# CFD Design Performance Analysis for a High-Speed Propeller
## 1 Introduction
The same methods were used in [11] for the simulation of a marine propeller in a fully turbulent flow. The authors considered the pressure distribution, streamlines and unsteady oscillating load of thrust and torque for one blade and for all blades of the propeller. The modeling was carried out for a range of fluid flow velocities between 0 [m/s] and 10 [m/s], and for a range of propeller shaft rotation speeds between 300 RPM and 5400 RPM. The selection of these ranges is justified by the fact that they parametrically cover the entire operational profile of the fast boat propulsion system. This domain reflects real operating conditions, from low-speed regimes (such as maneuvering in port or slow-speed cruising) to maximum-speed regimes corresponding to the engine's peak load during cruising or top-speed navigation. The selected shaft rotation speeds are compatible with the design and performance characteristics of the engine and the propeller used, ensuring a realistic representation of the hydrodynamic behavior of the propulsion assembly across the fast boat operational profile. The analysis presented in [12] investigated the influence of incident pressure, target distance, and impact time on the forming depth and an analysis of the punching phenomenon of the formed components when a water jet cavitation shock is used. Numerical simulation based on Reynolds-averaged Navier-Stokes equations applied on a cavitating propeller in open water are presented by [PERSON], [PERSON], [PERSON] and others [13] using the facilities of Computational Fluid Dynamics (CFD). Their study demonstrates that cavitation becomes more aggressive at a higher water temperature than at a lower temperature. The article [14] explores the impact of geometric parameters on the performance of a toroidal propeller, an innovative type of propeller with ring-shaped curved blades used in naval applications. It is a promising alternative to classic propellers, with the potential to reduce cavitation, noise and improve propulsive efficiency. It includes CFD Simulations (Reynolds-averaged Navier-Stokes, Realizable k-\(\varepsilon\) + ZGB model for cavitation), physical tests on a test bench with metallic propellers, experimentally validated (error \(<\) 10%), single-factor and multifactorial studies (Design-Expert, SPSS v22), analysis on a wide range of advance coefficients (J) and speeds. The article focuses on the thrust coefficient and pressure distribution to evaluate the results. Also, the article [15] analyzes the thrust and cavitation performance of the submersible waterjet propeller compared to the conventional propeller, both in open water and in the presence of hull currents. It is concluded that the submersible jet provides stable thrust and superior efficiency, significantly reducing cavitation losses in complex environments. The paper [16] deals with the calibration of CFD methodology for simulating the full-scale propulsion performance of the real ship MV REGAL, comparing numerical results with data from model tests and sea trials. The study highlights the influence of turbulence patterns and surface roughness on thrust, shaft power and cavitation distribution, contributing to the optimization of numerical predictability in modern naval design. In [17], CFD simulations validated the superior performance of the Kappel Tip Rake propeller, demonstrating high thrust and efficient torque at low RPMs, along with an optimized pressure distribution that reduces the risk of cavitation and [18] presents a method for CFD propeller modeling using the concept of \"body force\". This approach, based on blade element theory, is coupled with a URANS solver to predict propeller performance, including thrust and torque, in a more computationally efficient manner compared to detailed geometry modeling. The authors of this paper started with the conviction that CFD and SST analysis create 3D models that can be easily visualized and modified by changing the relevant parameters.