CHAPTER 04

SIMULATION AND ANALYSIS

4.1 Introduction
The computational fluid dynamics (CFD) analysis plays a crucial role in evaluating the
aerodynamic performance of the designed propeller blade. The following setup was used to
simulate the airflow around the propeller blade and to determine the key aerodynamic
parameters such as lift, drag, pressure distribution, and velocity fields. The objective was to
estimate aerodynamic performance parameters of a single drone impeller using transient CFD
simulation. Simulations were conducted for multiple combinations of rotational and vertical
speeds to understand their effects on thrust and moment generation.

4.2 Geometry and Domain Creation

Fig. 4.2.1 CAD model of Propeller blade

The CAD model of the propeller blade was imported into the CFD software. A rotating domain
approach was adopted to simulate the relative motion of air with respect to the rotating blade.
The fluid domain was designed large enough to avoid boundary effects. Fig. 4.1 shows the
CAD model.
4.3 Input Parameters

Sr. No. Input Parameters Values

1. Temperature: 15°C (Standard atmospheric)

2. Pressure 1.01325 bar

3. Gravity Acting in -Y direction

4. Impeller Speeds 2000, 4000, 6000 RPM

5. Vertical Speeds 2.5, 3.0, 3.5 m/s

Table 4.3.1 Input Parameters for CFD

Total Cases: 12 combinations (3 rotational × 3 vertical speeds and 3 tilt angle)

4.4 Mesh Generation

Mesh quality significantly affects the accuracy of CFD results. A fine mesh was generated
around the blade surfaces and wake regions to capture the boundary layer effects accurately.

ANSYS Meshing is a general-purpose, intelligent, automated high-performance product. It

produces the most appropriate mesh for accurate, efficient multiphysics solutions. A mesh well
suited for a specific analysis can be generated with a single mouse click for all parts in a model.
Full controls over the options used to generate the mesh are available for the expert user who
wants to fine-tune it. The power of parallel processing is automatically used to reduce the time
you have to wait for mesh generation.

In the numerical study of a UAV propeller, mesh generation is the bridge between a geometric
model and a solvable CFD problem. The procedure begins by importing the cleaned CAD
assembly comprising both the propeller and a surrounding cylindrical or spherical flow‐volume
into the meshing environment. The domain is then sub-divided into two fluid zones that is an
inner, cylindrical “rotor” region that will later be assigned a moving reference frame to mimic
propeller rotation, and an outer, stationary region representing the free stream. Establishing this
dual-zone topology at the meshing stage is important, because it allows the solver to impose
rotational

motion only where it is physically required and to keep the far field numerically calm. With
the domains defined, attention turns to cell topology and size distribution. The blades’ intricate
curvature and sharp tip demand an unstructured tetrahedral core, because tetrahedral conform
smoothly to complex profiles without the manual blocking effort that a hexahedral grid would
entail. Finally, a mesh-independence study validates that aerodynamic loads no longer vary
meaningfully with further refinement.

Fig. 4.4.1 CFD Model Setup

The CAD model shown in figure 4.2 represents the actual blade geometry used in this analysis.
It captures the key features including blade curvature, twist, and hub geometry, essential for
realistic CFD results.

The simulation domain included a rotational zone surrounding the blade to simulate the moving
reference frame and outer stationary fluid zone to capture the external airflow around the
propeller. This setup allowed for the dynamic interaction between the rotating blade and
surrounding air, ensuring accurate prediction of aerodynamic forces.

4.5 Thrust Force and Moment Analysis

Thrust force is a force that propels an object forward, while a moment (or torque) is a measure
of the tendency of a force to cause rotation around an axis. Analyzing thrust and moments is
crucial in understanding the behavior of many mechanical systems, especially in aerospace,
robotics, and structural engineering.

The table below shows the average Thrust Force (N) and Moment (Nm) obtained by averaging
the final few timestep of each transient simulation.
 Averaging
Rotational Vertical Tilt angle in Thrust-
Case Moment flow time
[Link]. speed speed XY plane force
name (Nm) [from - to]
(rpm) (m/s) (deg) (N)
(sec)
1. case1 2000 2.5 0 0.0057 0.21 0.151 to 0.16

