REPORT No.

447
STATIC THRUST OF AIRPLANE
By WALTERS. DmEL

PROPELLERS

In Chapt8r XIV of reference 2, Nfr. Warner stat8s: It can be shown horn propeller theory that the Statti thrwt dk.ta from more than 100 aiqd.une prostatic thrust per horsepower for a propeller is equal to and conipeller teds are Golkcted from variom 80UXC4S a constant divided by the product of the r. p. m. of bind in working than%, from which t?w LTM.0 thnwt the propeller and its &meter, and experiments by w@iJ.YM KTO in tb Durand have shown that the average value of the K.ox l). hp constant rangea from 49,000 for propellmdmigned to T,== r. p. m. X diam. work normally at a value of V/nD of 1.1 up to 79,000 when V/nD for maximum efficiency is 0.5 ----may be readily deknnined. T& avai.labk o?.alacover The variation of the coefficient is approximately practicd?y d? types of propders and are in good agreeI.ineaxbetween the points given. ment. For artreme pitch ra.tk8, or for very ho and for In reference 3 the author gives the static thrust very high blua% settings, tti VUlu.tX of KTO are shown to formula devide cmdmbly from the generally used linear re+Wons bamo?on data at moderate pitch ra.tws. TO=6,000(18.79 .5$) (r. pbrn~X~ (4)
SUMMARY INTRODUCTION .

The static thrust of a propeller was formerly of interest only in connection with proposed helicopter designs, but the advent of very high powers and corresponding high performance in reoent airplane designs have made in necessary to consider the static thrust as a desigu factor. At present the chief applications of accurate static thrust data are in the calculation of nosing-over moments and the estimation of take-off runs. The available methods of calculating static thrust am based on constants derived horn D urand and Lealeys tests on wooden propellers. (Reference 4.) It is the purpose of this report to revise the constants and to extend the methods to include reoent data on adjustable metal propellem. Warner shows in reference 1 that the thrust per horsepower is obtained by division, from the coefficient T
cT=~

Where To is the static thrust in pounds, p/D is the nominal pitoh/diameter ratio and D is the dimneter in feet. The value of the cxmstant in equation (4) was based on D urand and Lesleys data and is substantially identical with Warners values as quoted above. It will be shown that the static thrust coefficient Kro in the equation TO= %xb. hp (r. p.m.)xD (5)

can be determined with fair accuracy for any propeller from data usually available or readily obtained.
DIJRAND AND LESLEYS TESTS

(1)

In Table V of reference 4, Durand and Lesley give the standing thrust and power for 67 propellem. these include a number of varktiom in blade section and blade form that are of academic interest only, since praotica.lly all propellers now in use are in the & I?2 class. Table I lists the essential data including the static thrust ccefiioient KTO for all of the S, F2 propellers. KTO is found from the relation

K,. =33,ooo $ (3) the conversion factor 33,000 being required for the units of b. hp and r. p. m. in equation (5).
126

. ..- ..-.

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. ... . .

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.,-

.-..,..

.,~f..,

~..

._.

...

.- .. . . .

126

IIEPOET NATIONAL

ADVISORY COMblTITEE FOR AERONAUTICS

The valuea of .K~O are plotted against p/D on Figure 1. The dashed line on this figure corresponds to equation (4) and maybe represented by K~o= 112,400 57,000~ or ~&57,000(1.97-5) both of which are identical with equation (4).
IOOD30 (6)

for these propellers. As shown by the data from Technical Report No. 351 (reference 6), given in Table III, cutting off the tips to reduce the diameter does not appreciably affect the static thrust coefficient.
BRITISH TESTS

(6a)

$
80~ G ~-7..
# : u-& t -1. .$ 50RW ~ m 40000 ; x \. \

\\

A very complete investigation of propeller characteristics is covered by Reports and Memoranda No. 829 of the British Aeronautical Research Committee, @eference 8.) Static thrust data from this report are given in Tables VI and VII. The former covers propellers having constant pitch along the blade, while the latter have the variable pitch distribution obtained with the usual blade adjustment. Values of K=. are plotted against blade angle at 0.76 R on Figure 3. The data are usually consistent due to care exercised in eliminating interference and fall very close to the three curves, the one for two blades being identical with that given on Figure 2.

