NASA Technical Memorandum 79124

WIND TUNNEL PERFORMANCE OF

FOUR ENERGY EFFICIENT PROPELLERS
DESIGNED FOR M A C H 0 8 CRUISE

by Robert J J e r a c k i Daniel C Mikkelson,

and Bernard J Blaha
Lewis Research Center
Cleveland, Ohio

TECHNICAL PAPER to be presented a t the

Business Aircraft Meeting
sponsored by the Society of Automotive Engineers
Wichita, K a n s a s , April 3-6, 1979
 THE ISCREASED E ? P W S I S c n f u e l c o n s e r v a t i o n has
s t i n u l a t e d a renewed i n t e r e s t i n t u r b o p r o p
powered a i r c r a f t . S t u d i e s by LASA and i n d u s t r y
or a i r c r a f t d e s i g n e d f o r ?!ach 0 . 8 c r u i s e a b o v e
9.1;: km ( 3 0 000 f t ) a l t i t u d e i n d i c a t e s i g n i f i -
c a n t ' c l o c k f u e l s av i - g - ; and d i r e c t o p e r a t i n g
c c s t r e d u c t i c n s of t s r b o ? r o F porcered a i r c r a f t
o v e r c o n ? a r a b l e t u r b o f a n ?o:.rsred a i r c r a f t .
S p e c i f i c s t u d i e s and s u n a r i s s a r e g i v e n i n
~ e f s . (I)* t o ( 3 4 ) . .I r e c e n t s t a t u s r e p o r t o n
NASA's Advanced T u r b o T r c ? P r c j e c t , which i s
p a r t o f i t s A i r c r a f t Energy E f f i c i e n c y Progra m ,
i s d i s c u s s e d i n Ref. ( 2 ) . Eigh speed turbo-
prop p r o p u l s i o n h a s been s t u d i e d f o r a v a r i e t y
of s u S s o n i c a i r c r a f t a p F i i c a t i o - s , b o t h c i v i l
a c d m i l i t a r y . The m a g n i t u d e o f t h e f u e l s a v -
i n g s cf t u r b o p r o p powered a i r c r a f t o v e r com-
? a r a b l e t e c h n o l o g y t u r b o f a n poi;ered a i r c r a f t
i s g e n e r a l l y i n f l u e n c e d by a i r c r a f t c r u i s e
s p e e d and o p e r a t i n g r a n g e . This i s shov.3 i n
t h e trend c u r v e s of b l o c k f u e l s a v i n g s v e r s u s
o p e r a z i n g r a n g e s h o . m ir. F i g . 1 f r o m R e f . ( 2 ) .
F u e l s a v i n g s f r o m 15 tc 39': zt Xac?. 3 . 8 may b e
r e a l i z e d by t h e u s e 05 a? a c v a n c e d h i g h - s p e e d
turboprop. The Zlach C . 7 c r u i s e a i r c r a f t show
l a r g e r f u e l s a v i n g s t h a n t h o s e d es i g n ec! f o r
Xach 0 . 8 s i n c e t h e a d v a n t a g e o f t h e h i g h s p e e d
turboprop propulsion sys ten over t h e turbofan
i n c r e a s e s a s Zlach number i s d s c r e a s e d . F u e l
s a v i n g s o f o v e r 20% n a y b e r e a l i z e d a t Mach 0 . 7
f o r r a n g e s t y p i c a l of b u s i n e s s j e t a i r c r a f t .
The f u e l s a v i n g s a l s c i n c r e a s e s f o r s h o r t e r
stage length operation because a l a r g e r portion
o f t h e b l o c k time i s s p e n t a t c h e l o w e r s p e e d s
of c l i m b and d e s c e n t where r u r b o p r o p p r o p u l s i o n
o f f e r s e v e n l a r g e r a d v a n t a g e s . T h es e p r o j e c t e d
a i r c r a f t f u e l savings w i t h t h e high speed t u r -
b o p r o p h a v e a s i g n i f i c a n t i n p a c t on t h e a i r -
c r a f t d i r e c t operating c o s t . Since f u e l c o s t s
a b o u t 40% o f t h e d i r e c t o p e r a t i n g c o s t (DOC)
of medium-to-short h a u l commercial a i r c r a f t , a
20 t o 25% f u e l s a v i n g s r e s u l t s i n a n 8 t o 10%
l o w e r DOC ( 2 ) . F u e l s a v i n g s a r e g r e a t e r ( 2 2 )
f o r l o n g e r r a n g e a i r c r a f t and s o t h e DOC sav-
i n g s a r e g r s a t e r . Very l o n g r a n g e a i r c r a f t c a n
t a k e advantage of reduced f u e l consumption t o
r e d u c e a i r c r a f t w e i g h t a2 d s i z e wh i ch g i v e s
a d d i t i o n a l DOC r e d u c t i o n a s w e l l a s r e d u c i n g
a c q u i s i t i o n c o s t and lower l i f e c y c l e c o s t .
The v a r i a t i o n o f DOC s a v i n g s w i t h f u e l c o s t s
f r o m R e f . ( 1 6 ) i s shown i n F i g . 2 . The c u r v e s
a r e b a s e d on e a r l i e r s t u d i e s w i t h b o t h 1 9 8 5
t e c h n o l o g y a s s u m p t i o n s an d a l s o 1 9 7 6 t e c h n o l -
*Numbers i n p a r e n t h e s e s d e s i g n a t e R e f e r -
e n c e s a t end o f p a p e r .
SAE P a p e r S o . 790373
ogy ( 1 6 , 2 3 - 2 4 ) . Boe ing a n d Lockheed examined
1985 t e c h n o l o g y l e v e l t u r b o p r o p e n g i n e s v e r s u s
equivalent technology level turbofan engines.
The Boe ing a i r c r a f t d e s i g n w a s b a s e d o n 1976
t e c h n o l o g y l e v e l s w h i l e Lockheed u s e d 1985
t e c h n o l o g y l e v e l s . D ougla s u s e d t h e DC9-30 as
a b a s i s o f c o m p a r i s o n and compared b o t h c u r -
r e n t t e c h n o l o g y t u r b o p r o p e n g i n e s a nd 1985
t e c h n o l o g y l e v 2 1 e n g i n e s t o t h e c u r r e n t DC9-30
c o n f i g u r a t i o n u s i n g l o w - b y p a s s - r a t i o JT8D t u r -
bofan e n g i n e s . A s can be s e e n , a wide s p r e a d
i n DOC s a v i n g s was a c h i e v e d , r e f l e c t i n g the
v a r i o u s a s s u m p t i o n s of p r o p e l l e r e f f i c i e n c y ,
f u s e l a g e d e s i g n a nd w e i g h t f o r n o i s e a t t e n -
uation, a i r c r a f t configurations, design s t a g e
l e n g t h s , m a i n t e n a n c e c o s t s , e t c . I n a l l cases,
however, t h e r e i s a v e r y s i g n i f i c a n t improve-
ment f o r t h e t u r b o p r o p powered a i r c r a f t . T h i s
is especially true a t the shorter stage
l e n g t h s making a d v a n c e d t u r b o p r o p s l o o k p a r -
t i c u l a r l y a t t r a c t i v e f o r t h e short-and-
medium-range m a r k e t s .
ADVANCED DESIGN CONCEPTS
Most of t h e a i r c r a f t s t u d i e s h a v e b e e n
b a s e d on e s t i m a t e d p r o p u l s i v e e f f i c i e n c y from
t h e p r o p e l l e r n e a r 7 9 . 5 % a t Mach 0 . 8 . To
a c h i e v e t h i s l e v e l o f p e r f o r m a n c e w i t h a n ac-
c e p t a b l e c a b i n n o i s e l e v e l , s e v e r a l a dvanced
a e r o d y n a m i c a n d a c o u s t i c c o n c e p t s were eval-
u a t e d a nd u s e d i n d e s i g n i n g t h e p r e s e n t wind
tunnel models. These c o n c e p t s have been dis-
c u s s e d i n p r e v i o u s r e p o r t s ( 1 , 2 , 3 5 - 3 7 ) and w i l l
m a i n l y b e summarized h e r e . F i g u r e 3 s c h e m a t i -
c a l l y describes these important design concepts
f o r h i g h s p e e d p r o p e l l e r d e s i g n . They i n c l u d e
r e d u c e d b l a d e t h i c k n e s s a nd t i p sweep t o mini-
mize c o m p r e s s i b i l i t y l o s s e s i n t h e o u t b o a r d
p a r t o f t h e b l a d e s and t o reduce c r u i s e n o i s e ;
t a i l o r e d n a c e l l e b l o c k a g e a nd s p i n n e r area-
r u l i n g t o reduce blade-to-blade choking and
other compressibility losses i n the blade root
r e g i o n ; a n d , t h e u s e of a d v a n c e d a i r f o i l tech-
n o i o g y . To h o l d p r o p e l l e r d i a m e t e r a nd w e i g h t
t o r e a s o n a b l e v a l u e s f o r Mach 0.8 c r u i s e a b o v e
9 . 1 4 4 km (30 000 f t ) a l t i t u d e , power ( d i s k )
l o a d i n g s s e v e r a l times h i g h e r t h a n c o n v e n t i o n a l
d e s i g n a r e r e q u i r e d . The se h i g h l o a d i n g s then
would r e q u i r e i n c r e a s i n g t h e number o f b l a d e s
t o a r o u n d 8 t c 1 0 t o ke e p i d e a l p r o p e l l e r e f -
f i c i e n c y h i g h . Advanced p r o p e l l e r l n a c e l l e de-
s i g n i s a h i g h l y i n t e g r a t e d procedure and i s
Jeracki
 d e s c r i b e d i n d e t a i l i n K e l . (C). :;n ex ample
o f t h i s i n t e g r a t e d p r o c e d u r e i s s i i o ~ ni n F i g .
.i w h e r e b l a d e scieep, s p i n n e r a r e a r u l i n g and
n a c e l l e b l o c k a g e a r e u s e d t o m i n i m i z e com-
p r s s s i b i l i t y l o s s e s a c r o s s t h e co n i Tl et e b l a d e
radius. Far a s t r a i g h t propeller a t the design
c o n d i t i o n o f ?tach 0 . 8 c r u i s e a n d 2 d 3 . 8 m/sec
(SO0 f t / s e c ) b l a d e t i p speed, a l l s e c t i o n rela-
t i v e ?tach numbers (curvci A ) a r e a b o v e t h e d r a g
d i v e r g e n c e Xach number ( c u r v e 3) of t!ie p r o -
p e l l e r w i t h SACA 1 6 - s c i r i s s a i r f o i l s e v e n when
t h i n b l a d e s e c t i o n s a r e u s e s . Adding 30' o f
siieep ( c u r v e C ) b r i n g s :he :-fach numbers near
t h e t i p t o v a l u e s 1o:jer t h a n d r a g d i v e r g e n c e
l e v e l s . A r e a - r d i n g t i 1 2 s ? l n n e r an d n a c e l l e
b l o z k a g e s u p p r e s s t h e l c c a l Xacn numbers i n
:he ~ I G ? r s g i o r . (c1Jrve I)). 2;o f t h e a d v a n c e d
