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AE 658

HIGH SPEED LARGE AIRCRAFT PROPELLER DESIGN

Ajinkya Kadu
Saket Guddeti
Ajinkya
KaduM
Abhiram

Keshav Agarwal

Table of Contents
1

Introduction
1.1

Overview of Turboprop

1.2

High Speed Large Passenger Aircraft

Literature Review
2.1

Airfoil Characteristics

2.2

Actuator Disk Theory

2.3

Blade Element Theory

2.4

Advanced Blade Element Theory

2.5

Engine Characteristics

Selection of Machine
3.1

Aircraft Specifications

3.2

Engine Selections

3.3

Performance Matching

Propeller Design Concept


4.1

Constraints and Requirements to Design

4.2

Theoretical Background of Propeller Design

4.3

Propeller Design Process

Designing High Speed Large Aircraft Propeller


5.1

Airfoil Determination at 0.75R

5.2

Analysis for 2 Blades

5.3

Analysis for 3 Blades

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5.4

Analysis for 4 Blades

5.5

Analysis for 5 Blades

5.6

Analysis for 6 Blades

5.7

Design Output

Design of Propeller in Solidworks and Catia


6.1

Airfoil Coordinates

6.2

Steps to Design

6.3

Final Design

References

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INTRODUCTION
Overview of Turboprop
Aircraft propellers convert rotary motion from piston engines or turboprops to provide
propulsive force. They may be fixed or variable pitch. There are various kinds of engines
currently in use in civil aviation sector, military, transportation sector etc. To name a few there
are turboprops, turbofans, turbojets and turbo shafts. All of these classified based on the
mechanism they achieve thrust.

Turbojet engine derives its thrust by highly accelerating a mass of air, all of which goes
through the engine. The turbine of turbo jet is designed to extract only enough power from
the hot gas stream to drive the compressor and accessories.

Turboprop engine derives its propulsion by the conversion of the majority of gas stream
energy into mechanical power to drive the compressor, accessories, and the propeller load.
The shaft on which the turbine is mounted drives the propeller through the propeller
reduction gear system. Approximately 90% of thrust comes from propeller and about only
10% comes from exhaust gas.

Turbofan engine has a duct enclosed fan mounted at the front of the engine and driven either
mechanically at the same speed as the compressor, or by an independent turbine located to
the rear of the compressor drive turbine. The fan air can exit separately from the primary
engine air, or it can be ducted back to mix with the primary's air at the rear. Approximately
more than 75% of thrust comes from fan and less than 25% comes from exhaust gas.

Turbo shaft engine derives its propulsion by the conversion of the majority of gas stream
energy into mechanical power to drive the compressor, accessories, just like the turboprop
engine but the shaft on which the turbine is mounted drives something other than an aircraft
propeller such as the rotor of a helicopter through the reduction gearbox. The engine is called
turbo shaft.

Among these, propellers are used in turboprop engines, Turbo shaft engines, turbofan engines.
These engines have gained wide range popularity in recent decades and have been able to
compete with the high speed jet engines. Propeller driven engines though slow and higher
maintenance have many advantages over the jet engines.
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Some of the factors include short field performance, range, and fuel used during a climb.

Many of the regional airports have shorter runways than the major international airports. As
stall speeds are lower for propeller driven aircraft, the speed at take-off is consequently lower.
Therefore shorter take-off runs are possible.

The maximum climb angle for a power producing aircraft is the stall speed, unlike thrust
producing aircraft where maximum climb angle is at maximum lift/drag (L/D) ratio. For this
reason airports with significant obstacles in the climb-out path are only suitable for propeller
aircraft.

For the jet, the power required is unaffected by increasing altitude, and yet the efficiency
greatly increases. On the other hand, the power required curve shifts to the right for propeller
driven aircraft with increasing altitude. In short, propeller aircraft fly lower and slower than
their jet counterparts.

Consider the time and distance to height for either aircraft to climb to the most economical or
best range height. All other factors being ignored, the extra fuel burned to climb higher by the
jet will make it less efficient over shorter range, where cruise may only be possible at height
before it is time to descend for landing. As the propeller aircraft cruises more efficiently at
lower altitude, less time and fuel will be consumed, and consequently more time at cruise
altitude will be the norm.

The propeller is usually attached to the crankshaft of a piston engine, either directly or
through a reduction unit. Light aircraft engines often do not require the complexity of gearing
but on larger engines and turboprop aircraft it is essential.

Choice of aircraft for particular routes is a complex and involved process. Many factors are
involved. However, the basic premise is that propeller aircraft are more cost effective over
short range.

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Traditionally, propeller aircraft have been used for short-range flights and turbine engine
aircraft for long-range flights.

High Speed Large Passenger aircraft:


Turboprop engines are generally used on small subsonic aircraft, but some aircraft outfitted
with turboprops have cruising speeds in excess of 926 km/h. large military and civil aircraft,
such as the Lockheed L-188 Electra and the Tupolev Tu-95, have also used turboprop power
Turboprops are very efficient at flight speeds below 725 km/h (450 mph; 390 knots) because the
jet velocity of the propeller (and exhaust) is relatively low. Due to the high price of turboprop
engines, they are mostly used where high-performance short take-off and landing (STOL)
capability and efficiency at modest flight speeds are required. The most common application of
turboprop engines in civilian aviation is in small commuter aircraft, where their greater
reliability than reciprocating engines offsets their higher initial cost.
Turboprop airliners now operate at near the same speed as small turbofan-powered aircraft but
burn two-thirds of the fuel per passenger. However, compared to a turbojet (which can fly at
high altitude for enhanced speed and fuel efficiency) a propeller aircraft has a much lower
ceiling. Turboprop-powered aircraft have become popular for bush airplanes such as the Cessna
Caravan and Quest Kodiak as jet fuel is easier to obtain in remote areas than is aviation-grade
gasoline.
Large passenger or military aircrafts which fly at cruise Mach numbers 0.5 to 0.6 can have a
take-off weight of around 10,000 kg to 15,000 kg with cruise speed ranging from 500-900
Kmph and having a service ceiling at about 10,000 m. These propeller driven aircrafts have a
typical range of around 1800-2000 km.

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Comparing the turboprops with the traditional jet engine aircrafts in the large size range.
Turboprops score easily over their counterparts in efficiency in short runs even though they are
slower.

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But from the above charts, it has to be noted that the percentage maintenance cost for turboprop
aircraft is 20.5% as compared to 15.8% for Regional Jets and 7.5% for large jets. For this reason
an increasing use of Regional Jets has had a major impact on the cost efficiencies of short-range
transportation.
Regional aircraft are 40% to 60% less fuel efficient than their larger narrow- and wide-body
counterparts, while regional jets are 10% to 60% less fuel efficient than turboprops. Fuel
efficiency differences can be explained largely by differences in aircraft operations, not
technology. Direct operating costs per revenue passenger kilometer are 2.5 to 6 times higher for
regional aircraft because they operate at lower load factors and perform fewer miles over which
to spread fixed costs. Further, despite incurring higher fuel costs, regional jets are shown to have
operating costs similar to turboprops when flown over comparable stage lengths.

