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PROPELLER DESIGN FOR ANTONOV AN-32

Propeller Design for Antonov AN-32

Michelle Mutambanengwe

Grace T. Chitsa

Isheanesu Dune

Liberty Chani

Parul University

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PROPELLER DESIGN FOR ANTONOV AN-32

ABSTRACT
The main objective of this thesis is to design a propeller for Antonov AN-32 that is going
to help improve the efficiency, improve the power, the thrust and solve some of the
problems Indian air force is facing with the current an-32. Considering the fact that Indian
Air Force has more than 120 Antonov AN-32 military transport aircraft, it is our
responsibility as the future generation of the aircraft engineers to try and find as many
ways as possible to modify the existing aircrafts and bring in new ideas to the industry. In
our design we are using the current modern technology in the industry to design a more
efficient propeller than the already existing AN-32 Propeller. We have looked into all the
6 types of propellers which are Fixed-Pitch Propeller, Ground-Adjustable Propeller,
Controllable-Pitch Propellers, Constant-Speed Propellers, Feathering Propellers and
Reverse-Pitch Propellers and made a comparison of all the 6 and picked the constant
speed propeller after critical analysis of both the advantages and disadvantage. In our
project we have designed propeller that is going to produce more power and efficiency
and this was achieved because we have modified the tips of the propellers and reduced
tip speed of this propeller then we increased the diameter of the propeller as well.

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PROPELLER DESIGN FOR ANTONOV AN-32

CONTENTS PAGE
CHAPTER 1

1.1 INTRODUCTION .................................................................................................................... 1

1.2 Objective .............................................................................................................................. 2
CHAPTER 2

2.0 LITERRATURE REVIEW ................................................................................................................ 3

2.1Types of aircraft propellers ..................................................................................................... 3
2.1.1 Fixed-Pitch....................................................................................................................... 3
2.1.2 Ground-Adjustable Propeller .......................................................................................... 4
2.1.3 Controllable-Pitch Propellers .......................................................................................... 4
2.1.4 Constant-Speed Propellers ............................................................................................. 4
2.1.5 Feathering Propellers ...................................................................................................... 6
2.1.6Reverse-Pitch Propellers .................................................................................................. 7
2.2 PROPELLER BLADES ................................................................................................................ 8
2.2.1Three-blade propeller ...................................................................................................... 8
2.2.2Four-blade propeller ........................................................................................................ 8
2.2.3 Five-blade propeller ........................................................................................................ 8
Six-Blade Propeller ................................................................................................................... 9
CHAPTER 3

3.1 MISSION SPECIFICATION OF AN-32 ......................................................................................... 10

3.2 POWERPLANT 2X IVCHENKO AL-20 ......................................................................................... 10
3.3 PROPELLER SPECIFICATIONS .................................................................................................... 10
3.3.1 Advantages of a scimitar propeller ................................................................................... 11
3.4 Performance Matching ............................................................................................................ 11
3.4.1 Case 1: Aircraft at cruising condition ................................................................................ 11
CHAPTER 4

4.1 AIRFOIL SELECTION .................................................................................................................. 14

4.2 Airfoil Tools .............................................................................................................................. 15
4.3 Scimitar propeller airfoil selection ........................................................................................... 15
4.4 Root airfoil selection ................................................................................................................ 16

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PROPELLER DESIGN FOR ANTONOV AN-32

4.4.1 Max thickness and LE radius calculations ......................................................................... 16

4.4.2 Mean Line Equation .......................................................................................................... 16
4.5 Mid section airfoil selection ..................................................................................................... 19
4.6 Tip airfoil selection ................................................................................................................... 21
CHAPTER 5

5.0 Preliminary Calculations .......................................................................................................... 23

5.1The main performance parameters; ......................................................................................... 23
5.1.1 Advanced Ratio ................................................................................................................. 23
5.1.2 Propeller tip speed ............................................................................................................ 25
5.2Propeller Blade Element ........................................................................................................... 26
5.2.1 The blade element efficient .............................................................................................. 27
5.2.2 Speed Power Coefficient ................................................................................................... 27
5.3 Momentum theory .................................................................................................................. 28
5.3.1 Mass flow rate .................................................................................................................. 29
CHAPTER 6

6.1 PROPELLER DESIGN .................................................................................................................. 30

6.1.1 Design Methods ................................................................................................................ 30
6.1.1.1 Early Propeller Design Approaches ............................................................................ 30
6.1.1.2 Traditional Methods of Design .................................................................................. 31
6.1.2 BLADE ELEMENT MOMENTUM THEORY (BEM) ................................................................ 33
6.1.2.1 Extensions of Blade Element and Momentum Theories ........................................... 33
6.2 Results obtained from calculations.......................................................................................... 37
6.3 Calculation of Section Quantities in Matlab : .......................................................................... 38
6.4 Results table ............................................................................................................................. 40
CHAPTER 7

7.1 CONCLUSION............................................................................................................................ 47
7.2REFERENCES .............................................................................................................................. 47

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PROPELLER DESIGN FOR ANTONOV AN-32

LIST OF FIGURE
Figure 2.1 .......................................................................................................... Error! Bookmark not defined.
Figure 2.2 .......................................................................................................... Error! Bookmark not defined.
Figure 4.1 .......................................................................................................... Error! Bookmark not defined.
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Figure 4.3 .......................................................................................................... Error! Bookmark not defined.
Figure 4.4 .......................................................................................................... Error! Bookmark not defined.
Figure 4.5 .......................................................................................................... Error! Bookmark not defined.
Figure 4.6 .......................................................................................................................................................22
Figure 4.7 .......................................................................................................................................................23
Figure 5.1 .......................................................................................................... Error! Bookmark not defined.
Figure 5.2 .......................................................................................................... Error! Bookmark not defined.
Figure 5.3 .......................................................................................................... Error! Bookmark not defined.
Figure 5.4 .......................................................................................................... Error! Bookmark not defined.
Figure 5.5 .......................................................................................................... Error! Bookmark not defined.
Figure 6.1 .......................................................................................................... Error! Bookmark not defined.
Figure 6.2 .......................................................................................................... Error! Bookmark not defined.
Figure 6.3 .......................................................................................................... Error! Bookmark not defined.
Figure 6.4 .......................................................................................................... Error! Bookmark not defined.
Figure 6.5 .......................................................................................................... Error! Bookmark not defined.
Figure 6.6 .......................................................................................................... Error! Bookmark not defined.
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Figure 6.8 .......................................................................................................... Error! Bookmark not defined.
Figure 6.9 .......................................................................................................... Error! Bookmark not defined.

