TH E AR C H IV E OF ME C H A N IC A L EN G IN E E R IN G

V ol. LI 2004 Number 4

Key words: propeller theory, propeller aerodynamics

PIOTR STRZELCZYK*)

METHOD OF CALCULATION OF NORMAL FORCE ON PROPELLER

AT ANGLE OF ATTACK BY SIMPLIFED VORTEX METHOD

In the paper, the author presents a certain approach to the calculation of

performance of the propeller exposed to inclined inflow conditions. The method
presented in the paper employs the results of vortex of propeller for averaged
velocity field as well as momentum and angular momentum theorem for the
propeller wake. The blade element in the model is regarded as a source of
tangential and axial force. Thanks to the approximation of lift force coefficient
vs. angle of attack by sine curve one can get a quadratic equation for local,
axial velocity component. The approach allows us to avoid an iterative solution
for the induced velocities. The tangential induced velocity may be calculated
from the relations obtained from vortex theory of propeller. A profile drag
is incorporated to the calculation when the value of inflow angle is known.
The presented method was compared with available data for propeller operating
at angle of attack and in the axial inflow. The comparison showed good agreement
with experimental data for the thrust and power coefficients for a wide range
of advance ratios and blade settings, and angles of attack ranging from 0-15 degrees.

NOMENCLATURE

aa lift curve slope 1/rd

A blade element shape parameter
B number of bladesc
C hord of the blade element m
Cps= Psi (prdD4) thrust coefficient
4
CP"'= PNl(prdD ) normal force coefficient

*) Rzeszów University of Technology, ul. Wincentego Pola 2, 35-959 Rzesrow, Poland;

E-mail: [email protected]
516 PIOTR STRZELCZYK

CN = Nl(pn;D5) power coefficient

CMz = Mzl(pn,;D5) yaw moment coefficient
Cx drag coefficient
Cz lift coefficient
D diameter of propellerm m
F Prandtl tip loss ratio
J = v.Jn.D advance ratio
J' = J cos as reduced advance ratio
M torque Nm
Ma Mach number
Mz yawing moment of propeller Nm
11s propeller number of rotations per second 1/s
N power w
PN normal force N
Ps thrust force N
r radial coordinate m
R propeller tip radius m
Re Reynolds number
V= freestream velocity mis
Vx axial component of velocity at propeller
disk mis
Ve tangential component of induced velocity
at propeller disk mis
w inflow velocity at the blade element mis
Greek letters:
a blade-section angle of attack rd
ao blade-section zero-lift angle of attack rd
as propeller angle of attack rd
a<0> = a-ao blade-section aerodynamic angle of attack rd
B local blade setting angle rd
f3<0> = /3- ao aerodynamic blade setting angle rd
r blade-section circulation m2/s
r= circulation for infinite number of blades m2/s
H efficiency of propeller
A= V=lwR advance ratio coefficient
<; = r/R dimensionless radial coordinate
~o dimensionless hub radius
p air density kg/m3
 M E T H O D O F C A L C U L A T IO N O F N O R M A L FO R C E O N PR O PE L L ER AT ... 517

a= Bc/2nr =- Be/2nĘ local solidity of propeller

<I> local inflow angle rd
XP = Czi aa sin a(OJ blade-element "efficiency"
lf/ blade azimuth angle rd
(JJ angular velocity of propeller axis rd/s

1. Introduction

The problem of determination of the normal force on propeller is of

interest of both aeronautical [2], [10], [15] and marine engineers [6]. In real
flight, propeller works at some angle of attack a5 (see: Fig. 1) forced by
geometrical angle of attack of the wing of airplane, and induced velocity
generated by wing ( or other parts of aircraft). For the tractor propeller, the
effective angle of attack will be increased by the wing induced velocities,
whereas for the pusher propeller the effective angle of attack wili be
diminished. In the case of small fast ships, some design reasons lead to the
propeller inclination of the propeller shaft. The inclination is even increased
by the trim of the boat, when she moves at high speed. The goal of the
presented work was to develop a simple method of calculation of the
performance of the propeller working at the angle of incidence.
The most common method [2], [10], [15] of estimating the normal force
on propeller has been given by Ribner [13]. The method took into account the
effect of propeller induced velocities and parasite drag of the blade. Another
method has been proposed by McCormick [10]. However, the author of the
method assumes constant chord of blade and averaged constant drag
coefficient along the blade span. Hall [5] has given a method of analysis of
propeller performance at angle of attack based on combined blade element
and momentum theory originally developed by McCormick [9] for propeller
in axial inflow. He also introduced tip loss coefficient for skewed propeller
wake. In the original paper by Hall, one may find that for small angles of
attack (±15) the values of tip loss coefficients are nearly the same as Prandtl
tip-loss factor [3] The induced velocities must be calculated making use of
iterative method, similary to the Glauert method [3]. Szantyr [6] developed
a method of design and analysis of marine propeller working in the inclined
flow. His approach was based on lifting line method employing Goldstein tip
loss factors [4], [6]. The lift curve as well as polar curve of hydrofoil were
corrected for cavitation.
518 PIOTR STRZELCZYK