\ \ \

.+

.6

.8.
Pif ch P Diomefer 3

LO

12

FIOUME1.-St8tlo tbnwt cmfiiclentsfor 2-bladevnmlen Prwdkrw

Darandand L@&stesk

N. A. O. LTc&nfcal R6PRt No.33

N. A. C. A. TESTS

Three series of systematic tests on adjustable blade metil propelle~ have been made by the National Advisory Committee for Aeronautics in the propeller research tunnel at Langley Field. (References 5, 6, and 7.) Static thrust data horn these reports are given in Tables II to V, inclusive, and the values of KTO are plotted against blade setting at 0.75 R in Figure 2. There is a considerable scattering of the points probably due to fuselage interference effects and ta the method of obtainrng the static vahm of CT and CPby extrapolation but the trend of the,variation is well defied. It is of considerable interest to note the reduction in static thrust at high pitch angles for propellers with the Clark Y section. This characteristic, which may be due to an early stalling of the blade sections, has been observed in flight tests to such an extent that a separate curve is apparently req tired

&bfode Fmum 2-StatIo

mgle, o%gees,

of Q 75

Unuutwaffkhts for adjustableblademeti propollora

THE CALCULATION

OF STATIC THRUST

For any given set of design conditions the static thrust may be calculated from equation (5):
&,X

(b.h )

o-~

(6)

the proper value of K= being obtained from I?igurea1, 2, or 3. In the case of adjustable blade metal propellers it is common practice to specify the blade setting in terms of the blade angle at the 42-inch radius. Figure 4 has been prepared for obtaining blade anglea at 0.75 R from the values at the 42-inch radius, for conventional pitch distributions. Thi.a cmrve gives the correction Ad to be added to or subtracted from the

STATIC THRUST OF AIEPLANH

PROPELLERS

127

blade angle at the 42-inch radius to obtain the blade angle at the 0.76 1?. In design studies it is more convenient to work with the V/nD for mmimum efficiency than with the blade ~gle. Figure 5 is a plot of KT, against V/nD for maximum efficiency, using the data from Tablea I to VII. The points appear to fall nearer to regular curves than when p/D or o is used as the base. In using equation (5), the full rated b.hp and r.p.m. may be used without appreciable error since the ratio b.hp/r.p.m. is substantially constant for full-throttle operation.

~
.Q

* 4&xw

3(XMO

FIGURE4.Canwth h obtaining bledo auk at CL76odfrMfrom blade f#t@ at r 42 shtton. PmMva (+) vfdnH cd A Oto ba added to mtthg at 42 etafioq n-~ve () * to be snbtraetd to@ blede angle at 0.75IWUUS. EXWIIpIO: For 10R dh. ProP. A$=9. L90.7~.b4y_p

12

IIS.

20

24

28

32

38

0,blade mgf.. dqees, of 0.75 R EIOUBE3.Statto tbrnet cmllkients metal propeUem Brftisb kts, IL & M. kc Ao.629

6. The variable pitch -propeller will give a large increase in static thrust coefficient when the available blade setting change is .mi3icient to attain blade angles of 12 or less.

CONCLUSIONS

A study of the collected data leads to the following conclusions: 1. In general, narrow blades give a h~her static thrust coefficient than wide blades. 2. Thin blades appear to give a higher static thrust coefficient for low pitch setting and lem static thrust at high pitch settings than thick blades. 3. Blade section may be very important in determining the static thrust coefficient at high pitch settings. 4. There is a decrease in the static thrust coefficient due to the use of 3 or 4 blades at low pitch settings but the curves converge into one curve at and above a blade setting of 23 at 0.75 R. 5. The effect of gearing an engine is to reduce the propeller r. p. m., to increase the diameter, and to increase the pitch or blade angle required. With large reduction ratios the effect of the increased diameter and the reduction in Km corresponding to the increased pitch may more than offset the effect of the change in r. p. m., and thus reduce the static thrust.