Nomenclature

ηc Cruise efficiency of the propeller, N

ηp Propeller efficiency
rho Air density, kg=m3
sigma Propeller Solidity
a Sound speed, m=s
AR Aspect ratio of the wing
c Blade chord, m
Cdi Induce drag coefficient
Cl Lift coefficient
Cq Torque coefficient
Cd0 Zero lift Drag coefficient

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PROPELLER DESIGN FOR ANTONOV AN-32

Clmax Maximum lift coefficient

D Propeller Diameter, m
e Efficiency factor where e < 1
ETOT Total energy of the battery, kW
g Earth gravity, m/s2
H Blade thickness, m
KT Reduction factor from drag fraction and tip losses

Kx Leans factor
M Mach number
P Engine Power, W
Q Dynamic pressure, pa
R Propeller radius, m
rps Revolution Per Minute
rps Revolution Per Second
S Wing span, m
T Propeller thrust, N
Tc Cruise thrust of the propeller, N
V0 Forward airspeed of the aircraft, m=s
Vc Cruise speed of the aircraft, m=s
Vy Aircraft speed of maximum ROC, m=s
W Aircraft weight, Kg
B Number of blades

Subscripts
ac Aircraft
el Elemengt
c Cruise
req Required

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PROPELLER DESIGN FOR ANTONOV AN-32

CHAPTER 1

1.1 INTRODUCTION

The Antonov An-32 is a turboprop twin-engine, tactical light military transport aircraft. The An-32
is essentially a re-engined An-26. It is designed to withstand adverse weather conditions better
than the standard An-26. The An-32 is distinguished from its predecessor by engines raised 1.5 m
above the wing in order to avoid foreign object damage on rough, unprepared air strips. The high
placement of the engine nacelles above the wing allowed for larger diameter propellers, which
are driven by 5,100 hp rated Ivchenko AI-20 turboprop engines, providing almost twice the power
of the An-26's AI-24 power plants.

The An-32 has outstanding takeoff characteristics in hot and high conditions, up to 55 °C and
4,500 m (14,800 ft) elevation. It is suitable for use as a medium tactical military transport roles as
well as commercial roles. Operating as a cargo transport over the short and medium range air
routes, the An-32 is suitable for air-dropping cargo, passenger carrying, medevac, fire fighting,
and skydiving or paratrooping roles. Indian Air Force owns more than 120 Antonov An-32 military
transport aircraft and it is designed and manufactured by Antonov Design Bureau of Ukraine for
the Indian Air Force (IAF). The aircraft can transport either 7.5t of cargo, 50 passengers, 42
paratroopers, 24 patients with three medical crew members over domestic and international air
routes.

A propeller is a special type of fan that converts rotational motion into thrust by producing a
pressure difference in the surrounding fluid. Propellers are a major component in a number of
industrial designs concerning rotating machinery. The key mission in designing an aerodynamic
propeller is ensuring efficiency. Propeller design efficiency is judged by the useful power output
it produces. Increasing the number of blades will actually reduce the efficiency of the propeller
but with a higher number of blades there is a better distribution of thrust helping to keep the
propeller balanced, therefore a trade off must be established. Ensuring propeller efficiency, it
requires specific airfoils with prescribed angles of attack at each radius. For maximum efficiency,
the airfoils must operate at maximum L/D. If the propeller should also work fairly well under poor
conditions, it is usually necessary to use a lower angle of attack for the design. Then the diameter
of the propeller has a significant impact on its efficiency. Larger propellers have the capacity to

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create more power and thrust on a larger fluid volume. Yet, most designs face limitations when it
comes to diameter because the larger the propeller diameter the higher the propeller tip speed.
With high tip speeds, compressibility effects are pronounced and eventually shocks may be
present and therefore reducing lift and increasing drag.

1.2 Objective

In our project we are increasing the diameter to have much higher efficiency but because we
understand the problem that comes with increasing the diameter we are going to change the
blade tip of the existing An-32 blade and replace it with a blade tip that can operate at relative
transonic speeds and therefore eliminate the shock waves. We are also modifying the already
existing mission specification of the An-32 propeller to get even much better results at the same
time making safety our priority.

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PROPELLER DESIGN FOR ANTONOV AN-32

CHAPTER 2

2.0 LITERRATURE REVIEW

2.1Types of aircraft propellers

2.1.1 Fixed-Pitch

Fixed-pitch propeller is a propeller that has the blade angle or blade pitch made into the propeller.
Once the propeller has been built, the blade angle can’t be changed. Fixed-pitch propellers are
made of aluminum alloy or wood.

These propeller types are designed to provide the best efficiency at forwarding speeds. They fit a
specific set of conditions of both the engine and airplane speed. Any change in those conditions
reduces both the propeller and engine efficiency. Fixed-pitch propellers are used on airplanes
which have low speed, power, altitude, or range.

Most single-engine aircrafts have fixed-pitch propellers installed on them. The advantages they
offer include simple operation, less expense and these propellers don’t require control input from
the pilot during the flight.

Fixed-pitch propellers are further categorized into types which are wooden propellers and metal
propellers.

1. Wooden Propellers

Wooden propellers or wooden fixed propellers are hardly found in the aircrafts of today, but they
were widely used before the introduction of metal propellers. These propellers were built layer
by layer with specially prepared wood. Black wood, cherry yellow birch wood, sugar maple wood,
and black walnut wood were most commonly used in the making of these now vintage wooden
propellers.

2. Metal Propellers

The first ever metal propellers were used in the aircrafts for military operations during the 1940’s.
These propellers were made using very strong and durable aluminum alloy. The metal material
used in the production of these propellers was treated to enhance its properties and make it less

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prone to warping from damage due to cold or heat. Today, it is hard to find an aircraft propeller
made of anything else besides metal.

2.1.2 Ground-Adjustable Propeller

The operation of ground-adjustable propellers is almost the same as that of a fixed-pitch aircraft
propeller. The pitch or blade angle can only be changed when the propeller is not turning. A
clamping mechanism is used to hold the propeller blade in place. The blade angle can be changed
by loosening this mechanism.

There is no way to change the blade’s pitch during the flight to meet variable requirements, which
is why ground-adjustable propellers are not used in modern aircraft.

2.1.3 Controllable-Pitch Propellers

The blade pitch or the angle of a controllable-pitch propeller can be changed during flight whilst
the aircraft propeller is still running. This means that the blade angle of the propeller can be
changed to meet required flight conditions.

However, the number of pitch positions is limited; the pitch might be adjusted to angles between
the max and min pitch settings of the propeller blade. With controllable-pitch propellers, it is
possible to get a particular engine rpm to meet specific flight conditions.

It’s easy to confuse controllable-pitch propellers with a constant-speed propeller, but the two are
different. A Controllable-pitch propeller allows the blade angle to be changed while the propeller
is turning. However, this is done directly by the pilot. The blade angle of the propeller will not
change until the pilot alters it. On the other hand, the blade angle of a constant-speed propeller
can automatically change.

2.1.4 Constant-Speed Propellers

A constant-speed propeller speeds up when the airplane dives and slows down when it climbs
due to the changing load on the engine. To guarantee that the propeller provides an efficient
flight, the pilot tries to keep the speed as constant as possible. The mechanism that allows the
constant-speed propeller to work is known as propeller governor. A propeller governor senses
the aircraft engine’s speed and then changes the blade angle of the propeller to maintain a specific
rpm regardless of the aircraft’s operational conditions.

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Using propeller governor for the increase and decrease of propeller pitch allows the pilot to keep
the engine speed constant. When the aircraft climbs, the propeller’s blade angle decreases,
preventing the aircraft’s engine speed from decreasing. When the aircraft dives, the propeller’s
blade angle increases, preventing over speeding and so the power output does not change since
there is no change in throttle setting.

If the plane’s throttle settings are changed instead of changing its speed by diving or climbing, the
propeller’s blade angle decreases or increases as required to maintain a constant rpm. The power
output of the engine changes in according to the aircraft’s throttle setting.