a e r z a y n a - i c a n d a c o u s t i c cor.cepzs t:ere i n -
..,es:igat21 i n t n e i i i n d t u n n e l m d e l p r o g r a m
d i s c u s s e d h e r s w i t h t h e s x c e p r i o n o f ad v an c e d
a i r f o i l s . Cnder c u r r e n t XASA ? l a x , t h i s con-
c e p t xi11 b e a d d r e s s e u i- :?.e f i l t z r e .
:1 & i d i t i o n - - I * L A >.:..-
ti-,; ;7q7,.- - i'c e f f i c i e n c y
g s a l s , n c a r - f i e l d soc~-;i- c o i s e c a r g e t l e v e l s
were e s t a b i i s h e i L O kee; i ~ . c e r i o r n Q i s e l e v e l s
c o m p e t i t i v e x i t h c u r r e n t \;ice body a i r c r a f t
and t o n i n i m i z e t h e n e e d f c r f u s e l a g e t r e a t -
a e n t . S i n c e t h e b l a d e r e l a t i v e t i ? Xach num-
5 e r s a r e s l i g h t i y s u p e r s o n i c a s sho7.m i n F i g .
4 (?ITIp 2 1 . 1 4 ) t h e i n i t i a l a p p r s a c h f o r n o i s e
r e d u c t i o n was t o a dd srceep and r e d u c e t h e
s f f e c t i v e l o c a l s e c t i o n >:act n u n b e r t o b el o w
t h e s e c z i o n c r i t i c a l Yach n n x b e r . The s h o c k
s t r e n g t h and t k e r e f o r e t . . e r e s u l t i 7 . g p r e s s u r e
; d j e i s t h e r e h y r e d u c e d . 1;;;-30' t i p s v e e p
b l r 3 e 6 e s i 3 n s w e r e e x p s c i e d :> b e ao n ewh at
; u i e z e r f z r t h i s r e a s o r , . .i more ad v an ced con-
0
c s ~ cwas i n z o r p o r a t e d i n a $ 5 t i p sweep de-
s i g n iSX-3) u s i n g t h e l i - e a r a c c u s c i c a n a l y s i s
of Xef. ( 3 8 ) . A. h i s t o r i c a l 2evelo;ment o f t h e
zp?iic&:ion of a c o u s t i c theor;- t o advanced
p r o p e l l e r d e s i g n i s g i v e n i r , R e f . ( 3 9 ) . The
p r e s e n t t h e o r y p r e d i c c s t h i c k n e s s (due t o b l a d e
a i r f o i l t h i c k n e s s d i s t r i b u t i s n ) an d l o a d i n g
( d u e t o p r e s s u r e l o a d s on t h 2 h l a d e a i r f o i l )
n o i s e components from each r a d i a l s e c t i o n o f
t h e blade. Thickness m i s e i s generally the
d o m i n a n t n o i s e s o u r c e or, a p r o p e l l s r o 2 e r a z i n g
w i t h a s l i g h t l y s u p r s o n i c ti? Zhch number.
By p r o p e r l y s w e e p i n g t h e b l a d e ? i a z f o r m i t i s
p o s s i b l e t o reduce n e a r - i i e l 2 noise using t h e
?base i n t e r f e r e n c e c o n c e p t i l l u s t r a t e d i n
F i g . 5. The n o i s e f r o m o n e T r o p e l l e r b l a d e i s
t h e v e c t o r s u n of t h e c o n t r i b u t i o n s o f t h e
s i n u s o i d a l wave ( a m p l i t u d e a n d p h a s e a n g l e )
from e a c h r a d i a l s t r i p . The n o i s e of t h e t o t a l
p r o p e l l e r i s t h e p r o d u c t of t h e v e c t o r sum and
t h e number o f b l a d e s . Sw e e ping t h e t i p back
causes i t s s i g n a l t o l a g (increased phase
a n g l e ) t h e s i g n a l f r o m t h e mid b l a d e r e g i o n
t h u s c a u s i n g p a r t i a l i n t e r f e r e n c e a nd a re-
d u c t i o n i n n o i s e . T h i s p h a s e i - n t e r f e r e n c e con-
c e t was u s e d i n t h e a c o u s t i c d e s i g n o f t h e
8
45 sw e pt p r o p e l l e r model (SR-3) t o r e d u c e t h e
near-field cruise noise. This concept should
h a v e a p p l i c a t i o n t o b o t h t h i c k n e s s a nd l o a d i n g
n o i s e i n t h e n e a r and f a r f i e l d s .
YODEL DESIGN Ah3 TESTS
I n i t i a l d e s i g n s t u d i e s (36) f o r h i g h
s p e e d p r o p e l l e r s w e r e b a s e d on c o m p a r i s o n s
w i t h p r e s e n t da y t u r b o f a n powered t r a n s p o r t s ,
with t h e requirement t h a t a i r p l a n e speed, cabin
e n v i r o n m e n t , and a i r p l a n e s a f e t y n o t b e de-
graded w i t h a n advanced f u e l e f f i c i e n t turbo-
p r o p . The d e s i g n Ziach number o f 0 . 8 a nd a l t i -
t u d e o v e r 9 . 1 4 4 km (30 000 f t ) w a s e s t a b l i s h e d
t o a l l o w t u r b o p r o p powered a i r c r a f t t o mesh
w i t h t u r b o f a n powered a i r c r a f t . High p r o ? e l l e r
power ( d i s k ) l o a d i n g i s r e q u i r e d w i t h o u t t h e
s i z e and w e i g h t p e n a l t y a s s o c i a t e d w i t h con-
ventional propeller designs to achieve the
Mach 0 . 8 , 1 0 . 6 6 8 km (35 000 f t ) d e s i g n p o i n t .
A l l t h e a d v a n c e d p r o p e l l e r d e s i g n s t h a t were
t e s t e d ha d e i g h t b l a d e s w i t h b l a d e a c t i v i t y
f a c t o r s n e a r 200 ( e x c e p t 2 3 5 f o r SR-3) t o meet
t h i s high ioading requirement. In order to
keep t h e a i r p l a n e c a b i n n o i s e comparable t o
p r e s e n t t u r b o f a n ? ow e re d a i r c r a f t , a n a e r o d y -
namic - a c o u s t i c compromise was r e a c h e d i n t h e
i n i c i a l p r o p e l l e r d e s i g n s which a l l o x e d t h e
r e l a t i v e t i p Xach number t o b e s l i g h t l y s u p e r -
s o n i c ( a p p r o x . ZIach l.l+). The d e s i g n param-
e t e r s f o r t h e f o u r model p r o p e i l e r s t h a t were
t e s t e d a r e shown in F i g . 6 a i o n g w i t h t h e ?re-
d i c t e d d e s i g n p o i A t e f f i c i e n c i e s f r o m t h e nech-
od of R e f . (i). A l s o , t h e ? r e a i c t e d c r u i s e
n o i s e u s i n g t h e a c s u s t i c a n a l y s i s o f 2 e f . (39)
-_
a t :Ligb,t c z r . l % t i x s a x L dis----- Ld'.Ld si 2 . 3 3,s-
2el;e: l i a r r , s t c r s ~ Z G T . L-.z c;? :a >.-.>.c..
.is :as 5, s e ? ~ ,t;? s p r e c , 20
and b l a d e cumber f o r a l l f o u r c e s i g s wzre t h e
same, t h e r e f o r e i l e a l e f f i c i e n c y was t h e saine
f o r a l l o f t h e d e s i g n s . A l l d e s i g n s ixad t h i n
a i r f o i l s w i t h w ide c h o r d s and had t w i s t a nd
 camber d i s t r i b u t i o n s w h i c h w e r e b a s e d o n t h e
p r o p e l l e r o p e r a t i n g i n t h e flow f i e l d around
a s p e c i f i c s p i n n e r and n a c e l l e . C o n f i g u r a t i o n
SR-2 w a s a s t r a i g h t b l a d e w h i c h w a s d e s i g n e d
and t e s t e d w i t h a n a r e a - r u l e d s p i n n e r (AR-2).
0
SR-1 h a d 30 o f t i p sweep and w a s d e s i g n e d a nd
t e s t e d v i t h a c o n i c s p i n n e r (C-1). SR-lm was
a m o d i f i c a t i o n o f t h e SR-1 d e s i g n w i t h h i g h e r
loading near the t i p . As s h o w i n Fig. 7 ,
t h i s w a s accomplished by reducing t h e t w i s t
and i n c r e a s i n g t h e c a n b e r n e a r t h e t i p com-
p a r e d t o SR-1. SR-lm was t e s t e d w i t h b o t h t h e
c o n i c a l a n d a r e a - r u l e d s p i n n e r s . SR-3 had 45’
o f t i p sweep an d w a s t h e most a d v a n c e d d e s i g n
s o f a r . The a c o u s t i c p h a s e i n t e r f e r e n c e con-
c e p t discussed earlier was used i n t h e design
o f t h e p l a n f o r m s h a p e ( c h o r d an d s w e e p ) . SR-3
was p r e d i c t e d t o h a v e a n o i s e l e v e l a b o u t 6 dB
b e l o w t h e s t r a i g h t b l a d e d SR-2 d e s i g n . SR-3
w a s d e s i g n e d and t e s t e d w i t h a n a r e a - r u l e d
s p i n n e r (AR-3). A s shown i n F i g . 6 , t h e p r e -
d i c t e d d e s i g n p o i n t e f f i c i e n c y i n c r e a s e d as
t h e amount o f sweep was i n c r e a s e d . The b l a d e
geometry c h a r a c t e r i s t i c s f o r a l l f o u r b l a d e
d e s i g n s a r e shown i n F i g . 7. A i r f o i l s e c t i o n s
f o r t h e b l a d e d e s i g n s ;.:ere NACX s e r i e s - 1 6 f r o m
t h e t i p t o t h e 5 3 % r a d i u s (454 f o r SR-1) a nd
XACA s e r i e s 65 w i t h c i r c u l a r a r c mean l i n e
(3AC.A a = l mean l i n e f o r SR-1) f r o m t h e 37%
radius to the root with a transition fairing
between.
A t t h e i r d e s i g n a d v a n c e r a t i o (J = 3.06)
and power c o e f f i c i e n t ( C p = 1 . 7 ) t h e p r e d i c t e d
e f f i c i e n c i e s are presented i n Fig. 8 a t free-
stream ?lach numbers f r o i n 0 . 6 t o 0.85. For
r e f e r e n c e t h e i d e a l e f f i c i e n c y l e v e l (85.1%)
i s shown w h i c h w a s b a s e d on a n optimum b l a d e
l o a d i n g w i t h z e r o b l a d e d r a g . The p r e d i c t e d
e f f i c i e n c i e s were a l l h i g h a t l o w Mach num-
b e z s w i t h t h e 45’ sweep SR-3 p r o p e l l e r a nd t h e
30 sweep SR-lm p r o p e l l e r j u s t a b o u t 1%a b o v e
t h e 30’ sweep SR-1 a n d 0’ sweep SR-2 p r o p e l l -
ers. S i g n i f i c a n t d i f f e r e n c e s a s s o c i a t e d w i t h
sweep a p p e a r e d a b o v e Mach 0 . 7 . The 30’ s w e p t
