1、CO_.,I _,.,_TOR REPORTNASA CR “ cPROPELLER; ,_-“_.UD v-.,.LApril 197!-Hamilton“Standard _,o._;oo_.WINDSOR LOCKS, CONNECTICIJT 06096 _ti_Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4:_i _ -CONTRACTOR RE PORT NASA CR 114289ADVANCED GENERAL AVIATION
2、 PROPELLER STUDYByRose WorobelMillard G. MayoApril 1971Prepared under Contract No. NAS2-5885 byHA MILTON STANDARDDivls:b:n of Unied Aircraft CorporationWindsor Loz,:s, Co_mecticu_forADVANCED CONCEPTS AND MISSIONS DIVISIONOFFICE OF ADVANCED RESEARCH AND TECHNOLOGYNATIONAL AEROhL_,UTICS AND SPACE ADMI
3、NISTRATION/ ,./Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,- 1ABSTRACTv/Methods for predicting the: perfornmnee, noise, weight, and cost of propellers foradvanced general aviation aircraft, of the 1980 time period were developed and computer-izcd.
4、 A propeller sensitivity study based on the computer program is presented for fiverepresentative general aviation aircraft, Conceptual design studies are included forthree propellers selected from the sensitivity studies to check the weight and cost esti-n_!ing procedures. Problem areas exist in the
5、 methodology defined and follow-onstudies are recommended. A listing of the computer program is presented./ /i f./ iii/ivIProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-,* ,.! _ ii i! CON_:ENTS-,._P lk_r!P _0 DU C I_ IO N .SYMBOLS .AIRCRAFT CLASSIFI
6、CATION . , .Categorization of General Aviation Selection of Representative Aircraft for Five Categories .befinition of Mission Profiles and Propeller Requirements .TEC_INOLOGY IDENTIFICATION ._ropeller Performance Generalization :ii: :.i :i.i:i.i.:iiii:iIWeight Generalization Cost G_meralJzation . i
7、:.il.i:.i.i:iii.li.:iiiiii:.ii:iSENSITIVITY STUDIES .iConventional and Multi-Bladed Propellers Other Design Concepts .Variable camber propellers ,.Engine revisions required to reduce propeller noise .Integrated gearbox and propeller . .Prop-Fan propulsion system ADVANCE PROPELLER DESIGN CONCEPT STUD
8、Y .2ropeller Selections for Conceptual Design Study . Propeller Hardware Concept Study as e e e e o e e ql o f) G o e 8 e e ID (,e _ t Q a1DENTrFICATION OF Y0“TURE RESEARCH rrEMS Refinement and Extensions to the Generalized Methods and ComputerProgram . Design Study of Integral Gearbox Propellers De
9、sign Study of Lightweight, Low-Cost Blades for Advanced Propellers .Design Study of Prop-Fan/Piston Engine Propulsion Package .CONCLUDING REMARKS .REFERENCES TABLESI - Advanced General Aviation Propeller Study - Aircraft Classification ,.II - Mission Profiles and Propeller Requirements .III - Typica
10、l 1970 Propeller Weights .IV -Typical 1970 Propeller Weights .V - General Aviation - Generalized Propeller Weight Equations VI - O. E.M. Price for 1969 Propeller .VII - Generalized Cost Equation . / “_VoPage1359991011111620232627273232323434393939464648494949505153555657585960Provided by IHSNot for
11、ResaleNo reproduction or networking permitted without license from IHS-,-,-VIII -IX -XXI -XII -XIII -FIGURES1 -2 -3 -4 -5 -6 “-8 -9 -10 -11 -12 -13 -14 -:15 -161718192O2122Sample Computer Print-Out .Weight Comparisons of Several Propulsion Systems for the Cessna210J Aircraft Weight Summary of Repres
12、entative Propellers for 1980 Cost Equation Factor K and Z .Propeller O. E.M. and Single Unit Costs ($/lb) .O. E. M. Single Unit Cost Summary of Representative Propellersfor 1980 wBlade Planform Distribution Blade Thickness Distribution Blade Pitch Distribution Blade Camber Distribution Power Coeffic
13、ient Chart for a 2:Bladed, 150 Activity Factor, 0. 500Integrated Design CLj Prooeller. .Thrust C_o-_l:-_.:_n_, _bal:t_ f_“ a 2 -Bladed, 150 “,“ -A(.t_,_ty Factor, 0.500Integrated Design CLi Propeller .Activity Factor Adjus_men_ .Compressibility Adjustment for 0.500 Integrated Design CLi .Compressibi
14、lity Factor, F t for 0. 500 h_tegrated Design CLi .Camber Factor Adjustment for 4-Bladed Propeller Camber Adjustment for 4-Bladed Propellers Integrated Design CLi Adjustment for 4-Bladed Propellers .Hamilton Standard Propeller Weight Generalization Learning Curve for General Aviation Propellers Cate