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LITERATURE REVIEW
Airfoil Characteristics
The lift on an airfoil is primarily the result of its angle of attack and shape. When
oriented at a suitable angle, the airfoil deflects the oncoming air, resulting in a force on the
airfoil in the direction opposite to the deflection. This force is known as aerodynamic force and
can be resolved into two components: Lift and drag. Most foil shapes require a positive angle of
attack to generate lift, but cambered airfoils can generate lift at zero angle of attack. This
"turning" of the air in the vicinity of the airfoil creates curved streamlines which results in lower
pressure on one side and higher pressure on the other. This pressure difference is accompanied
by a velocity difference, via Bernoulli's principle, so the resulting flow field about the airfoil has a
higher average velocity on the upper surface than on the lower surface. The lift force can be
related directly to the average top/bottom velocity difference without computing the pressure by
using the concept of circulation and the Kutta-Joukowski theorem.
Airfoils are also found in propellers, fans, compressors and turbines. Any object with an angle of
attack in a moving fluid, such as a flat plate etc. will generate an aerodynamic force but airfoils
are more efficient lifting shapes, able to generate more lift (up to a point), and to generate lift
with less drag.
Airfoil design is a major facet of aerodynamics. Various airfoils serve different flight regimes.
Asymmetric airfoils can generate lift at zero angle of attack, while a symmetric airfoil may better
suit frequent inverted flight as in an aerobatic airplane. In the region of the ailerons and near
a wingtip a symmetric airfoil can be used to increase the range of angles of attack to avoid spinstall. Thus a large range of angles can be used without boundary layer separation. Subsonic
airfoils have a round leading edge, which is naturally insensitive to the angle of attack. The cross
section is not strictly circular, however: the radius of curvature is increased before the wing
achieves maximum thickness to minimize the chance of boundary layer separation. This
elongates the wing and moves the point of maximum thickness back from the leading edge.
Supersonic airfoils are much more angular in shape and can have a very sharp leading edge,
which is very sensitive to angle of attack. A supercritical airfoil has its maximum thickness close
to the leading edge to have a lot of length to slowly shock the supersonic flow back to subsonic
speeds.
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A lift and drag curve represents an aerofoils characteristics which are reflected by lift vs. angle
of attack and drag vs. angle of attack graphs. With increased angle of attack, lift increases in a
roughly linear relation, called the slope of the lift curve. At some angle this airfoil stalls, and lift
falls off quickly beyond that. The drop in lift can be explained by the action of the uppersurface boundary layer, which separates and greatly thickens over the upper surface at and past
the stall angle. The thicker boundary layer also causes a large increase in pressure drag, so that
the overall drag increases sharply near and past the stall point.
Airfoil Nomenclature
The various terms related to airfoils are defined below:

The suction surface (a.k.a. upper surface) is generally associated with higher velocity and lower
static pressure.

The pressure surface (a.k.a. lower surface) has a comparatively higher static pressure than the
suction surface. The pressure gradient between these two surfaces contributes to the lift force
generated for a given airfoil.

The geometry of the airfoil is described with a variety of terms.


We thus define the following concepts:

The leading edge is the point at the front of the airfoil that has maximum curvature.

9|Page

The trailing edge is defined similarly as the point of maximum curvature at the rear of the
airfoil.

The chord line is a straight line connecting the leading and trailing edges of the airfoil.

The chord length, or simply chord, is the length of the chord line and is the characteristic
dimension of the airfoil section.
The shape of the airfoil is defined using the following concepts:

The mean camber line is the locus of points midway between the upper and lower surfaces. Its
exact shape depends on how the thickness is defined;

The thickness of an airfoil varies along the chord. It may be measured in either of two ways:

Thickness measured perpendicular to the camber line.

Thickness measured perpendicular to the chord line.


Two key parameters to describe an airfoils shape are its maximum thickness (expressed as a
percentage of the chord), and the location of the maximum thickness point (also expressed as a
percentage of the chord).
Finally, important concepts used to describe the airfoils behavior when moving through a fluid
are:

The aerodynamic center, which is the chord-wise length about which the pitching moment is
independent of the lift coefficient and the angle of attack.

The center of pressure, which is the chord-wise location about which the pitching moment is
zero.

Actuator Disk Theory


Actuator Disk Theory, also known as Momentum Theory, is based upon consideration of
whole propeller as an element of pressure increase (flow energizer) which is denoted by disk.
Flow through the disk is assumed to have constant velocity. Hence, phenomenon like transonic
region on blade, flow separation, flow blocking are neglected.

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Figure 2: Flow Analysis around Propeller

Mass Flow through the disk = AV1


Thrust Produced by the disk = (Ve - V)
Thrust can also be derived from pressure distribution = A (P2 P1)
Bernoullis Equation: P2 P1 = 0.5 (Ve2 - V2)
Air Flow Velocity, V1 = Ve + V
Thrust, T = 0.5 (Ve2 - V2) A
V1 = V + v

Ve = V + 2v

Where v = induced velocity =

2A

for V = 0
3

Power Input for Static Thrust Production, Pin = 2 2


Power Output, Pout = T V
Induced Efficiency, i = 1/ [1 + (v/ V)]
Induced Efficiency cannot be realized due to following reasons
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1) Loss because of interaction of blades


2) Loss due to propeller drag
3) Loss due to non uniformity of thrust loading
4) Loss of Energy in rotational motion

Blade Element Theory


This theory is based upon assumption of each
element of blade have its share of power and torque
component and they contribute in generating thrust
for the propeller.

Consider the propeller shown in figure 2. Cut the


propeller blade at radius r from the axis. Flow
entering this element with an axial velocity V.
Propeller rotates at angular velocity of rad/s.

The blade element is assumed to be made of airfoil


shape of known lift Cl and drag Cd Characteristics.

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The thrust and Torque of an element of radial length dr is made from an airfoil of lift dL and
drag dD.
Thrust Produced, dT =

(Cl

cos Cd sin )
Torque Supplied, dQ =

2

(Cl sin Cd cos )

Net Torque = B

(Cl cos Cd sin )

Net Torque = B

(Cl sin Cd cos )

The blade Element Efficiency,


el = Thrust power produced /
Torque power Supplied
el =

Maximum efficiency occurs at =

(Cl cos Cd sin )


(Cl sin Cd cos )

tan

Advanced Blade Element Theory

This theory is based upon the inclusion of downwash in simple blade element theory.
Downwash is an effect at trailing edge due to which induction of flows is seen. Induced flow
particularly changes angle of attack which then reduces lifting force L and hence circulation
around the airfoil.
We will quickly look into induced angle of attack (difference between airfoil angle of
attack and effective angle of attack), elemental as well as total thrust and elemental torque
coefficients and efficiency.
Induced angle of attack on element in generalized form,
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8 2

i = [ ( +
2

Where, = V/R

8 2

) )+(

Elemental Torque Coefficient

) ( ) ]

2 2

Vr = VT 2 + 2

Elemental Thrust Coefficient

Where = (

) + (( +

= B c/ R

x = r/R tan i

= 3.88 2
= 1.94 3

cos 2
cos 0

= (

) (Cl cos 0 Cd sin 0 )

cos 2
cos 0

) (Cd cos 0 + Cl sin 0 )


1

Propeller Thrust Coefficient, CT = 0

Propeller Torque Coefficient, CQ = 0


Propeller Efficiency, =

Engine Characteristics
Overall Efficiency:

Thermal Efficiency:
=

Propulsive Efficiency:
=

T
2 /2

/2

Overall Efficiency:
=
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Specific Impulse ( ):
=

Specific Fuel Consumption:

mass flow rate


thrust

Propeller Performance Parameters:


Propeller Efficiency:
=

2
1 + /

Propulsive Efficiency:

2
1 + (1 +

2T
2

Power Coefficient:
= 2
=

1

2
=

= 2 3 5

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F
fg

Selection of Machine
The basic need to design a propeller is to choose an aircraft and an engine so as to get the
initial parameters like Power Input, Thrust required, and rotational speed. From literature
survey, we found out that Fairchild Dornier 328 produced by Fairchild Aircraft, an aircraft and
aerospace manufacturing company based at Farmingdale, New York, is suitable for our topic,
i.e., High speed large aircraft (M = 0.6). The engine for this particular aircraft is PW 119, a
turboprop engine produced by Pratt & Whitney, a U.S. based aerospace manufacturer. But we
choose PW 127E to have a room for adjustment of power.

Aircraft Specifications:
Dornier 328 is turboprop powered commuter airliner. It was initially produced by
Dornier Luftfahrt GmBH. In 1996, the firm was acquired by Fairchild Aircraft resulting in firm
named Fairchild Dornier. First flight was flown on 6 December, 1991. 217 Dornier 328 were
produced from period of 1991 2000. Following are the variants of Dornier 328

328-100 - Initial 328.

328-110 - Standard 328 with greater range and weights

328-120 - 328 with improved STOL performance.

328-130 - 328 with progressive rudder authority reduction at higher airspeeds.

328JET - Turbofan-powered variant, formerly the 328-300.