2. case2 2000 3.0 0 0.0053 0.17 0.081 to 0.09

3. case3 2000 3.5 0 0.0047 0.12 0.051 to 0.16

4. case4 4000 2.5 0 0.0251 1.22 0.066 to 0.075

5. case5 4000 3.0 0 0.0247 1.15 0.051 to 0.06

6. case6 4000 3.5 0 0.0239 1.03 0.051 to 0.06

7. case7 6000 2.5 0 0.0569 2.95 0.13 to 0.14

8. case8 6000 3.0 0 0.0558 2.70 0.06 to 0.07

9. case9 6000 3.5 0 0.0563 2.80 0.09 to 0.099

10. case10 4000 3.0 10 0.0245 1.16 0.09 to 0.1

11. case11 4000 3.0 15 0.0244 1.15 0.09 to 0.1

12. case12 4000 3.0 20 0.0242 1.12 0.09 to 0.1

Table 4.5.1 Thrust Force and Moment Analysis

The table summarizes the CFD simulation results for twelve test cases evaluating the
aerodynamic performance of a UAV propeller under various operating conditions. The
parameters varied include rotational speed (RPM), vertical inflow velocity, and tilt angle in the
XY plane, while the corresponding outputs measured are the aerodynamic moment (Nm) and
thrust force (N). Each case was simulated over a defined averaging time interval to capture
steady-state values.

In Cases 1 to 3, the propeller operates at a constant speed of 2000 rpm with increasing vertical
speeds of 2.5 to 3.5 m/s. It is observed that the thrust decreases from 0.21 N to 0.12 N, while
the moment drops from 0.0057 to 0.0047 Nm, indicating the inverse relationship between
vertical speed and aerodynamic loading. A similar trend is seen in Cases 4 to 6 (4000 rpm) and
Cases 7 to 9 (6000 rpm), where increasing vertical speed leads to a reduction in both thrust and
moment.

Cases 10 to 12 assess the impact of tilt angle (0°, 10°, 15°, and 20°) while keeping other
parameters constant (4000 rpm, 3.0 m/s). A slight decrease in thrust from 1.16 N to 1.12 N and
in moment from 0.0245 Nm to 0.0242 Nm is observed, suggesting that increasing tilt angle
reduces the vertical component of aerodynamic force.

This dataset clearly highlights the propeller's sensitivity to operating conditions, with rotational
speed being the dominant factor influencing thrust generation, and vertical velocity and tilt
angle affecting aerodynamic efficiency and loading. Followings are the plots for thrust force
analysis, momentum analysis and drag force analysis for different cases.

4.5.1 Thrust Force Analysis Plots

Case 1-Thrust force vs flow time

0.30
Thrust Force (N)

0.20

0.10

0.00
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16
-0.10

-0.20
Flow Time (Sec)

Fig No.4.5.1 Thrust force vs Flow time for case-1

The figure 4.5.1 shows how the thrust force generated by a drone propeller changes with respect
to flow time during a CFD (Computational Fluid Dynamics) simulation. X-axis represents the
progression of simulation time in seconds, from 0 to 0.16 seconds and Y-axis represents the
thrust force in Newtons (N), ranging approximately from -0.20 N to 0.25 N

Case 2-Thrust force vs flow time

0.18
0.16
Thrust Force (N)

0.14
0.12
0.10
0.08
0.06
0.04
0.02
0.00
-0.02 0 0.02 0.04 0.06 0.08 0.1
Flow Time (Sec)

Fig. 4.5.2 Thrust force vs flow time for case-2

The figure 4.5.2 shows how the thrust force generated by a drone propeller changes with respect
to flow time during a CFD (Computational Fluid Dynamics) simulation. X-axis represents the
progression of simulation time in seconds, from 0 to 0.1 seconds and Y-axis represents the
thrust force in Newton’s (N), ranging approximately from -0.02 N to 0.18 N. Similarly, the
below figures from 4.5.3 to figure 4.5.9 shows how the thrust force generated by a drone
propeller changes with respect to flow time during a CFD (Computational Fluid Dynamics)
simulation. X-axis represents the progression of simulation time in seconds, and Y-axis
represents the thrust force in Newton’s (N).

Case 3-Thrust force vs flow time

0.20

0.10
Thrust Force (N)

0.00
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16
-0.10

-0.20

-0.30

-0.40
Flow Time (Sec)

Fig. 4.5.3 Thrust force vs flow time for case-3

In above figure 4.5.3 flow time varies from 0 to 0.08 seconds and the thrust force ranging
approximately from -0.35 N to 0.15 N.

