Propeller aeroacoustic methodologies

The aspects related to propeller performance by means of a review of propeller methodologies are addressed. Preliminary wind tunnel propeller performance data are presented and the predominent limitations of existing propeller performance methodologies are discussed. Airfoil developments appropriate for propeller applications are also reviewed

Formation of a Propeller Structure by a Moonlet in a Dense Planetary Ring

The Cassini spacecraft discovered a propeller-shaped structure in Saturn's A ring. This propeller structure is thought to be formed by gravitational scattering of ring particles by an unseen embedded moonlet. Self-gravity wakes are prevalent in dense rings due to gravitational instability. Strong gravitational wakes affect the propeller structure. Here, we derive the condition for formation of a propeller structure by a moonlet embedded in a dense ring with gravitational wakes. We find that a propeller structure is formed when the wavelength of the gravitational wakes is smaller than the Hill radius of the moonlet. We confirm this formation condition by performing numerical simulations. This condition is consistent with observations of propeller structures in Saturn's A ring.Comment: 12 pages, 4 figures. Accepted for publication in ApJ Letter

Vertical structures induced by embedded moonlets in Saturn's rings: the gap region

We study the vertical extent of propeller structures in Saturn's rings. Our focus lies on the gap region of the propeller and on non-inclined propeller moonlets. In order to describe the vertical structure of propellers we extend the model of Spahn and Sremcevic (2000) to include the vertical direction. We find that the gravitational interaction of ring particles with the non-inclined moonlet does not induce considerable vertical excursions of ring particles, but causes a considerable thermal motion in the ring plane. We expect ring particle collisions to partly convert the lateral induced thermal motion into vertical excursions of ring particles. For the gap region of the propeller, we calculate gap averaged propeller heights on the order of 0.7 Hill radii, which is of the order of the moonlet radius. In our model the propeller height decreases exponentially until viscous heating and collisional cooling balance. We estimate Hill radii of 370m and 615m for the propellers Earhart and Bleriot. Our model predicts about 120km for the azimuthal extent of the Earhart propeller at Saturn's 2009 equinox, being consistent with values determined from Cassini images

Modeling the effects of wind tunnel wall absorption on the acoustic radiation characteristics of propellers

Finite element theory is used to calculate the acoustic field of a propeller in a soft walled circular wind tunnel and to compare the radiation patterns to the same propeller in free space. Parametric solutions are present for a "Gutin" propeller for a variety of flow Mach numbers, admittance values at the wall, microphone position locations, and propeller to duct radius ratios. Wind tunnel boundary layer is not included in this analysis. For wall admittance nearly equal to the characteristic value of free space, the free field and ducted propeller models agree in pressure level and directionality. In addition, the need for experimentally mapping the acoustic field is discussed

Flow-field Survey of an Empennage Wake Interacting with a Pusher Propeller

The flow field between a model empennage and a 591-mm-diameter pusher propeller was studied in the Ames 7- by 10-Foot Wind Tunnel with directional pressure probes and hot-wire anemometers. The region probed was bounded by the empennage trailing edge and downstream propeller. The wake properties, including effects of propeller operation on the empennage wake, were investigated for two empennage geometries: one, a vertical tail fin, the other, a Y-tail with a 34 deg dihedral. Results showed that the effect of the propeller on the empennage wake upstream of the propeller was not strong. The flow upstream of the propeller was accelerated in the streamwise direction by the propeller, but the empennage wake width and velocity defect were relatively unaffected by the presence of the propeller. The peak turbulence in the wake near the propeller tip station, 0.66 diameter behind the vertical tail fin, was approximately 3 percent of the free-stream velocity. The velocity field data can be used in predictions of the acoustic field due to propeller-wake interaction