C-146A - Designation of 328s operated by the United States Air Force's Air Force Special
Operations Command.
On 25 February 1999, Minerva Airlines Flight 1553 on a flight from Cagliari-Elmas

Airport to Genoa Cristoforo Colombo Airport in Italy. When on landing on runway 29 the
aircraft ran off the end of the runway and crashed into the sea. Four of the 31 passengers and
crew died in the accident.
General characteristics

Crew: Three (2 Pilots, 1 Flight Attendant)

Capacity: 30 to 33 (14 in First Class Config) passengers

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Length: 21.11 m (69 ft 7 in)

Wingspan: 20.98 m (68 ft 10 in)

Height: 7.24 m (23 ft 9 in)

Wing area: 40 m (431 ft)

Empty weight: 8,920 kg (19,670 lb)

Useful load: 3,450 kg (7,606 lb)

Max. takeoff weight: 13,990 kg (30,840 lb)

Performance

Cruise speed: 620 km/h (335 kts)

Range: 1,850 km (1,000 nm, 1,150 mi)

Service ceiling: 9,455 m (31,020 ft)

Powerplant/Propeller

Engine Manufacturer / Model:

Pratt & Whitney Canada / PW 119B

Takeoff Power:

2x 2,180 SHP = 2x 1,626 kW

Propeller Manufacturer / Type

Hartzell / 6 Blades Composite

Propeller Diameter:

3.6 m

Avionics
Honeywell PRIMUS 2000

Engine Specifications
The PW100 turboprop engine is the proven airline benchmark for low fuel consumption
on the shorter routes of 350 miles or less. PW100 powered airline turboprops consume 25 to 40
per cent less fuel and produce up to 50 per cent fewer CO2 emissions than similar-sized regional
jets. As a result, many airlines are renewing their fleets with PW100-powered aircraft. With a
range of 1,800 to over 5,000 shaft horsepower, the PW100 has demonstrated its versatility in
powering aircraft applications spanning the airlines, coastal surveillance, firefighting and cargo
transport. From this series, we chose PW 127E as our engine to provide a power for propeller.
PW127E
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Specifications:

Power:

2400 SHP = 1876 kW

Length:

84 ''

Width:

26 ''

Height:

33 ''

RPM:

1200

Certification: 1994-12-16

Features:
Two-spool, two-stage centrifugal compressors

All rotors integrally bladed

Each driven independently by low pressure and high pressure compressor turbines

No variable geometry

Easy electric start no APU required

Reverse flow combustor

Low emissions, high stability, easy starting, durable

Single-stage low pressure and high pressure turbines

Advanced materials and cooling technology for long life

Two-stage power turbine

Free turbine, shrouded blades

Off-set reduction gearbox

Rugged design for high durability

1,200 to 1,300 rpm output speed for low propeller noise

Electronic engine control

Ease of operation, reduced workload

Security of mechanical back-up

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Performance Matching
In this section, we will study the analysis of thrust requirement. The general principle to
follow here is that thrust produced by a propeller must be greater than or equal to thrust
required to fly an aircraft. There are two cases here to analyze.

Case 1 : Aircraft at cruising condition

When a/c cruises at M = 0.6, Net Acceleration of a/c in horizontal and vertical
direction is zero. And hence, lift produced by wing nullifies weight force. Thrust produced by
propeller equals drag force.
Thrust = Drag

T=D

Lift = Weight

L=W

Typical L/D ratio for this type of a/c is 15. And hence
Thrust = Weight/15

T = W/15

At cruising condition, typical weight of a/c ranges from 9,000 12,000 kg


Hence maximum thrust required = 7840 N

Thrust provided by PW 127E can be calculated from propeller efficiency which is


a relation between power input and thrust produced
Power Input = 1500 x 2 kW = 3000 kW
Propeller Efficiency =

= 0.75

(2 Engines required to drive the a/c)

(assumed value)

Cruising Speed = 172.2 m/s


Thrust Produced = 13066 N

By comparing thrust produced by engine and thrust required to drive the a/c, PW 127E engine
provides enough power to cruise Dornier 328 at mach 0.6.

Case 2 : Aircraft at take off

When a/c takes off, equations changes in horizontal and vertical directions. There
is no net acceleration component in Vertical direction but in horizontal direction, there is a
acceleration component which increases speed of a/c from zero. The following are equations in
horizontal and vertical direction.
Vertical Direction:

WL=R

Horizontal Direction:

T D (W L) =

The lift-off distance SLO is defined as a take off parameter. Ignoring D and R compared to T,
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SLO =

1.44 2

SLO = 1088 m (from Dornier Datasheet)


W = 13990 kg (from Dornier Datasheet)
g = 9.8 m/s2
= 1.225 kg/m3
S = 40 m
CLmax = 1.5
Hence, max thrust required = 34,500 N
To produce this much amount of thrust at static condition, we need to find out
induced velocity from Actuator Disk Theory.
Induced Velocity:

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v = Pin / T = 87 m/s

Propeller Design
The propeller theory which began with Rankine and Froude gives an overall description
of the fluid motion where the propeller is treated as an actuator disk that imparts a certain
momentum to the fluid passing through it. The simple momentum theory gives a good
indication of the efficiency of a propeller but fails to furnish the required design data for the
propeller blades.
It was realized that the induced velocities along the blades had to be determined in order
to solve the basic propeller problem. A certain optimum loading exists for each propeller
configuration in analogy with the case of elliptical loading on a wing. Bertz formulated the
theorem of rigid vortex sheet, tactically referring to light loading; and Prandtl devised the
method of calculating the loading function on the basis on an infinite number of blades and then
applying a tip correction that was obtained by a simple two dimensional treatment. Betz proved
that the most efficient loading along the propeller balse corresponds to the requirements of rigid
vortex behind the propeller.
The velocity of the flow is such that all the vortex lines move rearward as if attached to a
perfectly rigid sheet. This solid spiral moves with a velocity that is referred to as a displacement
velocity. The vortex surface is in fact unstable and will not maintain its ideal shape for any
length of time. With the wake specified thrust torque and efficiency can be calculated.

Constraints and requirements to the design


The engine produces a power of 1500 kW each and having rotational speed of 1200 RPM
max. The propeller design was proposed with the given engine specifications. The cruise speed
of a/c is 172.2 m/s and static induced velocity is 87 m/s. In order to get the most efficient
propeller the Cl/Cd is taken to be constant (approx. value) to find the design point for each of the
blade section and corresponding airfoil that was selected.

21 | P a g e

Theoretical Background of Propeller Design


Propeller Design is a relatively simple program, which is based on the blade element
theory. The blade is divided into small sections, which are handled independently from each
other. Each segment has a chord and a blade angle and associated airfoil characteristics. The
theory makes no provision for three dimensional effects, like sweep angle or cross flow. But it is
able to find the additional axial and circumferential velocity added to the incoming flow by each
blade segment. This additional velocity results in an acceleration of the flow and thus thrust.
Usually this simplified model works very well, when the power and thrust loading of the
propeller (power per disk area) is relatively small, as it is the case for most aircraft propellers.

Propeller Design Process


We need to design propeller blades by inputting the constraints and varying the variables
among the rpm, power, airfoil characteristics and Flow velocity at propeller.
The design process is based on the formulas in comparison to Adkins vs. Larrabee. Based on the
theory of the optimum propeller (as developed by Betz, Prandtl, Glauert), only a small number
of design parameters must be specified. These are

The number of blades B,

The axial velocity v of the flow (flight speed or boat speed),

The chord distribution c/D of the propeller,

The selected distribution of airfoil lift and drag coefficients CL and CD along the radius,

The desired thrust T or the available shaft power P,

The density rho of the medium (air: ~1.22 kg/m)

The design procedure creates the blade geometry in terms of the chord distribution along the
radius as well as the distribution of the blade angle. The local chord length c depends mainly on
the prescribed lift coefficient CL to have wider blades, having to choose a smaller design lift
coefficient (resp. angle of attack) and vice versa. It should be noted, that the design procedure

22 | P a g e

does not work accurately for high thrust


loadings as they occur under static
conditions. If the power coefficient Pc is
less than 1.5, otherwise the theory is not
fully applicable and may lead to errors.
Figure 3 shows the flowchart of the
design process.