Figure 4.5.3 shows the variation of thrust force with flow time for Case 3. Initially, a peak
thrust is drop down up to approximately -0.30 N was observed due to reversed airflow during
startup or specific aerodynamic configurations. The system achieved steady-state thrust (~1.12
N) by approximately 0.08 seconds, confirming the aerodynamic stability of the configuration.
 Case 4-Thrust force vs flow time
2
1.6
Thrust Force (N)

1.2
0.8
0.4
0
0.00 0.02 0.04 0.06 0.08
-0.4
Flow Time (Sec)

Fig. 4.5.4 Thrust force vs flow time for case-4

In above figure 4.5.4 flow time varies from 0 to 0.08 seconds and the thrust force ranging
approximately from -0.04 N to 2 N.

The plot shows the variation of thrust force with flow time for Case 4. Initially, a peak thrust
of ~1.6 N was observed due to sudden rotation-induced airflow, followed by damped
oscillations. The system achieved steady-state thrust (~1.2 N) by approximately 0.05 seconds,
confirming the aerodynamic stability of the configuration.

Case 5-Thrust force vs flow time

1.24
1.22
1.20
Thrust Force (N)

1.18
1.16
1.14
1.12
1.10
1.08
1.06
0.00 0.02 0.04 0.06
Flow Time (Sec)

Fig. 4.5.5 Thrust force vs flow time for case-5

In above figure 4.5.5 flow time varies from 0 to 0.08 seconds and the thrust force ranging
approximately from 1.06 N to 1.24 N. The plot shows an initial downward thrust of 1.06 N,
followed by a steady increase as the propeller overcomes transient startup conditions. Positive
thrust is achieved by 0.06 seconds, and the force stabilizes around 1.15 N by 0.06 seconds.
 Case 6-Thrust force vs flow time
1.20
1.00
Thrust Force (N)

0.80
0.60
0.40
0.20
0.00
0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07
-0.20
Flow Time (Sec)

Fig. 4.5.6 Thrust force vs flow time for case-6

In above figure 4.5.6 flow time varies from 0 to 0.07 seconds and the thrust force ranging
approximately from -0.2 N to 1.2 N. The plot shows the thrust continues to increase gradually
and stabilizes around 1.03 N by 0.06 seconds. Plot shows the thrust development of a propeller
over a flow time of 0.07 seconds during a CFD simulation. This case demonstrates a fast
response and smooth stabilization of thrust generation, indicating efficient aerodynamic
performance.

Case 7-Thrust force vs flow time

4.00
3.50
Thrust Force (N)

3.00
2.50
2.00
1.50
1.00
0.50
0.00
0.00 0.05 0.10 0.15
Flow Time (Sec)

Fig. 4.5.7 Thrust force vs flow time for case-7

In above figure 4.5.7 flow time varies from 0 to 0.15 seconds and the thrust force ranging
approximately from 0 N to 4 N. This case shows the highest thrust magnitude among all cases
of analyzed, indicating possibly the most aggressive or optimized operational parameters i.e.
high RPM or favorable pitch angle.
 Case 8-Thrust force vs flow time
4.00
3.50
Thrust Force (N)
3.00
2.50
2.00
1.50
1.00
0.50
0.00
0.00 0.02 0.04 0.06 0.08
Flow Time (Sec)

Fig. 4.5.8 Thrust force vs flow time for case-8

In above figure 4.5.8 flow times varies from 0 to 0.08 seconds and the thrust force ranging
approximately 0 N to 4 N. A rapid thrust peak of approximately 3.3 N is observed within the
first 0.005 seconds, followed by a decrease to around 2.6 N and a gradual recovery toward 2.7
N this Case 8 demonstrates the strong thrust performance of propeller.

Case 9-Thrust force vs flow time

2.85
2.80
Thrust Force (N)

2.75
2.70
2.65
2.60
2.55
2.50
0.00 0.02 0.04 0.06 0.08 0.10 0.12

Flow Time (Sec)

Fig. 4.5.9 Thrust force vs flow time for case-9

In above figure 4.5.9, flow time varies from 0 to 0.15 seconds and the thrust force ranging
approximately from 2.5 N to 2.85 N.

These plots are showing the time-based variation and eventual stabilization of vertical thrust
force acting on the drone propeller during the transient CFD simulation.
In the initial stage of the simulation (first few time steps), the flow is still developing, so the
thrust values fluctuate and as simulation progresses (after ~2 revolutions), the flow stabilizes
around the propeller blade, and the thrust force values begin to settle and oscillate within a
narrow band. This stable band at the later stage of simulation indicates that the transient
solution has reached a quasi-steady condition, meaning the flow and force generation have
stabilized and are physically meaningful.

