TECHNICAL NOTES

NATIONAL ADVI SORY COMIflITTEE FOR AERONAUTICS.

No. 212

SI1~LIFIED PROPELLER DESIGN FOR LOv-PO~ERED AIRPLANES.

By Fr ed E. Weick,
Bureau of Aeronautics, U. S . N.

J anuar y , 1925.
 KATIONAL ADVISORY CGEll'iITTEE ::-OR. AE.HONA0TICS .

TECH1: I CAL FOTE NO . 212.

SIlIIPLIFIED PROPELLER DESIGN FOR LOYJ-PO"vVERED AIRPLANES.

By Fre6 E . Weick.

Summary

The object of this r",port i s to fu rnish the designer 2..!ld c'.li2-c:.-

er of small airplanes a simple systeM for the designing of the pro-

peller and the makinB; of t:te dr2c'ling. An empirical design 111ethod

is used, -oased on te sts of rr:.odel propellers in a -,rind tunnel and

full scale test s c f propelle r s in flight. The actu21 deEig~iLg is

accomplished by r.jeans of charts and involves very 1i ttle calcula-

tion. The layL1g out and dra ling of the proueller are also rec.uced

to simple operations by t he use of a basic or r:aster pro peller wi th

dimensions given in terms of the diameter.

1 ntroduction

~or e7ery cor.~ ination of ai rplane and engine, ~here is a cer-

tai n (' esi gn of p:-o peller ';7hich "'''i 11 give the nighe st IT...aximum spe ed .

A Elightly different G..esi?;l1 having less pitch ar..d usually greate r

diameter will SllOV; t'l e best performance in cliMb. The best pro-
Deller for all-round se rvice ''1ill hai.re c.u2.racteristics bet':!een the

hiEh speed propeller and the climbing propeller. As the serJice

propeller is the type a l most universally used, it is the only one

dea lt with in this report .

N.A.C . A. Technical No t e No. 212 2

In the case of a tracto~ propeller, where the fU3ela~e is in

the slipstream, the powe r abseI'-oed is grei::'..ter than that of the pro -
peller run:c..ing alone . The amou nt of t his power increase depends on
the s1ze and form of the fusela ge, In this method of design, it is
ccnsidared t hat a tractor propeller is operating in front of an av-
el'age fuselage~

The accuracy with 7hich a propeller will fit certain operating

conditions depends primarily on the correctness of the perforrr~nce

figures (HP., R.P. M., and Speed ) of the airplane and engine. If
these are not correct the p rope lle r will not give the desired per-
formance. This report is based on data sufficiently accurate for
the design of prop ellers for airplanes ranging from power models of
less than one horsep071er to airplanes of about fifty horsepower.

Basis of Design

The data. necessa r y for the des i gning of a propeller are the
brake horsepower of the engine, the revolutions per minute of the
propeller shaft, and the speed of the a ir plane. These comprise the
required perfo r mance of the combination of airplane, engin e 7 and pro-
peller. A non-dimensional coefficient involving the above factors
is J pv_~,
P n2
v:rhere
v = Ai rspeed in ft. p er sec.
P = Power i n ft.lb. per sec·
n = Revo lutions p er s ec.
p = Densi ty of air in mass units .
 N.A.C .A. Technical ~ote Ko . 212 3

This relation is developed in N. A. C. A. Technical Report No.

186 by Walter S· Diehl. Using engineering units and the value of
p for standard atmos:phere, the relation becomes
Pe~formance coefficient ~ . 325
/2
--
5

HP- x N2
wh ere v - Airspe ed in miles per hour
HP. = Brake horseponer of engine
N = Revolu tions per minute.

This equation can be readily solved by means of the nomogram

in Fig. 1.
The operati ng condi tions of any propeller are governed by the
airspeed , the revolutions> and the propeller diameter. These are
put into another dimensionl ess coefficient called J.

J = ~ = 1056 -
nd ND

{h ere d = Propeller diameter in feet

D = Propeller diameter in inches.