A propeller shows a strong variation of the twist distribution along the radius. The local inflow,
seen by a segment of the propeller consists of two parts:

The axial velocity component v due to the movement of the aircraft and

The circumferential component caused by the rotation of the propeller.

The rotational component depends on the rotation speed and the radial position, where the blade
section is located; at the axis this component is zero, whereas at the wing tip (r = D/2) it reaches
its maximum value. The total velocity is the sum of the axial and the rotational component:
The following equations are basic equations while carrying out the analysis of the geometry to
check if it meets the design criteria. From these equations the design point can be selected.
Thrust

CT

CT =

Power

CP

CP =

Advance Ratio

V/nD

Efficiency

23 | P a g e

2 4

3 5

V/nD

p = J

Selection of Airfoil
Airfoil Characteristics at 0.75R
Calculation of blade pitch angle, diameter of propeller and Cl/Cd characteristics of an airfoil is
done at station 0.75R.
. The given
parameters are
power input P,
rotational speed
in rpm n, density
of air and cruse
speed V

calculate Cs the
speed power
coefficient

From Cs versus
J graph find out
B and J which
is the advanced
ratio

Calculate flow
angle 'phi'

Find out angle


of attack which
is the difference
blade pitch
angle and flow
angle
For maximum
efficiency find
out Cl/Cd ratio
for obtained
flow angle
Select an airfoil
having
aprroxiamately
same Cl/Cd
ratio as
obtained for
given angle of
attack

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Density of Air () = 1.225 kg/m3


Cruise Speed (V) = 172.2 m/s
Power Input (P) = 2 x 1500 = 3000 kW
Speed (n) = 1200 RPM = 20 RPS
Speed Power Coefficient = 2.74
Blade Angle () = 40.500
Advance Ratio (J) = 1.86
Propeller Diameter (D) = 4.6m
Air Flow Angle () = 38.4600
Angle of Attack () = 2.0400
For Max. Efficiency, = /4 0.5*CD/CL
Hence, CL/Cd= 4.38

Airfoil Selection at 0.75R


Due to the high Mach number, compressibility effects (recompression shocks, causing
additional drag) reduce the efficiency of the propeller. A practical way to keep the drag of an
airfoil at acceptable levels is the use of thinner and less cambered airfoils. To avoid excessive
drag, a certain critical camber and thickness should not be exceeded. The Mach number, at
which the flow reaches supersonic speed at some point on the airfoil, is called the critical Mach
number. Sometimes it might be acceptable to have a small supersonic region at the propeller tip,
because a reduction of the diameter (to avoid supersonic tips) also decreases the performance.
But in general, a propeller should be designed to avoid supersonic flow by choosing the right
airfoil thickness and the right diameter. The analysis of compressibility effects on propeller
performance is a very complex matter, and cannot be handled here, but, concluding from
experimental data, it is possible to develop a rule of thumb. The different airfoils were being
selected based on their maximum allowable thickness and camber for a given Mach number and
vice versa. Comparing all of them, we choose Trainer60 airfoil
Trainer 60
Thickness:

18.3%

Camber:

0.2%

Trailing edge angle:

16.9o

Lower flatness:

5.6%

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Leading edge radius:

3.8%

Max CL:

1.064

Max CL angle

15.0

Max L/D:

16.861

Max L/D angle:

10.50

Max L/D CL:

0.917

Stall angle:

13.50

Zero-lift angle:

0.50

AoA

Cl

Cd

Cm 0.25

T.U.

T.L.

S.U.

S.L.

L/D

A.C.

C.P.

-1.5

-0.201

0.0704

0.023

0.404

0.338

0.908

0.903

-2.851

0.279

0.365

-1

-0.141

0.07148

0.021

0.384

0.346

0.906

0.907

-1.977

0.278

0.401

-0.5

-0.081

0.07116

0.02

0.37

0.356

0.903

0.91

-1.139

0.29

0.493

-0.057

0.07126

0.018

0.36

0.364

0.901

0.913

-0.804

0.289

0.565

0.5

0.006

0.07127

0.016

0.35

0.375

0.897

0.916

0.082

0.287

-2.55

0.037

0.07035

0.015

0.341

0.403

0.893

0.918

0.532

0.29

-0.139

1.5

0.096

0.06723

0.013

0.333

0.452

0.889

0.916

1.435

0.281

0.118

0.156

0.06672

0.011

0.326

0.467

0.886

0.917

2.333

0.283

0.18

2.5

0.214

0.06618

0.009

0.32

0.481

0.88

0.92

3.228

0.285

0.208

0.27

0.06506

0.007

0.313

0.494

0.873

0.921

4.154

0.287

0.225

3.5

0.327

0.06429

0.005

0.307

0.5

0.866

0.924

5.081

0.289

0.236

0.382

0.06404

0.002

0.297

0.506

0.858

0.927

5.969

0.282

0.244

4.5

0.447

0.06978

0.001

0.169

0.513

0.866

0.929

6.406

0.282

0.248

0.503

0.06152

-0.001

0.159

0.519

0.859

0.998

8.17

0.294

0.253

5.5

0.556

0.06069

-0.004

0.15

0.526

0.849

0.998

9.162

0.303

0.257

0.606

0.05987

-0.007

0.143

0.534

0.834

0.998

10.121

0.319

0.261

6.5

0.65

0.0579

-0.01

0.137

0.54

0.812

0.998

11.228

0.373

0.266

0.678

0.05665

-0.016

0.133

0.545

0.765

0.998

11.961

0.461

0.273

7.5

0.702

0.05592

-0.021

0.129

0.552

0.715

0.998

12.547

0.456

0.28

0.73

0.05545

-0.026

0.125

0.559

0.674

0.998

13.157

0.427

0.286

8.5

0.758

0.05439

-0.031

0.121

0.567

0.638

0.998

13.945

0.349

0.291

0.81

0.05512

-0.034

0.036

0.855

0.636

0.887

14.702

0.336

0.292

9.5

0.845

0.05531

-0.039

0.024

0.858

0.611

0.888

15.274

0.371

0.296

10

0.882

0.05554

-0.043

0.023

0.859

0.592

0.89

15.877

0.368

0.299

10.5

0.916

0.05547

-0.047

0.021

0.862

0.571

0.89

16.52

0.383

0.302

11

0.948

0.05784

-0.052

0.02

0.863

0.547

0.891

16.386

0.403

0.305

11.5

0.976

0.0613

-0.056

0.02

0.865

0.521

0.892

15.917

0.453

0.308

12

0.995

0.06548

-0.061

0.019

0.866

0.486

0.893

15.202

0.542

0.312

12.5

1.011

0.07027

-0.067

0.018

0.868

0.445

0.894

14.382

0.624

0.316

13

1.023

0.07577

-0.072

0.017

0.869

0.402

0.894

13.496

0.741

0.32

13.5

1.031

0.08199

-0.076

0.017

0.871

0.353

0.894

12.571

0.114

0.324

14

0.993

0.09722

-0.076

0.017

0.873

0.037

0.895

10.211

-1.372

0.326

26 | P a g e

14.5

1.029

0.10063

-0.079

0.016

0.874

0.034

0.896

10.228

0.338

0.327

15

1.064

0.10436

-0.082

0.016

0.876

0.032

0.896

10.192

0.342

0.327

Trainer60 Airfoil Coordinates

Calculation of Section Quantities:


% Program to produce propeller design Table
% AE 658 - Design of PowerPlant
% Group 11 : High Speed Large Aircraft Propeller (Ducted / Unducted)
% The table is based on Advanced blade Element Theory
clc;
clear all
%-------------------------------------------------------------------------% Selection of blade sections
x = [0.3 0.45 0.6 0.7 0.75 0.8 0.85 0.9 0.95 1.00];
e1 = x;
e2 = x.^2;
e3 = x.^3;
%-------------------------------------------------------------------------%Defining Given Qunatities
R = 2.3;
B = 2;
n = 20;
omega = 2*pi*n;
V = 172.2;
cl = 0.139;
a0 = 5;

%
%
%
%
%
%
%

Radius of blade
No. of Blades
rotational speed in rps
rotational speed in rad/s
Velocity of flow at blade
Fixed value of lift coefficient
Cl - alpha curve slope