The final few time steps (e.g., last 0.5 revolution or last 0.2 seconds) are averaged to extract
the final thrust value reported for that cases.

4.6 Moment Analysis Plots

The figures from 4.6.1 to figure 4.6.9 shows the graph of Moment (Nm) versus Flow Time (s)
for Case 1 of CFD simulation related to drone propeller blade analysis. X-axis represents the
simulation time in seconds, while the Y-axis indicates the moment (torque) generated by the
rotating propeller blade in Newton-meters (Nm).

Case1: Moment vs Flow Time

0.008
0.006
Moment (Nm)

0.004
0.002
0.000
0.00 0.04 0.08 0.12 0.16 0.20
-0.002
-0.004
Flow Time (Sec)

Fig. 4.6.1 Moment vs flow time for case-1

In above figure 4.6.1 the moment initially goes negative (~ -0.002 Nm). This could be due to
numerical instabilities. After the dip, the moment sharply increases, indicating the propeller is
stabilizing and beginning to generate torque.
 Case 2: Moment vs Flow Time
0.006
0.005
Moment (Nm)

0.004
0.003
0.002
0.001
0
0 0.02 0.04 0.06 0.08 0.1
-0.001
Flow Time (Sec)

Fig. 4.6.2 Moment vs flow time for case-2

The figure 4.6.2 flow time varies from 0 to 0.01 seconds and the moment ranging
approximately -0.001 Nm to 0.006 Nm. This plot helps assess the propeller’s rotational
resistance and overall dynamic balance. A rapid rise is observed in the initial 0.005 seconds,
reaching approximately 0.0048 Nm. After a brief fluctuation, the moment stabilizes near
0.0052 Nm by 0.015 seconds and remains steady throughout the simulation period.

Case 3: Moment vs Flow Time

0.007

0.005
Moment (Nm)

0.003

0.001

-0.001 0 0.05 0.1 0.15 0.2

-0.003

-0.005
Flow Time (Sec)

Fig. 4.6.3 Moment vs. flow time for case-3

The above figure 4.6.3 flow time varies from 0 to 0.2 seconds and the moment ranging
approximately -0.005 Nm to 0.007 Nm. This plot is important for analyzing dynamic blade
behavior and rotational stability. In this plot it is observed that an initial reverse torque
(~ -0.0042 Nm) is observed due to flow opposition or blade acceleration effects. The moment
transitions to positive after approximately 0.015 seconds and gradually stabilizes near 0.0047
Nm by 0.10 seconds.

Case 4: Moment vs Flow tme

0.04
0.03
0.03
Moment (Nm)

0.02
0.02
0.01
0.01
0.00
-0.01 0 0.02 0.04 0.06 0.08
Flow Time (Sec)

Fig. 4.6.4 Moment vs flow time for case-4

The figure 4.6.4 flow time varies from 0 to 0.08 seconds and the moment ranging
approximately - 0.01 Nm to 0.04 Nm. In this plot it is observed that an sharp torque spike up
to 0.030 Nm is observed at the initial stage, followed by brief fluctuations during the transient
phase. The moment stabilizes at approximately 0.028 Nm after 0.04 seconds, indicating steady
aerodynamic performance.

Case 5: Moment vs Flow tme

0.025
0.0245
Moment (Nm)

0.024
0.0235
0.023
0.0225
0 0.01 0.02 0.03 0.04 0.05 0.06 0.07
Flow Time (Sec)

Fig. 4.6.5 Moment vs flow time for case-5

The figure 4.6.5 flow time varies from 0 to 0.08 seconds and the moment ranging
approximately - 0.0225 Nm to 0.025 Nm. This case helps evaluate the dynamic stability and
torque magnitude under modified operating parameters. The torque initiates at approximately
0.023 Nm and rises rapidly within the first few milliseconds. Minor fluctuations are observed
throughout the simulation, with the moment stabilizing around 0.0246 Nm. These oscillations
could be attributed to transient flow behavior or local turbulence effects.

Case 6: Moment vs Flow tme

0.03
0.03
Moment (Nm)

0.02
0.02
0.01
0.01
0.00
0 0.02 0.04 0.06 0.08
-0.01
Flow Time (Sec)

Fig. 4.6.6 Moment vs flow time for case-6

The figure 4.6.6 flow time varies from 0 to 0.08 seconds and the moment ranging
approximately - 0.01 Nm to 0.03 Nm. . In this plot it is observed that a sharp torque spike up
to 0.027 Nm is observed at the initial stage, followed by brief fluctuations during the transient
phase. The moment stabilizes at approximately 0.028 Nm after 0.04 seconds, indicating steady
aerodynamic performance.

