Propeller

Dr. Firman Hartono

Propeller
Setelah mengikuti kuliah ini mahasiswa dapat:
- Menjelaskan teori-teori propeller
- Melakukan proses perancangan dan analisis propeller

Referensi:
- Durand, W. F., Aerodynamic Theory, Vol. IV
- John T Lowry, Performance of Light Aircaft
- Mc Cormick, Aerodynamics, Aeronautics and Flight Mechanics
- Paper:
F. Hartono, Metode Perancangan dan Analisis Low Reynolds
Number Propeller, Aerospace Indonesia Meeting 2005
F. Hartono, The Design of Propeller Based on Vortex Theory,
International Seminar on Aerospace Technology, 3-14, 2003
 Introduction
Basic Principle
A propeller is essentially a type of fan which transmits power by
converting rotational motion into thrust for propulsion of a vehicle such
as an aircraft, ship, or submarine through a mass such as water or air,
by rotating two or more twisted blades about a central shaft, in a
manner analogous to rotating a screw through a solid

The blades of a propeller act as rotating wings (the blades of a

propeller are in fact wings or airfoils), and produce force through
application of both Bernoulli’s principle and Newton’s third law,
generating a difference in pressure between the forward and rear
surfaces of the airfoil-shaped blades and by accelerating a mass of air
rearward
 Introduction
Movement
 Introduction
Pitch
The pitch of a propeller may be
designated in inches.
A propeller designated as a “74-48” would
be 74 inches in length and have an
geometric pitch of 48 inches.
The pitch in inches is the distance which
the propeller would screw through the air
in one revolution if there were no slippage.
 Introduction
Types
 Fixed Pitch Propeller
the pitch of the propeller is fixed from manufacture
 Ground Adjustable Propeller
the pitch of the propeller can be adjusted prior to flight for special
purpose
 Variable Pitch Propeller
the pitch can be changed and controlled during flight
- reduced take off roll
- improved climb performance
- improved fuel efficiency and range
- higher top speed
- shorter landing roll
 Introduction
Variable Pitch Propeller

 In Flight Adjustable Propeller

allows the pilot to directly vary the pitch of the propeller to the
desired setting (mostly in sport aviation)
 Constant Speed Propeller
once the pilot set the propeller speed the governor acts to keep the
propeller speed at the same value by automatically increases or
decreases the pitch for increasing or decreasing propeller speed
 Special Pitch Modes
Feather propeller  can alter the pitch up to 90 degrees, thus
reducing propeller drag at gliding operations
Reverse propeller  can alter the pitch of the blades to negative
value to generate zero or reverse thrust
 Introduction
Propeller Theories Axial Momentum Theory
W.J.M Rankine (1865)
Momentum Theory  Froude (1889)

General Momentum Theory

Betz (1920)

Classical BET
F.W. Lanchester (1907)
Blade Element Theory
 Flamn (1909)

Vortex – Blade Element Theory

Joukowsky (1912)
Vortex Theory
Betz (1919)

Joukowsky (1912)
 Propeller Sizing
Determining Diameter and Blade Number

For a known engine max Power, propeller diameter and blade number
can be estimated by using this equation:

Pbl (blade power loading) is an empirical number ranging from 1.0 to

6.7 hp/ft2 depends on airplane and engine types.

See: Roskam, Airplane Design Vol 2.

 Propeller Sizing
Effect of Blade Number and Disc Loading on Efficiency
 Momentum Theory

Assumptions:
1. Propeller can be replaced by a thin circular disc
2. Flow through propeller disc form a stream tube
3. Velocity and pressure are uniformly distributed at every stream tube cross
section
4. In axial momentum theory, rotational motion is neglected
Momentum Theory
 Axial Momentum Theory (Rankine – Froude Theory)

Continuity
Upstream Flow Momentum
Downstream Flow Momentum
Change of Momentum
Propeller Thrust Kinetic Energy
imparted to
Propeller Power Slipstream

Conservation of Energy
 Axial Momentum Theory (Rankine – Froude Theory)

Conservation of energy 

Propeller Thrust
 Axial Momentum Theory (Rankine – Froude Theory)
Ideal Efficiency of a Propeller  maximum achievable efficiency

Since we can define a and b so that

a = axial interference factor

b = axial slipstream factor, b = 2a

Hence

and Ideal efficiency

or
 Axial Momentum Theory (Rankine – Froude Theory)

Ideal Efficiency of a Propeller

A propeller with 0.38 m diameter, moving
forward at 20 m/s (sea level ISA) and
creating thrust 25.2 N, would have:
a = 0.19
Hence, h1 = 1/(1+a) = 83.99%

