http://www.transnav.

eu

the International Journal

Volume 8

on Marine Navigation

Number 3

and Safety of Sea Transportation

September 2014
DOI:10.12716/1001.08.03.17

Steady-state Manoeuvring of a Generic ASD Tug in

Escort Pull and Bow-rope Aided Push Operation
J.Artyszuk
MaritimeUniversityofSzczecin,Szczecin,Poland

ABSTRACT:Thispaperisdevotedtoexpandtheverypromisingresearchundertakenintheauthorsprevious
work,basicallydoneonsimplifiedmodellingtheescortpushoperation.Now,theothertwomodesofatugs
employment,asstatedinthetitle,arecovered.Thespecialfocusisagainsetontheindirecttowinginthatthe
towline force is much higher than the thruster force. The ratio of these two forces, referred to as the relative
towingforce(oramplificationratio)isevaluatedtogetherwiththehulldriftangleandthethruster(s)anglefor
a given escort speed. This mutual relationship is known as the tug performance diagram. Although rather
generic (containertype) formulas are derived, they are supplied for exemplification purposes with simple,
analytically given hull hydrodynamic forces. The aim is also here to provide a basis for further sensitivity
analysisofthemodelandpossibleimprovement/optimisationtothetugdesign.Theobtainedchartsalsocould
serveasroughandclearguidancefortowmasterswhileescorting.

1 INTRODUCTION
For safe and efficient shiptug operation from the
viewpoint of a tugs master (towmaster) we need to
have exact knowledge and understanding of the
complex relationship between multiple input control
variables and the output performance of a tug. The
output performance, ordered by a pilot and/or
captain, is mostly indicated by the towing force (in
terms of direction and magnitude) applied on the
towed ship. This force is transferred by a hawser
(towingline)inpullingmodeoradirecthullcontact
in pushing mode. Especially in pulling mode, the
towing force can be decomposed, into the
steering/transverse
and
backing/longitudinal
components both directions are taken with respect
to the assisted ship. On the other side, the required
tugscontrolparameters,primarilyconsistingofthree
variables: the hull drift angle, the thruster angle and
force,essentiallychangewiththespeedoftheassisted

ship.Inaddition,formediumandhighspeedsofthe
escort operation tugs apply the socalled indirect
towing in that they can take advantage of the
hydrodynamic force developed on their underwater
hull. This way the effective towing force is much
higherthanthethrusterforce.
Since there are some specific, more precise
definitions within industry, we simply consider the
focused ASD tug as a tug with the directional
propulsionlocatedaftandthetowingpointforward.
Bystatistics[Artyszuk,2013b],thiswillmostlybean
azimuthing (podded, zdrive) propulsion tug, and
mainly with dual propulsors installed symmetrically
versusatugscentreplaneforindependentoperation.
However, this paper is essentially dealing with
indirect towing performed by a parallel/coupled
operationofbothpropulsors,sotheycanberegarded
as a single unit of twice increased power, which is
through the text uniquely called as the thruster.
449

Because we are implementing rather general

hydrodynamic model of the thruster, the results can
be easily adopted to another types of directional
propeller, e.g. the VoithSchneider propeller (VSP),
evenwhentheseareinstalledintheforwardpartofa
tug (called then a tractor tug), as usual for this
propulsion.Inthelattercaseofatractortug,wehave
torememberthatthistugwillalsowork/assistbyits
end, which is free of the thrusters, i.e. by the stern,
quitesimilartoASDtugsactingthroughthebow.
Someresearchcentres,refere.g.to[Hensen,2003],
[Quadvlieg, Kaul, 2006], [Renilson et al., 1992],
[Waclawek,Molyneux,2000],claimtheydevelopeda
software for computing tow forces, as well as the
necessarycontrolparametervaluesonatug,insteady
state situations. However, appropriate results and
discussionconcerningboththeappliedmathematical
model and the detailed, well documented output in
the form of charts are practically not published. If
any, such diagrams are sometimes very hard in
handling.
Under such background the authors conducted a
researchonthemechanismofequilibriumforatugin
the escort operation, i.e. the towing assistance
renderedundersignificantspeedoftheassistedship.
Thestudypreliminarilyinvolvedthecaseofpushing
operation [Artyszuk, 2013a]. The reader is
encouragedtorefertothisworkwhichisavailablein
openaccess through the website of the authors
affiliation.Now,inthepresentpaper,thoseanalytical
solutions are being generalised to cover a more
sophisticated case, namely the pulling mode. Under
appropriateparametervalues,thepresentedhereafter
solution converges to the previous pure pushing
mode. At the end of paper, however, some
considerationsarealsomadewithregardtoapplying
theresultstopushingmodewithbowlinesupportor
thefrictioneffectincluded.