c o n f i g u r a t i o n s showed a b o u t a 2 % i mp r ove m e nt
compared t o t h e s t r a i g h t SR-2 p r o p e l l e r . The
45’ sweep SR-3 p r o p e l l e r showed even h i g h e r
p e r f o r m a n c e a n d t h e p r e d i c t e d e f f i c i e n c y re-
m a i n e d a b o v e 80% o u t t o Mach 0.85.
The 6 2 . 2 cm ( 2 4 . 5 i n . ) d i a m e t e r p r o p e l l e r
m o d e l s w e r e a l l t e s t e d i n t h e XASA L e w i s 8-by-6
f o o t wind t u n n e l ( 4 0 ) o n t h e 1000 hp p r o p e l l e r
t e s t r i g ( P T R ) . F i g u r e 9 s h o u s t h e 45O s w e p t
SR-3 model i n s t a l l e d or, t h e PTR. A c u t a w a y
d r a w i n g oL t!ie PTR i s shown i n F i g . 1 0 . The
p r o p e l l e r m ode ls w e r e d r i v e n by a t h r e e s t a g e
6 2
a i r t u r b i n e u s i n g a 3 . 1 0 3 ~ 1 0 N/m (450 p s i )
c o n t i n u o u s f l o w a i r s u p p l y s y s t e m . F o r c e s on
t h e p r o p e l l e r a nd s p i n n e r s were m e a sured u s i n g
two s e p a r a t e s y s t e m s . A l o a d c e l l l o c a t e d I n
t h e v e r t i c a l s t r u t was u s e d t o m e a s u r e a x i a l
f o r c e . A r o t a t i n g b a l a n c e l o c a t e d j u s t a f t of
t h e s p i n n e r m e a s u r e d b o t h t h r u s t a nd t o r q u e .
N a c e l l e f o r c e s were d e t e r m i n e d f r o m p r e s s u r e
integration.
The w ind t u n n e l t e s t s were c o n d u c t e d a t
z e r o model i n c i d e n c e t o t h e f r e e - s t r e a m f l o w .
The b l a d e a n g l e m e a s u r e d a t 314 p r o p e l l e r
r a d i u s (B3/4) was s e t a t v a r i o u s a n g l e s and
d a t a were t a k e n o v e r a r a n g e i n Mach number
from 0.6 t o 0.85.
AERODYNAMIC TEST RESULTS
The wind t u n n e l p e r f o r m a n c e d a t a i n t h i s
p a p e r a r e p r e s e n t e d i n terms o f p r o p e l l e r n e t
efficiency. That i s , t h e p r o p u l s i v e e f f i c i e n c y
of t h e p r o p e l l e r b l a d e s a l o n e , a f t e r c o r r e c t i n g
f o r i s o l a t e d s p i n n e r d r a g and t h e buoyancy i n -
t e r a c t i o n f o r c e f r o m t h e n e a r b y n a c e l l e . The
buoyancy c o r r e c t i o n f o r c e was d e t e r m i n e d u s i n g
t h e method o f R e f s . ( 4 1 ) t o ( 4 3 ) . Net e f f i -
c i e n c y (‘INET) a nd power c o e f f i c i e n t (Cp) p l o t s
a t Mach 0 . 6 a nd 0 . 8 a r e p r e s e n t e d i n Fig. 11
f o r SR-3. The c o e f f i c i e n t s were b a s e d on a
r e f e r e n c e p r o p e l l e r d i a m e t e r o f 6 2 . 2 c m (24.5
i n . ) which w a s t h e a c t u a l d i a m e t e r w i t h the
b l a d e s i n t h e approximate f e a t h e r p o s i t i o n .
For t h e swept models t h e d i a m e t e r a t c r u i s e
b l a d e a n g l e s was s l i g h t l y l a r g e r t h a n t h i s .
The p r o p e l l e r d i a m e t e r c h a n g e s w i t h b l a d e a n g l e
s e t t i n g d u e t o t h e b l a d e sw e e p.
A t e a c h b l a d e a n g l e a nd Mach number t h e
p r o p e l l e r s were o p e r a t e d a t a number o f power
levels t o obtain the variation of net effi-
c i e n c y a nd power c o e f f i c i e n t w i t h a d v a n e r a t i o
shown i n F i g . 11. Power l o a d i n g (SHP/D ) c a n 5
b e w r i t t e n i n terms o f p r o p e l l e r c o e f f i c i e n t s
and f r e e - s t r e a m c o n d i t i o n s a s :
From t h i s r e l a t i o n s h i p l i n e s o f c o n s t a n t power
l o a d i n g have b e e n a dde d t o F i g . 11 as ercent-
a g e s o f d e s i g n l o a d i n g p a r a m e t e r Cp/J 5
(= 0.05933) d e t e r m i n e d a t t h e d e s i g n o p e r a t i n g
Jeracki
3
 c o n d i t i o n s o f J = 3.06 a n d Cp = 1 . 7 . Per-
f o r m a n c e a t c o n s t a n t power l o a d i n g were p l o t t e d
f r o n t h e s e b a s i c d a t a c u r v e s . The e f f e c t o f
p a r e r l o a d i n g a n d a d v a n c e r a t i o on n e t e f f i -
c i e z c y a t ?lac:'- 0 . 6 a n d 0 . 8 i s shown i n F i g s .
1 2 2nd 1 3 , r e s ? e c t i v e l y . Each p r o p e l l e r /
s p i n n e r c o x b i n a t i o n t n a r was t e s t e d i s pre-
sen:ed a s a s e p a r a t e ? l o t . T:;pical v a r i a t i o n
of e f f i c i e n c y w i t h ad v an ce r a t i o a t a c o n s t a n t
power l o a d i n g i s a. p eak ed c . x v e . The r e d u c t i o n
from t h e peak w i t h i n c r e a s i n g ad v an ce r a t i o i s
due t o a c o m b i n a t i o n o f l o w e r i d e a l e f f i c i e n -
c i e s d u e t o i n c r e a s e d swirl 2nd l o w e r b l a d e
sectional l i f t t o drag r a t i o s (fron increasing
l o c a l a n g l e s o f a t t a c k ) . The f a l l - o f f w i t h
d e c r e a s i 2 g a d v a n c e r a t i o i s due t o i n c r e a s e d
con?ressibility losses zsscclated with the
j i g h e r t i p r o t a t i o n a l speeds and/or again lower
b l a d e s e c t i o n a l l i f t ts d r a g r a t i s s ( f r o m de-
creasing l o c a l angles of arzack).
A t :.iach G . 8 t h e 2 e r f o r r n c e d r o p a t l ow
advance r a t i o s appeared y o r e s e v e r e f o r t h e
s t r a i g h t SR-2 n o d e l t h a n f o r t h e s w e p t c o n f i g -
u r a t i o n s Cost l i k e l y indica:ing e a r l i e r o n s e t
of c o x p r e s s i b i l i t y losses iz t h e b l a d e t i p re-
gior,. Z.t botb. Xach 0 . 6 a n ? 0. 8 SII-lm a p p e a r -
ed t o h a v e l e s s ? e r f o r - . a n c s Loss a t t h e h i g h
a d v a n c e r a t i o s t h a n Sil-1 w:?ich a a y b e d u e t o a
n o r e o?timurn twist ar.2 cainjer d i s t r i b u t i o n .
A d d i t i o n o f t h e a r e a - r u l e d s ? i n n e r t o t h e SR-lm
model i n p r o v e d t h e p e r f o r m a n c e a t Xach 0 . 8
f r o m icw t o h i g h a d v a n c e r a r i o s i n d i c a t i n g a
2 o s s i b i e r e d u c t i o n i n losses i n t h ? b l a d e r o o t
regid?. ;he L5L swe?-, model (SR-3) wh i ch ha d
271 a r z a - r u l e d s ? i n n e r a p p e a r e d t o g e t most o f
ICS ? e r f s r m a n c e b e n e f i t a t l o w ad:.ance r a t i o s ,
w h m c o n p a r e d t o t h e j e s t 3C' s w e p t model
( S R - l a ) r;ith t n e a r e a - r u l e d s p i n n s r . T h i s i n -
d i c a t e s b e n e f i t f r o m t h e i n c r e a s e 3 sweep i n
r e d u c i n g o n s e t of c o c p r e s s i k i l i t y l o s s e s a t
the blade tips.
;n g e n e r a l t h e e f f e c t of r e d u c e d power
l o a d i n g I J ~ Sa n i m pr o v emen t i n p e r f o r m a n c e .
Iiowever, t h e a i r c r a f t t r a d e o f f t h a t o c c u r s i s
i n c r e a s e d p r s p e l l e r s i z e w h L ~ hc a n a f f e c t t h e
o v e r a l l a i r p l a n s d e s i g n an d ;nay c a u s e i n -
c r e a s e d weight and c o s t p e n a i t i e s . The in-
c r e a s e d p e r f o r m a n c e may more t h a n make up f o r
t h i s p e x a i t y , b u t t h i s w i l l depend o n t h e
s p e c i f i c a p p l i c a t i o n . A thorough a i r p l a n e m i s -
s i o n a n a l y s i s study can determine t h e desira-
b i l i t y of modifying t h e p r o p e l l e r "design
Foint" t o o p t i m i z e t h e o v e r a l l performance.
P e r f o r m a n c e a t t h e 100% power l o a d i n g and
d e s i g n a d v a n c e r a t i o o f 3.06 were o b t a i n e d from
t h e c r o s s p l o t s i n F i g s . 1 2 a n d 1 3 , a nd a l s o a t
o t h e r Xach numbers f r o m s i m i l a r c r o s s p l o t s . A
d e s i g n l o a d i n g p e r f o r m a n c e summary of m e a s u r e d
n e t e f f i c i e n c y o v e r t h e Mach number r a n g e from
0 . 6 t o 0 . 8 5 i s p r e s e n t e d in F i g . 1 4 . Comparing
t h e c o n f i g u r a t i o n s a t Mach 0 . 8 i n d i c a t e s t h a t
e a c h s t e p i n d e s i g n improvement d i d y i e l d a n
improvement i n e f f i c i e n c y t h a t a p p r o a c h e d t h e
s t u d y v a l u e s u s e d i n f u e l e f f i c i e n c y c om pari-
s o n s b e t w e e n t u r b o p r o p a n d t u r b o f a n powered
a i r c r a f t . The 30' sweep o f SR-1 and SR-lrn
y i e l d e d a b o u t 1%im prove m e nt ( 77%) o v e r t h e
s t r a i g h t SR-2 b l a d e e f f i c i e n c y o f 7 5 . 8 % . Add-
i n g t h e a r e a - r u l e d s p i n n e r t o SR-lm im proved
its performance about an a d d i t i o n a l percgnt
t o n e a r 78%. The SR-3 model w i t h i t s 4 5 o f
sweep a nd a r e a - r u l e d s p i n n e r h a d t h e h i g h e s t
p e r f o r m a n c e ( 7 8 . 7 % ) a t t h e d e s i g n Mach number
of 0 . 8 a nd ha d s i g n i f i c a n t b e n e f i t o u t t o
Nach 0 . 8 5 . The im prove m e nt o v e r t h e SR-2 (0'
sw e e p) c o n f i g u r a t i o n w a s a b o u t 3% a t d e s i g n .