The pitch-changing mechanism of a constant-speed propeller uses a piston and cylinder

arrangement and it is operated hydraulically using oil pressure. The cylinder will either move over
a piston or the piston will move in a stationary cylinder. The piston’s linear motion is converted
into rotary motion by different kinds of mechanical linkages to change the propeller’s blade angle.
Gears may be used for the mechanical connection – the pitch-changing mechanism responsible
for turning each blade’s butt. A bearing is mounted on each blade that allows them to rotate to
change the blade angle.

The oil pressure required to operate the various pitch-changing mechanisms hydraulically comes
directly from the engine lubricating system. Higher oil pressure provides a quick blade angle
change. The pressurized oil is directed by the governor for the operation of the propeller’s pitch-
changing mechanism.

The governor used for controlling pitch-changing mechanisms of a propeller is connected to the
crankshaft of the aircraft’s engine and responds to changes in the engine rpm. When the rpm
increase above its set value, the governor causes the pitch-changing mechanism of the propeller
to increase the angle of the blades. The change in angle puts increased load on the aircraft’s
engine and the engine rpm decrease.

When the engine rpm decreases below the specific value of the governor (for which the governor
is set), then the governor causes the pitch-changing mechanism of the propeller to decrease the
angle of the blade. This decreases the load on the engine thereby increasing the rpm. In this
manner, the governor tends to keep rpm constant.

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Figure 2.1 Constant speed propellers

In a constant-speed propeller, the control system automatically adjusts the pitch with the help of
a governor to maintain a preset engine rpm. So pilot’s attention isn’t required to adjust the pitch
of the propeller.

For example, if the speed of the engine increases, an over speed condition will occur and the
propeller will need to slow down. The governor automatically increases the propeller’s blade
angle until the desired rpm has been established. Good constant-speed propellers respond to
small variations to ensure that a constant engine rpm is maintained throughout the flight.

2.1.5 Feathering Propellers

These propellers are used with multi-engine aircrafts. If one or more engine fails, then these
propellers reduce propeller drag to a minimum. Feathering propellers can change the blade angle
of a propeller to about 90 degrees. Propellers are usually feathered when the engine of the
aircraft fails to generate the power required to turn the propeller.

The propeller blade is rotated to an angle parallel to the line of flight to largely reduce the drag
on the airplane. When the blades become parallel to the airstream, aircraft’s propeller stops
turning and wind milling is minimized.

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In the majority of small feathering propeller, oil pressure is used to decrease the propeller’s blade
angle while blade flyweights, compressed air, and springs are used to increase the blade angle.

Latches lock the aircraft’s propeller in the low blade angle as it slows down at engine shutdown.
Latches can be external or internal and are located inside the propeller hub. Centrifugal force
holds the latches off their seat during a normal flight to ensure that they don’t stop the blades
from feathering.

2.1.6Reverse-Pitch Propellers

Figure2.2 Reverse Pitch Propeller

Reverse-pitch propellers are controllable propellers with blade angles that can be changed to a
negative value in-flight. The main purpose of a reversible pitch is to create a negative blade angle
to produce thrust in the opposite direction. Propeller blades may be moved to a negative pitch
after the plane has landed so as to come to a complete stop. As the blades of the propeller move
into a negative angle, the engine power increases negative thrust. This slows down the aircraft
aerodynamically and reduces ground roll. Reversing the propellers quickly reduces aircraft speed
after touchdown and minimizes brake wear.

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2.2 PROPELLER BLADES

Propeller blades may alter from 3 blade propellers to 6 blade propeller. However, the most
commonly used are four blades and five-blade propellers. The propeller efficiency is the highest
for a propeller with a minimum number of blades, i.e. two-blade propeller. But to obtain strength
factor and to consider the heavy loads subjected by aircraft two-blade propellers are not applied
for merchant ships.

2.2.1Three-blade propeller

A three-blade propeller has the following features:

 The manufacturing cost is cheaper than other types of propeller.

 They are typically made up of aluminum alloy.

 The acceleration is better than the other types of propeller.

 Low-speed handling is not much effective.

 They give a reliable high-speed performance.

2.2.2Four-blade propeller

A four-blade propeller has the following features:

 The manufacturing cost is higher than three-blade propellers.

 Have better durability and strength.

 Four-blade propellers are customarily made of stainless-steel alloys.

 Gives excellent low-speed handling and performance.

 Four-blade propeller presents a better fuel economy than all the other types of propeller.

 Has a greater holding power in rough seas.

2.2.3 Five-blade propeller

A 5-blade propeller has the following properties:

 Vibration is the most minimum compared to all the other types of propeller.

 Manufacturing cost is more leading of all.

 Five-blade propellers have greater holding power in rough seas.

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Six-Blade Propeller

Six-blade propellers have the following characteristics:

 Manufacturing cost is relatively high

 Vibration is the most minimum compared to all the other types of propeller.

 Six-blade propellers have greater holding power in rough seas.

 With a six-blade propeller, the produced pressure field over the propeller reduces

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PROPELLER DESIGN FOR ANTONOV AN-32

CHAPTER 3

3.1 MISSION SPECIFICATION OF AN-32

• Stall Speed – 180 kmph

• Max Speed – 530 kmph

• Cruise Speed – 470 kmph

• Cruise Altitude – 8000 m

• Max Take Off Weight – 27 tons

• Powerplants – 5180 bhp x 2

• Propeller Speed – 1075 rpm

• Wingspan – 29.20 m

• Wing Area – 75 m2

• Service Ceiling – 9500 m

3.2 POWERPLANT 2X IVCHENKO AL-20

• Single Shaft Turboprop

• Number of Blades - 4

• Maximum Power Output 3865 kW

• Engine Speed – 1075 rpm

• Power-to-weight ratio: 2.8 kW/kg

• Propeller Diameter – 2.5m

3.3 PROPELLER SPECIFICATIONS

We are going to use a Scimitar propeller.

A scimitar propeller is shaped like a scimitar sword, with increasing sweep along the leading
edge. Typically scimitar propellers are constructed of lightweight or composite materials.

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3.3.1 Advantages of a scimitar propeller

 Optimized performance.

All propellers lose performance as the blade tips approach the speed of sound, due to the
formation of sonic shock waves. All propellers lose performance as the blade tips approach the
speed of sound, due to the formation of sonic shock waves. These shock waves radiate energy,
which results in increased drag on the aircraft. Just as swept wings prevent drag, so do swept-
back scimitar blades. The curved shape of scimitar propellers helps to minimize the strength of
the sonic shock wave formation, providing optimal performance at higher power and RPMs.

 Reduced noise signature.

Running blade tips near the speed of sound is also the source of most of the propeller noise, which
is a growing concern at airports and backcountry locations. Pilots everywhere are looking to
reduce their noise signature without compromising performance. By reducing the magnitude of
shock waves, swept-tip scimitar props reduce noise pollution.

 Better fuel efficiency.

Propeller design plays a key role in the fuel efficiency of an aircraft. With their enhanced
aerodynamic design, scimitar blades may improve efficiency over conventional straight blades,
potentially helping pilots save on flying costs.

3.4 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.

3.4.1 Case 1: Aircraft at cruising condition

• When a/c cruises at M = 0.4, 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.