Any propeller of pitch p, and d i ameter D, or pitch-diameter

ratio p/D> has a definite operating condition or value of J at
wh ich it works at its ma ximum efficiency. It also has a value of
J at which it should be operating when it is a!l all-round service
propeller on an airplane traveling at maximum speed.
Fig. 2 is a curve made up of a series of these values of J

for varying pitch-diameter ratios , plotted against their correspond-

ing values of the pe r fo r mance coefficient
N.A.O.A. Tecl1l1 ical Jote Noo 212 4

The data for this cur ve a r e based on Durand 1 s Navy Model Tests,
but are entirely modified by fli ght tests, a few of wh ich Vlere made
under the direction of Professor E. P. Lesley at Langley Field .
Nost of them, however, a r e regul ar propeller performance tests. T06
curve is for service propell ers worki ng in front of a fuselage of
average resistanc e and proport io ns . The use of the curve is simple,
giving directly the values of J and p/D for the performance coef-
ficient -obtained from the nomogram (Fig. 1).
The diameter is then given by the relation
l0 56V
D = ----
NJ
The pitch is found by mult i plying the diamete r by the pitch-
diameter ratio found in Fig . 2 , or p = p/D x D.

Efficiency

The approximate efficiency of the propeller when wo r king at the

operating condition or value of J for ~hich it was designed, is
shown in Fig. 3. The value of the efficiency is h i ghe r for the
higher values of J.
A geared- down propeller opera tes at a h i ghe r value of J than
a corresponding direct drive propeller, and is therefore more effi-
cie nt, other things be i ng equal .
The propel ler efficiency at the speed for best climb is usually
from . 87 to . 93 of that for.high speed.
With the eff iciency , HP. and speed known,
N. A. C·A. Tec~J.lical Note No . 212 5

'I'hrust in lb. = 375 x HP. x efficiency

V

strength

The stresses in- a propeller of given proportions vary as the

square of the tip speed. Practically, the tip speed varies with the
diameter and the revolutions per minute. If the produ ct of the rev-
olutions and the diameter in inches (ND) is less than 170,000,
the stresses in the pa ~ticular design of propeller used in this re-
port will be so low that spruce can safely be used. If it is under
210 , 000 ~lalnut or wb i te oak wi 11 be suffici ent1y strong, but for
anything over this figure, birch or hickory should be used. If, as
very rarely happ ens, ND exceeds 240,000, this design cannot be
safely used, and a thicker blade will be necessary, entailing a loss
of efficiency.

Layout and D.ca 'Ii ng

The layout of the basic propeller is sho ,n in Fig. 4. All di-

mens ions necessary for drawing the propeller are shown in terms of
the diameter with the exception of the blade angles and the airfoil
sections. A dra~ing of t he maste r section is shovn in Fig. 5.
The blade angles are based on uniform geometric pitch, so for
any section
tan blade angle =
where r is the radius of the section in terms of the diameter.
Fig . 6 is a series of curves showing the blade angles plotted
i .A . O·A. Technical )ote ~·o . 212 6

against the pi tsh--diameter ratio p/D, for each of the six sections

of the basic pro~eller .

It 'Hill be noticed that the centers of gravi ty of the sections

lie on a line which is determined oy offsets from the radial cente:':'-

line (Figs. 4 and 7) . T.1. is is :or the purpose of reducing the

stresses.
Oa re Dust be taken to d istinguish correctly between right-hand

rotation and left- hand rota tion . A ri ght-hand pro·oeller turns

clockvli se v!hen vi eYed frOi':" the slipst ream, The bas ic propeller in

Fig . 4 is right-hand and the exa.mple in Fig. 7 is left-hand.

Actual Steps i n Desi gn a.nd La.yout

Given: Brake ho rsepo '.re r, revolutions per r, inute, speed in miles

pcr hour, engine hub dimensions , and. direction of rotation.

1. PerforGance Coefficient (Fig . 1).

(a) A straight edge is r un through the given HP. on the horse -

power scale and thr ough the corresponding value of N on the revo-
lution s per minute scale , and the point wher e it crosses the refer-

ence line is ca rked .

(b) The straight edge is then run froIT. the above point on the

reference line through the g i ven speed on the miles per hour scale ,
and the value is read where t he strai ght ed g e cuts the Performance

Ooefficient scale .
2. J and p/D (Fig. 2) .
(a) The po int for the value of the Perforn:ance Ooefficient is
 N.A.C . A. Tec__ nical Note No . 212 7

proj ected to curve .