A t Mach 0 . 6 a n d 0 . 7 t h e SR-lm (30' sw e e p) a n d
SR-3 (45' sw e e p) c o n f i g u r a t i o n s h a d n e a r l y
t h e same e f f i c i e n c y o f a b o u t 81%. T h e s e re-
s u l t s a r e q u i t e e n c o u r a g i n g a nd f u t u r e m odels
w i t h 1 0 b l a d e s a nd lower power l o a d i n g s h o u l d
have even h i g h e r performance.
ACOUSTIC TEST RESULTS
I n a d d i t i o n t o t h e performance d a t a ,
a c o u s t i c m e a s u r e m e n t s were a l s o made i n t h e
Le w is 8 - b y - 6 - f o o t w ind t u n n e l on t h e f o l l o w -
0
i n g m o d e l s : SR-2 (0 sweep), SR-lm (30'
swegp) w i t h t h e z o n i c a l s p i n n e r , a nd SR-3
(45 s w e e p ) . T h e s e d a t a were o b t a i n e d f r o m
s i x wall-and-ceiling-mounted p r e s s u r e trans-
d u c e r s a s shown i n F i g . 1 5 . X e a s u r e m e n t s
w e r e made w i t h t i e p r o p e l l e r s o p e r a t i n g a t
n e a r - d e s i g n c o n d i t i o n o v e r t h e Mach number
r a n g e from 0 . 6 t o 0 . 8 5 , a n d a l s o a t f e a t h e r
c o n d i t i o n s f o r t h e SR-3 m ode l. Though t h e
porous-walled t u n n e l does n o t have a c o u s t i c
damping m a t e r i a l o n a n y o f i t s w a l l s and ab-
s o l u t e n o i s e l e v e l s may b e s u b j e c t t o q u e s -
t i o n b e c a u s e o f r e f l e c t i o n s , t h e d a t a ob-
tained indicated t h a t i n f o r m t i o n about t h e
n o i s e d i f f e r e n c e s among t h e t!iree p r o p e l l e r s
was usable.
Xarrow band a n a l y s i s from 0 t o 1 0 000 Hz,
w i t h a b a n d w i 6 t h o f a p p r o x i m a t e l y 26 Hz, a r e
 p r e s e n t e d i n F i g . 1 6 c o m p a r i n g SR-3 (45'
s w e e p ) a t c r u i s e an d f e a t h e r c o n d i t i o n s f o r a
c e i l i n g - m o u n t e d t r a n s d u c e r s l i g h t l y d ow nstre a m
o f t h e p r o p e l l e r p l a n e . The p r o p e l l e r b l a d e
p a s s a g e t o n e and h a r m o n i c s a r e v i s i b l e a bove
t h e background l e v e l ( b l ad e a t f e a t h e r ) i n -
d i c a t i n g t h a t t u n n e l b ack g r o u n d n o i s e was n o t
a p r c b l e m i n co mp ar i n g r e l a t i v e t o n e l e v e l s .
Though i t i s n o t p o s s i b l e t o p r o v e c o n c l u -
s i v e l y t h a t the tunnel noise data a r e f r e e
Jf r e f l e c t i o n caused e r r o r s , t h e r e are i n d i -
c a t i o n s t h a t t h e problem v a s n o t s e v e r e .
T h e r e was s i g n i f i c a n t d i r e c t i v i t y i n d i c a t e d
by t!-,e c e i l i n g p r e s s u r e s f u r t h e r documented i n
Ref. ( i s ) . Data from t h e s i d e v a l l t r a n s d u c e r s
a l s o indicated a reduction i n noise level with
d i s t a n c e . D i r e c t i v i t y and n o i s e f a l l o f f w i t h
distance indicate that the tunnel reflections
d 3 23t everywnere dominate d i r e c t i n c i d e n t
noise signals. I t ma); b e t h a t t h e t u n n e l
b l e e d h o l e s a n d h i g h t u n n e l - : el o ci t y d i d n o t
allot; t h e b u i l d u p of a high r e v e r b e r a n t l e v e l .
These o b s e r v a t i o n s i n d i c a t e t h a t a t least
r e l a t i v e t o n e l e v e l c o n 7 a r i s o n s between b l a d e
d e s i g n s a r e good.
.A c o m p a r i s o n o f meas u r ed n o i s e r e d u c t i o n
r e f e r e n c e d t o SR-2 (0' s weep ) i s g i v e n i n
F i g , 1 7 from t r a n s d c c e r p c s i r i o n 3 . S R - l m
(30' s w e e p ) i s s e e n t o h a v e b e e n s l i g h t l y
q u i e t z r t h a n SR-2. The a e r o d y n a m i c sweep o f
SR-lm was e x p e c t e d t o r e d u c e t h e n o i s e l e v e l
somewiiat d u e t o l o w e r s t r e n g t k s h o g k '.caves on
0
t h e 30 s w e p t b l a d e t i p . SR-3 (45 sweep) w a s
a b o u t 5 t o 6 dB q u i e t e r t h a n SR-2 a t t h e b l a d e
p a s s a g e tone. T h i s s i g n i f i c a n t n o i s e reduc-
t i o n was i n good a g r e e m e n t w i t h t h e p r e d i c t e d
v a l u e f r o m t h e a c o u s t i c a n a l y s i s p r o g r am
( F i g . 6 ) , where a phase i n t e r f e r e n c e concept
w a s u s e d t o a c o u s t i c a l l ; ; d e s i g n SR-3.
FUT!'RZ PLANS
The a d v a n ced t u r b o p r o p p r o j e c t h a s b e e n
f o c u s e d on t h e t e c h n o l o g y n e e d s o f f u t u r e a d -
v a n c e d c o n m e r c i a l a i r c r a f t . However, t h e en-
c s u r a g i n g p r o p e l l e r p e r f o r m a n c e a n d n o i s e re-
s u l t s p r e s e n t e d i n t h i s p a p e r s h o u l d h a v e a p-
plication t o business a i r c r a f t especially
those i n t h e h i g h e r performance c a t e g o r i e s .
F u t u r e NASA p l a n s f o r t h i s p r o j e c t i n c l u d e
t e s t i n g of four additional p r o p e l l e r models
t h a t w i l l e v a l u a t e t h e f o l l o w i n g advanced
f e a c u r e s : i n c r e a s e d b l a d e number, a e r o a c o u s t i c
a i r f o i l s , l o w e r power l o a d i n g a n d a l t e r n a t e
d e s i g n c o n d i t i o n s , a nd i n c r e a s e d sw eep. Sev-
e r a l advanced p r o p e l l e r aerodynamic and
a c o u s t i c a n a l y s i s progra m s h a v e r e c e n t l y b e e n
d e v e l o p e d o r are u n d e r d e v e l o p m e n t t h a t s h o u l d
e n h a n c e t h e d e s i g n of t h e s e new m o d e l s . These
progra m s i n c l u d e : a n i n t e g r a t e d p r o p e l l e r /
n a c e l l e a n a l y s i s f o r s i n g l e a nd d u a l r o t a t i o n
propellers, a t h r e e dimensional transonic l i f t -
i n g s u r f a c e a n a l y s i s , a n d a f r e q u e n c y domain
acoustic analysis with nonlinear quadrupole
n o i s e s o u r c e s (39). I n a d d i t i o n t o t h e planned
work i n a e r o d y n a m i c s a nd a c o u s t i c s , t h e Ad-
v a n c e d T u r b o p r o p P r o j e c t w i l l a d d r e s s ad-
vanced technology i n p r o p e l l e r a e r o e l a s t i c s ,
b l a d e s t r u c t u r e s a nd f a b r i c a t i o n t e c h n i q u e s .
The a d v a n c e d p r o p e l l e r t e c h n o l o g y work u n d e r
t h i s p r o j e c t can b e extended t o lower speed
g e n e r a l a v i a t i o n a i r c r a f t . Work p r e s e n t l y
underway a t NASA a n d i n c l u d e d i n p l a n s f o r a
p r o g r a m c a l l e d GAP, f o r G e n e r a l A v i a t i o n
P r o p e l l e r technology, treats performance,
n o i s e , a e r o e l a s t i c s , and composite s t r u c t u r e s
i n t h i s lower speed range.
CONCLUDING REMARKS
F o r t h e a dva nc e d t u r b o p r o p t o b e c o m p e t i -
t i v e w i t h p r o p o s e d a d v a n c e d t u r b o f a n powered
a i r c r a f t , i t must h a v e h i g h p r o p u l s i v e e f f i -
c i e n c y a t Mach 0 . 8 c r u i s e a b o v e 9 . 1 4 4 km
(30 000 f t ) a l t i t u d e w i t h a n a c c e p t a b l e c a b i n
n o i s e environment. This goal r e q u i r e s t h e
i n c o r p o r a t i o n of s e v e r a l a d v a n c e d a e r o d y n a m i c
and a c o u s t i c c o n c e p t s . The p r o p e l l e r n e e d s
t o be designed i n t e g r a l l y with t h e l o c a l
n a c e l l e f l o w f i e l d a nd t a k e a d v a n t a g e o f a l l
t h e aerodynamic s u p p r e s s i o n p o s s i b l e t o over-
come t h e i n h e r e n t c o m p r e s s i b i l i t y l o s s e s a t
t h e s e h i g h c r u i s e s p e e d s . Four 8 - b l a d e d p r o -
p e l l e r m ode ls were d e s i g n e d e m p l o y i n g v a r i o u s
c o n c e p t s t o r e d u c e c o m p r e s s i b i l i t y losses.
R e s u l t s f r o m t h e wind t u n n e l t e s t s were en-
couraging. Each d e s i g n c o n c e p t a p p e a r e d t o
g i v e some p e r f o r m a n c e b e n e f i t . The aero-
a c o u s t i c a l l y d e s i g n e d c o n f i g u r a t i o n (SR-3)
w i t h 45' o f t i p sweep a nd a n a r e a - r u l e d s p i n -
ner yielded the highest propulsive efficiency
( 7 8 . 7 % a t Mach 0 . 8 , 3.06 a d v a n c e r a t i o , and
1 . 7 power c o e f f i c i e n t ) , w i t h a n im provement
o f a p p r o x i m a t e l y 3% o v e r t h e s t r a i g h t b l a d e d
c o n f i g u r a t i o n (SR-2). The p h a s e - i n t e r f e r e n c e ,
c o n c e p t f o r n o i s e r e d u c t i o n u s e d i n SR-3
Jeracki
5
 y i e l d e d a b o u t 5 t o 6 dB r e d u c t i o n compared t o dCT/d(r/R) elemental t h r u s t c o e f f i c i e n t
SR-2. Advanced a e r o d y n a m i c and a c o u s t i c de-
sign t e c h n i q u e s h a v e i mp r o v ed p r o p e l l e r p e r -
f o r m a n c e s i g n i f i c a n t l y f o r h i g h speed a p p l i - [cT=
[(dCT/d (r/R)) d k/N]

