Design And Build Your Own Propeller

By Fred A. Weick, EAA No. 7882

Based on NACA TN 212

Piper Aircraft Corporation
INTRODUCTION Vero Beach. Florida. U S A

hile a great variety of new and used factory-made

W propellers are available for airplane engines in the
65 to 100 hp class, next to nothing is available in the
July 7, i960
way of such propellers for experimental aircraft powered
by engines of less than 50 hp. The usual way of obtaining
a propeller for such a rig is to have one made to order Hr. Bob Whittier, Assistant Editor
SPORT AVIATION
by a propeller firm. It may not cost too much if the 57 Swift Avenue
required diameter and pitch are fairly close to the dimen- Osterville, Mass.
sions of some stock propeller, but it can be fairly expen- Dear Hr. Whittier:
sive and time-consuming to have a special stick made to
unusual dimensions. Thank you for letting me examine the enclosed
article before republishing it in SPORT AVIATION. As you
As sport aviation moves into the ultra-light field where recognized,the article printed in The techanical Package
experiments must be made with a variety of small non- Magazine was taken directly from NACA TN 212 but the portion
on carving the propeller was added by the magazine.
aeronautical engines, the need becomes greater for infor-
mation on making home-made propellers. Propeller de- I believe that the information is as good now as
it was in 192li and it should still produce a good propeller
sign information . . . much of it highly mathematical . . . for all-around performance. If the propeller has a relatively
is to be found in textbooks but most of it is too advanced high pitch the airfoil section used, the old RAF6,will give
excellent take-off performance. Very slightly better high
and too scattered to be of direct use to the amateur de- speed and cruising performance could be obtained by
signer. Your editors have determined that perhaps the substituting the dark Y type airfoil section, and this would
best simplified method ever published was given in NACA also help the climb if the propeller is of very low pitch
(p/b - .6 or less).
Technical Manual No. 212, by Fred E. Weick. It appeared
very long ago, in 1925 to be exact, and with this in view TN 212 was the first Report I wrote for the NACA
and I get quite a kick from seeing it get into circulation
the editors contacted Mr. Weick and asked his opinion again over 35 years later.
on the wisdom of republishing it in 1960.
Sincerely,
In his reply, the noted designer said he feels the in-
formation is as good now as it was then (the air has not PIPER AIRCRAFT CORPORATION
changed!) but suggests that while the RAF 6 airfoil shown
in the drawings will give excellent take-off performance
in a propeller of fairly high pitch, substituting the Clark Fred £. Weick
Y may give slightly better high speed and cruising per- Director, Development Center
formance and would help climb in a propeller of low FEW:rm
pitch, p/D — .6 or less. The reader should also see "Why
The S-Curve in Propellers?" in the May, 1960 issue of &i closure
SPORT AVIATION. In the accompanying drawings it will
be noted that there is shown a "Line of Centers of Gravity less pitch, and usually greater diameter, will show the
best performance in climb. The best propeller for all-
of Sections". This curved line is mathematically derived
and is a function of propeller rotational speed. One may
around service will have characteristics between the high
wish to use a straight line instead of a curved one for speed propeller and the climbing propeller. As the "ser-
vice" propeller is the type most commonly used, it is the
the line of centers of gravity. This will produce a pro-
subject of this article.
peller of modern "toothpick" or straight-bladed shape.
NACA TN 127, "The Air Propeller, its Strength and Cor- In the case of a tractor propeller, where the fuselage
is in the slipstream, the power absorbed is greater than
rect Shape", gives details on plotting the center of gravity
curve, if it is desired to study this matter further. The
that of the propeller running alone. The amount of this
power increase depends on the size and form of the fuse-
blade outline shown, however, is still quite acceptable
lage. In this method of design, it is considered that
for small-diameter propellers used with motors below
the 50 hp figure.
a tractor propeller is operating in front of an average
fuselage.
The accuracy with which a propeller will fit certain
GENERAL operating conditions depends primarily on the correct-
For every combination of airplane and engine, there ness of the performance figures (hp, rpm, and speed) of
is a certain design of propeller which will give the high- the airplane and engine. If these are not correct the
est maximum speed. A slightly different design having Continued on next page
SPORT AVIATION 11
DESIGN AND BUILD. .. fig. 2
Continued from preceding page /. tq
propeller will not give the desired performance. This
article is based on data sufficiently accurate for the
design of propellers for airplanes ranging from power-
driven models of less than one horsepower up to airplanes
of about fifty horsepower.
BASIS OF DESIGN
The data necessary for the designing of a propeller
are the brake horsepower of the engine, the revolutions
per minute of the propeller shaft, and the speed of the
airplane. These comprise the required performance of
the combination of airplane, engine and propeller. A
non-dimensional coefficient involving the above factors is
/ o vs
V Pn2 , where
v = Airspeed in ft. per sec.
P = Power in ft. lb. per sec.
n = Revolutions per sec.
o = Density of air in mass units.
This relation is developed in NACA Technical Report
No. 186 by Walter S. Diehl.
Using engineering units and the value of o for stan-
dard atmosphere, the relation becomes
Performance coefficient =
.325 / VS
VHP. x N2
V = Airspeed in miles per hour.
HP. = Brake horsepower of engine.
N = Revolutions per minute.
This equation can be readily solved by means of the
nomogram in Fig. 1. or value of J at which it works at its maximum efficiency.
The operating conditions of any propeller are gov- It also has a value of J at which it should be operating
erned by the airspeed, the revolutions and the propeller when it is an all-around service propeller on an airplane
diameter. These are put into another dimensionless co- traveling at maximum speed.
efficient called J. Fig. 2 is a curve made up of a series of these values
v 1056V of J for varying pitch-diameter ratios, plotted against the
J ———
corresponding values of the performance coefficient
nd ND
where d = Propeller diameter in feet. / o y5
D = Propeller diameter in inches. V P n2
Any propeller of pitch p, and diameter D, or pitch- The data for this curve are based on Durand's Navy
diameter ratio p/D, has a definite operating condition Model Tests, but are entirely modified by flight tests, a
- 4 - 30
-5
soo
j- 6
- IOO 4C -
; 7
- -
1
8 ' SO
- so - IOOO