(b) The value of J is read on scale at left.

(c) The value of p/ D is read on scale on the curve itself.
3. Diameter ,
(a) D = l056V inches .
NJ
4. Effi ciency (Fi g . 3) .
(a) The effi ciency is dete r mined for the value of J found
in Fig . 2.
5. Dimensions necessary to laying out the propeller are found
by multip l yiilg the dimensions g iven on the basic propeller (Fig. 4)
by the above d.iamete r.
6.. The dimens ions of the individual blad.e sections are found
by multip lying the maximum blade thickness by the ordinates shown
in the master se ction (Fig. 5) . The se ctions are divided into ten
equal divisions with the division nearest the leadi ng edge subd i-
vi d ed into halves a nd quarters.
The two sections nearest the hub are double cambered. These
are figured as if t hey were t iO single cambered a ir f oil s placed
face to face, but new radii are drawn in at the leading and trailing
edge s.
7. The blade angles are found for the above p/D on Fig . 6,
for the various s ections ·
8. The layout is ~ade full scale or lar ger, first drawing the
centerlines and lines of the centersof gravity of the sections as
shown in Fi g . 4 . The sec tions are d r awn in around their resp ective
N. A.O . A. Tecanical Note No . 212 8

centers of gra;vi ty at the co rr ect blade angles. They are projected

up to get the side elevation and plan views. The dimensions marked
"s cale " in Fig. 4 , a re measured on t hese views and checked by the
corres~lrilng measurements o n the sections.
The la1i1ination lines are d. r awn in as shown in the example (Fig .
7). Lamjnations ma y be from 1/ 4" to 1" thick, all of ti.1e lamina-

tior:s in a single p ro peller having the same thickness, except tile

ou tside ones· The l amination line s should be srLl00th curves, show-
ing that the propeller is fa ir and wi ll be 'i t~out bur.1ps or 'Javes-

This is a go od oheck on the di mensions and. drawing.

Example

Given: HP. = 20
N = 2000 revolutions per r.inute

v = 60 miles per hour

Rotation - Left- hard

Hub dimensions as shoan in Fig . 7-

1. Performance Ooefficient = 1.01 (Fjg. 1)

(The solution of t his is sh07n on the fi~ure-)
2. For a value of the p erformance coefficient of 1 01,

J = .484 and p/D = . 560 from Fig. 2 .

1056V 1056 x 00_ = 65 .5 inc~es.
3. Diameter , D = JJ
= 2000 x . 484

Pitch, P = p/D x D = .560 x 65.5 = 36.7 inches.

4. From Fig. 3, fo r J = . 484 the effici ency is .71 or

71%-
 -----~- ----------

N.A.C.A. Technical Note No. 212 9

5. The dimensions necessar y for layout are found from the basic
propel1 er and the mast er bl ade se ction (Fi gs. 4 and 5). (These may
be checked on the dravji ng of thi s example, Fig. 7.)
6. The blade angl es fo r p/D = .560 are found from Fig. 6,
as follows:
section Angle
0
. 075D 50.0 ,
.15 D 30.7 0
. 225D 21.60
.30 D 16.50
.375tJ 13.40
0
.45 D 11.3

7. The complete layout and working drawing of the propeller

is shown in Fig. 7 .
8. The product of the revolutions per minute and the diameter
in inches is
ND = 2000 x 65 . 5 = 131,000.

This is less than 170,000, so that spruce may be used in making the
propeller.
N.A.C · A. Technfca1 Not e No. 212 10

Reference s

1. w. S. Di ehl: The App licat i on of Propeller Test Data to

Desi gn a nd P e rf orr~nce Calculation.
N. A. C. A. Tech ni cal Report No . 186 .

2. if .F . Dur a nd Exp er imental Re search on Air Propellers.

and N. A. C· A. Technical Reports Nos . 14 , 30,
E . P . Lesl ey 64 , 1 09 and 1 41.

3. H. C. Wa tt s : The Des i gn of Sc r ew ?ropel1ers for Airc r aft.

 .4

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N.A . O. A. Technical Note No . 212 Fi g . 2

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 N.A.C.A . . Technical Note No. 212 Fig. 5
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