advance r a t i o ,
c a t i o n s . C o n t i n u e d r e f i n e m e n t i n c l u d i n g ad- J
VO/nDREF
v a n c e d a i r f o i l s , i n c r e a s e d s weep , l a r g e r b l a d e
n u m b e r , and l o w e r t i p s p e e d s and power l o a d - LH h o r i z o n t a l d i s t a n c e f r o m PTR c e n t e r -
ir ? g s cap b e e x p e c t e d t o make f u r t h e r p r o g r e s s l i n e , cm ( i n . )
i n t h i s i m p o r t a n t area o f T o r e e n e r g y -
e f f i c i e n t propulsion systems. LV v e r t i c a l d i s t a n c e from PTR c e n t e r -
l i n e , cm (in.)
SY?!BOLS
M Mach number
A noise amplitude
11' l o c a l Mach number
AF
e
blade activit:; factor =
f r e e - s t r e a m Xach number

r o t a t i o n a l speed, revolutions per

second
.a aspect r a t i o
P pow e r, kW ( f t - l b / s e c )
e l e m e n t a l b l a d e c h o r d , (:in ( i n . )
PTR propeller test r i g
3 5
CP power c o e f f i c i e n t = ? / c n D
o XEF R blade t i p radius, cm (in.)

elemental blade design l i f t coeffi- r radius, cm (in.)