2 MATHEMATICALMODEL
The shiptug arrangement during the socalled
indirect pulling operation, together with forces and
conventions for angles, is presented in Figure 1. The
indirect towing involves taking advantage of a tugs
underwaterhullhydrodynamicforcewhilerendering
assistance at significant escort speed. The tugfixed
coordinate system Mxy is positioned for convenience
at the intersection of her centre plane and midship
section, with x axis pointing forward and y axis to
starboardside.
The equilibrium conditions for a tug between the
hull(H),thruster/propeller(P),andtowing(T)forces
intugscoordinatestaketheform:

FxH FxP FxT 0

FyH FyP FyT 0

M M M 0
zP
zT
zH

(1)

where:
Fx,Fylongitudinal and lateral components of each
force[N],
450

Mz momentdevelopedbyparticularforce[Nm].
SHIP
at speed
v

inflow speed
v

X
ship
body axes
O

hawser
angle
<0
drift angle

FT>0 (always for pulling)

towing force FT as acting on ship
FT>0
towing (reaction) force FT as acting on tug
xT

TUG
FxH
FyH

M
xP

hull
force FH

FP>0 (always)

thruster
force FP

x
y
M

tug
body axes

Figure 1. Definition sketch of forces and angles in tugs

dynamics

The hull moment MxH is specific in that it is

directlymeasuredorcomputed,andpublished,andis
beingrarelybasedonconstructingtheproductofthe
hulllateralforceFyHandanabscissaofitsapplication
point,whichisalsosometimescalledanarmorlever.
The latter is namely generally out of interest in hull
hydrodynamics.
The tug hull hydrodynamic forces are commonly
writtenasfollows:

c fxh
FxH
F 0.5 LTv 2 c
fyh
yH
L cmzh
M zH

(2)

where:

waterdensity[kg/m3],
L,T tugs length (between perpendiculars) and
draft(extreme)[m],
v absoluteinflowspeed(equaltotheescortspeed)
[m/s],
cfxh,cfyh,cmzh nondimensional
hydrodynamic
coefficients[],
drift angle (equal to tugs inclination angle vs.
shipshull)[].
Thehullhydrodynamiccoefficientsforrectilinear,
obliquemotion,asincaseofourstaticconditions,are
functions of the drift angle and usually lookuptable
stored.Thelookuptableapproachisalsoanessential

part of the developed and hereafter presented

algorithm for solving the equilibrium condition.
However, in view of the undertaken preliminary
research some simple, analytical, and qualitative
relationshipsareintroducedtosuchtables:

c fxh 0.03cos

c fyh 0.5sin
cmzh 0.1sin 2

where

(3)
3 ANALYTICALSOLUTIONOFTHE
EQUILIBRIUM

180, 180 .

Due to symmetry and for some practical reasons

connected with physically justified equilibrium
conditions, we will seek the equilibrium solution in
the range of negative drift angles (<0), strictly
for 90,0 . This corresponds to a tug secured
on the ships port quarter and facing its starboard
bowtowardstheinflow,asshowninFigure1.
In view of getting an equilibrium solution, the
ratiosoftughullhydrodynamiccoefficientsturntobe
veryuseful:

c 'fxh

c fxh

c fyh

'
cmzh

cmzh

c fyh

(4)

The graphical image and detailed discussion of

theserelationshipsiscontainedin[Artyszuk,2013a].
Thethrusterforcesandmomentin(1)read:

FxP
cos
F F sin
P
yP

M zP
xP sin

c 'fxh

'
mzh

cos FT' cos

sin FT' sin

(7)

xP' sin xT' FT' sin

sin FT' sin

(8)

wherewehavedefinedtherelativetowingforce FT' ,
asbeingastheratioofthethrusterforce:

FT'

(5)

xT'