15、gory I Sensitivity Study for the Piper Cherokee 2-BladedPropeller 0 5 Iutegrated Design CLi-Category I Sensitivity S_udy for the Piper Cherokee 4-BladedPropeller 0.5 Integrated Design CLi .- Category I Sensitivity Study for the Piper Cherokee 6-BladedPropeller 0.5 Integrated Design CLi .Category II
16、Sensitivity Study for the Cessna 210J 2-Bladed Propeller0.5 Integrated Design CLi Category II Sensitivity Study for the Cessna 210J 4-Bladed Propeller0.5 Integrated Design CLi Category II Sensitivity Study for the Cessna 210J 6-Bladed Propeller0.5 Integrated Design CLi . .Category HI Sensitivity Stu
17、dy for the Beech Baron B55 2-BladedPropeller 0.5 Integrated Design CLi .Category III Sensitivity Study for the Beech Baron B55 4-BladedPropeller 0.5 Integrated Design CLi .fj viPage61626364656667686970717273747576777879808183858789919395Provided by IHSNot for ResaleNo reproduction or networking perm
18、itted without license from IHS-,-,-n;1Page23 - Category IH Sensitivity Study for the Beech Baron B55 6-BladedPropeller 0.5 Integrated Design CLi . 9724 - Category 1V Sensitivity Study for the Beech Queen Air 3-BladedPropeller 0.5 Integrated Design CLi . 9925 - Category IV Sensitivity Study for the B
19、eech Queen Air 4-BladedPropeller 0.5 Integrated Design CLi . 10126 - Category l_r Sensitivity Study for the Beech Queen Air 6-BladedPropeller 0.5 Integrated Design CLi . 10327 - Category V Sensitivity Study for the DeHavilland-Twin Otter 3-BladedPropeller 0.5 Integrated Design CLi . 10528 - Category
20、 V Sensitivity Study for the DeHavilland-Twin Otter 4-BladedPropeller 0.5 Integrated Design CLi . 10729 - Category V Sensitivity Study for the DeHavilland-Twin Otter 6-BladedPropeller 0.5 Integrated Design CLi . 10930 - Category II Sensitivity Study for the Cessna 210J Propeller Operatingat: 50% Sta
21、ll 0.5 Integrated Design CLi . 11131 - Category II Sensitivity Study for the Cessna 210J 4-Bladed Propeller0.7 Integrated Design CLi 11332 - Category IH Integrated Design CLi Sensitivity Study for the Cessna210J 11533 - Typical Engine Gear Reduction Revisions . 11634 - Category II Sensitivity Study
22、for the Cessna 210J Prop-Fan 8 Blades/1650 TAF/0.35 CLi, 600 FT/SEC Tipspeed . 11735 - Category II Sensitivity Study for the Cessna 210J Prop-Fan 8 Blades/3.5 Diameter/0.35 CLi . 11836 - Propulsors for the Cessna 210J 11937 - Advanced Propeller Concept - Category II 12038 - Propeller Hydraulic Schem
23、atic - Category II . _ 12139 - Advanced Propeller Concept - Category IV . 12240 - Propeller Hydraulic Schematic - Category IV . 12341 - Advanced Propeller Concept - Category V . . 12442 - Propeller Hydraulic Schematic - Category V 125APPENDIXESA - GENERALIZED METHOD OF PROPELLER PERFORMANCEESTIMATIO
24、N FOR GENERAL AVIATION AIRCRAFT 127B - GENERALIZED PROPELLER NOISE . 151C - MARKET SURVEY , 167D - COMPUTER PROGRAM 173E - ADVANCED BLADE SHELL MATERIAL SYSTEM CONCEPTS 201/.fJfvii/viii (.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-o ?t .1I- _DVA
25、NCtLD C:,EIL_L AVIATION PROPELLER STUDYSUMMARYThe general object of this study sponsored by the Advanced Concepts and MissionDivision of NASA under Contract No. NAS2-5885 dated 30 January 1970 is to investigatethe effects on the performance, noise, weight and cost of advanced general aviation air-cr
26、aft propellers as influenced by the application of teclmology anticipated in the 1980time period. The study covers a very broad spectrum of aircraft implied by the power-plant size range of 100-1500 SI-IP specified in the RFPA-15989 (HK-5) dated 18 Decem-ber 1969. Thus, in order to provide a meaning
27、ful study within the scope intended byAdvanced Concepts and Missions Division, A.C.M.D., as an initial step, the Contractorclassified into five categories the general aviation aircraft envisioned by A. C. M. D.Then, a representative aircraft from each category was selected and its flight profiledefi
28、ned by fills Contractor and A. C. M. D. in sufficient detail to establish propeller re-quirements. Analytical criteria for predicting the performance, noise, weight and costprojected to the 1980 time period were established and programmed in FORTRAN V forthe UNIVAC 1108 high speed digital computer.