Case 7: Moment vs Flow tme

0.07
0.06
0.05
Moment (Nm)

0.04
0.03
0.02
0.01
0.00
0 0.05 0.1 0.15
Flow Time (Sec)

Fig. 4.6.7 Moment vs flow time for case-7

The figure 4.6.7 flow time varies from 0 to 0.15 seconds and the moment ranging
approximately - 0 to 0.07 Nm. The graph shows that the moment quickly spikes at the start,
then stabilizes around 0.056 Nm after 0.02 seconds, indicating the system reaches steady-state
quickly.

Case 8: Moment vs Flow tme

0.07
0.06
0.05
Moment (Nm)

0.04
0.03
0.02
0.01
0.00
-0.01 0 0.02 0.04 0.06 0.08

Flow Time (Sec)

Fig. 4.6.8 Moment vs flow time for case-8

The figure 4.6.8 flow time varies from 0 to 0.08 seconds and the moment ranging
approximately -0.01Nm to 0.07 Nm. In this plot it is observed that the moment rises sharply to
a peak (~0.064 Nm), then gradually decreases and stabilizes around 0.055 Nm after 0.02
seconds, indicating a brief transient followed by steady-state behavior.

Case 9: Moment vs Flow tme

0.06
0.06
Moment (Nm)

0.06
0.06
0.06
0.05
0.05
0 0.02 0.04 0.06 0.08 0.1 0.12

Flow Time (Sec)

Fig. 4.6.9 Moment vs flow time for case-9

The figure 4.6.9 flow time varies from 0 to 0.12 seconds and the moment ranging
approximately - 0.05 Nm to 0.06 Nm. Convergence of Moment displays the variation of
moment (torque) around the rotational axis (Y-axis) over time during simulation. In this plot
X-axis represents Flow time (simulation time steps) Y-axis represents Moment or torque value
in Newton-meters (Nm). In this plot the moment increases gradually and shows consistent
oscillations, stabilizing around 0.06 Nm after 0.06 seconds. This suggests a slower transition
to steady-state with persistent dynamic fluctuations.

So, similar to the thrust force convergence, moment values initially show significant
oscillations due to unsteady flow interactions. As the impeller completes multiple rotations, the
airflow begins to behave predictably, and moment values stabilize. The convergence of
moment indicates a numerically accurate and physically realistic prediction of the torque
required to rotate the impeller.

Again, final values are taken by averaging the moment over the last few time steps, ensuring
the data reflects steady operational performance.

4.7 Thrust force and Moment Analysis plots at different tilt angles

a) Tilt angle set to 10 degrees:

Case 10 report: Moment vs Flow tme at 10° tilt

angle
0.03
0.03
Moment (Nm)

0.02
0.02
0.01
0.01
0.00
-0.010.00 0.02 0.04 0.06 0.08 0.10 0.12
Flow Time (Sec)

Fig. 4.7.1 Moment vs Flow time at 100 tilts

Figure 4.7.1 shows that the flow time ranges from 0 to 0.12 seconds, while the moment varies
approximately from -0.01 Nm to 0.03 Nm at a tilting angle of 10°. The moment rises steeply
from 0 to ~0.028 Nm in the first 0.01-0.015 seconds, then stabilizes with small periodic
oscillations around 0.029 Nm after 0.020 seconds. Compared to previous cases such as Case
7–9, the overall moment is lower in magnitude, likely due to the geometry change caused by
the tilt. The tilt may reduce the torque arm or flow resistance, thereby reducing the generated
moment.
 Case10 report: Thrust-force vs Flow time at 10° tilt
angle
Thrust Force (Nm) 1.50

1.00

0.50

0.00
0 0.02 0.04 0.06 0.08 0.1 0.12
-0.50
Flow Time (Sec)

Fig. 4.7.2 Thrust force vs Flow time at 100 tilts

Figure 4.7.2 shows that the flow time ranges from 0 to 0.12 seconds, while the thrust force
approximately from -0.4 Nm to 1.4 Nm at a tilting angle of 10°. The thrust force quickly rises
from slightly below zero to around 1.16 Nm, then stabilizes. This suggests the system reaches
a steady thrust output quickly and maintains it steadily under a 10° tilt.

b) Tilt angle set to is 15 degrees:

Case11 report: Moment vs Flow time at 15° tilt

angle
0.03
0.03
Moment (Nm)

0.02
0.02
0.01
0.01
0.00
-0.01 0 0.02 0.04 0.06 0.08 0.1 0.12
Flow Time (Sec)

Fig. 4.7.3 Moment vs Flow time at 150 tilts

Figure 4.7.3 shows that the flow time ranges from 0 to 0.12 seconds, while the moment
approximately from -0.01 Nm to 0.03 Nm at a tilting angle of 15°. The moment starts slightly
negative, then rapidly increases, reaching near 0.027 Nm within about 0.015 seconds. The
initial dip might be due to transient startup effects or system inertia. The moment stabilizes
around 0.027 Nm with consistent minor oscillations. The moment decreases slightly compared
to lower tilt angles, indicating tilt angle affects the moment magnitude.
 Case11 report: Thrust-force vs Flow time at 15° titlt
angle
1.40
1.20
Thrust Force (Nm)

1.00
0.80
0.60
0.40
0.20
0.00
-0.20 0 0.02 0.04 0.06 0.08 0.1 0.12
-0.40
Flow Time (Sec)

Fig. 4.7.4 Thrust force vs Flow time at 150 tilts

Figure 4.7.4 shows that the flow time ranges from 0 to 0.12 seconds, while the thrust force
approximately from -0.4 Nm to 1.4 Nm at a tilting angle of 15°. The plot shows the thrust
force starts slightly negative, indicating a brief dip likely due to initial system inertia or
transient effects and then rapid increase follows, reaching about 1.05 Nm within the first 0.015
seconds. The thrust force rises sharply and stabilizes around 1.15 Nm quickly. It means that
performance under 15° tilt is comparable to 10° tilt, indicating system maintains thrust
effectively at increased tilt angles.

c) Tilt angle set to 20 degrees:

Case12 report: Moment vs Flow Time at 20° tilt

angle
0.03
0.03
0.02
Moment (Nm)

0.02
0.01
0.01
0.00
-0.01 0 0.02 0.04 0.06 0.08 0.1 0.12
Flow Time (Sec)

Fig. 4.7.5 Moment vs Flow time at 200 tilts

Figure 4.7.5 shows that the flow time ranges from 0 to 0.12 seconds, while the moment
approximately from -0.01 Nm to 0.03 Nm at a tilting angle of 20°. The moment starts just
below zero, quickly increasing to about 0.028 Nm within the first 0.015 seconds. The slight
negative dip at the start likely reflects transient effects or initial system inertia.

The moment stabilizes around 0.028 Nm with consistent oscillations of similar amplitude and
frequency. It is observed that increasing the tilt angle to 20° slightly increases the moment and
dynamic oscillations compared to lower angles.

Case12 report: Thrust-force vs Flow time at 20° tilt

angle
1.20
Thrust Force (Nm)

1.00
0.80
0.60
0.40
0.20
0.00
-0.20 0 0.02 0.04 0.06 0.08 0.1 0.12
Flow Time (Sec)

Fig. 4.7.6 Moment vs Flow time at 200 tilts

Figure 4.7.7 shows that the flow time ranges from 0 to 0.12 seconds, while the thrust force
approximately from -0.2 Nm to 1.2 Nm at a tilting angle of 20°. Thrust force starts slightly
negative, likely due to system inertia or initial transient effects. Thrust force stabilizes around
1.12 Nm with minor oscillations, showing stable force output. The steady force is slightly lower
compared to 10° and 15° tilt cases. So, it means that Compared to 10° and 15° tilt cases, thrust
force is slightly lower, indicating some performance impact at 20° tilt.

4.8 Pressure Distribution on Blades

Pressure contours were analyzed on the top and bottom surfaces of the impeller for various
cases and observed that the pressure variation with vertical speed and RPM. Here are the some
details of the cases of pressure variation. In Cases 1, 2, 3 observed the pressure variation when
vertical speed is minimal. And cases 1, 4, 7 are to be compared, then it is observed that the
significant pressure is increase with increase in RPM.
 Fig. 4.8.1 Case 1: Pressure plot over propeller blade

Above figure 4.8.1 shows the pressure distribution on the surface of two different states of the
same propeller. The color bar on top shows the pressure range from about -300 Pa (dark blue)
to +200 Pa (red). Blue colors indicate low-pressure zones (negative pressure relative to
ambient).
Green to yellow to red colors indicate increasing pressure from near zero to positive pressure.
The leading edges of the blades (the front part facing the airflow) generally experience higher
pressure (green to yellow to orange regions). This is where the airflow is compressed against
the blade.
The upper surfaces of the blades show lower pressure (blue and cyan), indicating suction due
to airflow acceleration over the surface typical for generating lift or thrust. The lower surfaces
or trailing edges tend to have more moderate pressure, varying with shape and angle. The
difference between the high-pressure area on the front and the low-pressure suction side creates
a force that propels or spins the blade.