Though most harbour tugs have dual,

independent
propulsors
to
enhance their
manoeuvrability, it is assumed in the present study,
as mentioned before, that both thrusters rotate
parallelandworkequally.Thismeanswecanadopta
singlethrusteroftwiceincreasedforce.Additionally,
theadvancespeedeffectonthethrusterperformance
loss and the influence of local drift angle on
producingthelateralcomponentofthethrusterforce
aredisregardedinthispreliminaryinvestigations.So,
both symbols FP and are denoting the effective
thrusterforceanditsdirectionangle.
The towing (pull) force, as the reaction force
excited on a tug, according to the conventions
adopted in Figure 1, i.e. with full support of sign, is
describedby:

cos

sin
xT sin

Identically to [Artyszuk, 2013a], one can easily find

that:

FT

FP

(9)

and the other nondimensional quantities connected

with the geometrical positions of towing point and
thethruster:

where:
FPabsolutevalueofthrust(alwayspositive)[N],
thrusterangle(equaltothethrustangle)[],
xPthrusterposition(negativeinaftdirection)[m].

FxT
F F
T
yT
M zT

where:
FTabsolute value of towing force (always positive)
[N],
hawserangle(negativewhenleadingtoportside
ofthetowedship)[],
xTtowing point position (positive in forward
direction)[m].

xT
x
'
, xP P
L
L

(10)

Intheexemplarycalculationspresentedinthenext
chapterweareassuming:

xT' 0.5 L , xP' 0.5 L

(11)

Theformulas(7)and(8)canbeconvertedinto:

FT'

FT'

cos c 'fxh sin

cos c 'fxh sin

'
x ' cmzh

sin
P'
'
sin xT cmzh

(12)

(13)

Making both them equal, we are arriving at the

first (starting) fundamental relationship =(,),
whereistheparameter:
1 tan 1 F ' xP cmzh tan 1 c' c' (14)
T
fxh
'
'

fxh
'

(6)

'

xT cmzh

Thedirectequation(14),explicitvs.thrusterangle

,shallbesolvedin the drift angle domain. So, for a

451

series of discrete values of the drift angle we are

computingthecorrespondingvaluesofthebalancing
thrusterangle
The second fundamental equation is one of the
two equivalent formulas: (12 or (13). Both make a
dependence of the relative towing force FT' on the
just determined thruster angle . Below the latter
formulaisbeingchosen:
'
2 FT

'

xP' cmzh
sin

'
'
sin xT cmzh

(13)

Thethirdfundamentalexpressioninthesequence
of our computations consists of the balance equation
forlateralforces,see(1):
'
'
3 FyH sin FT sin

(15)

where we have defined the relative hull lateral force

'
inthesimilarwayto FT' in(9):
FyH
'
FyH

FyH
FP

(16)

Therelationship(15)takesoninputthepreviously
establishedvaluesofand FT' .
Finally,weusethemiddleformulain(2)torelate
the escort speed to the absolute magnitude of the
thrusterforce FP intheformof:
4a v

'
FP
FyH

0.5LTc fyh

(17a)

or
4b FP

0.5 LTv 2 c fyh

'
FyH

(17b)

Four fundamental equations (14), (13), (15), and

(17) constitute the basic mechanism of the wanted
tugsequilibrium.

4 NUMERICALRESULTS
For below computations we adopt the following
conditions of the environment and the tug: water
density1000kg/m3,L=30.5m,T=5m.
Figure2presents the basic computation results of
ourformulas.Twodifferent,ratherextremeandthus
meaningful thruster force values FP have been here
selected, corresponding to 50t and 10t. The unit of
tonnehasbeenhereconsciouslytaken,sincethisstill
serves as the industry language of evaluating tug
capabilitiesandconductingtowingoperations.Figure
2iscomprisingfoursubchartsforeachcaseoftheFP
magnitude.Theyshowaccordingly:thethrusterangle
,driftangle(insomestudiesreferredtoastheyaw
452

'
orslipangle),therelativehulllateralforce FyH
,and
finally the most important relative towing force FT' .
They are plotted versus the escort speed. The typical
range of speed is included, i.e. up to about 10 knots.
Thehawserangleistheparameterforallthecurves,
180,90 , though its name only appears for
the toplevel subdiagrams. The value of
correspondingto180meansahawserinthecentre
planeandaftdirectionoftheassistedship,while90
marksthehawsersetabeamoftheship,alsoreferto
Figure1.