Application of an optimization method to high performance propeller designs

The application of an optimization method to determine the propeller blade twist distribution which maximizes propeller efficiency is presented. The optimization employs a previously developed method which has been improved to include the effects of blade drag, camber and thickness. Before the optimization portion of the computer code is used, comparisons of calculated propeller efficiencies and power coefficients are made with experimental data for one NACA propeller at Mach numbers in the range of 0.24 to 0.50 and another NACA propeller at a Mach number of 0.71 to validate the propeller aerodynamic analysis portion of the computer code. Then comparisons of calculated propeller efficiencies for the optimized and the original propellers show the benefits of the optimization method in improving propeller performance. This method can be applied to the aerodynamic design of propellers having straight, swept, or nonplanar propeller blades

Dynamics of a Cavitating Propeller in a Water Tunnel

This study investigates the unsteady dynamics and inherent instabilities of a cavitating propeller operating in a water tunnel. First, the steady characteristics of the cavitating propeller such as the thrust coefficient are obtained by applying continuity and momentum equations to a simple one-dimensional flow tube model. The effects of the tunnel walls as well as those of the propeller operating conditions (advance ratio and cavitation number) are explored. Then the transfer matrix of the cavitating propeller (considered to be the most appropriate way to describe the dynamics of propeller) is obtained by combining the simple stream tube model with the conventional cavity model using the quasi-static cavitation compliance and mass flow gain factor representation. Finally, the surge instability of a cavitating propeller observed by Duttweiler and Brennen (2001) is examined by coupling the present model of the cavitation with a dynamic model for the water tunnel. This analysis shows that the effect of tunnel walls is to promote the surge instability

The Effect of the Sperry Messenger Fuselage on the Air Flow at the Propeller Plane

In order to study the effect of the fuselage, landing gear, and engine on the air flow through the propeller, a survey was made in the plane of the Sperry Messenger propeller with the propeller removed. The tests were made in the 20-foot air stream of the propeller research tunnel of the National Advisory Committee for Aeronautics at Langley Field, Virginia. The variation of the velocity with distance from the center in the propeller plane was found to be appreciable and well worth consideration in the design of propellers. It was also found that the velocity through the propeller plane was affected by the presence of the engine, and that the velocity in front of the landing gear was lower than that at other points in the propeller plane having the same radius

Low-speed wind tunnel performance of high-speed counterrotation propellers at angle-of-attack

The low-speed aerodynamic performance characteristics of two advanced counterrotation pusher-propeller configurations with cruise design Mach numbers of 0.72 were investigated in the NASA Lewis 9- by 15-Foot Low-Speed Wind Tunnel. The tests were conducted at Mach number 0.20, which is representative of the aircraft take-off/landing flight regime. The investigation determined the effect of nonuniform inflow on the propeller performance characteristics for several blade angle settings and a range of rotational speeds. The inflow was varied by yawing the propeller model to angle-of-attack by as much as plus or minus 16 degrees and by installing on the counterrotation propeller test rig near the propeller rotors a model simulator of an aircraft engine support pylon and fuselage. The results of the investigation indicated that the low-speed performance of the counterrotation propeller configurations near the take-off target operating points were reasonable and were fairly insensitive to changes in model angle-of-attack without the aircraft pylon/fuselage simulators installed on the propeller test rig. When the aircraft pylon/fuselage simulators were installed, small changes in propeller performance were seen at zero angle-of-attack, but fairly large changes in total power coefficient and very large changes of aft-to-forward-rotor torque ratio were produced when the propeller model was taken to angle-of-attack. The propeller net efficiency, though, was fairly insensitive to any changes in the propeller flowfield conditions near the take-off target operating points

An Experimental Study of the Jet of a Boat Propeller

An experimental study of the velocity and concentration (scalar) fields of a propeller is presented. Field and laboratory measurements were undertaken. The former were up to 50 diameters downstream. Important findings were that the mean velocity and scalar fields quickly become Gaussian while further downstream they both become irregular sometimes approaching approximately linear profiles. Propeller turbulence causes rapid mixing giving an initial concentration dilution factor of 1/20,000 after fifty propeller diameters. Some preliminary comparisons with field measurements of an actual boat in a natural waterway are made. Considerably more work is needed to gain a full understanding of the complex problem of propeller mixing