BUILEAU

or AERONAUTICS,
DEPARTMENT,

NAVY

WU=GTON,

D.

C. Sept.,

19w?.

REFERENCES 1. Warner, Edward P.: The Problem of the Helicopter. T. N. No. 4, N. A. C. A., 1920. 2. Warner, Edward P.: Airplane De@n-Aerodynarnicc. Chapter XIV.) MoGraw-Hfll Book Co., Inc., New $ ork Citv. 1927. 3. Di~ ~ - S.g.Engineering Aerodynamic. The Ronald 4. Durand, Tl? F., Ad Lesley, E. P.: erimental Research A. C. A., 1920. % on b Propellers-11 T. IL No. 30, 5. Weick, Fred E.: FuU-Soale Wind-Tunn~ Teets of a l?ariea of Metal Propeller on a VE-7 Airplane. T. IL No. 306, N. L C. A.. 1929. 6. Wood, Donald H.: Full-scale Wind-Tunnel Tests of a Propeller with the Diameter Changed by Cutting Off the 7. +a~~;!#~B;
No. 37% 8. F N. A. C. L

~$%;Y$;+;~~mhpti0R9 . .
1931.

T. R.

e, A.: ~ck, C. N. ~. Howard R. G., and Bateman, H.: erunents with a $amily 0$ AiracrewE Inoluding the % Effeot of Traotor and Pusher Bodies. Part I. Experiments with the Family of Airacraws Mountad in Front of a Small Body. R. & M. No. 829, British IL R. C., 1922.

. ..

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128
.
110000

REPORT NATIONAL

ADVISORY COMMIITDE FOR AERONAUTICS

I .
0

+
x A

x AF 6 Clark Y

N.A.C.A.
}

Iocwoo

o n c)
0 \ x x+ o 0 o

R A. F. 6, cuf-off fipS,N.A.C.A. British fests,R and M 829 hand and Lesley, waad

900W =. .

0+ AA L

80000 \ N ~\ \ N < -t + 7~ u ~ 0 z ; 3 > ;.@OOO > o G \ >A - \ \ N \ \ N \ \ \ \

4 blades

\ + \

\ < Clark ~ mefa; \

xx a n x
A Y

5oom

\ + \ lX N x A A \ o + x . k, 0 -J-

f \ W&,2 blades

A e A.&al /

3om

a+ ~
\ +-. A

o c)

\ $OyJ)

.40

.60 ~

X0
far maxim-u m efficiency FlouEE5.

J.(W

1.20

1.40

STATIC TERUST OF AIRP.LANEI PROPELLE.R5 TABLE I TM3LE IV STATIC THRUST COEFFICIENTS FOR MXTUSTABLE PITCH PROPELLERS WITH NAVY STANDARD SECTION MODIFIED R. A. F.-$) N. A. C. A. TESTS, TECH & CAL REPORT NO. 37S
Blade Otgw D.7KE e 0.$3 .78 :: . 4Q .47 .s-2 .24 .65 .04 .4s .47 LW .m I I I @mm o U 1.5 19 !u 27 Cro CPQ
7-

STATIC THRUST COEFFICIENTS FOR WOODEN PRO PELLERS-DATA FROM DURAND AND LESLEY7 ;WNJ, TABLE V, N. A. C. A. TECHljICAL REPOW

Wsinmnl emc!qley

mdont Kr, f%:

throstw-

Staue

%!%
821m 61f03 761OI S48m 8141M 61am

acm

am .am .102 .113 .111 .Usl .C@3 :% .116 .075 .m .101 . VM .116

Lla&

:-~ .795

a: .70

:%?2.810 .m .s20
.C@ .041 %J

.133

11 :; 23 27 11 15 ; 27

.m .740
.7W .81M .Sm .O@ .73a .7s2 .Eaa .FJJ5

LE .4a
.W .n .8s .W

.10

TABLE

II

:R .0s3 .Cm5 .Ca3

.43 .@ .73

STATIC THRUST COEFFICIENTS FOR MET~ PRC j~LW# N. A. C. A. TESTS, TECHNICAL REPO13 .

