Testing of the 578-DX propfan propulsion system

Chapman, D.; Fleury, R.E.; Smith, Duncan

doi:10.2514/6.1988-2804

Cited by 4 publications

(2 citation statements)

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“…Thanks to the increase in open-source documentation, we have data such as torque split, pitch settings, activity factors, tip Mach numbers and a variety of geometric and aerodynamic data. The propulsion efficiency benefits have been demonstrated in a number of programmes [106][107][108], but they are mostly limited to test beds. These benefits are up to 20% improvement in fuel burn over comparable turbofans.…”

Section: The 1980s and The Fuel Crisismentioning

confidence: 99%

Historical development of the coaxial contra-rotating propeller

Filippone

2022

Aeronaut. j.

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We review the development of the contra-rotating propellers from the origins to the present. Initially, these systems were proposed to increase speed, then to increase propulsive efficiency, and thus reduce fuel burn. Ultimately, they hit another environmental limit: too much noise. Acoustics has been in fact the main focus of the development in the past 30 years. Pioneering work done across countries demonstrated several unique features of this propulsor. Various embodiments are available, namely contra-rotating, counter-rotating, co-axial, tandem, open rotor and prop-fans, collectively named contra-rotating propellers. This review only considers concepts that have been applied to real aircraft, prototypes that are known to have been flight tested (about 70 vehicles), or representative laboratory models. Five classifications are proposed: pioneers (before 1940), golden years (1940–1950), Western airplanes (1950s onwards), Soviet-Russian airplanes (1950s onwards) and modern developments (1980s onwards). Selected experimental aircraft and laboratory concepts are mentioned, where these appear to advance the state-of-the-art. Power plants evolved from internal combustion engines to the modern gas turbine engines requiring new solutions. Engine layouts and propulsion configurations are analysed where appropriate. It is concluded that propulsive efficiency can only be achieved at a cost of multiple engineering problems, some of which remain unsolved.

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Section: The 1980s and The Fuel Crisismentioning

confidence: 99%

Historical development of the coaxial contra-rotating propeller

Filippone

2022

Aeronaut. j.

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“…• Aerodynamic loads and deformations are both quasi-steady • Aerodynamic damping and inertia loads are negligible • Amplitude magnification due to excitation in the vicinity of resonances is not considered or generally avoided by prescribed safety margins • Crosswind angles are small, i.e., small angle assumptions are valid It is worth mentioning that the referred procedure includes strip theory and beam analysis in the original publication. However, Hamilton Standard validated the structural design of the Advanced Turbo Prop [28] (later resulting in the PW-Allison 578-DX [29]) with a similar approach but using finite shell elements instead of beam theory. The approach to estimating the dynamic loads with two separate steady analyses is not limited to specific structural models.…”

Section: Existing Estimation Proceduresmentioning

confidence: 99%

Rapid Dynamic Load Estimation Procedure for Lifting Propellers in Forward Flight

Möhren,

Bergmann,

Janser

et al. 2024

Preprint

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Lifting propellers operate at oblique inflow and thus encounter severe dynamic loads during forward flight, impacting structural integrity, fatigue, and vibration. Numerical optimization approaches consider aerodynamic, structural mechanical, and aeroacoustic aspects within preliminary design. To also account for dynamic loads during forward flight, a novel procedure allows their rapid estimation. Based on steady-state simulations combining strip theory and finite beam elements, aerodynamic excitation, damping, and stiffness are defined in the frequency domain. Loads are derived through a linear inflow model and quasi-steady aerodynamics. Damping and stiffness loads are linearized and transferred into matrix form to calculate the frequency response. The computationally expensive need for simulations in the time domain is thus avoided. Applicability extends to both fixed and variable pitch lifting propellers utilized in large multicopters for cargo or passenger transportation. Comparisons to time-marching simulations show good agreement with deviations of approximately \SI{10}{\percent}. The analytical derivation yields physical insights to understand and reduce dynamic loads and their magnification due to resonance.

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