plane of rotation

1rotatioO
3,ciS O
X

Fig. I. Propeller at angle of attack

Recently, Phillips et al. [13] have developed a method of analysis

of propeller performance in inclined flow. Their model is also based
on. lifting line model making use of Prandtl tip loss factor. The model
assumes small incidence of propeller, as well as linear lift curve. The
iterative solution procedure for induced inflow angle is nearly the same
as described in [6], [12].
The method of calculation of propeller performance in inclined flow
proposed by the author may be regarded as a generalization of earlier method
developed for the propeller analysis in axial inflow [17]. The model couples
a local momentum and angular momentum theorem with lifting line model
with Prandtl (or Goldstein) tip loss factor. Thanks to sinusoid representation
of the lift curve [14], [17], an analytical solution both for axial and tangential
induced velocities for given radius and azimuth of the blade is possible. After
calculation of angle of inflow, one may find lift and drag of airfoil. Hence,
after numerical integration of the blade element forces one may obtain
general propeller characteristics. There is no additional assumptions on
values of induced velocities, like in [13].

2. Basic equations of the model

The model of the propeller flow applied for the present method is based on
the following assumptions:
• Profile drag is neglected in the flow analysis;
• The lift curve is described by sinusoid as in eqn. (14);
• The blade element is a source of local axial and tangential forces;
• The velocity induced by bound vortices can be neglected;
 M ET H O D O F C A L C U L A T IO N O F N O R M A L FO R C E O N PR O PE L L E R A T ... 519

• The tangential and axial components of induced velocity in the far wake
are two times larger than at the actuator disk;
• The pressure at the far wake is equal to the ambient pressure.
The scheme of the inflow conditions on the propeller disk is presented
in Fig. 1.
The circulation of the velocity around single blade of the B-blade
propeller is coupled with circulation of the averaged velocity field by Prandtl
tip loss factor F:

(1)

The value of tip loss factor [3] is given by formula:

F
2
= n arccos ( exp (B2 2~sin¢T
- 1 )) (2)

·-·-·-·t·-·;----·-·-·-·-·-··;1- .i=: -· y

\\ I _I

\ i .. ·• ,.
·, .. __ ! .,·
·, ... ·--; ····· ,,,.·
---~---~- .... -
'
rear view

Fig. 2. Flow through the actuator disk and forces at the blade element. Schematic

Making use of Joukowski theorem, the elementary thrust and torque for the
blade element of ideal propeller may be written in the following form:

d2 r: B
drdlfl = 2n p Wf cos </J (3)

d2M;d B .
drdlfl = 2npWf rsm</J (4)
520 PIOTR STRZELCZYK

Employing momentum theorem to the elementary streamtube associated to

the analyzed blade element one may get the following two equations:

2
d Ps;d
d d = 2pVx(Vx - V=cosa,)rF
- (5)
,. lfl

(6)

The geometric relationships shown in Fig. 2. allow us to rewrite equations (3)

and (4) in the following form:

2
d P Sid
drdljl = B
p n
r ( air + v=sm. CX SJTI. ljl-
5
lT)
v0 (7)
2

(8)

Inserting right hand sides of (5) and (6) to (7) and (8) respectively, one may
get the following relations:

Br= 4nrV0F (9)

and:

Vx (Vx - V= cos a,) = (w r + V= sin as sin ljl- Ve) Ve (10)

Because the swirl component of induced velocity is usually small in

comparison with w r and axial velocity Vx, equation ( 1 O) may be linearised,
neglecting term V2 0 as a small of the second order 1. Hence, the relationship
between axial inflow Vx and tangential induced velocity takes form:

V _ Vx(Vx - V= cosa,)
0 (11)
- w r + V= sin a, sin lfl

or in dimensionless form:
1
Justification of this linearization may be found in [ 11 ],[ 18].
 M ET H O D O F C A L C U L A T IO N O F N O R M A L FO R C E O N PR O PE L LER AT ... 521

-V _ Vx (Vx - A cos as)

o- (12)
Ę + A sin a_, cos lfl

Note that, for axial inflow, in the hypothetic case of constant axial component
V,., the far wake would rotate like two dimensional potential vortex ("hub
vortex") with circulation: T, = 2nVx (Vx - V=)lw. This agrees well with the
results obtained from Biot-Savart law for averaged velocity field for vortex
actuator disk model, after much more laborious calculations [1].
Circulation around the blade element may be expressed by the well
known formula:

1
f = 2 WcC2 (13)

It is reasonable to express lift coefficient curve in the following form [14]:

(14)

Equation (14) may be treated as a theoretical lift curve corrected for viscosity
effects. Such a representation of lift curve is depicted in Fig. 3.

C i ideal lift curve

z

real lift curve

-~
. C)

Fig. 3. The lift curve

Angle of attack measured from zero lift line is equal:

522 PIOTR STRZELCZYK

dOJ = /3(0) _ </J (15)

From (13),(14),(15) and (9) one may get the following equation for
dimensionless tangential component of induced velocity for given radial
station and azimuth angle:

V0 = A ( t /3(0) - VX ) (16)
g Ę + A sin a_, sin If/

Where "blade shape parameter" A is given by formula:

(17)

Comparison of (12) and (16) leads to the quadratic equation for axial
component of the velocity at the actuator disk. The solution of the equation is:

2
- J: Acosa5-A Acosa,-A) +A(1::,+/l,sma
;: /3coi (18)
Vx(1::,,lf/) = + (
1. .
5smljf)tg
2 2

When the axial velocity is known, one may calculate tangential component of
induced velocity from equation (12). Hence, the value of dimensionless
inflow velocity W is given by the formula:

W= ✓v~ + (Ę + A sin as sinljf- V 0)

2
(19)

The local inflow angle one may calculate from the following equation:

Vx
</J (Ę,lf/) = arctg Ę + A sm
. . V (20)
a, sm If/ - e

From equation ( 14) one may calculate angle of attack, and hence lift and drag
coefficients Cz and Cx.
The thrust, normal force and power coefficients may be calculated from the
analysis of forces acting on bade element:
 M ET HO D O F CA LC U LA TIO N O F NO RM A L FO RC E O N PRO PE LLER A T ... 523

I 2"

Cs>
8
ff
n-? -
w 0-Ę(Cz cos¢ - c, sin¢) dlfld~
2
(21)
Ę., o

Normal force coefficient:

The work done by forces acting on propeller in the unit time is equal (Fig. 1.):
-> ->
N= p. V== Ps V= cos CXs + PN V= sin CXs (23)

The first part of the power is the useful power, whereas second term represents
additional power which must be added to the total power of propeller. Hence,
the power delivered by the power plant to the propeller is divided into the
power dependent on torque and a part dependent on work of normal force.
This last part of the power absorbed by propeller is analogous to the part of
profile power of helicopter rotor in forward flight dependent on rotor advance
ratio [7]:

N= wM + P V= sin as 11 (24)

The power coefficient due to torque is equal:

3 I 2,
CNo=: f Jw 0-(Czsin¢+Cxcos¢)Ę dlfldĘ
2 2
(25)
<;, o

and the power coefficient dependent on normal force:

(26)

Efficiency of propeller can be now calculated by formula:

CP
rJ = ' I cos a (27)
CNo + CN,, s
524 PIOTR STRZELCZYK

~2

X
·-►

Fig. 4. Origin of yawing moment of propeller

Because thrust distribution is nonuniform (Fig. 4), the propeller produces

yawing moment M,.
The coefficient of the moment can be calculated from the formula:

2 J 2,
CM 2
=!!.._ff i~?aĘ2(Czcos¢-Cxsin¢)d1/fdĘ (28)
16
t o

3. Comparison of the present model with experimental data

To validate the model the experimental data presented in [11] have been
employed. The report contains data from measurements of aerodynamic
forces for four blade propeller with NACA 16-xxx blade sections The
propeller was designed for relatively high advance ratio J = 4,0. Available are
the following blade settings: 30°, 40°, 50°, 60° at r/R=0,75. Some data are
available also for 25° and 65° blade settings. The propeller angles of
incidence were equal as=0°, 15°, 30°, 45°, 60°, 75°, 85° and 180° (like in
helicopter vertical descent) Because of the constrains associated with skew of
wake [5], the calculations were conducted only for the propeller incidences
as=0°, 15°, 30° and blade settings: ~o.75=30°, 40°, 50° for a,=0.
This should cover the possible blade settings and angles of attack for
a general aviation aircraft.
The power and thrust coefficients for symmetrical inflow conditions (as= 0°)
are shown in Figs. 5 and 6 1• The agreement between calculations and
2
In figures 5-12 symbols mean experimental data, and continuous lines mean the
calculated values.
 M ET H O D O F CA LC U LA TIO N O F NO R M A L FO RC E O N PRO PE LLER AT... 525

experimental data are very good for lower blade settings and below
beginning of the blade stall (for advance ratios: 0,60; 1,4; 1,8 for
~ 0 .75 = 30°; 40°; 50°, respectively). For the lower advance ratios, the
method underestimates both thrust and power coefficients. The same
problem occurs also for much more complicated models of propellers
in axial flow [18]. For the propeller incidence a,=15°, one may observe
the same behavior of thrust and power curves versus reduced advance
ratio J' = J cos as as in the case of purely axial inflow (Fig. 7 and
8). For the propeller incidence a,= 30°, the agreement between calculations
and experimental data is only good (Fig. 9 and 10).
The normal force coefficient shows very good agreement with ex-
perimental data for propeller incidence of 15 degrees, whereas for 30 degrees
the agreement is poor (see Fig. 11 and 12). The same problem appears in the
case of high blade setting ~0,75 = 40°.
The yawing moment of propeller shows behavior similar to the presented in
[11], however, due to irregularities of curves CMz (/30, ,]') and its small values,
the exact readings have been impossible to do.

p. o
T + I
=

~
048 I I -L•
r-- I .J-- "\~
I I

0.40 I\
i • II

0.32
r-- ,._ I 1 • _\ I

I I""\_
0.24 t ~ I\ \
i-- 'f
- ,,
\ 'I

O. I ó I'.. I\ \
'i\ •
I
\',
O.OB

0.00
\

13=, oo'
\
·- 13=
\
\i
00 ~ • f}p50
\
\I_J
.
o.o 0.4 0.8 1.2 1.6 2.0 2.4 2.8 3.2

Fig. 5. Power coefficient vs. blade setting angle at 0,75R and advance ratio for
axial inflow conditions
526 PIOTR STRZELCZYK

a,~ oo
•
0.20
~ p __,' /
I __.,
\
i,--,

V
.,V
\' • "\
f\ ,\ I
' \
\
0.16 \
\ \ \

0.12
\ \ \
I

0.08
\
\r
\ ,, \
0.04
\ \ \
\ \ '
13=3 po\ 13=1 o= 13=5 po J
O 00 \
o .o 0.4 0.8 1.2 1.6 2.ó 2 .4 2.8 \. 3.

Fig. 6. Thrust coefficient vs. blade setting angle at 0.75R and advance ratio for axial
inflow conditions

• • I
r,= 50

T • ~ ,...._
~
0.48
- '-"""" i:"-.
•'\
0.40 I\
'
0.32
i--- • T\
i" '
~ ' I\ \
0.24
r-.. I\
'
0.16
'I'- \ \
I'\ I\ \
il3=5P o
0.08 ' \
\
13=3 bo ~ 13=4 po ' J'
0.00
O.O 0.4 0.8 1.2 1.6 2.0 2.4 2.8 3.2
•
Fig. 7. Power coefficient vs. blade setting angle at 0,75R and reduced advance ratio J'
 M ETH O D O F CA LC ULA TIO N O F NO RM A L FO RC E O N PRO PE LLER AT.. . 527

a,=\5°
~
I
! •
- ., / -- N
--:rv '--L

l-,, '( ,/1~ I

• [\
0.20
~ --~ .\
'
• ,.i\\
O 16
\ \ \
O 12 ' \! \~

I\~
'\ '\ \
O .08
\ ,.
' 1, ' \ \
O 04
I\ \r i\'
O 00
oo 0.4 0.8
/3=;'30°'1
1.2
I
\ 1.6
~r 2.d 0