The excellent indirect towing performance is

achievedforthelowerthrusterforce,sinceforthetug
hullsizeoforder30minlength(thetypicaldimension
of a harbour tug) and the investigated escort speeds
much of the equilibrium is relatively dominated by
the tug hull hydrodynamic force. It shall be
mentioned that both columns of Figure 2 are
essentially similar to each other in that the adopted
thruster force is causing the horizontal scaling
(multiplyingthexvalues)ofthecharts.
In case of =90 we are receiving the same
results as for pushing operation which were
publishedin[Artyszuk,2013a].
Forsomehawser directions we may find even up
to three different equilibrium solutions in terms of
thruster angle and drift angle. Those are of course
accompanied by a different relative towing force
contributing to an effective tugs pull force rated in
tonnes.
InFigure3thereisshownamutualrelationshipof
the thruster and drift angles. As clear from Equation
(14), it is neither influenced by the thruster absolute
force, nor the escort speed. The curve for =90 in
the vicinity of zero drift angle slightly differs from
that in [Artyszuk, 2013a]. This small discrepancy is
due to a better discretization (lookuptable based
interpolation) of the tug hull hydrodynamic
coefficientsforthepurposeofthepresentstudy.
Therelativetowingforce FT' canbedecomposed
for a practical application in ship towing operations
into the backing and steering components. This way,
they are also expressed as the relative quantities, i.e.
comparedversusthethrusterforce:
'
'
Fback
FT' cos , Fsteer
FT' sin

(18)

BotharedemonstratedinFigure4.Forthehigher
thruster force 50t, they are generally hardly effective
(notethevalueslessthanunity).
The subsequent Figure 5 comprises the results of
calculation of the required thruster force (absolute
one in tonnes) for a given escort speed, see Equation
(17b). Of course, Figure 5 repeats to some extent the
data of Figure 2. Nevertheless, it provides data in a
different format, discretization, and is very useful to
directly study the thruster force under input escort
speed. Only three distinct hawser directions are
considered: 90 (steering action only) 135 (equal
backing and steering action), and steering action
only,180(backingactiononly).

thruster force FP = 50t

thruster force FP = 10t

180

180
-180

150

thruster angle []

thruster angle []

150

hawser
angle []

120
90

-150
-135

60
-120

30

-105

-90

90

escort speed v [m/s]

-90

-120

-105

-90

-75

-30
-180

-135

-45

-120

-30
-15

0
3

-165

-6

rel. hull lateral force F'yH [-]

rel. hull lateral force F'yH [-]

escort speed v [m/s]

-3

-2
-135
-120

-1
-105
-90

-180

-135
-120

-4

-105

-2

-150
-90

escort speed v [m/s]

-165

-180

0
0

escort speed v [m/s]

6

relative towing force F'T [-]

relative towing force F'T [-]

-105

-150
-180

-60

-15

escort speed v [m/s]

-90

-75

-45

escort speed v [m/s]

-90

-135

-60

-105

-90

drift angle []

-120

30
0

-180

-165
-150
-135

60

drift angle []

hawser
angle []

120

2
-180
-90

-120 -135

-135

4
-150

-120
-105

-180

-90
-165

0
0

escort speed v [m/s]

escort speed v [m/s]

Figure2.Kinematicanddynamicparametersofindirect(pull)towingversusescortspeed

453

180

hawser
angle []

thruster angle []

150
120

-180

-165

-120

90
-135

-150

60
-105

30

-90

0
0

-15

-30

-45

-60

-75

drift angle []

-90

Figure3.Thedriftthrusteranglerelationship(asindependentofescortspeedandthrusterforce)

thruster force FP = 10t

-3

hawser
angle []

-2

-180
-150
-135

-1
-90

-120

-105

0
0

relative backing force F'back [-]

relative backing force F'back [-]

thruster force FP = 50t

-3

-180

-1
-120
-90

-105

-90
-120

-135
-150

-180

0
1

relative steering force F'steer [-]

relative steering force F'steer [-]

-2

escort speed v [m/s]

-3

-105

-165

-2

escort speed v [m/s]

-1

-135

-150

hawser
angle []

-3

-2
-90

-105

-150

-1

-120
-135

-165

-180

escort speed v [m/s]

escort speed v [m/s]