'- 9 4O
—ee———— — - /SOC
, S.3
30 CL
^-zoW
'T E. --__— ———— ,
-75——~~5
3OOO
80
- /.s
-
<5 '-IS
1

;. *
1
- 40OO
90
-5000
- IOO - 6000
L
2 ^
|
[2.5 - 5
P 4
E 3 ISO
? J -_ PEfffOf
PERFORMANCE COEFFICIENT
NOMOGPAM
4
r 2
200
- DIRECTIONS -
1. Draw a
/.S R. P.M.. >
rs it cuts
Z5O S. Drama,a. line from this point thru.
s •'
the M.P. H. and extend, thru the
- ~ PGTTOvrn.
E-7 •'

12 DECEMBER 1960
 Fig. 3
varies with the diameter and the revolutions per minute.
If the product of the revolutions times the diameter in
E|EEE EEEEEEE|EEE|EE|| ^:;|p;i;i:^: inches (ND) is less than 170,000, the stresses in the par-
ticular design of propeller used in this report will be
so low that spruce can safely be used. If it is under
-Til..*,-,. +- ,-,.! _ p _ - . _ _ _ . J_l_ _ _

. . tt - - ~t ............ ,00
210,000 walnut mahogany or white oak will be sufficiently
EiSEiiEEEEEIEEEEEE
strong, but for anything over this figure, birch or hickory
. . . . . . . . . . . . . . _.,-. - - _ _ . _ - - - -
should be used. If, as very rarely happens, ND exceeds
240,000, this design cannot be safely used, and a thicker
blade will be necessary, entailing a loss of efficiency.
1 '
LAYOUT AND DRAWING
- - - J - ± - T : j--;:::: c The layout of the basic propeller is shown in Fig. 4.
..---_.._-_-_--._..-. All dimensions necessary for drawing the propeller are
........-...-....--..-
1' U ~ ' " '; lit::: :::::::::::: shown in terms of the diameter with the exception of the
blade angles and the airfoil sections. A drawing of the
............_........ g
:Em:::::i ::^::::::::::::::: . . _ _ - _ - . _ _ . . - - - _ - - - - . fc
master section is shown in Fig. 5.
. . - - - . , - . . _ , - _ - . N, The blade angles are based on uniform geometric-
_._... ... - - . . . . _ _ . . . . _ pitch, so for any section
p/D
tan blade angle = ——
2*r
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 against the pitch-diameter ratio p/D, for-
- • i - - - - - - - - - - r ---•-.•«> each of the six sections of the basic propeller.
It will be noticed that the centers of gravity of the
sections lie on a line which is determined by offsets from
the radial centerline (Figs. 4 and 7). This is for the
.50 ^> .70 .60 .SO 4O. purpose of reducing the stresses, as is explained in the
Efficicnc y
article "Why the S-curve in Propellers" in the May, 1960
issue of SPORT AVIATION.
Care must be taken to distinguish correctly between
few of which were made under the direction of Professor right-hand rotation and left-hand rotation. A right-hand
E. P. Lesley at Langley Field. Most of them, however, are propeller turns clockwise when viewed from the slip-
regular propeller performance tests. The curve is for stream. The basic propeller in Fig. 4 is right-hand and
service propellers working in front of a fuselage of aver- the example in Fig. 7 is left-hand. This will help in de-
age resistance and proportions. The use of the curve is signing propellers for VW engines where left-hand
simple, giving directly the values of J and p/D for the rotation is encountered.
performance coefficient obtained from the nomogram in
Fig. 1.
ACTUAL STEPS IN DESIGN AND LAYOUT
The diameter is then given by the relation
1056V Given: Brake horsepower, revolutions per minute,
D = ————— . speed in miles per hour, engine hub dimensions, and
NJ direction of rotation.
The pitch is found by multiplying the diameter by the 1. Performance Coefficient (Fig. 1).
pitch-diameter ratio found in Fig. 2, or p — p/D x D. (a) A straight edge is run through the given HP