Fig 4.8.2 Case 2: Pressure plot over propeller blade

In above figure 4.8.2 the pressure distribution is observed where the pressure variation when
vertical speed is minimal. figure 4.28 shows the pressure distribution on the surface of two
different states of the same propeller. The color bar on top shows the pressure range from about
-300 Pa (dark blue) to +200 Pa (red). Blue colors indicate low-pressure zones (negative
pressure relative to ambient). Green to yellow to red colors indicate increasing pressure from
near zero to positive pressure.
 Fig. 4.8.3 Case 3: Pressure plot over propeller blade

The above figure 4.8.3 shows CFD (Computational Fluid Dynamics) results for a drone
propeller blade. There are two visualizations (top and bottom), each illustrating pressure
distribution and a spatial length scale over the blade surface

The top and bottom images represent opposite faces of the propeller. High-pressure regions
(red-yellow) are observed on the leading edge, while low-pressure zones (blue-cyan) are on the
trailing side, indicating aerodynamic thrust generation. The associated length scale
demonstrates spatial variation in the pressure field.
 Fig. 4.30 Case 4: Pressure plot over propeller blade

In above figure 4. the pressure distribution is observed where the pressure variation when
vertical speed is minimal. The pressure scale now spans a wider range, from -700 Pa (dark
blue) to +300 Pa (red), compared to the earlier images which ranged roughly from -300 Pa to
+200 Pa. This means the simulation now captures stronger pressure differences on the blades.
Large dark blue regions on the upper surface of the left blade indicate very low pressure (around
-700 Pa), which suggests strong suction or airflow acceleration over this blade surface. On the
right blade side the low-pressure region is also visible on the trailing edge side. Bottom image
of figure 4.30 shows a quite different pattern where large parts of the blade surfaces (especially
on the left side blade) are in yellow to orange is observed that means a high positive pressure
(+200 to +300 Pa) is on that side.
 CHAPTER 05
RESULT AND DISCUSSION

From the values of above plots, it understands the following things are as,

1. Thrust increases with RPM

moment [Nm] thrust-force [N]

0.0600 3.50
0.0500 3.00

Thrust-force [N]
Moment [Nm]

2.50
0.0400
2.00
0.0300
1.50
0.0200
1.00
0.0100 0.50
0.0000 0.00
0 1000 2000 3000 4000 5000 6000 7000
Rotational Speed [rpm]

Fig. 5.1.1 Rotational Speed Impact on Moment and Thrust

The above figure 5.1.1 show the moment and thrust force variation when rotation speed is
changes from 2000 RPM to 6000 RPM. In this plot left side of Y-axis represents the moment
values which are varying from 0 Nm to 0.06 Nm approximately and on right side of Y- axis
represents the thrust force variation from 0 N to 3.50 N. when rotational speed varies from
2000 RPM to 6000 RPM. X- Axis represents the rotation speed which is started from 0 to 7000
RPM. Following are the observational results of the moment and thrust force from the analysis
of propeller blade when rotational speed increases,

1. Higher RPM increases the rotational energy imparted to the airflow.

2. Faster rotating blades move more air per unit time, generating higher lift (thrust).

3. This is evident in the increasing thrust trend across cases with 2000, 4000, and
6000 RPM for the same vertical speed.
2. Thrust decreases with increasing vertical speed

moment [Nm] thrust-force [N]

0.0600 3.50

0.0500 3.00

Thrust-force [N]
Moment [Nm]

2.50
0.0400
2.00
0.0300
1.50
0.0200
1.00
0.0100 0.50
0.0000 0.00
2 2.5 3 3.5 4
Vertical Speed [m/s]

Fig. 5.2.1 Vertical Speed Impact on Moment and Thrust

The above figure 5.2.1 show the moment and thrust force variation when vertical speed is
changes from 2 m/s to 4m/s. In this plot left side of Y-axis represents the moment values which
are varying from 0 Nm to 0.06 Nm approximately and on right side of Y- axis represents the
thrust force variation from 0 N to 3.50 N. when vertical speed varies from 2 m/s to 4m/s. X-
Axis represents the vertical speed which is ranging from 2 m/s and to 4m/s. Following are the
observational results of the moment and thrust force of the analysis of propeller blade when
vertical speed increases.