29、With the aircraft and propeller require-ments defined and the computer pro_ram established,“ a comprehensive sensitivity studyof the propeller geometric and performance parameters was undertaken for an aircraftconfiguration selected from each of the five categories. It was generally shown that torea
30、ch the 65-75 PNdB noise level, it will be necessary to increase propeller diametersand number of blades significantly and to operate at very low tipspeeds. This will resultin not only dimensionally less compatible geometries than those of present aircraft, butalso in heavier and more costly propelle
31、rs. The increased weight of the propeller alonecan apparently be offset significantly by utilizing lightweight, high-speed reciprocatingengines with appropriate reduction gearing. Yet, it is obvious that, depending on itsseverity, the anti-noise legislation expected by the 1980 time period could hav
32、e a majorimpact on general aviation effecting not only propeller manufacturers but engine and air-craft manufacturers as well.Detailed hardware conceptual design studies were made for three propeller configu-rations selected by A. C. M.D. Conceptual drawings, weight and cost have been estab-lished f
33、or each propeller. These carefully established weight and cost figures, basedupon complete conceptual designs for the aforementioned three aircraft categories,showed only fair agreement with the weight and cost generalization included in the com-puter program. Discrepancies for one of the propeller
34、desiglls were sufficiently largeto conclude that further effort needs to be undertaken to establish more precise weightand cost generalizations for quiet, slow turning propellers.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-“_.-“ .“i.“. .An attrac
35、tive alternative to the large, quiet propellers was indicated in the study ofother concepts. This is the Prop-Fan concept which is a small diameter multiblade,variable pitch ducted fan coupled to high speed reciprocating engines without the speedI! reduction gearing. On the basis of a brief study of
36、 the Ce,_“_sna 210J aircraft, this con-cept can generally meet both the low noise objectives of this study and performance re-_:qui.rements of t_is aircraft with compatible geometry and some reduction in total propul-sion weight. Although considerably more work is required, the initial study strongl
37、y in-;dicates that this new concept would be particularly attractive for mu!.ti-engine aircraft.,Moreover the concept appears to have most of the favorable characteristics of the turbo-:fan, i.e. compactness and high-speed capability at less expense since modification of.existing high-speed reciproc
38、ating engines may be utilized,ti _inally a major contribution of this study is the new methodology which WaS derived;to predictt propeller aerod_lamic performance. This methodology was utilized in thesensitivity studies, and it is intended that the reader of this repoz_ will have sufficientdata t_ p
39、ermit similar propeller studies for any general aviation aircraft. A completel_stk_g of the computer program with detailed instruction) on i_ use are include( All,t!_c. (:_rves _m.d e,_tJatio:,s for the analytical methods .h_ch_dcd il_ !he computer pr(_-:_ramare p_-esented “,vJth instructioi)s of us
40、age in lieu of the ,.o.nput_i,_ a .1/j/2Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-* _.-F .INTRODUCTIONJAviation forecasts for the ne_ ten to fifteen year time period, indicate continuedsteady growth of general aviation. The attainment of this f
41、orecasted growth and even amore rapid expansion is dependent upon the continued improvement in the safety, utility,performance and cost of general aviation aircraft.t Acoustic improvement is a goal which may be of incre_sing importance since noiset “pollution has become a serious concern to almost e
42、very community in the country. Theeffect of increasing numbers of general airerafl; operating from landing strips close topopulated areas will further aggravate the problem. Consequently, the general aviationindustry may be required to significantly reduce the noise levels of current and futureaircr
43、aft. Thus, to insure the forecasted grouch of general aviation, the noise problemmust be seriously considered along with improvements in the other areas mentionedabove.General aviation is a heterogeneous category covering a H civil aviation except thecertified commercial air carriers. The category f
44、i_c!udes a wide range of aircraft fromsmall sh_gle place private airplanes to multiph_ce, multiengine aircraR utilized by theair taxi operators, businesses and third tier air carriers. Generally the category in-cludes aircraft of gross weights up to 12, 500 pouuds. “ The projected . _:Ow u.1 of this
45、classification even by experts in the field has been difficult c.ue to the large variety andapplication of the aircraft included and its dependence on various economic factors.However, the forecast by the Federal Aviation Administration (ref. 1, 2) is probably asaccurate as is available. This agency
46、s forecast on general aviation gro_h is impres-sive by the number of aircraft included and is sumn_arized be tow.From a current base of about 114,000 active aircraR, it is expec_:ed that this fleetwill increase to over 214, 000 units by 1980. Single engine, piston aircraft currentlynumber about 96,5
47、00 with an expected ten year growth to over 170, 000 aircraft. Theirportion of the fleet is currently nearly 85 percent with only a slight decrease in thispercentage predicted by 1980. The number of multiengine piston aircraft is forecast toabout double from approximately 13,500 to 26, 500 by 1980.
48、The growth in turbineengine powered aircraft is expected to undergo the most spectacular grov,h from about1300 today to over 7800 aircraft over the coming decade. Most of these latter aircraftwill be turboprop with the turbofans beginning to make a significant slmwing. Currentlythese engines are being installed only on the larger aircraft in this category. Thegrowth of turbofan aircraft is dependent almost entirely on the ability of the engine man-ufacturers to develop low cost, low noise, reliable engines. New technology and hard-ware development will be required befo