Figure4.Distributionoftherelativetowingforcetobackingandsteeringcomponents

The parameter for all the curves in subcharts of

Figure 5 is the escort speed. The pattern of these
curves seems to be more interesting, rich in
informationandbeneficialforpracticalpurposesthan
thatinFigure2.Amongothers,Figure5isdivedinto
columns according to the hawser angle, which
constitutesadirectorderfromapilot.
Both Figures 2 and 5 can predict the control
parametersofatugforgivenescortspeedandhawser
direction. However, a consequence in terms of the
absolute tension of the hawser (towing force in
454

tonnes)isnoteasilyseen.Namely,thehigherthruster
forceisaccompaniedwithlowerrelativetowingforce,
whilethelowerthrusterforceisincontrastassociated
withhigherindirecttowingeffectiveness.
Onemightwonderwhetherabsolutetowingforces
for high and low thruster forces are close to each
other. The plots of Figure 2 and 5 are thus
supplementedinFigure6withabsolutevaluesofthe
towingforce.

hawser angle = -90

hawser angle = -135

2m/s

6
5m/s
4m/s

3
0
0

1m/s

2m/s

-45

4m/s

3m/s

-30

5m/s

-15

4m/s

150
90

2
5m/s

3m/s 4m/s

2m/s

1m/s

0
0

10
20
30
40
thruster force FP [t]

5m/s

-15

50

-75

5m/s

2m/s

-60
-45

1m/s

-30

4m/s
3m/s

-15
0

10
20
30
40
thruster force FP [t]

50

6
4
2
0

10
20
30
40
thruster force FP [t]

-90

4m/s

3m/s

-30

50

5m/s

speed v

5m/s
4m/s

1m/s 2m/s 3m/s

10

20
30
40
thruster force FP [t]

rel. towing force F'T [-]

4m/s

3m/s

30

50

-45

50

rel. towing force F'T [-]

10
20
30
40
thruster force FP [t]

1m/s

60

0
0

2m/s

120

10
20
30
40
thruster force FP [t]

-90 1m/s
-75
2m/s
-60

rel. towing force F'T [-]

2m/s 3m/s
1m/s

30
0

drift angle []

drift angle []

1m/s

-60

60

50

-90
-75

90

10
20
30
40
thruster force FP [t]

speed v

5m/s

120

drift angle []

speed v

180

150

thruster angle []

180
3m/s

12

thruster angle []

thruster angle []

15

hawser angle = -180

10
20
30
40
thruster force FP [t]

50

3
2
1

2m/s 3m/s

4m/s

5m/s

1m/s

50

10

20
30
40
thruster force FP [t]

50

Figure5.Parametersoftugsequilibriumversusthrusterforce
hawser angle = -90

hawser angle = -135

70

speed v

50
40
3m/s

30
20

60

50
4m/s

40
30

3m/s

20
10

1m/s

10

20

30

40

50

20

30

40

20

50

2m/s

10

20

30

40

70

50t

towing force FT [t]

40t

40
30t

30
20t

20
10t

60
thruster
force FP

50

towing force FT [t]

50t

40t

40

30t

30
20t

20

10t

10

escort speed v [m/s]

thruster
force FP

50

40t

40
30t

30
20t

20
10t

10

50

thruster force FP [t]

60

50

3m/s

50t

thruster
force FP

30

1m/s

70

40

thruster force FP [t]

70

10

4m/s

10

thruster force FP [t]

60

50

10
1m/s

0
0

speed v

2m/s

2m/s

10

towing force FT [t]

4m/s

5m/s

5m/s

60

5m/s
towing force FT [t]

towing force FT [t]

70

70
speed v

60

towing force FT [t]

hawser angle = -180

0
0

escort speed v [m/s]

escort speed v [m/s]

Figure6.Absolutetowingforce(intonnes)versusthrusterforceorescortspeed.

455

Relative (vs. the thruster force) and absolute

towingforcesbothhavetheirownindividual merits.
The absolute force is anyhow more practical and
directly ordered by a pilot. It also leads to a tugs
capability in terms of the maximum effective pull
under given speed, if the maximum thruster force
developed for such speed is input to the
computationalalgorithm.
Thesimpletughullhydrodynamicsadoptedinthe
present paper in terms of shape and size of the hull
nondimensional hydrodynamic coefficients, refer to
Equation (3), implies the following features, which
canbedrawnfromFigure6:
in pure steering (=90) and pure backing
(=180) we are receiving the global indirect
towing effectiveness of approx. 50%, i.e. the
thruster force is transformed to about 50% higher
values in the hawser, see the upper diagrams of
Figure6,
in case of =135 the effectiveness is varying
between zero and even several hundred percent
dependent on the thruster force (the lower the
better)andescortspeed(thehigherthebetter);the
lowerdiagramforthishawserangle(showingthe
towing force versus escort speed) indicates the
towing force during the equilibrium of a tug be
almost independent of the thruster force and be
influencedbytheescortspeedonly.
The raised above points shall be validated in the
future for actual hydrodynamic characteristics of tug
hulls.