1. As the vertical speed of the drone increases, it moves faster through the air.

2. The relative inflow to the blade becomes more axial and less affected by blade
rotation.

3. This results in reduced pressure difference between the upper and lower blade
surfaces, thereby reducing lift/thrust.

5.3 Moment (Torque) shows inverse relation with vertical speed

1. Higher vertical speed introduces a more uniform axial flow over the blades.

2. This stabilizes the flow and reduces the aerodynamic resistance on the blades,
thereby lowering the required torque for rotation.
 3. At lower vertical speeds, more energy is required to accelerate the stagnant air,
which increases torque demand.

Thus, it observes that Thrust force (vertical upward force) and Moment (along axis of rotation,
Y-axis) has inverse relationship with vertical speed and strong direct relationship with impeller
rotation speed.

5.4 Moment ( Torque) and Thrust force with change in Tilt angle

moment [Nm] thrust-force [N]

0.0250 1.20

Thrust-Force [N]
0.0248 1.18
Moment [Nm]

0.0246 1.16

0.0244 1.14

0.0242 1.12

0.0240 1.10
0 5 10 15 20 25
Tilt Angle in XY Plane [deg]

Fig. 5.4.1 Effect of Tilting Angle on Moment and Thrust

The above figure 5.4.1 show the moment and thrust force variation when tilt angle is changes
from 100 to 200. In this plot left side of Y-axis represents the moment values which are varying
from 0.0240 Nm to 0.0250 Nm and on right side of Y- axis represents the thrust force variation
from 1.10 N to 1.20 N. when tilt angle varies from 100 to 200. X- Axis represents the tilt angle
which is ranging from 00 to 250. Following are the observational results of the moment and
thrust force of the analysis of propeller blade when tilt angle changes from 100 to 200.

From the above graph it is observed that the propeller is rotated or tilted at different angles
relative to the XY plane then both the moment and thrust-force decrease as the tilt angle
increases from 10° to 20°.

a) At 10°, moment is about 0.0246 Nm and thrust is about 1.17 N.

b) At 20°, moment drops to about 0.0242 Nm and thrust drops to about 1.12 N.
This indicates that increasing the tilt angle reduces both the torque needed to spin the blade and
the thrust generated. Increasing tilt angle could mean the blade is angled away from the optimal
airflow direction, which decreases the aerodynamic efficiency. This leads to lower thrust
production and reduced torque.
 CHAPTER 06

CONCLUSION AND FUTURE SCOPE

6.1 Conclusion

The design and working principle of the drone propeller blade were thoroughly studied and
analysed. The propeller blade was designed considering aerodynamic efficiency and structural
integrity for drone applications. Simulations were carried out to evaluate the performance of
the designed propeller blade.

CFD simulations provided crucial insights into aerodynamic performance.

1. Thrust and moment generation showed strong dependence on impeller rotational speed,
with higher RPMs resulting in increased aerodynamic loads.
2. Vertical velocity affects inversely on the aerodynamic load that means as vertical speed
increases, thrust force and moment decrease.
3. Pressure distribution analysis confirmed higher lift generation at higher RPM which
validating the blades aerodynamic design.
4. Convergence of thrust force and moment achieved very well for CFD simulations run
for all nine cases, indicating reliable and stable simulation results
5. Both moment and thrust-force decrease as the tilt angle increases from 10° to 20°. So,
it demonstrating the impact of blade orientation on performance of the aerodynamic
behavior of the propeller blade.
6. There is a significant variation in pressure magnitude with changes in impeller rotation
speed, highlighting the critical role of rotational velocity on aerodynamic behavior.

Thrust force (vertical upward force) and Moment (along axis of rotation, Y-axis) has inverse
relationship with vertical speed and strong direct relationship with impeller rotation speed and
there is significant difference in pressure magnitude for different impeller rotation speeds.
6.2 Future Scope

Design and analysis of propeller blade in drone application can investigate the effects of
environmental factors such as wind gusts and temperature variations on propeller performance.
Additionally, exploring advanced blade materials, adaptive blade geometries, and real-time
control mechanisms could enhance efficiency and robustness in varying flight conditions for
more resilient and efficient drone propulsion systems.