Actual Efficiency
will be lower than
83.99%
 General Momentum Theory
 Rotational motion in the flow is not neglected so that p3 < p0
 The application of Bernoulli’s equation yields:

Hence

and Difficult to solve

 General Momentum Theory
For thrust calculation, it is easier when we consider relative flow at
propeller

Sta 1 At Propeller Sta 2

Change of pressure from Sta 1 to Propeller is:

 General Momentum Theory
Thrust

we can define a’ so that: a’ = rotational interference factor

then :

since angular velocity w imparted to the slipstream is much smaller

than W then p3 = p0 and

Basic Equation for Propeller Design and Analysis

(must be corrected by the effect of viscosity)
 General Momentum Theory

Torque to Drive the Propeller

Power Required

Basic Equation for Propeller Design and Analysis

(must be corrected by the effect of viscosity)
 General Momentum Theory

Momentum Theory airstream variables and locations

Sta Axial Velocity Angular Speed Pressure Disk Area

0 V0 0 p0 (ambient) >S
1 V0 (1+a) 0 p0 – Dp1 S
Propeller V0 (1+a) 2a’W = w - S
2 V0 (1+a) w2 p0 – Dp2 S
3 V0 (1+b) w3 p3 = p0 <S
Blade Element Theory

Assumptions:
1. The behavior of an element
is not affected by the
adjacent elements of the
same blade
2. The airfoil characteristics to
be adopted for the element
3. The effective velocity of the
element through the air is
the resultant of the axial
velocity, rotational velocity
and induced velocity
 Classical Blade Element Theory

In classical Blade Element Theory, the vortex induced velocity is neglected

 Vortex Theory

• vortex theory is based on the existence of trailing edge

vortex and tip vortex emanating from rotating blade
• these vortices are then move downstream and form a helical
sheet
• the conception of trailing edge vortex and tip vortex on
propeller is similar to the conception of trailing edge vortex
and tip vortex on finite wing
 Vortex Theory

From Momentum Theory:

If:

then:

Axial and Swirl Induced Velocity at propeller:

1
waksial  v cos 2  s Interference
2
1 Factors
wswirl  v cos  s sin  s
2
 Vortex – Blade Element Theory
• This theory combine Vortex Theory and Blade Element Theory
• The system of velocity is corrected by the existence of vortex induced
velocity
 Prandtl’s Tip Loss Factor

• In all propeller theories

following Betz, the induced
velocity is assumed to be
uniform along blade projection
surface
• In fact, the induced velocity both
in axial or tangential direction
around hub and tip is not
uniform
• Prandtl, proposed a tip loss
factor to correct the generated
thrust

where
 Propeller Design
Larrabee’s Method
From General Momentum Theory

or

Remember that in Momentum Theory, the drag of the airfoil has not
been taken into account.

When airfoil drag and tip loss are considered, the thrust equation becomes

Added term by Larrabee

for propeller design
 Propeller Design
The Thrust Equation

Introducing

Then:
 Propeller Design
The Thrust Equation

Defining

Thence:
dTc
 4 F
x 2 1     1
1  
1 
1 

 D 1 2 1   2  x 2  x 2  

d 
1   2  x 2   2 
1   2
 x2 
 L x 2 
1   2

 x 2  1    

 Propeller Design
Larrabee’s Method
From General Momentum Theory

or

Remember that in Momentum Theory, the drag of the airfoil has not
been taken into account.

When airfoil drag and tip loss are considered, the power equation becomes

Added term by Larrabee

for propeller design
 Propeller Design
The Power Equation

Introducing

Then:
 Propeller Design
The Power Equation

Defining

Thence:
dPc
 4 F
x 2 1     1
1  
x2
1  x
 
 D 2 1   2  x 2  1    

d 
1   2  x 2   2 
1   2
 x2 
 L 2 1  2

 x 2  x 2 

 Propeller Design
Larrabee’s Method
Thrust Equation

dTc
 4 F
x 2 1     1
 
1 
1 

 D 1 2 1   2  x 2  x 2 

d 
1   2  x 2  1

 2 1     x
2 2
  
 L x 2 1     x  1   
2 2 


Power Equation

dPc
 4 F
x 2 1     1
1  
x2
1  x
 
 D 2 1   2  x 2  1    

d 
1   2  x 2  
 2 1     x
2 2
  L  
2 1     x 2  x 2
2 


Where:
2dT
dTc  r
V 2R 2 
R Wr
x
2dP v V
dPc   
V 3R 2 V
Design Procedure (Re constant)
Flow Chart
Start