5 EQUIVALENCETOPUSHINGOPERATION
WITHFRICTIONEFFECTORMOORINGROPE
SUPPORT
The model and results having been described so far
arealsovalidifweeitherconsiderthepushoperation
with the friction effect between a ships and a tugs
hull or if the push action of a tug is supported by a
longitudinal (with reference to the ship) mooring
rope. As mentioned before, these effects were not
included in [Artyszuk, 2013a]. In Figure 7 only the
mooringropecaseisconsidered,exactlyconsistingof
a bow line. However, the friction force can be
modelled in the same way, it will also point up,
identically to FM in Figure 7, since in both the
situations a tug has a tendency to move towards the
sternofashipanddeceleratetheship.Anadditional
usefulsimplification,thoughquitereasonable,would
be if we assume the pushing point on a tug to
coincidewithitsmooringfairlead.
Theoppositebutrathertheoreticaldirectionofthe
longitudinal force due to mooring of friction is also
possibleinthataspringlineisimplementedinstead.
Anyhow, such specific case is dealing with the
equivalent hawser direction angle 90,0 ,
which is not examined in the present paper. Under
such conditions, as well as in other not discussed
situations, a necessity of independent operation of
both thrusters might occur to achieve a tugs steady
statemovement.Thisbringsanarbitrarycombination
of the balancing force and the moment excited by
thrusters., while the coupled/parallel mode of
operation, widely used in the paper, limits (or

456

stiffens) the moment to the product of the resulting

lateral force and the longitudinal location of both
thrusters.

< 0

SHIP
at speed
v

mooring
rope
(bow line)

inflow speed
v

TUG
mooring rope
pull force

FT towing force

FM

push
force

> 0

FT push
push reaction
force

Figure 7. Equivalent pushing operation supported with a

bowline

Using the numerical results of the previous

chapterforthementionedcaseofapushingtugwith
bow line requires the following substitutions or
conversions(checkFigure7formeaningofsymbols):

90 90

(19)

2
FT FTpush
FM2

FM FT cos , FT push FT sin

(20)

In case of friction, the force FM in Figure 7 will

depictthefrictionforce,whileFTpushwillconstitutethe
normal reaction, as essential in computation of the
former one. The angle represents thus the friction
angle, and its tangent denotes the standard friction
coefficient. Of course, the magnitude of friction
related force FM is a small, fixed proportion of the
othercomponentFTpush.However,inthebowlinecase
thereisnopracticallimitforFM.

6 CONCLUSIONS
The present study has revealed that both modes of
towing assistance at speed: pulling and pushing
operationsareofthesamephysicsandmathematical
model.Moreover,thepushingmodelisjustaportion
of the most general pulling model in that it derives
from the latter, refer particularly to Figure 6 and the
left diagrams pertaining to case (=90). However,
thetermindirecttowingisusuallyappliedtopulling

operation only. So, in situations when tugs.hull

hydrodynamic force is taken to advantage while
developing a towing force, the latter being much in
excess of the propeller force, either in pulling or
pushing,theexpressionindirectassistanceisequally
authorised according to its literal, primary meaning.
This involves of course a certain drift angle of tugs
hull,butitsroleismuchmorethanpurelypreserving
appropriate kinematic following of the assisted ship.
Suchcommitmentrelatingtotheproposedwideruse
of the word indirect took also place in the previous
work [Artyszuk, 2013a], but now has been
additionallyproved.
The presented algorithm is flexible enough to
accommodateanypatternoftugshullhydrodynamic
coefficients, and thus may result in the actual tug
behaviour. The only item suffering some deficiencies
is the applied simple thruster (propeller) model, i.a.
notincludingtheadvancespeeddetrimentaleffect.It
is believed however that the results of the present
report will still be valid to some extent, since the
constant values of the thruster force used in our
computations shall be considered as the effective
thrustforce,i.e.requiringhigherrpm/pitchsettingsif
strong speed effects exist. The other phenomenon
worthafutureconcernisalsothetransverseforceon
the propeller due to local drift angle, as contributing
tothetotalforceandthusalteringtheeffectivethrust

direction. The latter can be quite different than the

propelleraxis.

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