i:

TABLE

W:yg

B~de 8tatIothrnn SbMe

C@meIont G*

0.76R6 11 1P % F

1?
CzMTtoknt
CPO

v m *W
q-

s&lnOdry
KTO

STATIC THRUST COEFFICIENTS FOR ADJUSTABLE PITCH PROPELLER9 WITH CLARK Y SECTION N. JL C. A. TESTS, TECHNICAL REPORT NO. 37S

0.07!3 .W .101 .0%s .m

:% I :$ .a$cl .n .91 .037 .OW L18

1% Blede 4m amber

retio

%% e

cr~

CPO
~.

static tulrstr=mfa

dent KrO

TABLE III STATIC THRUST COEFFICIENTS FOR ADJUSTABL METAL PROPELLERS WITH CUT-OFF TIPS N. J C. A. TESTS, TECHNICAL REPORT NO. 351
Bkde
%7%* o . . la o 12 z 23 6.6 12 17 ?3 !23 12 z 26 lL6 E4 17 23 2% 12 17 23 a am

0 U 16 ~ 27

o.ffll .Cal . IM .114 .U37 .078 .m .074 .m .10.5 .075 %! .On .m

U& :% . Ho .CL9 .mu .050

0.72s .777

:%! .Sm
. 7E#l :% .&m .S2n .746 .778 .!lm .813 .823

CL46 .@l .77 i% :% .76 i% .EJ1 .62 .77 i:

Wml am 23SWJ 88SM 43m 340) 8z4m m ZEml

Statfo Vdoa

M8dmm

emd- I

.09

Dtern?IWD

fwt

Cro ~~
.m .(W .W1 .QM % .W3 . 1K4 .110 .114 .m .116 . lm .134 $% .149 .148

CPO
Ur& ;% .cm
.046

11 15 19 23 27 11 15 %! 27

:!%
.C@l .040 .au .079 .m

.10

ann .m .819 .s6 .714 .nl .m .Ea2 .7a5 .7s9 .791 .810 .6s9 . 7b6 .7%5 .Em .675 .740 .772 .7W

a48 .06 i: .48 .63 i: .48 .64 i: -47 .09 i!?

E37m 2671m Ww ZEw alzo mm 3m01 anal 874W 461cm

acfm

.W6

.aiia ,118 ,CB6 .@$a . Ml .m .U7 .&n .Ow .1$3 %? .G97 .169

9.0

.W

.034!

&o

L 10

:a

.47

. lau

>

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130

RI)PORT NATIONAL TABLE VI

ADVISORY COhUKFITEE FOR AERONAUTICS I TABLE VJl

STATIC THRUST COEFFICIENTS FOR METAL PR( PELLERS DATA FROM BRITISH A R. C. IL & h NO. S29
Blade

TATIC THRUST COEFFICIENTS FOR ADJUSTABLE PITCH METAL PROPELLERSDATA FROM BRITISH A. R. C. 1%& M. NO. 829
Swio dnto

stem data Statfo

COe&i v-

8W1O tJlrllJ

V/rm
rm ~.

KTO

V/m torqm ,.

T&Et

Clont_
Kr(

afeni Kro

0.643 :% .630

a3m % .4$0 .624 .623 .823

am :%
.Cm .532

:$% .83
:% .s35
.e04 .652

.m
.W

iE L370 .46s :@ .970 .!EU .910 :E% .&m .475 .4E8 .4M .477 % .434

; 15 12 0 16 W 230 2s30 3233 3530 q ;:

J% 7 16 120 16 30 no mm =24 ?Ja2

aw

:!?8
.M26

:% .Cs2

.1232 . 12s3 . 144K .1466 .0322 .W5 .1330 :% .1880 .2245 .2?2.0 .ZIM .2470

.s!2 . s-75 .m .6s4 .W .S.M .&37 :% .m . 7s ;~

.m :%
.&a

:%

:&i