%-------------------------------------------------------------------------% Calculation of chord and solidity


b = -0.5591*x.^2 + 0.6681*x + 0.09807;
% Chord distribution evaluated
% from c/d vs x typical graph
e4 = b;
sigma = (B*b)/(pi*R);

27 | P a g e

% Solidity

e5 = sigma;
%-------------------------------------------------------------------------% Calculations of angles
e7= omega*R*x;

% Tangential velocity component at blade section

phi = atan(V./e7);
e8 = phi;

% flow angle phi

q = (8*x.*sin(phi))./(sigma*a0);
beta = (cl/a0)*((1+q)./q) + phi;
e6 = beta;

% blade pitch angle

e9 = sin(phi);
%-------------------------------------------------------------------------% Cl - alpha slope, induced AoA and effective AoA
e10 =[5 5 5 5 5 5 5 5 5 5];

% Cl - alpha slope in /rad

e11 = beta - phi;

% gap between flow and blade angle

alpha_i = e11./(1 + (8*x.*sin(phi)./(sigma*a0)));


e12 = alpha_i;

% Induced AoA

phi_0 = phi + alpha_i;


e13 = phi_0;

% Effective flow angle

alpha_0 = beta - phi_0;


e14 = alpha_0;

% Effective AoA

%-------------------------------------------------------------------------% Lift and Drag Coefficient


Cl = a0*alpha_0;
e15 = Cl;
Cd = 0.066;
e16 =[0.066

% lift coefficient

% Drag Coefficient
0.066 0.066 0.066 0.066 0.066 0.066 0.066 0.066 0.066];

%-------------------------------------------------------------------------% Computation of lambdaT


e17
e18
e19
e20
e21
e22

=
=
=
=
=
=

cos(alpha_i).*cos(alpha_i);
cos(phi).*cos(phi);
cos(phi_0);
sin(phi_0);
Cl.*cos(phi_0);
Cd.*sin(phi_0);

lambda_T = (e17.*( e21 - e22 ))./e18;

28 | P a g e

e23 = lambda_T;
%-------------------------------------------------------------------------% Computation of lambdaQ
e24 = Cl.*sin(phi_0);
e25 = Cd.*cos(phi_0);
lambda_Q = (e17.*( e24 + e25 ))./e18;
e26 = lambda_Q;
%-------------------------------------------------------------------------% Computation of elemental thrust and torque coefficient
dCtbydx = 3.88*(x.^2).*(sigma.*lambda_T);
e27 = dCtbydx;
dCqbydx = 2.94*(x.^3).*(sigma.*lambda_Q);
e28 = dCqbydx;
%-------------------------------------------------------------------------% Importing all values in a table
e =
[e1;e2;e3;e4;e5;e6;e7;e8;e9;e10;e11;e12;e13;e14;e15;e16;e17;e18;e19;e20;e21;e
22;e23;e24;e25;e26;e27;e28];
%-------------------------------------------------------------------------% Plots
figure();
plot(x,b);
xlabel('Blade Section(r/R) --->');
ylabel('Chord(c) ---->');
title('Chord Distribution');
figure();
plot(x, dCtbydx);
xlabel('Blade Section(r/R) --->');
ylabel('Chord(c) ---->');
title('Elemental Thrust Coefficient Distribution');
figure();
plot(x, dCqbydx);
xlabel('Blade Section(r/R) --->');
ylabel('Chord(c) ---->');
title('Elemental Torque Coefficient Distribution');

This code was used for different number of blades and then, thrust and torque coefficient is
calculated from elemental thrust coefficient distribution (
coefficient distribution (

29 | P a g e

) .

) and elemental torque

Analysis for Two Blades:


Station(X)

0.3

0.45

0.6

0.7

0.75

0.8

0.85

0.9

0.95

X2

0.09

0.2025

0.36

0.49

0.5625

0.64

0.7225

0.81

0.9025

X3

0.027

0.216

0.343
0.2917
81
0.0807
62
0.7360
44
202.31
86
0.70515
1
0.6481
49
5

0.2747
26
0.0760
42
0.6706
92
231.221
2
0.6401
27
0.5972
97
5

0.2464
89
0.0682
26
0.6149
46
260.12
39
0.5847
6
0.55199
9
5

0.8573
75
0.2281
77
0.0631
57
0.59011
8
274.575
2
0.5601
44
0.5313
08
5

0.2976
54
0.0823
88
0.8130
66
173.415
9
0.7818
8
0.7046
15
5

0.61412
5
0.2620
05
0.0725
21
0.64173
5
245.67
25
0.61135
2
0.5739
75
5

0.729

0.2481
81
0.0686
94
1.13658
3
86.707
96
1.10432
8
0.8931
62
5

0.4218
75
0.2846
51
0.0787
89
0.7020
46
216.769
9
0.67131
1
0.6220
13
5

0.512

Chord(b)

0.09112
5
0.2854
97
0.0790
23
0.9555
38
130.061
9
0.9239
15
0.7979
67
5

0.2070
7
0.05731
5
0.5670
66
289.02
65
0.5373
2
0.51183
6
5

0.0322
54
0.0044
54
1.10878
3
0.0278

0.0316
24
0.0038
24
0.9277
38
0.0278

0.03118
6
0.0033
86
0.7852
66
0.0278

0.0308
93
0.0030
93
0.7082
44
0.0278

0.0307
34
0.0029
34
0.6742
46
0.0278

0.0305
65
0.0027
65
0.6428
92
0.0278

0.0303
83
0.0025
83
0.6139
35
0.0278

0.0301
86
0.0023
86
0.58714
6
0.0278

0.0299
74
0.0021
74
0.5623
18
0.0278

0.0297
46
0.0019
46
0.5392
66
0.0278

Lift
Coefficient(Cl)

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

Drag
Coefficient(Cd)

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

cos^2(i)

0.9999
8
0.2022
61
0.4457
51
0.8951
57

0.9999
85
0.3632
49
0.5996
46
0.8002
66

0.9999
89
0.5035
18
0.7072

0.9999
9
0.5799
03
0.7595
05
0.6505
01

0.9999
91
0.6130
99
0.78117
8
0.6243
08

0.9999
92
0.6432
36
0.8003
65
0.5995
13

0.9999
93
0.6705
53
0.8173
88
0.5760
88

0.9999
94
0.6952
97
0.8325
25
0.5539
87

0.9999
95
0.71771
1
0.8460
21
0.5331
49

0.9999
96
0.7380
24
0.8580
86
0.5135
06

Solidity
Pitch Angle
r
Air Flow Angle
sin()
Lift Curve
Slope(a0)
-
Induced
AoA(i)
0
0

cos2 ()
cos2 (0)
sin(0)

30 | P a g e

0.7070
13

Cl*cos(0)
Cd*sin(0)
T
Cl*sin(0)
Cd*sin(0)
Q
Elemental
Thrust
Coefficient(dCt
/dx)
Elemental
Torque
Coefficient(dCq
/dx)

0.0619
59
0.0590
8
0.0142
34
0.1244
27
0.0294
2
0.7606
17
0.0003
41

0.0833
51
0.0528
18
0.0840
55
0.11123
7
0.0395
77
0.41517
4
0.0052
19

0.0983
01
0.0466
63
0.1025
53
0.0982
75
0.0466
75
0.2878
71
0.0118
02

0.10557
1
0.0429
33
0.1080
14
0.0904
2
0.0501
27
0.2423
61
0.0165
85

0.1085
84
0.0412
04
0.1098
99
0.0867
79
0.0515
58
0.2256
33
0.0188
98

0.0041
48

0.0087
9

0.0150
61

0.0197
38

0.0220
5

0.11125
1
0.0395
68
0.11144
0.0833
32
0.0528
24
0.21167
2
0.0210
43

0.11361
7
0.0380
22
0.11273
5
0.0800
76
0.0539
48
0.1998
69
0.0229
19

0.11572
1
0.0365
63
0.11384
7
0.0770
04
0.0549
47
0.18977
5
0.0244
11

0.11759
7
0.0351
88
0.11482
2
0.0741
08
0.0558
37
0.18105
4
0.0253
94

0.0242
29

0.0261
71

0.0277
5

0.0288
24

0.11927
4
0.0338
91
0.11569
0.07137
7
0.0566
34
0.17345
0.0257
28

0.0292
28

dCT/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
Coefficients:
p1 = -0.002646 p2 =