'LD
cient
SHP s h a f t p o w e r , kW ( h p )
i-ntegrated design l i f t c o e f f i c i e n t
'Li
SR single rotation

T t h r u s t , newtons ( l b )

2 4 t e l e r c e n t a l b l a d e t h i c k n e s s , cm (in.)
c- t::rust cJeffiiient = n i~
o REF
:1 l o c a l v e l o c i t y , m/sec ( f t / s e c )
3 b l a d e t i p d i a x e t e r , cn ( i n . )
f r e e - s t r e a m velocity, m/sec ( f t / s e c >
vO
DOC direct operating cost
b l a d e r o t a t i o n a l t i p v e l o c i t y , m/sac
"TIP
reference blade t i p diameter = 62.2 (f t / s e c )
'REF
cm (2A.5!12 ft)
2 a x i a l d i s t a n c e from p r o p e l l e r p l a n e
dB decibel of r o t a t i o n , cm ( i n . )

dCp!d (r!R) elemental poker c o e f f i c i e n t P 3/4 b l a d e a n g l e a t 7 5 t r a d i u s , deg

p p = [dCp/d(r/R)] d ( r / R )] i3 e f f e c t i v e b l a d e t w i s t , deg

Teracki
5
 apparent efficiency = (TApp
APP
v.
ideal propulsive efficiency =
'i
(Tideal
* V ) / P
.o
(excludes
blade profile drag and compres-
sibility losses)
'net net efficiency = (Tnet * vo)/l'
nominal a n g l e of pressure trans-
ducer position from propeller,
deg
free-s:rean density, kglm
3
(slugs/f t3)
phase angle
REFEESCES
1. D. C. blikkelson, et al., "Design and
Perforxance of Energy Efficienr Propellers for
Yacn C.8 Cruise." NASA TN X-73612, 1977.
2 . J. F. Dugan, Jr., B. S. Gatzen, and
Tn. 3 . Adamson, "Prop-Fan Propulsion - Its
Status and Potential." SAE Paper 780995, SAE
Aerospace Yeeting, San Diego, Nov. 1978.
3. G. A . Kraft and W. C. Strack, "Pre-
iiminary Study of Advanced Turboprops for Low
Energy Consumption." NASA TM >;-717;0, May
1975.
:. "Energy Consumption Characteristics of
Transports Using the Prop-Fan Concept." Boe-
ing Commercial Airplane Co., 86-75780, Oct.
1976; also XASA CR-137937.
5. R. Hirschkron and R. E. Seitzel, "Al-
ternative Concepts for Advanced Energy Con-
servative Transport Engines." SAE Paper
760536, SAE Air Transportation Fleeting, New
York, Yay 1976.
6. R. E. Neitzel, R. Hirschkron, and
R. P. Johnston, "Study of Unconventional Air-
craft Engines Designed for Low Energy Consump-
tion." General Electric Co., R76AEG597, Dec.
1976; also XASA CR-135136.
;.
D. E. Gray and J. W. Witherspoon, "Fuel
ConserlTative Propulsion Concepts for Future Air
Transports." S A E Paper 760535, SAE Air Trans-
portation Meeting, New York, May 1976.
' LrUj/P 8. D. E. Gray, "Study of Unconventional
Aircraft Engines Designed for Low Energy Con-
sumption." Pratt & Whitney Aircraft, PU-5434,
June 1976; also NASA CR-135065.
9. J. A . Stern, "Aircraft Propulsion - a
Key to Fuel Conservation: An Aircraft Manu-
facturer's View." SAE Paper 760538, SAE Air
Transportation Meeting, New York, May 1976.
10. R. L. Fass and J. P. Hopklns, "Fuel
Conservative Potential for the Use of Turbo-
prop Powerplants." SAE Paper 760537, SAE Air
Transportation Meeting, New York, May 1976.
11. J. P. Hopkins and H. E. Wharton, "Study
of the Cost/Benefit Tradeoffs for Reducing the
Energy Consumption of the Commercial Air Trans-
portation System Summary Report." Lockheed-
California Co., LR-27769-1, Aug. 1976; also
NASA CR-137927.
1 2 . J. P. Hopkins, "Study of the Cost/
Benefit Tradeoffs for Reducing the Energy Con-
sumption of the Commercial Air Transportation
System Final Report.'' Lockheed-California Co.,
LR-27769-2, Aug. 1976; also NASA CR-137926.
13. R. E. Coykendall, et al., "Study of Cost/
Benefit Tradeoffs for Reducing the Energy Con-
sumption of the Commercial Air Transportation
System." United Air Lines, Inc., June 1976;
also NASA CR-137891.
14. F. W. Gobetz and A. A. LeShane, "Cost/
Benefit Trade-offs for Reducing the Energy Con-
sumption of Commercial Air Transportation
(RECAT)." United Technologies Research Center,
UTRC-R76-912036-17, June 1976; also NASA CR-
137878.
15. F. W. Bogetz and A. P. Dubin, "Cost/
Benefit Trade-offs for Reducing the Energy Con-
sumption of Commercial Air Transportation:
Final Report." United Technologies Research
Center, UTRC-R76-912036-16, June 1976; also
NASA CR-138877.
16. D. L. Nored, "Fuel Conservative Aircraft
Engine Technology." NASA TM-78962, Sep. 1978.
17. E. F. Kraus, "Cost/Benefit Tradeoffs f o r
Reducing the Energy Consumption of the Commer-
cial Air Transportation System. Vol. 1: Tech-
nical Analysis." Douglas Aircraft Co., Inc.,
MDC-J7340-Vol-l, June 1976; also NASA CR-137923.
Jeracki
7
 J . C . Vanabkoude, " C o . s t / B e n e f i t T r a d e -
o f i s f o r R e d u c i n g t h e Energy C o n j u m p t i a n o f t h e
Commercial A i r T r a n s p o r t a t i o n S y s t e m . Vol. 2 :
M a r k e t 2nd Economic A n a l y s e s . " D o u g l a s A i r c r a f t
C o . , i n c . , NDC-J7340-Vol-2, J u n e 1 9 7 6 ; a l s o NASA
CR-13792-.
E. F . Kraus and J . C. i ' a n a b k o u d e , " C o s t /
Benrf;: T r a d e o i f s f o r R e d u c i n g t h e Energy Con-
s u m p t i o n o f t i i d C s m m e r c i a l Air T r a n s p o r t a t i o n
Systrm. i.01. 3 : Summary t l e p o r t . " Douglas
A i r c r a f t C o . , l i i c . , ClDC-J;340, J u n e 1 9 7 6 ; a l s o
NASA CR-137925.
1 8 . J . P. Hopkins, "Study of t h e C o s t /
B e n e f i t T r a d e o f f s f o r R e d u c i n g t h e Energy Con-
s u m p t i o n o f t n e Commercial A i r T r a n s p o r t a t i o n
System. F i n a l Report. " Lockheed-California
C o . , LR-2T769-2, Aug. 1 9 7 6 ; also YASA CR-
137926.
j. P . H o p k i n s and H . E . K h a r t o n , " S t u d y
of t h e C o s t / B e n e f i t T r a d e o f f s f c r Reducing t h e
E n e r g y Cor.sumption o f t h e Comrnerical A i r T r a n s -
p o r : a t i o n S y s t e m . Summary A e p o r c . " Lockheed-
C a i i f a r n i a i o . , LX-27759-1, A G g . 1'9-5; a l s o
S.4S.i S 3-I 3 7 9 2 7 .
19. ?. L. F s s s a n d J. T . Hc;kins, " F u e l
Csnserva:i;-e ? ~ ~ s n t i af cl r :he Is? o f Turbo-
p r o s P > r ; c r p l a n t s . " SAE P a p e r 760537, SAE A i r
T r a c s p o r t a t i s n I l e e t i n g , N e w Y o r k , Yay 1 9 7 6 .
20. " E n e r g y C o n s u m p t i o n C h a r a c t e r i s t i c s
o f T r a n s p o r t s E s i n g t h e Prop-Fan C c n c e p t .
Final Report." B o e i n g Commercial A i r p l a n e
C O . , D6-75780, @ c t . 1 9 7 6 ; also NASA CR-137937.
"Energy C o n s u m p t i o n C h a r a c t e r i s t i c s o f T r a n s -
p o r t s U s i n g t h e Prop-Fan C o n c e p t . Sumnary
Report." B o e i n g Commercial A i r p l a n e C o . , D6-
7 5 7 8 0 , S I V .1 9 7 6 . a l s o NASA CR-137938.
2 1 . Z. D . R e v e l 1 and R . H . T u l l i s , " F u e l
C o n s e r v a t i z n .':erits o f Advanced T u r b o p r o p
T r a n s p o r t A i r c r a f t .I' 1 , o c k h s e d - C a l i f o r n i a Co.,
iR-23253: Aug. 1 9 7 7 ; a l s o XASA Cii-152096.
2 2 . 3 . E. Gra:;, " S t u d y o f U n c o n v e n t i o n a l
. i F i - c r a f t E n g i n e s 3 e s i g n e d f o r Lox E n e r g y Con-
