THRUST

Counter Drag in level flight

More Thrust for Climb
More for acceleration
PERFORMANCE DEPENDS ON THRUST
Newtons 3rd law
Push air
backward

Reaction pushes airplane

forward

Used on ground as well

Thrust and Momentum

Thrust is provided by giving momentum
Thrust = Rate of providing momentum
Thrust = mv per second
Same thrust for large mass of air with
small change of velocity and
vice versa

Rate of providing KE = mv watts

Power being the rate of doing work it
takes lesser amount of power to do the
same work at a slower rate
Less work means lesser loss of energy
Moving a large mass of air with small
increase in velocity is more efficient than
moving a small mass of air with large
increase in velocity

Conversion of energy
Chemical energy of fuel
to
Thermal Energy
to
Mechanical Work

Pure Jet
Design

Aerodynamic in & out

Problem

Effective at high speeds

Can not start on its own
No thrust at ZERO velocity

Modification of pure jet

Thrust

Available at ZERO Velocity

with compressor and turbine

Flow

Aerodynamic through, over,

effect on blades of compressor
and turbine, design of Inlet and
exhaust

Bypass engines
Turbofan

In Piston Propeller combination

Clear cut division at Propeller Shaft
Propeller is Aerodynamic Consideration
And Design
Propeller is to convert torque at shaft
into Thrust in the direction of airflow
Intake

: Ramjet

Exhaust : Jet

Thrust and Power

Thrust of a jet is almost same at all speeds
Power being a product of Thrust and speed
varies with speed. No satisfactory way of
measuring Power. Power is ZERO at
considerable Thrust when a/c stationary.
In Propeller (Piston or Turbine engine)
Thrust is variable but power produced by
engine is considerable when a/c stationary
JET Thrust

Propeller - Power

A body which is rotating as well as

moving forward travels in a
Helical Path
Helix Angle
Elements at different radii travel a different
Helical path at a corresponding Helix angle
Helix angle is the angle between plane of
rotation and relative airflow. Helix angle is
more at root and less at tip.

For optimum performance of an

aerofoil it must meet the relative airflow at
a corresponding angle of attack.
In a propeller, it varies along the
length of the propeller as the Helix angle.
In a propeller, the blade is given an
angle = Helix angle + angle of attack
Hence, Blade Twist or Helical Twist
Blade angle = Helix angle + angle of attack

Total Reaction (Force) is resolved into

Thrust (in the direction of flight)
and
Torque (Propeller) in the plane of rotation
At steady RPM
Engine Torque = Propeller Torque
Propeller tries to rotate the airplane in
Opposite Direction

Advance per
Revolution

Distance moved forward

in one revolution
In fixed pitch propeller,
it is not a fixed quantity

Geometric
Pitch

Advance per revolution

at 0 angle of attack
Only geometry
1 to 5 mtrs in fixed pitch

Experimental
Mean pitch

Advance per revolution

when NO thrust

Slip

Difference between
experimental mean pitch and
actual advance/revolution
(at maximum efficiency)

Tip
Speed

Engines provide max power

at high RPM
Tip speed may reach or
exceed speed of sound
compressibility effect
Loss in efficiency
Wash out / laminar aerofoil
High noise with high speed

Variable Pitch
Fixed pitch propeller is good for one set of
forward speed and RPM. Thrust may be
max when stationary i.e. good for take off
but not so during cruise, on the other hand
it may be good for cruise but not at take off
So efficiency falls on both sides
Variable pitch changes angle as required
Engine and prop work at high efficiency
Variable pitch blades reduce noise - Jet

Blade angles

:Coarse and Fine

Feathered Blade

: Beyond fully coarse

Net force stops propeller

Flight Fine Pitch Stop

Air Brake

: Beyond fully fine

--ve Thrust

: Beyond 0 blade angle

Engine power required
High ve thrust

Absorption of Power
Propeller should be able to absorb
power generated by engine
Absorption can be increased by
Increase angle of attack
Increase camber
Increase speed
Increase RPM
Increase length of blade
Increase width of blade
Increase number of blades

Increasing Chord is easier but changes

Aspect Ratio and reduces efficiency
Increasing No. of blades is more efficient
Best Answer

Contra rotating props

Solidity
Ratio between part of prop disc
covered by prop to the part covered by air
Greater the solidity, greater the power
that can be absorbed

Slip Stream
The stream of air being pushed back
Like a cylinder
Contraction in dia a little distance behind
Velocity behind could be double
Drag in slip stream could be four times

High velocity of slip stream is good for

Rudder and Elevator control, particularly at
low speed
Rotary motion will strike one side of
aircraft, more so Fin and Rudder, affects
Directional and Lateral balance
Aerodynamic Turning Moment
Centrifugal Turning Moment

Gyroscopic Effect
Precession.
Direction of rotation of Propeller,
if clockwise (as viewed from cockpit),
nose UP for left turn & DOWN for right turn.
Swing on Take off
Torque Reaction
Opposite rotation
Slip Stream
One side of aircraft
Gyroscopic effect
In all changes
Asymmetric Blade effect
All angles