on the horsepower scale and through the corresponding
EFFICIENCY value of N on the revolutions per minute scale, and the
The approximate efficiency of the propeller when point where it crosses the reference line is marked.
working at the operating condition or value of J for (b) The straight edge is then run from the above
which it was designed, is shown in Fig. 3. The value of point on the reference line through the given speed on
the efficiency is higher for the higher values of J. the miles per hour scale, and the value is read where the
A geared-down propeller operates at a higher value straight edge cuts the Performance Coefficient scale.
of J than a corresponding direct drive propeller, and is 2. J and p/D (Fig. 2).
therefore more efficient, other things being equal. Sim- (a) The point for the value of the Performance
ilarly, a propeller on a direct-drive engine running at Coefficient is projected to curve.
moderate rpm is better than one running at rather high (b) The value of J is read on scale at left.
rpm. Some Volkswagen rigs for example run their pro- (c) The value of p/D is read on scale on the
pellers at 3500 rpm, and this is on the high side for curve itself.
efficiency.
3. Diameter.
The propeller efficiency at the speed for best climb
is usually from .87 to .93 of that for high speed. 1056V
(a) D = inches.
With the efficiency, HP and speed known, NJ
375 x HP x efficiency 4. Efficiency (Fig. 3).
Thrust in lb. = ——————————————_ . (a) The efficiency is determined for the value
of J found in Fig. 2.
STRENGTH
5. Dimensions necessary to laying out the propeller
are found by multiplying the dimensions given on the
The stresses in a propeller of given proportions vary basic propeller (Fig. 4) by the above diameter.
as the square of the tip speed. Practically, the tip speed Continued on next page
SPORT AVIATION 13
 Fig. 4-
BASIC PROPELLER
Dimensions in tervn*.
erf the Diameter flight
Hand, shou/ri,.

Tra ilino
cage --

^ Scale or fit to Hub -«- -f, .OffJ O L-r fit tJ Engine Hub -*- SECTIONS
SIDE ELEVAJIOH PLAN VIEW irig tl-orri Hub t£> Tip

DESIGN AND BUILD . . . 7. The blade angles are found for the above p/D on
Continued from preceding page Fig. 6, for the various sections.
6. The dimensions of the individual blade sections
EXAMPLE
are found by multiplying the maximum blade thickness
by the ordinates shown in the master section (Fig. 5). The Given: hp = 20.
N = 2000 revolutions per minute.
V = 60 miles per hour.
O.O77 ffadSuS--.
Rotation — Left-hand.
* ^• Hub dimensions as shown in Fig. 7.
* ^ *'• 1. Performance Coefficient = 1.01 (Fig. 1).
(The solution of this is shown on figure.)
2. For a value of the performance coefficient of 1.01.
J = .484 and p/D = .560 from Fig. 2.
1056V 1056 X 60
sections are divided into ten equal divisions with the di- 3. Diameter, D = ———— = ——————— = 65.5 in.
vision nearest the leading edge subdivided into halves NJ 2000 x .484
and quarters. Pitch, p — p/D X D = .560 x 65.5 = 36.7 inches.
The two sections nearest the hub are double camber- 4. From Fig. 3, for J = .484 the efficiency is .71 or
ed. These are figured as if they were two single cambered 71%.
airfoils placed face to face, but new radii are drawn in 5. The dimensions necessary for layout are found
at the leading and trailing edges. from the basic propeller and the master blade section
14 DECEMBER 1960
 60

0.4- o.i o. a 0.9 1.0

ch-diarneter* -ra-tio—p/D
Blcute Aryte Curves

Fig. 6 — Blade angles plotted against P/D ratio for master propeller.