s u m p t i o n . " P r a t t & Whicney A i r c r a f t , PWA-5434,
J u E e 1 9 7 f 7 ; a l s c XASA CR-135065.
23. R. E. X e i t z e l , R. H i r s c h k r o n , a n d R. P.
J o h n s t o n , "Study of T u r b o f a n Engines Designed
f o r Low E n e r g y C o n s u m p t i o n . " General E l e c t r i c
C O . , R76AEG432, 4 u g . 1 9 7 6 ; >LISA CR-135053.
2 4 . h . E. S e i t z e l , R . H i r s c h k r o n , and R . P .
J o h f i s t o n , " S t u d y o f U n c o n v e n t i o n a l A i r c r a f t En-
g i n e s D e s i g n e d f o r Low E n e r g y C o n s u m p t i o n . "
G e n e r a l E l e c t r i c C o . ; K76AEG597, Dec. 1 9 7 6 ;
a l s o NASA CR-135136.
2 5 . D. E . L r a y , "Study o f T u r b o f a n E n g i n e s
D e s i g n e d f o r Low E n e r g y C o n s u m p t i o n . " P r a t t h
I f i i t n e y A i r c r a f t , PWA-5318, May 1 9 7 6 ; NASA CR-
135001.
2 6 . D . E. g r a y , " S t u d y of U n c o n v e n t i o n a l
A i r c r a f t E n g i n e s D e s i g n e d f o r Low E n e r g y Con-
s u m p t i o n . " P r a t t & Whitney A i r c r a f t , PUA-5434,
J u n e 1 9 7 6 ; XASA CR-135065.
2 7 . R . L. Foss a n d J . P . H o p k i n s , " F u e l
C o n s e r v a t i o n P o t e n t i a l f o r t h e l;se o f Turbo-
p r o p P o w e r p l a n e s . " SAE P a p e r 760537, SAE Air
T r a n s p o r t a t i o n M e e t i n g , May 1 9 7 6 .
28. J . P . H o p k i n s a n d H. E. W h a r t o n , "Study
of t h e C o s t / B e n e f i t T r a d e o f f s f o r Reducing t h e
Energy C o n s u m p t i a n o f t h e Commercial A i r T r a n s -
p o r t a t i o n System. Summary R e p o r t . " Lock'need-
C a l i f o r n i a C o . , LR-27769-1, Aug. 1 9 7 6 ; a l s o
NASA CR-137927.
2 9 . J. P . H o p k i n s , "Stud;d o f t h e C o s t /
B e n e f i t T r a d e o f f s f o r R e d u c i n g t h e E n e r g y Con-
s u m p t i o n o f t h e Commercial A i r T r a n s p o r t a t i o n
System. F i n a l R e p o r t . " L o c k h e e d - C a l i f or ni a
C o . , LR-27769-2, Aug. 1 9 7 6 ; a l s o NASA CR-
137926.
30. J . S t e r n , " A i r c r a f t P r o p u l s i o n - A Key
t o F u e l C o n s e r v a t i o n : An A i r c r a f t N a n u f a c -
t u r e r ' s View." SAE P a p e r 760538, S A E A i r T r a n s -
p o r t a t i o n M e e t i n g , New York, May 1 9 7 6 .
31. E. F. K r a u s , " C o s t / S e n e f i t T r a d e o f f s f o r
R e d u c i n g t h e E n e r g y C o n s u m p t i o n o f Commercial
A i r T r a n s p o r t a t i o n System. Vol. I : T e c h n i c a l
A n a l y s i s . I ' D o u g l a s A i r c r a f t Co. , I n c . , NDC-J7340-
Vo1.-1, J u n e 1 9 7 6 ; a l s o NASA CR-137923.
32. J. C . Vanabkoude, " C o s t / B e n e f i t T r a d e -
o f f s f o r R e d u c i n g t h e E n e r g y C o n s u m p t i o n o f Com-
m e r c i a l A i r T r a n s p o r c a t i o n S y s t e m . V o l . 11:
M a r k e t and Economic A n a l y s i s . " D o u g l a s A i r c r a f t
C o . , I n c . , MDC-J7340-LTol.-2, J u n e 1 9 7 6 ; a l s o
NASA CR-137924.
33. "Energy C o n s u m p t i o n C h a r a c t e r i s t i c s o f
T r a n s p o r t s U s i n g t h e Prop-Fan C o n c e p t . Summary
R e p o r t . 'I B o e i n g Commercial A i r p l a n e C o . , D6-
75780, Nov. 1 9 7 6 ; a l s o NASA CR-137938.
34. " E n e r g y C o n s u m p t i o n C h a r a c t e r i s t i c s o f
T r a n s p o r t s U s i n g t h e Prop-Fan C o n c e p t . Final
Report." B o c i n g Commercial A i r p l a n e C o . , D6-
7 5 7 8 0 , O c t . 1 9 7 6 ; also NASA CR-137937.
3 5 . C . Rohrbdcii, "A R e p o r t o n t h e Aerody-
n a m i c D e s i g n and Wind T u n n e l T e s t o f a P r o p -
Fan ? l o d e l . " AIX-2 P a p e r No. 7 6 - 6 6 ? , ,\IrL1.'SAE
1 2 t h Propulsion C o n f e r < > n c e , T a ! c A i c o . . J u l y
1976.
 3 6 . C . Rohrbach and F . B. P l e t z g e r , "The
Pr o p - F a n - A New Look i n P r o p u l s o r s . " A I M
P a p e r 75-1208, AIAA/SAE 1 1 t h P r o p u l s i o n Con-
f e r e n c e , An ah e i m , S e p . 1 9 7 j .
3 7 . C . Rohrbacli, "i\ R e p o r t o n t i l e Aerodynam-
ic D e s i g n ,ind 'n'ind T u n n e l T e s t o f a Prop-Fan
?lode1 .I' AIX\ P a p e r 76-667, A I A A / S A E 1 2 t h Pro-
p u l s i o n C o n f e r e n c e , P a l o A l t o , J u l y 1 9 76.
38. D . B. Hanson, "Xear F i e l d No i s e o f High
T i p Speed P r o p e l l e r s i n Forward F l i g h t . " A I A A
P a p e r 76-565, AIAA 3 r d A e r o - A c o u s t i c s C o n f e r e n c e ,
T a i o A 1t o , J u l y 1 9 7 6 .
3 9 . F. B. b l et zg er a n d C . R o h r b ach , "Aero-
a c o u s t i c D e s i g n of t h e P r o p - F an . '' AIM 7 9 - 0 6 1 0 ,
AIM 5 t h A e r o - A c o u s t i c s C o n f e r e n c e , S e a t t l e , Mar.
1979.
&R! . IJ.. Swallow a n d R. A . A i e l l o , "RASA
L e u i s 8- b y 6-Foot S u p e r s o n i c Wind T u n n e l . "
X X . 1 T?! ?:--15.2, ?lay 1 9 7 4 .
4 1 . R . M . R e y n o l d s , R. I. S a m o n d s , and G .
C. Kenyon, "An I n v e s t i g a t i o n o f a Four-Blade
S i n g l e - R o t a t i o n P r o p e l l e r i n C o m b i n a t i o n With
a n NACA 1 - S e r i e s D-Type Cowling a t Mach Numbers
Up t o 0 . 8 3 . " NACA UU53B06, Apr. 1953.
4 2 . H . G l a u e r t , " A i r p l a n e P r o p e l l e r s , Div.
L , C h a p t . V I I I , Body a nd Wing I n t e r f e r e n c e . "
Aerodynamic Tlie ory, V o l . I V , W. F . D urand,
e d i t o r , B e r l i n : J u l i u s S p r i n g e r , 1935.
4 3 . D. M. B l a c k , R . W. Menthe, a n d H. S .
W a i n a u s k i , "Aerodynamic Doesign a nd P e r f o r m a n c e
T e s t i n g of an Advanced 30 Swept, E i g h t Bladed
P r o p e l l e r a t Mach num be rs from 0 . 2 t o 0.85."
NASA CR-3047, S e p . 1978.
4 4 . J . H. D i t t m a r , B. J . B l a h a , a n d R . J .
J e r a c k i , "Tone N o i s e of T h r e e S u p e r s o n i c H e l i c a l
T i p Speed P r o p e l l e r s i n a Wind Tunne l a t 0.8
Mach number." NASA TM-79046, Dec. 1 9 7 8 .
Jeracki
9
 M A C H CRUISE
- - - 0.1
0.8 M A C H CRUISE
MIUTAR Y LONG
60 r SHORT-HAUL ENDURANCE
Ti AIc AIRCRAFT 7

CLIMB &
DESCENT
- CRUISE
DOMINANT
DOMINATED I I I I
0 4ooo 8000 12 ooo 16 OOO
OPERATING RANGE, km

0 20oo 4OOo 6000 m

OPERATING RANGE, n mi
Figure 1. - Fuel saving trends of advanced turboprop
(prop-fan 1 powered a i rc ra ft over comparable turbo-
fan powered aircraft.

STAGE
1 DOUGLAS LENGTH,
DC 9-30 n mi km

10 r
P R 0 P -FAN
TSFC = 0.65 --A
/ 1000 1852
290 531
s
415 880
1500 2718

-_ _- 520 963
0
0 , 1000 1852
c3
z
F 4-
d I
W
P
o 1
I-
y
Q
2c --
\---
I
-3
= I /-/:
A /,
I * ! I I L/ 1 I
0 “20 30 40 50 60
FUEL PRICE, oigallon (1973 CURRENCY)

Fiqure 2. - Advanced turboprop (prop-fan) a i rc ra ft operating cost

savings.
 REDUCED THICKNESS L

BLADE SWEEP &-

NACELLE BLOCKAGE 0
SPINNER AREA RULING Ax-
ADVANCED AIRFOILS c
Figure 3. - Advanced aerodynamic concepts for im-
proving propeller performance.