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• Thrust = Drag T=D

• Lift = Weight L=W

• Typical L/D ratio for this type of a/c is 17. And hence

• Thrust = Weight/17 T = W/17

• At cruising condition, typical weight of a/c ranges from 20000 – 25000 kg

• Hence maximum thrust required = 1470 N

• Thrust provided by 2X IVCHENKO AL-20 can be calculated from propeller efficiency which
is a relation between power input and thrust produced

• Power Input = 3865kW

• Propeller Efficiency = 𝑇𝑉∞/𝑃 = 0.9(assumed value)

• Cruising Speed= 130.6 m/s

• Thrust Produced = 26757.7 N

• By comparing thrust produced by engine and thrust required to drive the a/c, engine 2X
IVCHENKO AL-20 provides enough power to cruise AN 32 at mach 0.6.

3.4.2 Case 2 : Aircraft at take – off

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

Vertical Direction: W–L=R

Horizontal Direction: 𝑇 – 𝐷 – 𝜇 (𝑊 – 𝐿) = 𝑊/𝑔. 𝑑𝑉/𝑑𝑡

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

1.44. W 2
SLO =
ρgSCL T

𝑆𝐿𝑂 = 1360m

W = 27000kg

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PROPELLER DESIGN FOR ANTONOV AN-32

g = 9.8 m/s2

ρ = 1.225 kg/m3

S = 75 m²

CLmax = 1.5

Max thrust required = 54,900 N

To produce this much amount of thrust at static condition, we need to find out induced velocity
from Actuator Disk Theory.

Induced Velocity: v = Pin / T = 70.4 m/s

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CHAPTER 4

4.1 AIRFOIL SELECTION

The objective is to use an airfoil able to generate more lift than similarly sized flat plates of the
same area, able to generate lift with significantly less drag, and relatively low Reynolds number
and high Mac number. The factors considered when selecting an airfoil are as follows:

T=thrust

B=number of blades

D=blade diameter

V=station radius

CD=drag co-efficient

CL=lift co-efficient

Re=Reynolds number

C=blade chord

V=free airstream velocity

T=advance ratio

CT=thrust co-efficient

CP=power co-efficient

N=Mac number

Efficiency

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PROPELLER DESIGN FOR ANTONOV AN-32

The process of airfoil selection was done using AIRFOIL TOOLS.

4.2 Airfoil Tools

It is a software that plots two or more airfoils on the same plan and compares them. The plan can
be downloaded or printed full size for better resolution. It compares lift and drag polar diagrams
for a range of Reynolds number. MH-Aerotools has developed a java based airfoil design tool that
allows engineers to plug in existing airfoil geometries, or completely create new ones. Once the
airfoil shape is established, various analysis tools can be brought up to study how the shape will
behave with different incidences, angles of attack, Mach, etc. it allows you to search for airfoils
available on the web or in online databases, filtering by thickness and camber with preview images
of the airfoil sections. Airfoil Tools then view and plot a full size plan of the airfoil to your chord
width. The camber, thickness can be adjusted and the pitch set to allow for wing angle of attack,
wash out or wind turbine blade angle. The SVG (Scalar Vector Graphics) plan can be printed out
full size or over multiple pages for large sections.

4.3 Scimitar propeller airfoil selection

The "blended" propeller designs is said to allow for the incorporation of different airfoils along
progressive sections of a blade. Thus, the design of the blade mid-section may be maximized for
developing low-speed thrust while the tip sections may be optimized to reduce noise levels. In
the past, most propeller designs for aircraft equipped with piston engines made use of one basic
airfoil series across the entire length of the blade which can compromise aircraft performance or
produce high noise levels.

Figure4.1 Scimitar propeller

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4.4 Root airfoil selection

4.4.1 Max thickness and LE radius calculations

From airfoil specifications;

Max thickness 24% at 30% chord,

By substituting in the above equation, for NACA0024 max thickness coordinates (x=0.3;y=+/-
0.12004)

For c=0.20

t=0.240010932

r=1.10*t² ie r=0.063365772

For c=0.24

t=0.288013118

r=1.10*t² ie r=0.091246712

4.4.2 Mean Line Equation

• y=m/p [2*p*x-x²] or y=m/(1-p)²*[(1-2p)+2px-x²]

Where m = maximum ordinate, m=0.12004

p = position of maximum ordinate

• Using the 2nd equation

• p=0.65

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PROPELLER DESIGN FOR ANTONOV AN-32

Figure4.2 Root airfoil

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PROPELLER DESIGN FOR ANTONOV AN-32

Figure4.3 Root Airfoil graphs

We have selected NACA 0024

Reynolds number 200

It has high thickness ratio and therefore it minimizes drag and enhances engine cooling.

Of the three airfoils of high thickness ratio NACA 0024 is providing high Cl/alpha and maximum
Cl/C

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4.5 Mid section airfoil selection

Figure4.4 Mid Airfoil

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Figure4.5 Mid Airfoil Graphs

We have selected the Clark-y

Reynolds number 200
It is a high lift airfoil with moderate thickness ratio
Of the three airfoils it’s the one with the highest Cl/Cd.
And the graphs of Clark-y are more close to our requirements.

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4.6 Tip airfoil selection

Figure4.6 Tip Airfoil

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Figure4.7 Tip Airfoil graphs

We have selected MH22 for the tip of the blade

It has very small thickness ratio therefore reducing shockwaves.

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CHAPTER 5

5.0 Preliminary Calculations

5.1The main performance parameters;

* thrust T,(produced by the propeller)

*torque, Q
*power, P (required to be supplied to maintain operation at a given rpm, n
*atmospheric air density, rho, may be defined as follows,

𝑇 = 𝜌𝑛2 𝐷4 𝐶𝑇
𝑄 = 𝜌𝑛2 𝐷5 𝐶𝑄
𝑃 = 𝜌𝑛3 𝐷5 𝐶𝑃

where, CT, CQ, CP are the thrust, torque and power coefficients of the propeller

Figure 1

Figure5.1 Advanced ratio vs Ct, Cp, ῂ

5.1.1 Advanced Ratio

𝑽∞
It is defined as 𝑱 = 𝒏𝑫

Where,

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 V∞=Forward speed (of propeller aircraft),m/s,

 n=Rotational speed, rps and

 D=Propeller diameter, m

GIVEN THAT ;

V∞= 470kmph=130.56m/s

n=1075rpm=17.917rps

D=2.6m

J=130.56/(17.917*2.6)

J=2.8

Ct=0.21 Cq=0.107 Cp=0.65

Cp=2πCq
Cq=Cp/2 π= 0.65/2π
=0.107

η= JCt/Cp = (2.8*0.21)/0.65 Graphival value is 0.89

=0.9
At 8000m T= -36.94°C /236.06K g=9.782m/s²
P=3.565*10⁴Pa ρ=0.5258kg/m³ μ=1.527*10-⁵ Ns/m² (dynamic viscocity)
n=17.917
 T=ρn²D⁴Ct
=0.5258*17.9167²*2.6⁴*0.21
=1619.75N
 Q= ρn²D⁵Cq = 2145.78Nm
 P=ρn³D⁵Cp = 233 547.24 Watts =233.55kW

Reference radius = 0.75R

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Figure5.2 Efficiency, Ct, Beta and J Graphs

Beta=55°
According to graphs
With J=2.8 Ct=0.12
η=0.89

5.1.2 Propeller tip speed

the tip speed is the velocity of the propeller blade through the air is in a helical shape

