There have been efforts to develop propellers for aircraft at high subsonic speeds.

[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal
There have been efforts to develop propellers for aircraft at high subsonic speeds.[30] The
'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low
as possible by careful control of pitch to allow the blades to have large helix angles; thin
blade sections are used and the blades are swept back in a scimitar shape (Scimitar
propeller); a large number of blades are used to reduce work per blade and so circulation
strength; contra-rotation is used. The propellers designed are more efficient than turbo-fans
and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is
tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design).

Forces acting on a propeller[edit]

Forces acting on the blades of an aircraft propeller include the following. Some of these
forces can be arranged to counteract each other, reducing the overall mechanical stresses
imposed.[31][1]
Thrust bending
Thrust loads on the blades, in reaction to the force pushing the air backwards, act
to bend the blades forward. Blades are therefore often raked forwards, such that
the outward centrifugal force of rotation acts to bend them backwards, thus
balancing out the bending effects.
Centrifugal and aerodynamic twisting
A centrifugal twisting force is experienced by any asymmetrical spinning object. In
the propeller it acts to twist the blades to a fine pitch. The aerodynamic centre of
pressure is therefore usually arranged to be slightly forward of its mechanical
centreline, creating a twisting moment towards coarse pitch and counteracting the
centrifugal moment. However in a high-speed dive the aerodynamic force can
change significantly and the moments can become unbalanced.
Centrifugal