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(a)
(b)
Figure 1. (a) Relative wind and (b) helical path traversed by a blade element.
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In the blade element theory of Glauert, the propeller is divided into a number of independent
sections along the length (figure 2). Then a force balance is applied among lift, drag, thrust
and torque per unit radius produced by each section. Balancing of axial and angular
momentum is also carried out. The resulting non-linear equations are solved by iterative
techniques. The section thrust and torque are then summed up to predict the overall
performance of the propeller. Because of the two-dimensional treatment of the flow-field, this
theory over predicts the thrust and under predicts the torque with the result of 5-10% increase
in theoretical efficiency over measured performance. However, the theory is used widely for
a good first order prediction of thrust, torque and efficiency for a large range of operating
conditions.
(a)
(b)
Figure 2. (a) Typical blade element (b) Force and flow vectors on an element
V0 axial flow velocity at propeller disk, V2 angular flow velocity vector, V1 section local flow
velocity vector summation of vectors V0 and V2
The lift and drag of a section are calculated using standard 2-D airfoil properties.
T L cos D sin , rQ D cos L sin
L C L 12 V12 cdr , D C D 12 V12 cdr , c is the blade chord, lift producing area is cdr
3. Inflow factors
A major complexity in applying this theory arises when trying to determine the magnitude of
the two flow components V0 and V2. V0 is roughly equal to the aircraft's forward velocity
(Vinf) but is increased by the propeller's own induced axial flow into a slipstream. V 2 is
roughly equal to the blade section's angular speed ( r) but is reduced slightly due to the
swirling nature of the flow induced by the propeller. To calculate V0 and V2 accurately both
axial and angular momentum balances must be applied to predict the induced flow effects on
a given blade element. As shown in the following diagram (figure 3) the induced flow
components can be defined as factors increasing or decreasing the major flow components.
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V0
V Vslipstream
2
so that
Vslipstream V (1 2a)
So
So
T T and Q Q
The non-dimension thrust co-efficient, torque co-efficient and advance ratios are given by
CT T / n 2 D 4 , CQ Q / n 2 D 5 , J V / nD
and
propeller J / 2 CT / CQ
where n is the rotational speed of the propeller in rev/s and D is the propeller diameter.
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