Power or Thrust, (Pin or Tin)

Propeller Diameter, D
RPM
Number of Blade, B
Inputs Number of Element, N
Axial Velocity, V
Altitude, h, 
Airfoil Data, a, Cl, Cd, ades

r

R
Wr
x
Define V

A
 v
A  0
V

dPc dTc
or
d d

Iteration 1
1 dP
Process P  V 3R 2  c d or
2 h d
1
1 dT
T  V 2R 2  c d
2 h d

P  Pin or T  Tin ?     d

B
 1 x2
a 
2 1   2  x 2

1 1
a  
2 1   2  x 2
B
W2
 x 2 1  a  1  a 
2 2
2
V
V 1  a 
tan  a 
Wr 1  a 

 dTc
Chord
c d
 B
 
Distribution
R W 2
c L cos  a  c D sin  a
Output V Twist
  a des   a Distribution

End
 Propeller Design Steps for Corrected Local
Reynolds Number
A. Design input: Pin or Tin, D, RPM, B, N, V, (h), airfoil data at various Re,
ades
B. For each radial position (blade element):
1. calculate 
2. calculate x
3. calculate f
4. calculate F
5. assume 
6. assume Re
7. calculate D/L as f(ades)
8. calculate dTc/d or dPc/d
9. calculate a
10. calculate a’
11. calculate W/V
 Propeller Design Steps for Corrected Local
Reynolds Number
B. For each radial position (blade element):
12. calculate c/R
13. calculate c
14. calculate a
15. calculate b
16. calculate Re
17. go to step 7, iterate until Re from step 16 converged
C. Calculate P or T
D. If ep = (P – Pin) or et = (T – Tin) less than its pre determined value, then
the design process has ended
E. Else, change z and then go to step B.6
F. End
Excel Sheet Example: Propeller Design
TUGAS PROPELLER DESAIN

Rancanglah Propeller untuk pesawat latih dengan data

berikut:
Engine Power = 140 HP @ 2000 rpm
h/t = 0.1
Vcruise = 50 m/s (2000 rpm engine)
Tip diameter = 75 inches
Airfoil = RAF6

Variasi Jumlah Bilah = 2 , 3 , 4

 Propeller Analysis
Method 1 (Inversing Larrabee’s Design Method)

Thrust Equation  General Momentum Theory

dTc
 4 F
x 2 1     1
 
1 
1 

 D 1 2 1   2  x 2  x 2  

d 
1   2  x 2  1

 2 1     x
2 2
  
 L x 2 1     x  1   
2 2 


Thrust Equation  Blade Element Theory

x2
  Rc c cos 
1
a 
 cD sin a 
dTc B W 2
 2 1   2  x 2
d  V L a

1 1
a  
Wr 2 1   2  x 2
Where: x
V
W2
2dT  x 2 1  a  1  a 
2 2
dTc  r

2
V
V 2R 2
R V 1  a 
tan  a 
2dP v Wr 1  a 
dPc   
V 3R 2 V
Analysis Procedure
(Iterative Method)
Start Flow Chart
Propeller Diameter, D
Number of Blade, B
Number of Element, N
Chord Distribution, c(r)
Inputs Twist Distribution, b(r)
Altitude, h, 
Airfoil Data, a, Cl, Cd, ades

Set Pitch Pitch, bh1

Iterate Pitch
H
RPM1
Set RPM Iterate RPM
F
Axial V=0
Velocity Iterate V
E
A
 A

r

R
Wr
x
V
1 x2
a 
2 1   2  x 2

1 1
a  
2 1   2  x 2
v
 0 W2
 x 2 1  a  1  a 
2 2
V 2
V
V 1  a 
C tan  a 
Wr 1  a 

Iterate 

B
 B

a = b - a

yes
E<0?     d
Cl = f(a), Cd = f(a)
no

dTc 1
1
dT
C
GMT T  V 2R 2  c d
d 2 h d
Iterate 
dTc 1
1 dP
d BET P V 3R 2  c d
2 h d

dTc dTc
E= GMT - BET
d d D
 D

V = V + dV

no
V > Vmax ? E
yes Iterate V

RPM = RPM + dRPM

no
RPM > RPMmax ? F
yes
Iterate RPM

G
 G

Pitch = Pitch + dPitch

no
Pitch > Pitchmax ? H
yes Iterate Pitch

Write Output Results

Stop
Questions?