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**One of the most frequently asked question refers to the thrust which an EDF can develop.
**

This can be answered in different ways dependent on your point of view and fierce

discussions usually erupt in discussions about this subject. When all secondary influences

have been eliminated however one can find that two major factors are primarily responsible:

the motor power and the EXIT AREA of the fan air jet. Under normal circumstances the

NOZZLE EXIT AREA will be in the region of 70 to 90 % of the fan ANNULUS area (also

called FSA = fan swept area) and if a short piece of conical duct is used to achieve this one

can usually neglect the thrust loss associated with the extension, when it is not longer than

say one or two nozzle diameters.

This rather basic but surprisingly accurate (and

therefore useful) interrelation is depicted in the

graph to the left. It shows the change of (static)

thrust over the exit diameter for various powers.

Alternatively for a fixed exit it shows the increase

in thrust at various power levels.

If you want to know the thrust of a particular fan

installation, first establish the exit area and find

the power which the motor provides at the shaft.

Where the power line crosses the area diameter

you can read off the thrust at the scale on the left

side of the graph.

On modern brushless motors the shaft output

power can be taken as about 80-90 % of the

electrical input power.

As an example let’s take the 800W line (=1000W

power input). The line is highlighted red in the

graph.

The exit diameter of the thrust tube (nozzle exit)

has been chosen to be 60mm and the

intersection of those two lines indicate a thrust of

around 18N ~ 1.8kgf.

Now this is only the static thrust and this will

reduce significantly with the flying speed, but as a

first approximation this graph can be quite helpful.

It certainly puts an end to unrealistic claims of some fan manufacturers.

At the lower end of the power spectrum it becomes difficult to establish reliable values due to

the scale of this graph. If there is sufficient interest I could calculate and draw a separate

graph especially for this section.

The thrust decay over the flying speed is a fact which can be easily calculated using first

principals of physics. There is unfortunately no truth in the often miss-reported hearsay that

the thrust increases with flying speed. It may be based on the observed sound effect which

sometimes derives from the fan in the start phase.

Basically there is nothing to be done to increase thrust at flying velocity – apart from adding

power. But that would then be available for the static case as well, so we are back to square

one.

Static thrust T of a ducted fan

depending on nozzle diameter d

for various power inputs

0

e

d (mm)

e

T

(N)

0

4

0

0

0

W

3

2

0

0

W

2

4

0

0

W

1

6

0

0

W

1

2

0

0

W

8

0

0

W

400W

200W

100W

50W

The graph on the left shows

the typical thrust behaviour of

a ducted fan installation.

The same applies to smaller

EDFs in proportion.

The pink under-laid area

indicates the influence of the

ducting, be it very well done

or rather badly; the velocity

gain can be up to around

23% in this case for the same

model (apart from the

ducting)!

It also shows that there is

always less static thrust

available in the installed

situation as compared with

the static thrust measurements done in a test stand. This is caused by the small intake lip

curvature compared to the bell mouth shaped intake for testing. The intake loss in the static

situation can be more than 50% of the advertised thrust, if the intake is badly designed with

sharp edges and increasing cross section downstream (diffuser). This becomes particularly

pronounced on small and less powerful EDFs. But one can also see that the thrust in that

case can increase with the “flying” speed to a certain extent; and this phenomenon probably

has led to the hearsay as mentioned further up.

Apart from the absolute power and the diameter of the exit nozzle the next important aspect

which influences the thrust of an EDF (as we have seen above already) is the design of the

ducting, which can ruin the performance of an otherwise good fan if not done correctly. The

fan shroud resistance is usually incorporated in the fan thrust values and is left out of the

calculations here. In total it amounts to about 2-3% thrust loss at normal operating conditions.

Another one of those ominous questions about ducted fans concerns the efficiency of those

machines, absolute and in comparison to normal propellers.

Despite the fact that efficiency is an accurately defined entity one can often see a term – N/W

or oz/W (thrust/power) masquerading as such but which is not the efficiency at all, giving an

indication of how much thrust is produced per unit of input power. This is a variable figure

which depends on the design parameters of the propulsion unit and is not to be used as an

indicator of the merits of a device.