I
2.4
~
2 .8
Po\j J'
3

Fig. 8. Thrust coefficient vs. blade setting angle and reduced advance ratio J'

.
o

'
0.24 (,

I
r----
r--
- -
0.16 " i\' '
'c
\ ' p,=JO
\' P,; I
\ 1\
O.OB

p,=I 5 v\ \
\ \

J'
O 00 \ •
o.o O .4 0.8 I .2 1.6 2.0

Fig. 9. Power coefficient vs. blade setting angle at 0,75R and reduced advance ratio J'
S28 PIOTR STRZELCZYK

.,
o

O .24
~,,...-- r---.~
I \~

0.16
~
o,~o
~

0.08
K \

3~ i\

~~ J'
0.00
\
'
o.o 0.4 0.8 l.2 \ 1.6 2 .o

Fig. IO. Thrust force coefficient vs. blade setting angle at 0,75R and reduced advance ratio J'

ex, =I 0

•
O 12
[}=40
'
0.08
. .//
//

0.04
~/
/2
,:;,,,; fl=;' 00
_....-:::: :;;;..-- J'
0.00
O.O O .4 0.8 l.2 1.6 2 .o 2 .4

Fig. 11. Normal force coefficient vs. blade setting angle and reduced advance ratio J'

O 12
CR, •I
[3c,30°
o,=300

O .08
' V
/
i I/ V c,,=l 5°

-
0.04 i

/
V ,,/.,,F

~
1---: ~ J'
0.00
o.o O .4 O .8 I .2 1.6

Fig. 12. Normal force coefficient vs. angle of attack and reduced advance ratio J'
 M ET H O D O F C A L C U L A T IO N O F N O R M A L FO R C E O N PR O P E L L ER A T ... 529

O 00
'2'
M, ~
o.ca 5' f'::,,...._

"-~I
-O.Ol
~

\r---- f3=-,JO'
'

-O .02
I" '-...
'r------.. j3=40'
r----...
--
J'
-003
O.O 0.4 0.8 12 1.6 2 .O 2 .4

Fig. 13. Propeller yawing moment coefficient for propeller at angle of attack vs. advance ratio J'
for the propeller blade settings: /3= 30° and /3= 40° at 0,75R

4. Conclusions an final remarks

The force, moment and power may be calculated accurately for small
propeller angles of attack (as< 20°) employing the presented method. The
calculations show very good agreement for thrust and power characteristics as
a function of the reduced advance ratio J'. The characteristic of the normal
force shows very good agreement with experimental data only for a relatively
small blade settings (up to 30°) and angle of attack (see: Fig. 9 and 10). For
angles of attack larger than 15°, one may observe the deficiency of the normal
force coefficient in comparison with experimental data.
The curve CPN vs. J' is nearly parabolic. This is similar to the behavior of
horizontal force as a function of the advance ratio for helicopter rotor [7]. The
normal force coefficient increases as the angle of attack of the blade element
decreases, so for large advance ratios the main source of normal force is profile
drag of the blade, see eqn. (22). Moreover, for the power curves for axial inflow
condition, the power is slightly underestimated. The above suggests that the
minimum blade drag was higher then this taken to the present calculations [8].
Because the blade drag has usually small influence on thrust coefficient 3 (see
eqn. 21), the thrust curve shows very good agreement with the experimental
data. Another source of error may be the too simple model of propeller wake.
Unlike in the case of the small angle approximation presented by Phillips
et. al. [13], in this study a dependence of power and thrust characteristics on
angle of incidence has been found. However, their results [13] were obtained
for angle of attack ± 6° and maximum power coefficient was CN ""'0,057.
3
Except small advance ratios.
530 PIOTR STRZELCZYK

Thanks to the computational simplicity, the present method may be applied to

the practical estimation of thrust, power and normal force for propellers.

Manuscript received by Editorial Board, February 27, 2004;

final version, October 04, 2004.