0.02219

p3 = -0.08452

p4 =

0.1927

p5 =

0.2228

p7 =

p8 =

0.0775

-0.2918

p6 =

p9 = -0.008995

-0.0989

p10 = -0.002483

dCq/dx from interpolation


F(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
Coefficients:
p1 = -0.000593 p2 = 0.00521

p3 = -0.02046

p9 = 0.003342 p10 = 3.305e-005

Therefore CT and CQ can be calculated from distributions

31 | P a g e

p4 =

0.04846

CT = 0.0092

32 | P a g e

CQ = 0.0126

Analysis of 3 Blades
Station(X)

0.3

0.45

0.6

0.7

0.75

0.8

0.85

0.9

0.95

X^2

0.09

0.2025

0.36

0.49

0.5625

0.64

0.7225

0.81

0.9025

X^3

0.027

0.216

0.343
0.2917
81
0.12114
4
0.7375
91
202.31
86
0.7051
51
0.6481
49
5

0.2747
26
0.1140
63
0.6720
75
231.22
12
0.6401
27
0.5972
97
5

0.2464
89
0.1023
39
0.6161
39
260.12
39
0.5847
6
0.5519
99
5

0.8573
75
0.2281
77
0.0947
36
0.5912
05
274.57
52
0.5601
44
0.5313
08
5

0.2976
54
0.1235
82
0.8147
59
173.415
9
0.7818
8
0.7046
15
5

0.6141
25
0.2620
05
0.1087
81
0.6430
26
245.67
25
0.6113
52
0.5739
75
5

0.729

0.2481
81
0.1030
41
1.13881

0.4218
75
0.2846
51
0.1181
83
0.7035
13
216.76
99
0.6713
11
0.6220
13
5

0.512

Chord(b)

0.0911
25
0.2854
97
0.1185
35
0.9574
5
130.06
19
0.9239
15
0.7979
67
5

0.2070
7
0.0859
73
0.5680
39
289.02
65
0.5373
2
0.5118
36
5

0.0328
79
0.0050
79
0.7869
59
0.0278

0.0324
39
0.0046
39
0.7097
91
0.0278

0.0322
02
0.0044
02
0.6757
13
0.0278

0.0319
48
0.0041
48
0.6442
75
0.0278

0.0316
74
0.0038
74
0.6152
26
0.0278

0.0313
79
0.0035
79
0.5883
39
0.0278

0.0310
61
0.0032
61
0.5634
05
0.0278

0.0307
18
0.0029
18
0.5402
39
0.0278

Solidity
Pitch Angle
r
Air Flow Angle
sin()
Lift Curve
Slope(a0)
-

86.707
96
1.1043
28
0.8931
62
5

Induced
AoA(i)
0

0.0344
82
0.0066
82
1.11101

0.0278

0.0335
36
0.0057
36
0.9296
5
0.0278

Lift
Coefficient(Cl)
Drag
Coefficient(Cd
)
cos^2(i)

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.9999
55

0.9999
67

0.9999
74

0.9999
78

0.9999
81

0.9999
83

0.9999
85

0.9999
87

0.9999
89

0.9999
91

33 | P a g e

cos^2()
cos(0)
sin(0)
Cl*cos(0)
Cd*sin(0)
T
Cl*sin(0)
Cd*sin(0)
Q
Elemental
Thrust
Coefficient(dC
t/dx)
Elemental
Torque
Coefficient(dC
q/dx)

0.2022
61
0.4437
57
0.8961
47

0.3632
49
0.5981
14
0.8014
11

0.5035
18
0.7060
02
0.7082
1

0.5799
03
0.7584
98
0.6516
75

0.6130
99
0.7802
61
0.6254
54

0.6432
36
0.7995
36
0.6006
19

0.6705
53
0.8166
43
0.5771
43

0.6952
97
0.8318
64
0.5549
8

0.71771
1
0.8454
41
0.5340
68

0.7380
24
0.8575
86
0.5143
41

0.0616
82
0.0591
46
0.0125
4
0.1245
64
0.0292
88
0.7606
28
0.0004
51

0.0831
38
0.0528
93
0.0832
59
0.1113
96
0.0394
76
0.4153
26
0.0077
54

0.0981
34
0.0467
42
0.1020
64
0.0984
41
0.0465
96
0.2880
4
0.0176
18

0.1054
31
0.0430
11
0.1076
38
0.0905
83
0.0500
61
0.2425
25
0.0247
91

0.1084
56
0.0412
8
0.1095
66
0.0869
38
0.0514
97
0.2257
91
0.0282
61

0.11113
5
0.0396
41
0.11114
6
0.0834
86
0.0527
69
0.2118
24
0.0314
81

0.11351
3
0.0380
91
0.1124
76
0.0802
23
0.0538
98
0.2000
13
0.0342
99

0.1156
29
0.0366
29
0.1136
2
0.0771
42
0.0549
03
0.1899
09
0.0365
44

0.11751
6
0.0352
49
0.1146
24
0.0742
36
0.0557
99
0.18117
8
0.0380
25

0.1192
04
0.0339
46
0.1155
21
0.0714
93
0.0566
01
0.1735
62
0.0385
35

0.0062
22

0.0131
89

0.0226
05

0.0296
28

0.0330
98

0.0363
69

0.0392
84

0.0416
55

0.0432
65

0.0438
7

dCT/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.00389
p5 =

-0.4335

p9 = -0.01339

p6 =

p2 =

0.03276

0.3309

p7 =

p3 =

-0.125 p4 =

-0.1466

p8 =

0.2856
0.1155

p10 = -0.003779

dCq/dx from interpolation


F(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.0008877

p2 = 0.007817

p3 = -0.03048

p4 =

0.07212

p5 =

p6 =

p7 = -0.02298

p8 =

0.05171

-0.1592

p9 = 0.005006

CT = 0.0137

34 | P a g e

0.1208

p10 = 4.883e-005

CQ = 0.0189

Analysis of 4 Blades
Station(X)

0.3

0.45

0.6

0.7

0.75

0.8

0.85

0.9

0.95

X^2

0.09

0.2025

0.36

0.49

0.5625

0.64

0.7225

0.81

0.9025

X^3

0.027

0.0911
25

0.216

0.343

0.4218
75

0.512

0.61412
5

0.729

0.8573
75

35 | P a g e

Chord(b)

0.2481
81

0.2854
97

0.2976
54

0.2917
81

0.2846
51

0.2747
26

0.2620
05

0.2464
89

0.2281
77

0.2070
7

Solidity

0.13738
9

0.1580
46

0.1647
76

0.16152
5

0.15757
8

0.1520
83

0.1450
41

0.1364
52

0.12631
5

0.11463

Pitch Angle

1.14103
7

0.9593
62

0.8164
52

0.73913
7

0.7049
8

0.6734
57

0.6443
17

0.6173
32

0.5922
93

0.5690
12

86.707
96
1.10432
8

130.06
19
0.9239
15

173.415
9
0.7818
8

202.31
86
0.70515
1

216.769
9
0.67131
1

231.221
2
0.6401
27

245.67
25
0.61135
2

260.12
39
0.5847
6

274.575
2
0.5601
44

289.02
65
0.5373
2

sin()

0.8931
62

0.7979
67

0.7046
15

0.6481
49

0.6220
13

0.5972
97

0.5739
75

0.5519
99

0.5313
08

0.51183
6

Lift Curve
Slope(a0)
-

0.0367
09

0.0354
47

0.0345
72

0.0339
86

0.0336
69

0.0333
3

0.0329
65

0.0325
72

0.0321
48

0.0316
91

Induced
AoA(i)
0

0.0089
09
1.11323
7
0.0278

0.0076
47
0.9315
62
0.0278

0.0067
72
0.7886
52
0.0278

0.0061
86
0.71133
7
0.0278

0.0058
69
0.6771
8
0.0278

0.0055
3
0.6456
57
0.0278

0.0051
65
0.61651
7
0.0278

0.0047
72
0.5895
32
0.0278

0.0043
48
0.5644
93
0.0278

0.0038
91
0.54121
2
0.0278

Lift
Coefficient(Cl)

