft
forces is to employ extreme skew. It is obvious that when the blades are
sufficiently skewed, the sections gradually pass through the crest of the wake thus
causes the oscillating forces to reduce.
In addition to the above-mentioned advantages, the skew causes a decrease in the
efficiency. The effect of the skew on the propeller efficiency indicates that an
approximate formula may be obtained for efficiency in terms of the skew angle
[20].
Skew
 0.06687e 0.1148s  0.989e 0.001029s
o
(17)

where, s is the skew angle in degrees and o is the openwater efficiency. Figure 4
shows the efficiency of the skewed propeller versus skew angle.

Figure 4
Effect of skew on the propeller efficiency based on Eq.(16)

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3.5 Flowchart Calculation Method

Based on the above-mentioned descriptions of all constraint equations and MBET,
the flowchart is presented in Figure 5. As it can be seen in this figure, the ships
data are first given as inputs. Propeller optimum geometry may also be achieved
through the iterative method in order to cover the constraints and objective
functions.

Figure 5
Optimum propeller calculation flowchart

4 Genetic Algorithms
The main difficulty in most optimization problems does not lie in mathematics or
related methods, but mostly in formulation of the constrain objectives. The
propeller optimization problem can be classified as a multi-objective constrained
one. Evolutionary Algorithms are in fact non-classical methods that do not fall
into the trap of local minimums. One of the most famous methods is named

the input variables (z, D,  Skew , P D ) are assumed as genotype and output
genetic algorithms, known as a method to find optimal solutions. In this method,

variables (1/Kt, Kq, EAR and 1/ Skew ) as phenotype on both of which the genetic
operations are applied. In each generation, selection functions pick the most
significant genes up as the parents of the next generation and then the crossing
over procedure is performed on them. Among these, the random genes are added
to the population as mutation functions and this procedure is repeated until
ultimate criteria are established. Different conditions can be set to stop the
problem. In this paper, the condition was to reach the number of iterations which

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M. Kamarlouei et al. Multi-Objective Evolutionary Optimization Technique Applied to Propeller Design

is set to maximum 550. The flowchart of the optimization process approach is

shown in Figure 6 [21].

Figure 6
Flowchart of the process optimization approach [21].

Any evolutionary optimization algorithm needs to be configured by settings.

Parameters for this paper are shown in Table 2.
Table 2
Setting of Genetic Algorithm

GA settings
Rate or type of
Type of parameter
consideration
Population Size 40
Iteration or Decades 550
Percentage of
35%
Mutations
Random Number
Type of Mutations
Generation
Percentage of
50%
Crossover
Type of Crossover 2 Point Crossing Over
Percentage of
15%
Recombination
Type of Selection Random Selection

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In the cost function all output variables are normalized and constraint of o
conditions applied with penalty function by Eq. (18) as follows:
0 o  0.6
V o  0.6   o

 0.6  1 o  0.6
(18)

Note that in this paper two type of constraint conditions are applied, the first type
can be called input constraint which are addressed in Table 4 and the second type
can be called output constraint which is addressed in Eq. (18).

5 Case Study
Table 3 shows two different conditions designed by the propeller. Furthermore,
some limits can be established as inputs which are indicated in Table 4.
Table 3
Considered design condition

ship speed thrust deduction total resistance

Ship code wake factor
(Knots) facture (KN)
V-101 16 0.0506 0.0731 57.68
V-102 27 0.0506 0.0731 200.27

Table 4
Boundary constraints

Design variable Lower limit Upper limit

Skew angle s  , Degrees

Number of blades 3 7
50 108
Maximum Allowable Stress (Sc), MPa - 39 (Depend on material)
Pitch ratio 0.5 1.4
Propeller advance ratio 0 1.5

The final results are illustrated in Table 5 which includes eight variables.
Meanwhile, the trend of each parameter during optimization process is shown in
figures for both optimized propellers (OP-101 and OP-102). The most significant
feature of these figures is the mutation occured during the optimization. It should
be indicated that P-101 and P-102 are two propellers designed for conditiones
mentioned in Table 3 in our perevious work [22] with no optimization prosess and
without considering skew effects and stress consideration. So, efficiency of P-101
and P-102 are not affected by skew impacts.

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Table 5
Output results of BEM method [22] and present developed optimization program

Max Stress
Efficiency
(Degrees)
Diameter
Number

in Root
(kN.m)
Torque
Thrust

(MPa)
Blade

(kN)
Propeller

P/D
(m)

��
code

P-101 4 2 1.2 15 59.400 24.150 0.608 -

P-102 4 2.2 1.18 12 212.650 122.330 0.600 -
OP-101 3 2.008 0.617 55.002 62.210 17.205 0.570 8.135
OP-102 5 2.900 0.787 55.884 216.068 116.403 0.565 7.242

The variation of the thrust can also be seen in. While shows the torque variation.
The stress in root section can be monitored in. It is generally known that the
amount of thrust, torque and skew angle as well as other blade design parameters
would affect the stress in each section. illustrates the change in maximum
efficiency. Also, the effect of skew angle on efficiency can be monitored in the
same figure.