Vtip,helical = Square root of ([(pi.n.D)^2 + V infinity^2]

Taking V(infinity=130.556m/s)

D=2.6m

n=17.9166rps

Vtip=196.06m/s

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5.2Propeller Blade Element

Figure5.3 Propeller blade element

Angular velocity
𝜔𝑟 = 2𝜋. 𝑛𝑟
=146.3m/s
Resultant Velocity

𝑉𝑅 = √(𝜔. 𝑟)2 + 𝑉∞2

= 196.09m/s
For element considerations
Thrust produced,
𝑑𝑇 = 𝑑𝐿 𝑐𝑜𝑠𝜑 − 𝑑𝐷 𝑠𝑖𝑛𝜑
1
= 𝜌𝑉𝑅2 𝑐. 𝑑𝑟. (𝐶𝑙 𝑐𝑜𝑠𝜑 − 𝐶𝑑 𝑠𝑖𝑛𝜑)
2

Torque supplied,
𝑑𝑄 = (𝑑𝐿 sin 𝜑 + 𝑑𝐷 cos 𝜑). 𝑟
1
= 2
𝜌𝑉𝑅2 𝑐. 𝑑𝑟. (𝐶𝑙 𝑠𝑖𝑛𝜑 + 𝐶𝑑 𝑐𝑜𝑠𝜑)

Dynamic head 𝑞 = 1⁄2 𝜌 𝑉∞2

𝑞.𝑐.𝑑𝑟
Elemental Thrust 𝑑𝑇 = (𝐶𝑙 cos ∅ − 𝐶𝑑 sin ∅)
𝑠𝑖𝑛2 ∅
𝑞.𝑐.𝑑𝑟
Elemental Toque 𝑑𝑄 = 𝑠𝑖𝑛2 ∅
(𝐶𝑙 sin ∅ + 𝐶𝑑 cos ∅)
𝑅 𝑐.𝑑𝑟
Blade Thrust 𝑇 = 𝑞. 𝐵, ∫0 𝑠𝑖𝑛2 ∅
(𝐶𝑙 𝑐𝑜𝑠∅ − 𝐶𝑑 𝑠𝑖𝑛∅)
𝑅 𝑐.𝑑𝑟
Blade Toque 𝑄 = 𝑞. 𝐵, ∫0 𝑠𝑖𝑛2 ∅
(𝐶𝑙 𝑠𝑖𝑛∅ + 𝐶𝑑 𝑐𝑜𝑠∅)

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Figure5.4 Blade Airfoil Geometry

 𝑃 = 2. 𝜋. 1.3 𝑡𝑎𝑛55

=11.66 degree

 Actual pitch = 2π 1.3 tan 41.7

=7.2 degrees
𝑉∞
 tan ∅ =
𝜔𝑟
130.56
= tan−1 ( 146.3 )

= 41.7 degree
 𝛼= 𝛽− ∅
=55-41.7
= 13.3 degrees

5.2.1 The blade element efficient

𝑣. 𝑑𝑡 𝐶𝑙 𝑐𝑜𝑠∅ − 𝐶𝑑 𝑠𝑖𝑛∅
η𝑒𝑙 = .
2𝜋. 𝑛. 𝑟 𝐶𝑙 𝑠𝑖𝑛∅ + 𝐶𝑑 𝑐𝑜𝑠∅

𝐶 𝑐𝑜𝑠∅−𝐶 𝑠𝑖𝑛∅
= 𝐶𝑙 𝑠𝑖𝑛∅+𝐶 𝑑𝑐𝑜𝑠∅ . 𝑡𝑎𝑛∅
𝑙 𝑑

Applying maximum condition it can be sown that maximum efficiency η𝑒𝑙 max occurs at

𝜋
∅= − 𝐶𝑑 /2. 𝐶𝐿
4

5.2.2 Speed Power Coefficient

The speed power coefficient for the first cut propellerpropeller section

Cs is defined as

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𝜌𝑉 5
𝐶𝑠 = ( )^ 1⁄5
𝑃𝑛2

We know Cp as a function of J, So Cs can be calculated as

1⁄
5
𝐶𝑆 = 𝐽/𝐶𝑃

= 4.28

5.3 Momentum theory

The efficiency plot shown above shows for 𝜀 = 0 we get, 𝜂𝑒𝑙 = 1 independent of 𝛽. It can be
proved that, as visible from the plot that curves are symmetrical with respect to the line,
𝛽 = 𝜋/4 − 𝜀/2
For ,
𝛽=0
and
𝛽 = 𝜋/2 − 𝜀
wehave
𝜂𝑒𝑙 = 0

𝜂𝑝𝑟𝑜𝑝 = [∫ 𝜂𝑒𝑙 ∙ 𝑑𝑃]∫ 𝑑𝑃

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5.3.1 Mass flow rate

Fig 5.5 Mass Flow Rate

The mass flow passing through the disk (i.e propeller) is given from continuity, as
𝑚 = ̇𝜌𝛢𝑉
The thrust produced by the disk is found from Newton’s 2nd and 3rd laws of motion from the
effective change in momentum in air resulting in reacting force, thrust.
𝑇 = 𝑚 ̇𝜕𝑉 = 𝜌𝛢𝑉(𝑉𝑒 − 𝑉∞)
From simple physics, thrust is also produced by the differential static pressure on either side of
the disk when multiplied by its projected surface area (swept area)
𝑇 = 𝐴(𝑃2 − 𝑃1)

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CHAPTER 6

6.1 PROPELLER DESIGN

6.1.1 Design Methods

6.1.1.1 Early Propeller Design Approaches

Long ago, propellers designed before end of the WWII were made using empirical approaches.
The propellers which had given characteristics of good performance in the wind tunnel testing
would be scaled and modified according to the requirements to match and be suitable for a
specific aircraft and its engine. An example of this method is put in document in the National
Advisory Committee on Aeronautics (NACA) Technical Note (TN) 212, which makes it possible for
a propeller to be designed by calculating two coefficients (for light aircraft only). The first
coefficient, J, is the advance ratio of a propeller and is defined as,

𝑉
𝐽 = 𝑛𝐷- (6.1)

The second coefficient is defined as,

√(𝜌𝑉⁵/𝑃𝑛2 ) (6.2)

Where: P=power, ρ=airdensity this

coefficient is known as the speed power coefficient. Around 1930, it was redefined to:

𝑐𝑠 = √( 𝜌𝑉 5 /𝑃𝑛2 ) (6.3)

The propeller pitch, or the theoretical ratio of its forward motion per revolution, was constant for
the entire blade, resulting in a constant angle of attack for each section of the propeller blade.

The speed-power coefficient and advance ratio are still used for the preliminary design of
propellers for aircraft if the propeller is to be based on an existing design. This design method was
often used throughout WWII when pre-war propeller blade designs were scaled and used on a
variety of wartime aircraft. A provided design of a blade was not specific to a certain model or
type of aircraft as the Boeing B-17, Douglas C-47, Lockheed Ventura, Consolidated B24, and North
American B-25 all used the Hamilton Standard 6477 blade. Note that all the four aircraft had wing-
mounted radial engines and shared the same constant speed hub, so except the difference

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between each aircraft’s cruise speed and engine, there was a very small difference in the
aerodynamics of the installation of the propeller. With time, there was need for improvement to
the performance of the aircraft during war and there was need for higher performance propellers
which could not be obtained by scaling the existing ones. A lot of fighter aircrafts were tried and
tested and were operational during the war and were being flown with different propeller blades
with an aim to monitor the performance and improve it. One example to be noted was the
Supermarine Spitfire that was originally designed with a 2-bladed fixed-pitch wood propeller and
ended the conflict with 5-bladed constant speed propeller.