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

Drag
Coefficient(Cd)

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

cos^2(i)

0.9999
21
0.2022
61
0.44176

0.9999
42
0.3632
49
0.5965
81

0.9999
54
0.5035
18
0.7048
02

0.9999
62
0.5799
03
0.7574
9

0.9999
66
0.6130
99
0.7793
43

0.9999
69
0.6432
36
0.7987
05

0.9999
73
0.6705
53
0.8158
97

0.9999
77
0.6952
97
0.8312
01

0.9999
81
0.71771
1
0.8448
6

0.9999
85
0.7380
24
0.8570
85

sin(0)

0.89713
3

0.8025
53

0.7094
04

0.6528
47

0.6265
98

0.6017
23

0.5781
97

0.5559
72

0.5349
87

0.51517
5

Cl*cos(0)

0.0614
05
0.0592
11
0.0108
45

0.0829
25
0.0529
68
0.0824
63

0.0979
68
0.0468
21
0.10157
4

0.1052
91
0.0430
88
0.1072
61

0.1083
29
0.0413
55
0.1092
33

0.11102

0.11341

0.0397
14
0.1108
52

0.0381
61
0.11221
6

0.11553
7
0.0366
94
0.11339
2

0.11743
6
0.0353
09
0.11442
6

0.11913
5
0.0340
02
0.11535
1

0.1247
02
0.0291
56
0.7606
28

0.11155
5
0.0393
74
0.4154
74

0.0986
07
0.0465
17
0.2882
07

0.0907
46
0.0499
94
0.2426
87

0.0870
97
0.0514
37
0.2259
49

0.0836
4
0.0527
15
0.21197
5

0.0803
69
0.0538
49
0.2001
56

0.0772
8
0.0548
59
0.1900
43

0.0743
63
0.0557
61
0.1813
01

0.0716
09
0.0565
68
0.17367
3

0.0005
2

0.0102
4

0.0233
78

0.0329
39

0.0375
67

0.0418
64

0.0456
26

0.0486
27

0.0506
13

0.0513
04

Air Flow Angle

cos^2()
cos(0)

Cd*sin(0)
T
Cl*sin(0)
Cd*sin(0)
Q
Elemental
Thrust
Coefficient(dCt
/dx)

36 | P a g e

Elemental
Torque
Coefficient(dCq
/dx)

0.0082
95

0.0175
92

dCT/dx from interpolation

37 | P a g e

0.0301
58

0.0395
3

0.0441
61

0.0485
27

0.0524
16

0.0555
78

0.0577
26

0.0585
3

f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.005099

p2 =

0.04299

p3 =

-0.1645

p4 =

0.3763

p5 =

p6 =

0.437

p7 =

-0.1931

p8 =

0.153

-0.5725

p9 = -0.01772

p10 = -0.005111

dCQ/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.00118

p2 =

0.01041

p3 = -0.04035

p4 =

0.0954

p5 =

p6 =

0.1608

p7 = -0.03049

p8 =

0.06895

-0.2117

p9 = 0.006665 p10 = 6.406e-005

CT = 0.0182

CQ = 0.0253

Analysis of 5 Blades
Station(X)

0.3

0.45

0.6

0.7

0.75

0.8

0.85

0.9

0.95

X^2

0.09

0.2025

0.36

0.49

0.5625

0.64

0.7225

0.81

0.9025

X^3

0.027

0.091125

0.216

0.343

0.421875

0.512

0.614125

0.729

0.857375

Chord(b)

0.248181

0.285497

0.297654

0.291781

0.284651

0.274726

0.262005

0.246489

0.228177

0.20707

Solidity

0.171736

0.197558

0.20597

0.201906

0.196972

0.190104

0.181302

0.170565

0.157894

0.143288

Pitch Angle

1.143264

0.961274

0.818145

0.740684

0.706447

0.67484

0.645609

0.618525

0.59338

0.569985

86.70796

130.0619

173.4159

202.3186

216.7699

231.2212

245.6725

260.1239

274.5752

289.0265

Air Flow Angle

1.104328

0.923915

0.78188

0.705151

0.671311

0.640127

0.611352

0.58476

0.560144

0.53732

sin()

0.893162

0.797967

0.704615

0.648149

0.622013

0.597297

0.573975

0.551999

0.531308

0.511836

Lift Curve
Slope(a0)

0.038936

0.037359

0.036265

0.035532

0.035136

0.034713

0.034257

0.033765

0.033235

0.032664

Induced AoA(i)

0.011136

0.009559

0.008465

0.007732

0.007336

0.006913

0.006457

0.005965

0.005435

0.004864

38 | P a g e

1.115464

0.933474

0.790345

0.712884

0.678647

0.64704

0.617809

0.590725

0.56558

0.542185

0.0278

0.0278

0.0278

0.0278

0.0278

0.0278

0.0278

0.0278

0.0278

0.0278

Lift Coefficient(Cl)

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

Drag
Coefficient(Cd)

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

cos^2(i)

0.999876

0.999909

0.999928

0.99994

0.999946

0.999952

0.999958

0.999964

0.99997

0.999976

cos^2()

0.202261

0.363249

0.503518

0.579903

0.613099

0.643236

0.670553

0.695297

0.717711

0.738024

cos(0)

0.43976

0.595046

0.7036

0.756479

0.778422

0.797872

0.81515

0.830537

0.844278

0.856583

sin(0)

0.898115

0.803692

0.710596

0.654018

0.627741

0.602827

0.57925

0.556963

0.535905

0.516008

Cl*cos(0)

0.061127

0.082711

0.0978

0.105151

0.108201

0.110904

0.113306

0.115445

0.117355

0.119065

Cd*sin(0)

0.059276

0.053044

0.046899

0.043165

0.041431

0.039787

0.038231

0.03676

0.03537

0.034057

0.009151

0.081666

0.101084

0.106883

0.1089

0.110557

0.111956

0.113164

0.114228

0.115181

Cl*sin(0)

0.124838

0.111713

0.098773

0.090908

0.087256

0.083793

0.080516

0.077418

0.074491

0.071725

Cd*sin(0)

0.029024

0.039273

0.046438

0.049928

0.051376

0.05266

0.0538

0.054815

0.055722

0.056535

0.760616

0.415617

0.288371

0.242847

0.226104

0.212124

0.200298

0.190176

0.181423

0.173784

Elemental Thrust
Coefficient(dCt/dx)

0.000549

0.012676

0.029082

0.041028

0.046815

0.05219

0.056901

0.060661

0.063156

0.064036

Elemental Torque
Coefficient(dCq/dx)

0.010369

0.021997

0.037719

0.049445

0.055239

0.060702

0.065567

0.069522

0.072206

0.073209

39 | P a g e

dCT/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.006256 p2 =

0.05289

p3 =

-0.2029

p4 =

0.4649

p5 =

0.5411

p7 =

-0.2385

p8 =

0.1901

-0.7088

p9 = -0.02199
40 | P a g e

p6 =

p10 = -0.006479

dCQ/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.00147

p2 =

0.01301

p3 = -0.05008

p4 =

0.1183

p5 =

-0.2639

p6 =

0.2007

p7 = -0.03792

p8 =

0.0862

p9 =

0.00832

p10 = 7.872e-005

CT = 0.0227

CQ = 0.0316

Analysis of 6 Blades
Station(X)