Figure 7
Thrust variation during optimization

Figure 8
Torque variation during optimization

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Efficiency variation during optimization, Skew shows the variation of efficiency effected by Skew
Figure 9

variation

Figure 10
Stress variation during optimization

The geometry definitions of both optimum propellers are shown in Table 6 and
Table 7, including the distribution of chord, thickness, camber, and skew along the
blade radius. Finally, their 3D Geometry are plotted in Figure 11 and Figure 12.
Table 6
Geometry definition of P-101 propeller

r/R c/D S (Degrees) t/c f/c

0.2 0.208 0.000 0.175 0.040
0.25 0.220 3.549 0.156 0.041
0.3 0.233 7.099 0.139 0.041
0.4 0.257 14.371 0.110 0.039
0.5 0.269 21.382 0.088 0.034
0.6 0.271 28.088 0.071 0.028
0.7 0.266 34.721 0.058 0.023
0.8 0.248 41.437 0.047 0.019

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0.9 0.194 48.202 0.036 0.016

0.95 0.137 51.586 0.031 0.017
1.0 0.000 55.000 0.025 0.000

Table 7
Geometry definition of P-102 propeller

r/R c/D S (Degrees) t/c f/c

0.2 0.209 0.000 0.175 0.040
0.25 0.220 3.553 0.156 0.041
0.3 0.234 7.104 0.139 0.041
0.4 0.259 14.386 0.110 0.039
0.5 0.271 21.398 0.088 0.034
0.6 0.272 28.116 0.071 0.028
0.7 0.267 34.813 0.058 0.023
0.8 0.249 41.516 0.047 0.019
0.9 0.194 48.312 0.036 0.016
0.95 0.137 51.646 0.031 0.017
1.0 0.000 55.884 0.025 0.000

Figure 11
3D geometry of P-101

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Figure 12
3D geometry of P-102

Conclusions
This paper presents the propeller design by using some important constraints and
GA techniques based on numerical results. Therefore, the following conclusions
can be drawn.
1. The present lifting line theory is relatively satisfactory for the propeller
characteristics at various pitch ratios.
2. The present propeller design is considered based on 4-constraints
technique simultaneously which proves the final designed propeller to be
more reasonable and practical.
3. The skew effect is a new practical constraint to estimate the propeller
efficiency for limiting the cavitation problem. This constraint is the most
important one in the present computational method.
4. This research can be extended to the other meta-heuristic algorithm and
then take a discussion and comparison about efficiency, fastness,
robustness and etc. In additions, the other propeller parameters and their
effort can be considered as variable of optimizations.
Acknowledgement
This research was supported by the Marine Research Center of Amirkabir
University of Technology whose works are greatly acknowledged.
Nomenclature
AE Propeller expanded area, m2 Q Torque Force, kN
2
AO Propeller disk area, m RT Total resistance, kN

Root to center of mass of the blade,

a0 Root section area, m2 r
m

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maximum allowable stress of the

C Chord, m Sc
propeller material, MPa

cl Lift coefficient T Thrust force, kN

cd Drag coefficient TE Trailing edge

CP min
Minimum pressure coefficient TR Required thrust, kN

C Chord ratio tde Thrust deduction factor

D

D Propeller diameter, m t Thickness ratio

D

FC Centrifugal force, kN ua Axial induced velocity ( m )

s

height of propeller aperture,

Hpap ut Tangantial induced velocity ( m )
m s

I x0
Section mudulus against x Ship speed (VR), ( m )
Vs s
axis, m4

I y0 Section mudulus against y Advance speed, ( m )

VA s
axis, m4

J Advance ratio w Wake factor

Kt Thrust coefficient z Number of propeller blades

Kq Torque coefficient  Hydrodynamic pitch angle, degree

Kp Chord factor  Angle of attack, degree

L Lift force  Geometrical pitch angle, degree

LE Leading edge Ω Section rotational speed, rad/sec

MT Thrust moment, kN.m s Skew angle, degree

MQ Torque moment, kN.m o Openwater Efficiency

Moment due to rake angle, skew

MR Efficiency affected by Skew
kN.m

MS
Moment due to skew angle,  water density, kg
kN.m m3

n Propeller rotational speed, rps ω Propeller rotational speed, rad/sec

P Pitch ratio
D

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Acta Polytechnica Hungarica Vol. 11, No. 9, 2014

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