6.1.1.2 Traditional Methods of Design

There were propeller design theories that existed before the war for optimum propellers. One of
them was the Betz’s theory which was in 1919. This Betz’s theory showed that the most efficient
propeller will minimize induced power losses by having both a constant induced velocity and a
constant wake pitch in the propeller’s slipstream. Goldstein created a theory in 1920 to design
propellers that would meet the Betz’s theory condition. The pitch angle of the wake, ϕ, was
defined as

𝜙 = 𝑡𝑎𝑛 − 1 ( 𝑉/𝜋𝑛𝐷) (6.4)

The induced velocity could be found from calculations based on a circulation function, which was
provided in charts for two and four bladed propellers.

Goldstein’s theory, particularly his definition of the pitch wake angle, is acceptable for lightly
loaded propellers where the induced velocity is very less compared to the forward speed of the
aircraft. In conditions when this is not true, for example when the propeller operates at low
forward speeds or high power, the accuracy of Goldstein’s theory would not work.

Theodorsen modified Goldstein’s methods with the major difference being that the wake pitch
angle was modified to become

𝜙 = 𝑡𝑎𝑛 − 1 ( 𝑉 + 𝑤/𝜋𝑛𝐷 ) (6.5)

The circulation function charts created by Goldstein relied on the radial position of the blade
station and the advance ratio of the propeller. Charts similar to these were used by Theodorsen
but considered V+w rather than just V in the definition of advance ratio. Theordorsen’s revised

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equations also helped significantly in the design of propeller blades; when using Goldstein’s
theory, a small error in the calculation of w can lead to serious errors in obtaining proper blade
geometry.

The application of Theordorsen’s theory to propeller design was published in 1949 as NACA TR
924 and formed the basis for the design of propellers as presented by Borst in the widely-used A
Summary of Propeller Design Procedures and Data.

Borst notes that, while highly-efficient propeller blades are produced using the Betz’s approach,
the actual maximum efficiency of a blade occurs when the power needed to overcome the blade’s
induced and profile drag is minimized for a given power input . This can be achieved with the
calculus of variation method.

If the solidity (or chord distribution and number of blades) and loading of the blade are allowed
to vary, the induced velocity at any station of the blade is

𝛾𝐽 𝐽
𝑤 = 𝑉 (−𝜁 – ( 𝑡𝑎𝑛 𝜋𝑥
)[𝜁 + 1 + ( 𝜋𝑥)2 ]) (6.6)

Where:

𝛾 = tan−1 ( 𝐶𝐷 /𝐶𝐿 )-(6.7)

where;

𝐶𝐷/ 𝐶𝐿 is the inverse of the airfoil’s maximum lift to drag ratio x

= radial position of the blade station, or the distance of the station from the axis of rotation
divided by the radius of the propeller ζ
= an arbitrary constant chosen to obtain the desired power or thrust coefficient.

Borst suggests using calculus of variations method but notes that, in many cases, the difference
in blade performance between using the calculus of variations method and Betz method is
minimal.

Two other methods to note for propeller design which have been commonly used are the blade
element momentum theory and the vortex theory. In 1926, Glauert published some work on the
analysis of propellers using the blade element momentum theory, but did not extend his work to
cover the design of propellers. The primary difference between a blade-element momentum

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theory (BEMT) and the vortex theories previously introduced are that BEMT approximates
induced flow effects (through small angle approximations) and does not compensate for rotating
flow or decreased thrust at the tip of the blade. However, this approach is much easier to use
when analyzing than to use the vortex theory. A design method using BEMT was completed by
Larrabee in 1970 which, by meeting Betz’s condition, allowed for the simple design of optimum
propellers. A revised version of Larrabee’s method, without the small angle approximations and
simplifications, was made by Adkins and Liebeck in the mid-1980s for the McDonnell Douglas
Company. Note that, except the use of BEMT for the approximate propeller design, we are not
using any of these theories as it is for information only.

As new developments are coming in, methods of designing are no longer based on scaling the
existing propellers because the need for different and more improved propeller structures arose.
For scaled propeller designs, stress analysis was greatly simplified –an example is in TN 212. The
product of the diameter (in inches) and rotational speed (in RPM) is used to determine the type
of wood the propeller is to be made from, and if the product was over 240,000 then the propeller
was not to be built. In the early days, structural analysis methods were a simplified combination
of the bending stress in the blade due to the blade’s thrust and the axial stress from the centrifugal
forces. More advanced methods of structural analysis were provided in the ANC-9 Aircraft
Propeller Handbook. This handbook took into consideration, many of the forces that could not be
considered with earlier methods of analysis such as unequal blade loading and vibrations.

The most complete approach to the structural analysis of propeller blades was presented in the
Volume II of Borst’s handbook on propeller blades. Borst’s analysis methods were suitable for
metal, wood and composite propeller blades and are still widely used.

6.1.2 BLADE ELEMENT MOMENTUM THEORY (BEM)

6.1.2.1 Extensions of Blade Element and Momentum Theories

The drag of a propeller core may be written as:

1
𝐷1 = 𝑉12 𝐴1 𝐶𝑑1 (6.8)
2

Where 𝐴1 is the frontal area of the propeller core & Cd1 is the drag of the core, Cd1 ≈1. This drag
is often small compared to the thrust produced and hence is neglected.

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Propeller torque, 𝑄 = ṁ. ∫ 𝑟. 𝑑 𝐹 𝑡 (6.9) and

power 𝑃 = 𝜔. 𝑄 = 2. 𝜋. 𝑛. ∫ 𝑟. 𝑑 𝐹𝑡 (6.10)

Propeller Power,

𝑃 = 2. 𝜋. 𝑛. ½ 𝜌. 𝑛2 𝑑2 𝑚. ∫ [𝐽2 + (2. 𝜋. 𝑟/𝑑)2 ](𝐶 𝐿𝑠𝑖𝑛 𝜑 𝐶 𝐷𝑐𝑜𝑠𝜑 ). 𝑟. 𝑐. 𝑑𝑟 (6.11)

In the core region between r = 0 to r = r 1 may be neglected for all practical purposes. Hence,
½
𝐶𝑃 = ∫ [𝐽^2 + (2. 𝜋. 𝑟/𝑑)^2 ] (𝐶𝐿 𝑠𝑖𝑛 𝜑 + 𝐶𝐷 𝑐𝑜𝑠 𝜑 ). 𝑟/𝑑. 𝑐/𝑑. 𝑑(𝑟/𝑑) (6.12)

Thus 𝐶𝑃 is a function of J , advance ratio for a given propeller shape i.e. CL and CD.
The above equations for thrust and power coefficients may be replaced by replacing the factor

[𝐽2 + (2. 𝜋. 𝑟/𝑑)2 ] = 𝐽2 (1 + 𝑐𝑜𝑡 2 𝜑) = 𝐽2 / 𝑠𝑖𝑛2 𝜑 (6.13)