The term efficiency for ducted fans (or any propulsion unit) is a measure of how much input

power is actually converted into propulsion. The latter is the amount of energy transferred to

the mass flow. Efficiency is a factor smaller than “1” (or <100%) without a dimension, whilst

thrust/power (N/W or even oz/HP) has a dimension [N/W].

Below is a graph which shows the spread of power loading for various propulsion methods

from the light helicopter to the high power Osprey tilt rotor and the even higher powered lift

jets Harrier and JSF 35. The vertical scale is the thrust to power ratio, which goes up to 6kgf

of thrust per kW, and the horizontal scale is the disk loading, which extends to 50,000kg/m^2.

0 20 40 60 80

0 45 90 135 180

40

30

20

10

50

flying speed in m/s

T

h

r

u

s

t

i

n

N

Possible speed loss -or

gain -due to installation

Resistance curve over flying

speed for model aeroplane

Thrust loss due to bad installation,

particularly unsuitable inlet geometry,

ducting and double conversions

Theoretical thrust curve

for a fan efficiency of 0.9

mph

Static Intake loss

Typical relation of EDF thrust and model drag

over the flying velocity (including the influence of

inappropriate ducting).

The values apply to a 2-3kW WM1000 system.

The disk loading is an entity similar to the wing loading of the whole plane. One can generally

say that the higher the disk loading the less thrust can be developed from a unit of power;

better understood in the reciprocal form: more power per unit thrust.

A simple equation T=m *dv expresses the thrust in physical notation. T depicts the thrust,

“m” is the mass flow and dv the velocity change of the mass flow through the propulsive

device. One can see that for a certain thrust value one can use a high mass flow with a small

dv, or a small “m” with a high velocity difference. The graph here can be seen as a visual

expression of this behaviour using the disk loading to represent the velocity difference: a high

disk loading represents a high velocity differential.

A curve of particular interest is the line marked “Theoretical limit for propulsive efficiency = 1”.

Any real device would be in the region to the left and below that line. If a particular fan

advertises parameters which would place them to the right and above that line the efficiency

would be greater than 1 – long live the perpetuum mobile!

I have purposefully drawn the EDF’s power spectrum very wide to cover the reality as I find it

in the model world: on one end the low powered smallish fans of the far east GWS

provenience and on the other side the high power variety of the “black brigade” exemplified

by DS and similar.

Let’s look at the extreme ends of

the covered EDF spectrum: at the

low end, left on the red power line

we find values of 3.5kgf/kW with

the corresponding disk load of

65kg/m^2. Converted to a small

EDF this calculates to 70gram of

thrust produced by 20Watt of

(shaft) power. The corresponding

disk load is 65kg/m^2 or 6.5gram

per cm^2 which calculates to a

nozzle diameter of 37.5mm.

A high performance 90mm EDF

exhibits values which are settled at

the other end of the bubble:1.7-

1.8kgf per 1 kW (shaft) power and

a disk load of around 315kgf/m^2 =

31.5 gr/cm^2 results in an area of

57cm^2 which equates to about 85mm exit diameter.

This is a very good tool for performance comparisons; EDFs who’s values are outside the

bubble or even lie on the wrong side of the efficiency = 1 curve should be viewed with

caution.

In the next instalment we will deal with ducting issues – design and analysis

Have fun with fans!

L

i

f

t

C

a

p

a

c

i

t

y

:

k

g

f

/

k

W

Theoretical Limit

for propulsive

efficiency = 1

Disk Loading in kgf/m

2

Relation between power loading and area (disk)

loading for various propulsion methods.

0 8 12.5 20 31.5 50 79.3 126 200 315 500 5000 50000

Lift Fans

"DOAK", " A22"

Lift Jets

"JSF 35" "Harrier"

Lift Fans

"DOAK", " A22"

Lift Jets

"JSF 35" "Harrier"

Tilt Rotors

"OSPREY"

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