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9000:2000 quality system.
BALANCING EXPERIENCE
Since its inception in 1968, the division has been a leader in the
field of dynamic balancing and is equipped with modern, accurate
equipment to meet the demands of its wide variety of clients. We are
proficient in balancing to ISO 1940/1 and AS 3709 standards down
to a quality grade of G1, where required.
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Precision dynamic balancing
of rotor components
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RESEARCH AND DEVELOPMENT
VEEM has a continuous research and development program for the evolution of propeller designs, shaft-line equipment and new propulsion
related products. VEEM also has a parallel research and development program for manufacturing processes, which ensures the highest quality
and accuracy during manufacture is achieved. Consequently, VEEM boast a series of market leading propeller designs, manufactured using the
very latest robotic and CNC machinery, supported by a high level of factory automation.
RESEARCH AND DEVELOPMENT
Design analysis using CFD prediction and cavitation tunnel verification
ONE STEP AHEAD
VEEM’s development program is driven by planned
milestones, which ensures that propeller and
propulsion system design improvement is progressive.
Our dedication to advancing designs and creating
innovative propulsion systems ensures that VEEM is
always one step ahead of the competition.
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THE CUTTING EDGE
VEEM’s primary test vessel is a 64ft sport fisher powered
by two off 2400HP+ engines. This vessel is specifically
used for validating new propeller designs operating
in the 30 to 50+ knot bracket. VEEM’s commitment to
research and development ensures you are purchasing a
cutting edge product.
LATEST TECHNOLOGY
New design revisions are developed using the latest Computational Fluid
Dynamics software (CFD) and tested for strength using Finite Element Analysis
(FEA). CFD is now capable of accurately predicting incremental design
improvements, and offers a significant time saving to evolving propulsion
designs using multiple models and full scale trials. Validation of propeller
designs is of particular importance to finalise the design process. All proposed
new designs are tested in a cavitation tunnel using a scale model, and then
trialed on a full scale vessel to check other performance attributes such as
manoeuvrability and acceleration. Finally, the predicted improvement in
efficiency and/or smoothness is verified with back to back trials on the full scale
vessel using the current and proposed propeller designs.
Cavitating & Non-cavitating Open Water Propeller Characteristics Hull & Propeller Interaction
Thrust Coeff., Torque Coeff., Efficiency (KT, 10KQ, n)
Advance Ratio (J)
Vapour fraction contour High speed propeller testing (VEEM 64 footer)
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interceptor PROPELLERTHE PRODUCT
The product is a highly differentiated patented propeller that has an adjustable nickel Teflon finish to inhibit marine growth and improve the self-cleaning ability accurate and more repeatable than any propellers on the market.
INTERCEPTOR PROPELLER™
TECHNICAL AND
COMMERCIAL REASONS
FOR THE PRODUCT
Pitch is one of the major factors influencing
the efficiency and performance of boat
propellers. To protect engine warranty
and ensure optimum engine performance,
the propellors need to have the correct
pitch. It is however difficult to design
a propeller with the ideal pitch for a
particular boat prior to it being launched
because of variables unknown at the time
of manufacture. These include:
• one off designs and construction
variations (common in high end boats);
• manufacturing variations in boat hull
design;
• manufacturing variations in engine
power output;
• the addition or removal of heavy
structures on the boat such as towers,
fuel or water tanks;
• addition or removal of ride control
effecting power at the propeller
• operating conditions where water and
air temperature differ both seasonally
and geographically;
• salt water content.
Interceptor 0mm Interceptor 2.5mm
"splash and forget ™"
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PROPELLER™
HOW IT WORKS
The Interceptor™ design is an adjustable
protrusion on the trailing edge of the
pressure face of the blade to produce a
surface discontinuity. The protrusion is
arranged with an included angle equal to or
less than 90 degrees which causes a “wedge”
of circulating fluid to be captured. This
“wedge” of fluid induces a local increase in
lift in this region of the foil section, without
　
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