REFERENCES

(1) Baskin W. E., Wil'dGrube L. S., Woshdaev E. S., Maikapar G. I.: Lifting Propeller Theory.
Moscow I 973 (in Russian), pp. 126+ 128.
(2) Etkin B., Reid L. D.: Dynamics of Flight: Stability and Control,. New York 1996, pp. 336+440.
(3) Glauert H.: The Elements of Airfoil and Airscrew Theory. Cambridge University Press,
Cambridge 1948.
(4) Goldstein S.: On the Vortex Theory of Screw Propellers. Proceedings of the Royal Society A,
Vol. 123, 129, pp. 440+465.
(5) Hall G.: A method of Analysis of Propellers at Extreme Angles of Attack. Journal of Aircraft,
Vol. 6, No. 1 Jan-Feb. 1969, pp. 52+58.
[6] Jarzyna H., Koronowicz T., Szantyr J.: Marine Propeller Design. Selected Problems. Ser.
Maszyny przepływowe, T. 20, Ossolineum. Wroclaw 1996, pp. 239+246.
[7) Johnson W.: Helicopter Theory. Princeton University Press. Princeton I 980.
[8) Lindsey W. F.: Aerodynamic Characteristics of24 NACA 16-series Airfoil at Mach Numbers
Between 0.3 and 0.8. NACA TN- I 546, September 1948.
(9) McCormick B. W. Jr.: Aerodynamics of V/STOL Flight. Academic Press 1967, pp. 82+91.
[10] McCormick B. W. Jr.: Aerodynamics, Aeronautics and Flight Mechanics. J. Wiley, New York
1995, pp. 506+513.
[11] McLemore H. C., Cannon M. D.: Aerodynamic Investigation of Four-Blade Propeller
Operating Through Angle-of-Attack Range form O to 180 Degrees. NACA TN-3228, June
1954, pp. I +62.
[12] Nikolsky A.: Helicopter Analysis. Wiley & Sons, New York 1951, pp. 6+24.
(13] Phillips W. F., Anderson E. A., Kelly Q. J.: Predicting the Contribution of Running Propellers
to Aircraft Stability Derivatives. Journal of Aircraft, Vol. 40, No. 6, Nov.-Dec. 2003, pp.
1107+1114.
(14] Prosnak W. J.: Determination of the Aerodynamic Characteristics of Propeller. Technika
Lotnicza, No. 5/1954, pp. 136+145 (in Polish).
(15] Ribner H. S.: Formulas for Propellers in Yaw and Charts of Side-Force Derivative. NACA
TR-8 I 9, 1945.
[ 16] Roskam J.: Airplane Design Pa11 VI: Preliminary Calculations of Aerodynamic, Thrust and
Power Characteristics. DAR Corporation, Lawrence 1990, pp. 337+ 343.
[17] Strzelczyk P.: Modification of Witoszyński Theory of Propeller: Influence of Finite Number of
Blades. Transactions of The Institute of Aviation, 3/96 (146), pp. 107+118 (in Polish).
(18) Strzelczyk P.: On Some Form of Lifting Line Equation for Propeller. Transactions of The
Institute of Aviation, 2/2000 (161), pp. 87+92 (in Polish).
[19] Witoszyński Cz.: Selected Papers. PWN, Warszawa 1957, pp. 219+245 (in Polish).
 M ETH O D O F CA LC U L A T IO N O F NO RM A L FO RC E O N PRO PE LLER AT ... 531

Wyznaczanie siły normalnej na śmigle w opływie skośnym za pomocą uproszczonej

metody wirowej

Streszczenie

W pracy przedstawiono praktyczną metodę wyznaczania charakterystyk aerodynamicznych

śmigieł w warunkach napływu skośnego. Zastosowana metoda łączy wyniki uproszczonej
metody wirowej z zasadą zachowania pędu i momentu pędu dla przepływu ośrodka idealnego.
Dzięki przybliżeniu wspólczynnika siły nośnej sinusoidą uzyskano zamkniętą postać wzorów
na prędkości indukowane. Wyniki obliczeń uzyskane na podstawie przedstawionego w pracy
modelu matematycznego zostały porównane z dostępnymi danymi doświadczalnymi. Porównanie
to pokazało bardzo dobrą zgodność obliczeniowych charakterystyk ciągu, mocy i siły normalnej
z wynikami pomiarów w przypadku kątów natarcia śmigła w przedziale 0--15° i dla szerokiego
zakresu kątów nastawienia łopat.
Dzięki swej prostocie opisywania metoda może być z powodzeniem stosowana w praktycznych
obliczeniach charakterystyk aerodynamicznych śmigieł.