CURVE
A SECTION MACH NUMBER, NO VELOCITY
SUPPRESSION OR SWEEP
B DRAG DIVERGENCE M A C H NUMBER
[NACA 1bSERIES)
C SECTION M A C H NUMBER WITH 30’
TIP SWEEP
D EFFECTIVE SECTION M A C H NUMBER
(WITHSUPPRESSION AND SWEEP)
1.21- A

Figure 4. - Effects of advanced aerodynamic concepts on blade

section Mach number distributions.
 n,, STAT'oN

/-.
/' ' \

i
I
i
TIP '\
t+'~ 00 T
R ES ULTANT AM PLITUDE
iar POOK CANCELLATION OF UNSWtPT {b) STRONG CANCELLATION
PI<0 PELLER. OF ACOUSTICALLY SWEPl
PROPELLER.
RESULTS-,
STK IP ~ A ~ R -.M- O c N I C-lE-ZIZl
PR 0 PELLER )r (P9-- A
SR-2 SR-1, 1M SR-3
TIP SPEED, 244 ~ 8 0 0 ) 244 (800) 244 (800)
misec (ftisec)
POWER LOADING, PID', 301 (37.5) 301 (37.5) 301 (37.5)
kW/m2 (shpift*)

P---
NO. OF BLADES 8 8 8
TIP SWEEP 0 30 45

-
ANGLE, deg
DESIGN EFF., Yo 76.6 78.9. 79.3 81
I TIME DESIGN NOISE 143 143 137

-
LEVEL, dB
RESULTANT IS
(SUMOF Figure 6. - Design characteristics and planform of high-speed propeller
STRIP models.
LEVEL---.
RESULTS
ABOVE
PRESS UP^ I;*JEL AT A PC. ,r
C H O S t N NWR THE PROPELLER
BLADE
Figure 5. - Acoustic s t r i p analysis technique for near-field noise r e -
duction.
 ti
COMPARISON.
.“CIRCULAR ARC MEAN LINE EXCEPT SR-1
WHICH HAS a = 1.0
i
2
0c
$ 1
00I
l

-10 L
TR IB UTlON COMPARISON.

8:
-u

zoP
r i
W
3
v)
w 0
n
d
i /’
* -2of

-40
.2
I
. 3 .4 .5 .6 .7 . 8 .9 1.0
BLADE RADIUS, r l R
(c) AERODYNAMIC SWEEP ANGLE COMPARISON.
Figure 7. - Blade geometry characteristics.
 J = 3.06
C P = 1.7
D = 62.2 cm (24.5 in. 1
A J = 3.06, Cp = 1.7
SWEEP
B
SR-2 00
SR-1
C 30'
D
SR-lM,C-l 30"
E S R - l M , AR-2 300
86-
F SR-3 49
-____________----A
84- IDEAL EFFICIENCY BLADE DRAG = 0

6 .65 .7 .75 .b .85

MACH NUMBER, M,
Figi;r? 8. - Predic!ed performance o f 8 bladed propellers.

Figure Q.- Irjt>!la!i3n cf j R - 3 ;rcpeller model ir the Leuis 8-by-6 foot

w i n d tunnfl.
 DRIVE AIR 7__,
/=-/
,,
7 FLEXURE

_--LOAD CELL

NACELLE iPRESSLRE
IhlSTRLMENTED I-
W A S REMOVED
DUSItvG TESTS1
.,".
S PINNE

Figure 10. - Cutaway vier. of s t r u t - m o u n t e d Lewis propeller test rig.

 4
0 51.9 o 63.9
0 58-50 0 64.70
A 59. P v 51.9
0 60.9 0 54.30
Q 60.40 0 60.40
0 61.9 51. 9
m 61.9 54.30
D 62.9 60.40
DREF = 62.2 cm (24.5 in. 1

DESIGN LOADING PARAMETER

r PERCENT DESIGN CplJ3 = 0.05933
.9- '\POWER LOADING

z
.9-
L
w
: (a) M, - 0.6.

3.8 -4.1 4 . 6
~~

2.6 3.0 3.4 5.0 5.4

ADVANCE RATIO, J

850 7% 650 550

, ftlsec 110668m
"A! p
( 000 f t ) ALTITUDE)
-
(b) Mo 0.8.
F i g u r e 11. - Basic measured performance for SR-3, 4 9 swept
propeller.
 82 .-

80.-

78 .-
80-
-
DREF = 62.2 cm (24.5 in. )
DESIGN LOADING PARAMETER
C@J3 = 0.05933
PERCENT DESIGN
POWER LOADING
70

,+,
84 -

t;
z
82-

s
kb
>-
2
z
c
w
V
LL

80-
78 70 ,

78
I
, I
2.6 2.8 3.0 3.2 3.4 3.6
ADVANCE RATIO, J
(c) S R - l M , C-1. 3@ SWEEP.
Figure 12. - Effect of power loading and advance ratio on
net efficiency at Mach 0.6.
 DREF = 62.2 cm ( 2 4 5 in. 1

88r DESl N LOADING PARAMETER

j;
cdJ = 0.05933

84
I

’
F
>-
82

8 0 1

7 8 1
t
I I I
\
w
u
U (d) SR-lM, AR-2, 3@ SWEEP.
U

z
W 8 4 r

76
.- 1 i
2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8
ADVANCE RATIO, J
leJ SR-3, AR-3. 450 SWEEP.
Figure 12. - Concluded.
 DREF = 62.2 cm (24.5 in. 1

-
DESlfN LOADING PARAMETER
CplJ 0.05933
PERCENT DESIGN
POWER LOADING

14
(a) SR-2. AR-2. 00 SWEEP.

"r

U
U-

(bl SR-1. C-1. @ SWEEP.

80

74
2.6 2.8 3.0 3.2 3.4 3.6 3.8
ADVANCE RATIO, J
(c) SR-IM, C-1. 300 SWEEP.
Figure 13. - Effect of power loading and advance ratio
on net efficiency at Mach 0.8.
 LL
W

I-
s
80-

ia-

76

SWEEP SPINNER
0 SR-2 d) AREA RULED
0 SR-1 @ CONIC
SR-1M M" CONIC
fi SR-1M 3@ AREARULED
0 SR-3 450 AREA RULED
J = 3.06, Cp = 1.7
D 62.2 cm (24.5 in. )
----------------
IDEAL EFFICIENCY
'L
=

,284 BLADE DRAG = 0

i

76-
3
vl
5
s 74-

.6 .65 .7 .75 .8 .85

MACH UUMBER. M,
Figure 14. - High speed propeller performance summary.
CENTERLINE OF
TOP WALL-
PROPELLER - CENTERLINE OF

POSITIONS 1 2 3 4 5 6
Z -27.7 -10.9 0.953 0.375 45.2 17.8 104.4 41.1 -0.15 -0.06 105.4 41.5
1 L H 2.54 1.0 10.2 4.0 , 7.62 3.0 31.512.491.4 36.0 91.436.0

Figure 15. - P r e s s u r e transducer positions.

 ,-TUNNEL
/ COMPRESSOR
1M- ;
, ,‘,-PROPELLER BLADE
/,l PASSAGE TONE

1101 I -L1 I I I 1 I I I
0 1000 2000 3ooo 4000 5000 6000 7000 8000 9000 10 000
FREQUENCY, Hz
(TRANSDUCER POSITION 3.1
Figure 16. - Typical comparison of SR-3 propeller a t
cruise and feather.

Mo = 0.8 DESIGN CONDITIONS

I

Figure 17. - Measured noise comparison

of propeller models.
 1 Qeoort M,
S A 5.4 TlI- 7 9 1'71
2 Government Accession No 1 3 Reclpaent's Cataioq No

I-
4 T ~ l ' eand Subtifir: 5 Report Date
W S D r l T X E L PERFORMASCE OF FOL.11 EKERGY EFFICIENT
PROPELLERS DESIGSED FOR lLACH 0 . 8 CRV'ISE 6. Perforning Organitatton Code

7 Ad!hOr s
Robert J. J e r a c k i , Daniel C. SIikkelson, and Ber n ar d J. Blaha
~
8 Performing Organization Repor1 hro.
E-9960
10 Work Unit No
1
9 PerforTipg Organ za. on Lame and Address
S at i o n al Aeronautics and Space .Administration
11 Contract or Grant No
Lenis Research Center I
Cle\e!and. Ohio 44133 I
4

13 Type of Report and Per od Covered I

1 2 Scarso. ng Agenc. Lame and Address
Technical Memorandum
Sational .Aeronautics and Space Administration 14 Sponsoring Agency Code
IVashington, D C . 30546

7 Key Words (Suggested by Authoris) 1 18 Distribution Statement

Fuel conservation Unclassified - unlimited

Advanced turboprop STAR Category 0 2
P r o p e Ile r
Noise reduction

9 %Curtly Clarslf i o f this repurr1 20 Security Classif. ( o f this wgel 21 NO of Pages 22 Rice'
Unclassified L'nclassified