𝑑/2
𝐶𝑇 = 𝐽2 /2𝑑2 . { 𝑚 ∫ [ (𝐶𝐿 𝑐𝑜𝑡 𝜑 − 𝐶𝐷 ) /𝑠𝑖𝑛 𝜑 ] 𝑐. 𝑑𝑟 – 𝐴1 } (6.14)
𝑟1
𝑑/2
𝐶 𝑃 = 𝜋 𝑚 . 𝐽2 /𝑑2 ∫ [(𝐶𝐿 + 𝐶𝐷 . 𝑐𝑜𝑡 𝜑) 𝑠𝑖𝑛 𝜃]. 𝑐. 𝑟. 𝑑𝑟 (6.15)

The efficiency of the blade element may also be written down as

𝑡𝑎𝑛 𝛼
𝜂𝑒𝑙 = 𝑡𝑎𝑛 ( 𝛼 + 𝜀) (6.16)

∴ =0.9
The maximum efficiency may be given as

𝜋 𝜖 𝜖
( − ) (1−𝑡𝑎𝑛 )2 1−𝜖
4 2 2
(𝜂𝑒𝑙 )𝑚𝑎𝑥 = 𝑡𝑎𝑛 𝜋 𝜖 = 𝜖 ~ ~1 − 2𝜖 (6.17)
( + ) (1+𝑡𝑎𝑛 )2 1+𝜖
4 2 2

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Figure 6.1 Graph of max ηel

The last two expressions are valid for small ε only.

Now, the gliding angle ε is defined as
𝑡𝑎𝑛 𝜀 = 𝐶𝐷 / 𝐶𝐿 (6.18)
=0.058

The efficiency plot shown above shows for ε = 0 we get, 𝜂𝑒𝑙 = 1 independent of β. It can be proved
that, as visible from the plot that the curves are symmetrical with respect to the line,
𝛽 = 𝜋/4 − 𝜀/2. (6.19)
For β = 0 and β = π/2 - ε we have 𝜂𝑒𝑙 = 0
𝜂𝑝𝑟𝑜𝑝 = [ ∫ 𝜂𝑒𝑙. 𝑑𝑃 ] / ∫ 𝑑𝑃 (6.20)

The propeller efficiency would assume a value of 1 for ε = 0 which means drag coefficient is 0. The
maximum elemental efficiency that the blade can assume is (1- 2.εmin) where εmin denotes the
minimum ε occurring on the blade. Since this maximum elemental efficiency can occur only at
one blade efficiency the overall propeller efficiency will always be less than the maximum

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elemental efficiency as long as all dP are positive. For any ε < εmax the ηel lies above the efficiency
curve of εmax .

Figure 6.2 Combined Blade Element and Momentum Theory

Define the solidity ratio, as the ratio of total bladed area to the disk (swept)area

𝐵.𝑐.𝑅 𝐵.𝑐 𝑟
𝜎= 𝜋𝑅2
= 𝜋𝑅
and 𝑥 = 𝑅 (6.21)

A quadratic equation is arrived at for

𝑎0 .𝜎 𝑎0 𝜎
𝛼𝑖 2 𝑐𝑜𝑠∅ + (𝑠𝑖𝑛𝛼𝑖 + ) . 𝛼𝑖 − (𝛽 − 𝛼𝑖 ) = 0 (6.22)
8𝑥 8𝑥

The solution which is

1 𝛼0 .𝜎 𝛼0 .𝜎 2 𝛼0 𝜎
𝛼𝑖 = 2𝑐𝑜𝑠𝜃 {− (𝑠𝑖𝑛𝛼𝑖 + 8𝑥
)+ √(𝑠𝑖𝑛𝛼𝑖 + 8𝑥
) + 4𝑐𝑜𝑠𝛼𝑖 8𝑥
(𝛽 − 𝛼𝑖 } (6.23)

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If the following approximations are used :

𝑉𝑟
cos𝛼𝑖 ≈ 1.0 𝑠𝑖𝑛𝛼𝑡 = .𝑥 𝑉𝑟 ≈ 𝑉𝑡 . 𝑥
𝑉𝑇

where Vt is the tangential velocity at the tip and x=r/R

the induced velocity Vi=aiVt.x can be found from the equations

The thrust and the torque gradients are finally given as: (ref : Revised BET)

𝑑𝐶𝑇
𝑑𝑥
= 3.88𝑥 2 ∙ 𝜎 ∙ 𝛹𝑇 (6.24)

𝑑𝐶𝑄
= 1.94𝑥 3 ∙ 𝜎 ∙ 𝛹𝑄 (6.25)
𝑑𝑥

Where,

𝑐𝑜𝑠2 𝛼𝑖
𝛹𝑇 = 𝑐𝑜𝑠2 ∅
(𝑐1 𝑐𝑜𝑠∅0 − 𝑐𝑑 𝑠𝑖𝑛∅0 ) (6.26)

𝑐𝑜𝑠2 𝛼𝑖
𝛹𝑄 = 𝑐𝑜𝑠2 ∅
(𝑐1 𝑐𝑜𝑠∅0 + 𝑐𝑑 𝑠𝑖𝑛∅0 (6.27)

∅0 = ∅ + 𝛼𝑖 (6.28)

6.2 Results obtained from calculations

Density of Air (ρ) = 1.225 kg/m3

Cruise Speed (V∞) = 130.56 m/s

Power Input (P) = 3865 kW

Speed (n) = 1075 rpm = 17.917 rps

Speed Power Coefficient = 4.28

Blade Angle (β) = 55°

Advance Ratio (J) = 2.8

Propeller Diameter (D) = 2.6m

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Air Flow Angle (Φ) = 41.7°

Angle of Attack (α) = 13.3°

For Max. Efficiency, 𝛷 = 𝜋/4 – 0.5 ∗ 𝐶𝐷/𝐶𝐿

Hence, CL/Cd= 4.38

6.3 Calculation of Section Quantities in Matlab :

% 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
%--------------------------------------------------------------------------
% Selection of blade sections
x = [0.2 0.3 0.5 0.6 0.75 0.8 0.85 0.9 0.95 1.00];
e1 = x;
e2 = x.^2;
e3 = x.^3;
%--------------------------------------------------------------------------
%Defining Given Qunatities
R = 1.3; % Radius of blade
B = 4; % No. of Blades
n = 17.917; % rotational speed in rps
omega = 2*pi*n; % rotational speed in rad/s
V = 130.56; % Velocity of flow at blade
cl = 0.139; % Fixed value of lift coefficient
a0 = 13.3; % 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); % Solidity
e5 = sigma;
%--------------------------------------------------------------------------
% Calculations of angles
e7= omega*R*x; % Tangential velocity component at blade section
phi = atan(V./e7); % flow angle phi

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PROPELLER DESIGN FOR ANTONOV AN-32

e8 = phi;
q = (8*x.*sin(phi))./(sigma*a0);
beta = (cl/a0)*((1+q)./q) + phi; % blade pitch angle
e6 = beta;
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))); % Induced AoA
e12 = alpha_i;
phi_0 = phi + alpha_i; % Effective flow angle
e13 = phi_0;
alpha_0 = beta - phi_0; % Effective AoA
e14 = alpha_0;
%--------------------------------------------------------------------------
% Lift and Drag Coefficient
Cl = a0*alpha_0; % lift coefficient
e15 = Cl;
Cd = 0.066; % Drag Coefficient
e16 =[0.066 0.066 0.066 0.066 0.066 0.066 0.066 0.066 0.066 0.066];
%--------------------------------------------------------------------------
% Computation of lambdaT
e17 = cos(alpha_i).*cos(alpha_i);
e18 = cos(phi).*cos(phi);
e19 = cos(phi_0);
e20 = sin(phi_0);
e21 = Cl.*cos(phi_0);
e22 = Cd.*sin(phi_0);
lambda_T = (e17.*( e21 - e22 ))./e18;
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);