0.3

0.45

0.6

0.7

0.75

0.8

0.85

0.9

0.2747
26

0.6141
25
0.262
005

0.246
489

0.95
0.902
5
0.8573
75
0.2281
77

X^2

0.09

0.2025

0.36

0.49

0.5625

0.64

0.7225

0.81

X^3

0.027

Chord(b)
Solidity

0.2363
67

0.2281
25

0.2175
62

0.204
678

0.1894
72

0.1719
45

0.7422
3
202.31
86
0.7051
51
0.6481
49

0.7079
15
216.76
99
0.6713
11
0.6220
13

0.6762
22
231.22
12
0.6401
27
0.5972
97

245.67
25
0.6113
52
0.5739
75

0.6197
18
260.12
39
0.5847
6
0.5519
99

0.5944
67
274.57
52
0.5601
44
0.5313
08

0.570
957
289.0
265
0.5373
2
0.5118
36

0.0392
71

0.0379
58

0.037
079

0.0366
03

0.036
095

0.0355
48

0.034
958

0.034
322

0.033
637

0.0133
63

0.0114
71

0.0101
58

0.009
279

0.008
803

0.008
295

0.0077
48

0.0071
58

0.006
522

0.005
837

1.1176
92

0.9353
86

0.0278

0.0278

0.7144
3
0.027
8

0.6801
15

0.7920
38
0.027
8

0.648
422
0.027
8

0.5919
18
0.027
8

0.5666
67
0.027
8

0.5431
57
0.027
8

0.216

0.343

0.2481
81

0.0911
25
0.2854
97

0.2917
81

0.4218
75
0.2846
51

0.2976
54

0.206
083

0.2370
69

0.2471
64

0.242
287

1.1454
92
86.707
96
1.1043
28
0.8931
62

0.9631
86
130.06
19
0.9239
15
0.7979
67

0.8198
38
173.41
59
0.7818
8
0.7046
15

Lift Curve
Slope(a0)

0.0411
63

Induced
AoA(i)

Pitch Angle
r
Air Flow
Angle
sin()

41 | P a g e

0.0278

0.512

0.6469

0.6191
0.027
8

0.729

1
1
1
0.207
07

Lift
Coefficient(Cl
)
Drag
Coefficient(C
d)

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.139

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.066

0.999
821
0.202
261
0.4377
59
0.899
092
0.060
849
0.0593
4
0.007
456
0.1249
74
0.028
892
0.7605
93

0.9998
68
0.3632
49
0.5935
08
0.804
828
0.082
498
0.0531
19
0.080
868
0.1118
71
0.0391
72
0.4157
56

0.999
897
0.5035
18
0.7023
96
0.7117
86
0.0976
33
0.046
978
0.1005
92
0.098
938
0.046
358
0.288
533

0.999
914
0.5799
03
0.7554
67
0.6551
87
0.1050
1
0.043
242
0.1065
04
0.0910
71
0.049
861
0.243
006

0.9999
23
0.6130
99
0.7775
01
0.6288
82
0.1080
73
0.0415
06
0.1085
65
0.0874
15
0.0513
15
0.2262
58

0.999
931
0.643
236
0.7970
38
0.603
929
0.1107
88
0.039
859
0.1102
61
0.083
946
0.052
604
0.2122
73

0.9999
4
0.6705
53
0.8144
01
0.580
302
0.1132
02
0.038
3
0.1116
95
0.080
662
0.0537
5
0.200
438

0.999
949
0.6952
97
0.829
872
0.5579
54
0.1153
52
0.036
825
0.1129
35
0.0775
56
0.0547
72
0.1903
08

0.999
957
0.7177
11
0.843
695
0.536
823
0.1172
74
0.035
43
0.1140
29
0.074
618
0.055
684
0.1815
45

0.999
966
0.738
024
0.856
081
0.5168
42
0.1189
95
0.0341
12
0.1150
11
0.0718
41
0.056
501
0.1738
94

Elemental
Thrust
Coefficient(d
Ct/dx)

0.000
537

0.0150
63

0.0347
28

0.049
06

0.0560
06

0.062
461

0.0681
22

0.0726
47

0.0756
55

0.0767
29

Elemental
Torque
Coefficient(d
Cq/dx)

0.0124
42

0.0264
06

0.045
288

0.059
373

0.0663
32

0.072
893

0.0787
35

0.083
484

0.086
706

0.087
907

cos^2(i)
cos^2()
cos(0)
sin(0)
Cl*cos(0)
Cd*sin(0)
T
Cl*sin(0)
Cd*sin(0)
Q

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dCT/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.007367

p2 =

0.06247

p3 =

-0.2403

p4 =

0.5514

0.6432

p7 =

-0.2828

p8 =

0.2266

p5 =

-0.8425

p6 =

p9 =

-0.0262

p10 = -0.007881

dCQ/dx from interpolation


f(x) = p1*x^9 + p2*x^8 + p3*x^7 + p4*x^6 + p5*x^5 + p6*x^4 + p7*x^3 + p8*x^2 + p9*x +
p10
p1 = -0.00147

p2 =

0.01301

p3 = -0.05008

p4 =

0.1183

p5 =

-0.2639

p6 =

0.2007

p7 = -0.03792

p8 =

0.0862

p9 =

0.00832

p10 = 7.872e-005

CT = 0.0270

CQ = 0.0379

Selection of No. of Blades


Weve done the analysis for 2 blades, 3 blades, 4 blades, 5 blades, 6 blades respectively.
To select one of this, we need to compare them and select the appropriate.
2 Blades

3 Blades

4 Blades

5 Blades

6 Blades

Thrust Coefficient

0.0184

0.0274

0.0364

0.0454

0.054

Torque Coefficient

0.0252

0.0378

0.0506

0.0632

0.0758

Power Coefficient

0.15833627

0.237504405 0.317929177

0.397097311

0.476265446

Thrust(N)

4036.87433

6011.432426

7985.990522

9960.548618

11847.34858

Torque(Nm)

25432.30828 38148.46241

51066.46027

63782.61441

76498.76855

Power(W)

1195918.114

1793877.171

2417200.657

2015159.714

2613118.771

Advance Ratio

1.86

1.86

1.86

1.86

1.86

0.013543535

0.020168091

0.026792646

0.033417202

0.039747332

0.062658745

0.093988117

0.125814781

0.157144154

0.188473526

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Induced Exit

0.02188995

0.032781268

0.043810442

0.054631206 0.065422017

Induced Velocity(Vi)

1.162176641

1.727804478

2.291598799

2.853577319

3.388898525

Induced

0.71614757

0.724581284

0.729953088 0.742653165

0.760890798

Swirl()

Efficiency(i)

From the comparison chart, we find that propeller with 6 blades have highest efficiency. It
produces 11,847 N thrust for power input of 2613 kW.

Design Output
Propeller with
No. of Blades :

Airfoil

Trainer60

Diameter

4.6 m

Blade Pitch Angle:

32 - 700

Chord Distribution:

0.1 m at hub
0.21 m at tip
max of 0.295 m at 0.6R

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Design of Propeller in Solidworks


Airfoil Coordinates
The airfoils coordinates were imported from an airfoil database the lower and upper surface
were imported into the software.
Steps to Design
Get the airfoil coordinates from any airfoil database and then save the file as .DAT
file.0

Use any software to convert the .DAT file to .txt file and open the file in Solidworks.

Join the Coordinates in the front plane to form an airfoil shape and convert it into an
entity so that it is usable for editing.

Join the leading edge point and the trailing edge point with a centerline so as to form
a chord line.

Now form a reference plane parallel to the front plane and copy paste the airfoil
entity into the corresponding planes and use features rotate entity and scale entity to
get the desired chord length and Pitch angle.

Repeat the above step for as many planes as you want say 10, ranging from 0.2R to
R, radius of the propeller and adjust the chord and pitch angle of the airfoil. More the
number of sections more is the accurate representation of the blade.

Now use the lofted base feature to join the existing sections with a solid structure.
This forms a blade structure.

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Now make a circle in the centre and extrude it on the either sides so that 0.2-0.3R of
the blade is inside the hub. This forms our hub.

Use the circular pattern feature in the solidworks to copy the blades and space them
equally around the hub.

Make a dome on the hub which corresponds to the front of the propeller so that one
can identify the front.

Final Design:

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Front View

Side View

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Back View

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References
http://www.worldofkrauss.com/
http://www.ae.illinois.edu/m-selig/ads/coord_database.html
http://en.wikipedia.org/wiki/Dornier_328
http://en.wikipedia.org/wiki/Dornier_328
http://www.328support.de/en/index.php
http://www.pwc.ca/en/engines/pw100
Introduction to Flight by J D Anderdson

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