(Figs. 4 and 5). (These may be checked on drawing of this

example, Fig. 7.)
6. The blade angles for p/D /D = .560 are found
from Fig. 6, as follows:
Section Angle
.075D 50.0°
.15 D 30.7°
.225D 21.6°
.30 D 16.5°
.375D 13.4°
.45 D 11.3°

CONSTRUCTION
The layout is made full scale, first drawing the cen-
ter-lines and lines of the centers of gravity of the sections
as shown in Fig. 4. The sections are drawn in around
their respective centers of gravity at the correct blade
angles. They are projected up to get the side elevation
and plan views. The dimensions marked "scale" in
Fig. 4, are measured on these views and checked by the
corresponding measurements on the sections.
The lamination lines are drawn in as shown in Fig. 7.
Laminations may be from J/4 in. to 1 in. thick, all of the Fig. 8
laminations in a single propeller having the same thick- Special jig for gluing up staggered propeller laminations.
ness, except perhaps the outside ones. The lamination
lines should be smooth curves, showing that the propeller
is fair and will be without bumps or waves. This is a building one propeller will not wish to make a special
good check on the dimensions and drawing. The prin- jig, it is better to use merely a series of rectangular
ciple is similar to that used for "sandwich" construction boards for the propeller blank. In Fig. 7, from the side
in ship model hulls. The hull drawing is marked off with view it is possible to take off the lengths of each of the
several waterlines and the planform at each waterline laminations, and the boards can be of similar lengths.
taken off to get the outline of each of the several layers Such a stack of straight laminations of equal width is far
of wood. When all layers are glued up the lamination easier to clamp up tightly with ordinary general-purpose
lines then provide guides for carving. When the same woodworking clamps.
idea is used to make a propeller, however, a complication The prime reason why laminated construction is
arises. In Fig. 8 is shown a special gluing jig for a pro- used is to reduce wood warping with weather changes.
peller. Due to the steplike positions of the several lam- To realize the utmost advantage from lamination it is
inations, if a simple clamp is applied to the top lamina- essential that the wood be carefully selected for uniform-
tion it will tend more to tip the pile over than to apply ity of grain and be thoroughly seasoned. It is beyond the
vertical pressure to all laminations equally. The gluing scope of this article to discuss the extensive subject of
jig is designed to overcome this. But as the amateur Continued on next page
SPORT AVIATION 15
DESIGN AND BUILD PKOPELLER
YOUR OWN PROPELLER . . . -- -£5.S'
Pr1ch--------36.7 -
.
Air Speed-SO M.P.H.
Ho^s^ IXwffr-2O fatal ion- £•/¥ Hand,
Continued from preceding page
wood seasoning, drying, and moisture
content measurement so it will be
enough to stress that before building
a propeller, it is wise to study avia-
tion technical books to learn some-
thing about this subject before go-
ing ahead.
When the glue has dried thoroughly
the clamps are removed and the pro-
peller outline pencilled accurately
on the blank. With a bandsaw, re-
move all wood outside this line.
A series of templates is made from
the drawing showing the blade angles
and contours at the several stations,
Fig. 9. Rough trimming can be
done with a drawknife but as work
progresses it is best to switch to
a spokeshave to avoid digging out
too much wood. The final hair scrap-
ing may be done with a cabinet
scraper. It is well to check balance
as work progresses, so that when
final spokeshaving is done the bal-
ance is nearly perfect, and only very
small amounts of wood will be re-
moved from each blade in subse-
quent scraping and sandpapering.
Most aircraft maintenance books
show propeller-balancing rigs, and
any propeller shop in your area
should have a balancing stand with
mandrels. Be sure also to test both
blades for uniform tracking.
Balance before and after varnish-
ing. It is highly recommended that
the tips of the blades should be fab-
ric covered. Cotton aircraft fabric
may be glued on using some hard,
durable glue such as Elmer's wa-
terproof glue. Fitting of brass tip-
ing is a fussy operation and may be
dispensed with for experimental pro-
ellers, the tipping being put on af-
ter the propeller has been test-flown
and found to perform well. While the main purpose of
fabric tipping is to prevent wear, remember that it also
reinforces the thin wood in the outer areas of the blades
and helps materially to prevent splitting under air loads
and vibration. Removal of the tipping of an old and
unairworthy stock propeller will show how brass tipping
is applied.
As an empirical guide for those wishing some point
of departure in designing a prop, a Ford Model A turns
1800 rpm. and swings a 72 x 42 prop. The Heath Hender-
son turns 3000 and swings a 54 x 42 prop. Lawrence 28,
1750 rpm. and 60 x 46 prop. Indian Chief, 22 hp., turns
a 51 X 40 prop at 2500. The Harley 74 cu. in., 20 hp.,
turns the same prop 2000 rpm. and the little Indian Scout, —Photo courtesy of Sensenich Aircraft Propellers
18 hp., turns a 48 x 36 prop at 2000. Fig. 9 - The use of accurate templates
is essential to get both blades alike.

COMING IN 1961 . . . "Wing Design", a comprehensive study of the selection

Many fine articles are scheduled for publication in of airfoils and John Thorp's "Performance at a Glance"
SPORT AVIATION throughout 1961. which includes a copyrighted graph to make it easy
Two of these articles to watch for are Ray Borst's to correct for true airspeed.
16 DECEMBER 1960