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PROPELLER DESIGN FOR ANTONOV AN-32

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');

6.4 Results table

Station X 0.3 0.45 0.6 0.7 0.75 0.8 0.85 0.9 0.95 1

X^2 0.09 0.202 0.36 0.49 0.562 0.64 0.72 0.81 0.90 1
X^3 0.027 0.091 0.216 0.343 0.421 0.512 0.614 0.729 0.857 1
Chord 0.248 0.2855 0.2977 0.2918 0.2847 0.2748 0.2620 0.2465 0,228 0.207
2 2 0
Solidity 0.205 0.2431 0.2863 0.2915 0.2788 0.2691 0.2566 0.2414 0.223 0,202
0 5 8
Pitch 1.379 1.2717 1.0818 0.9994 0.8906 0.8581 0.8273 0.7981 0.770 0.744
Angle
0 7 7
Ωr 29.27 43.904 73.174 87.809 109.76 117.08 124.40 131.73 139.0 146.3
0 3 4
Air Flow 1.350 1.2464 1.0600 0.9781 0.8710 0.8393 0.8096 0.7810 0.754 0.728
Angle 3 0

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PROPELLER DESIGN FOR ANTONOV AN-32

Β-φ 0.028 0.0253 0.0219 0.0206 0.0198 0.0183 0.0177 0.0171 0.016 0.015
7 4 7
sinφ 0.976 0.947 0.872 0.830 0.765 0.744 0.724 0.705 0.685 0.665
Lift curve
slope(a0 5 5 5 5 5 5 5 5 5 5

Induced 0.018 0.0149 0.0114 0.0102 0.0084 0.0078 0.0072 0.0066 0.006 0.005
AoA (αi) 3 0 3
Φ0 1.369 1.261 1.071 0.989 0.880 0.848 0.817 0.788 0,760 0.733
α0 0.010 0.0105 0.0105 0.0105 0.0105 0.0105 0.0105 0.0105 0.010 0.010
5 5 5
Lift Co-
efficiency 0.139 0.139 0.139 0.139 0.139 0.139 0.139 0.139 0.139 0.139
Cl
Drag co-
efficiency 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06
Cd
cos^2(αi) 0.999 0.9998 0.9999 0.9999 0.9999 0.9999 0.9999 1 1 1
7
cos^2(Φ 0.047 0.1016 0.2390 0.3115 0.4141 0.4457 0.4758 0.5044 0.531 0.556
9 4 8
Sinφ0
Cosφ0 0.02 0.305 0.479 0.596 0.637 0.668 0.685 0.706 0.725 0.743
Cl*cosφ0 0.027 0.0423 0.0666 0.0764 0.0920 0.0952 0.0988 0.1002 0.101 0.103
9 3 2
Cd*sinφ0 0.064 0.0629 0.0579 0.0551 0.0495 0.0481 0.0468 0.0455 0.044 0.042
7 2 1
ΨT -0.76 -0.201 0.036 0.068 0.091 0.095 0.099 0.102 0.104 0.106
ΨQ 3.122 1.50 0.643 0.489 0.360 0.332 0.308 0.287 0.270 0.755
Elementa
l thrust - -
co- 0.024 0.0171 0.01 0.0278 0.0553 0.0637 0.0711 0.0774 0.081 0.083
efficiency 4 4 4
(dCt/dx)

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PROPELLER DESIGN FOR ANTONOV AN-32

Elementa
l toque
co- 0.015 0.0290 0.0676 0.0906 0.1206 0.1344 0.1426 0.1488 0.152 0.155
efficiency 1 2 2
(dCq/dx)
Table 6.1 Results table

Figure 6.3 Element Torque Coefficients

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PROPELLER DESIGN FOR ANTONOV AN-32

Figure 6.4 Chord Distribution

Figure 6.5 Elemental Thrust Coefficients

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PROPELLER DESIGN FOR ANTONOV AN-32

6.4 Blade Profile Model in Catia V5

Figure 6.6

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PROPELLER DESIGN FOR ANTONOV AN-32

Figure 6.7

Figure 6.8

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PROPELLER DESIGN FOR ANTONOV AN-32

Figure 6.9

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PROPELLER DESIGN FOR ANTONOV AN-32

CHAPTER 7

7.1 CONCLUSION

Our Propeller is providing more efficiency, power and thrust. It has better performance and
reduced noise pollution. We have taken into considerations the Faderal Aviation Regulations as
well the engine and aircraft specifications whilst selecting our propeller specifications.

7.2 REFERENCES

1. Glauert, H.,1943. The elements of airfoil and airscrew theory, Macmillan, 1943
2. Theodorsen, T., Theory of Propellers, McGraw Hill, 1948.
3. Biermann, D., and Hartman, E.P., Tests of two full scale propellers with Different Pitch
Distributions at Blade angles to 600. NACA Report no. 658, 1939.
4. Dommasch, D.O., Sherby, S.S., Thomas F. Connolly, Airplane Aerodynamics, Pitman, 1967.
5. Saari, Martin. J., Wallner Lewis W., Altitude-Wind tunnel Investigation of Perofrmance of
Several Propellers on YP-47M
6. Airlane at High Blade Loading , I – Aeroproducts H20C-162-
X11M2 Four bladed Propeller, NACA RM No.E6124, 1946.
7. NASA Engineering Design Challenges: Centennial of Flight: Propeller Design challenges; NASA
Educational product Draft 8-20-02, TERC, Cambridge. Massachussetts, 2002.
8. Hartzell Propeller, 2015. 3 Key Benefits of constant speed propellers [Online] (21 November
2017) Available at https://hartzellprop.com/3-key-benefits-constant-speed-propeller/
Accessed [12 December 2021].
9. Meg Jenkins, 2020. How to optimize a propeller design [Online] (4 August 2020) Available at
https://www.simscale.com/blog/2019/06/how-to-optimize-propeller-design/ Accessed [11
November 2021].
10. The Print, 2019. The AN-32 is accident-prone, but serves an essential role in the Indian Air
Force [Online] (4 June 2019) Available at https://theprint.in/theprint-essential/the-an-32-is-
accident-prone-but-serves-an-essential-role-in-the-indian-air-force/245424/ Accessed [23
December 2020].

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 PROPELLER DESIGN FOR ANTONOV AN-32

11. Airforce Technology, 2020. Antonov An-32 Light Multipurpose Transport Aircraft [Online]
(15 September 2020) Available at https://www.airforce-technology.com/projects/an32-
transport/ Accessed [3 January 2022].

12. Karnozov, Vovick. "Renewed AN-32 in Flight Tests." Aero WorldNet, 16 October
2000. Archived May 21, 2007, at the Wayback Machine
13. Riach, M. H., AIR-SCREWS Introduction to the aerofoil theory of screw propulsion

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