Analysis of the propellers-airframe interaction of the light transport aircraft

In the design of multi-engine aircraft, one of the important issues is the interaction between the propellers and airframe configuration components, especially in take-off and go-around procedure modes. Modern propeller-driven aircraft concepts in the pulling configuration are characterized by a high disk loading and an increased number of propeller blades used to increase cruising speed and reduce excessive noise. The first problem arising due to high disk loading is the direct impact of forces by operating propellers (thrust, normal force) on fixed-wing stability, especially at angles of attack different from a zero value. The second one involves a high-energy level of the propeller slipstream, having a significant indirect impact on the aircraft’s aerodynamics, stability and controllability. This impact is primarily associated with the interaction of propellers slipstream with other aircraft’s configuration elements. The complexity of taking into account the slipstream-wing interaction and other airframe components stipulated the application of experimental methods to study the problems of propellers – airframe interaction while designing propeller-driven aircraft configurations. This article presents an analysis of the experimental studies results of the operating propellers- airframe interaction for a light twin-engine transport aircraft. The aerodynamic aircraft’s configuration is executed using the conventional pattern of a high-wing and the carrier-on deck type empennage. The high-lift wing device is a fixed-vane doubleslotted flap. The wind-tunnel tests of the model in the cruising, takeoff and landing configurations were carried out in TsAGI lowspeed wind-tunnel T-102. Measurement of forces and moments, acting on the model, was performed by means of an external sixcomponent wind-tunnel balance. Measurement of forces and moments, acting on the propeller, was conducted using strain gauge weighers installed inside the engine nacelles of power plant simulators. The simultaneous combined use of external and internal balances allowed researchers to determine the direct and indirect contribution of operating propellers to the model longitudinal aerodynamic characteristics under variation of loading factor B ranging from 0 to 2.

Adsorption of helium on a charged propeller molecule: hexaphenylbenzene

Physisorption on planar or curved graphitic surfaces or aromatic rings has been investigated by various research groups, but in these studies, the substrate was usually strictly rigid. Here, we report a combined experimental and theoretical study of helium adsorption on cationic hexaphenylbenzene (HPB), a propeller-shaped molecule. The orientation of its propeller blades is known to be sensitive to the environment, with substantial differences between the molecule in the gas phase and in the crystalline solid. Mass spectra of He$$_{n}$$ n HPB$$^{+}$$ + , synthesized in helium nanodroplets, indicate enhanced stability for ions containing $$n = 2, 4, 14, 28, 42, 44$$ n = 2 , 4 , 14 , 28 , 42 , 44 , or 46 helium atoms. Path-integral molecular dynamics simulations reveal a significant dependence of the dissociation energy on the details of the HPB geometry. Good agreement between the experimental data and calculated dissociation energies is obtained, provided that the symmetry of HPB$$^{+}$$ + is reduced from $$D_{6}$$ D 6 to $$D_{2}$$ D 2 , such a lower symmetry being suggested from quantum chemical calculations as arising upon electron removal. Graphic Abstract

Determining Actuator Requirements for Cyclic Varying Pitch Propeller for Ships

In marine applications, a cyclic varying pitch (CVP) propeller is a propeller in which the propeller blade can be cyclic-pitched. This cyclic pitching of the propeller blades is used to adapt to the local flow conditions in the non-uniform wake field that the propeller operates in, behind the ship hull. This has the potential to improve the performance of the propulsion system relative to a propeller which has fixed pitch for each revolution. The potential performance improvements include increasing the propulsion efficiency and reducing the cavitation, pressure pulses, vibrations and noise problems. However, the CVP propeller is not on the market today, and several challenges have to be addressed before the CVP propeller may be realized. One of these challenges is how to design the individual cyclic pitch mechanism for the propeller. However, before the cyclic pitch mechanism can be designed, it is necessary to know the requirements for it, such as the required pitching power and torque. The focus of the current paper is therefore to present a model for the propeller, by which it is possible to determine the loads acting on the CVP propeller blades during the cyclic pitching, and hence the actuator force/torque and power requirements. To illustrate the usefulness of the model, an example is presented, in which the loads on a CVP propeller are determined, together with the requirements for the individual cyclic pitch mechanism. The efficiency results presented are, however, not representative of the efficiency improvement that may be obtained, as neither the propeller nor the pitch trajectory has been optimised. The results do, however, serve to show the benefit and validity of the model.

Numerical Study on Multiple-Blade-Rate Unsteady Propeller Forces for Underwater Vehicles

The unsteady propeller forces of an underwater vehicle were numerically simulated using computational fluid dynamics to investigate the effects of the axial location of the stern planes. A benchmark study was undertaken using a three-bladed propeller; experimental results of the nominal inflow wake profile were analyzed and the unsteady propeller forces were measured. The numerical method was applied to predict the unsteady propeller forces in the SUBOFF model’s wake by varying the axial locations of the stern planes. Several remarks were made on the primary harmonics of the hull’s wakes and blade-rate propeller forces. Introduction The hydroacoustic noise, which matches multiples of the number of propeller blades and its rotational speed, known as “blade-rate (BR) noise,” has been increasingly used to manage hydroacoustics for naval vessels. BR noise can be caused by alternating blade loads owing to fluctuations in the angle of attack of the blades because marine propellers are operated in the nonuniform wake of ships’ hulls. The unsteady blade load produces unsteady propeller forces that are transmitted via the propeller shaft and bearing, thus producing undesirable vibration and noise. Although the resultant BR noise is a common issue for marine vessels, in particular, submarines and other underwater vehicles deployed for undersea defense systems and oceanographic survey systems require strict specifications for the acoustic signature. Therefore, the unsteady propeller forces must be improved for reduced detectability, because the vehicles should be able to operate without being discovered while sonar detection technology continues to improve.

Structural basis for membrane recruitment of ATG16L1 by WIPI2 in Autophagy

Autophagy is a cellular process that degrades cytoplasmic cargo by engulfing it in a double membrane vesicle, known as the autophagosome, and delivering it to the lysosome. The ATG12-5-16L1 complex is responsible for conjugating members of the ubiquitin-like ATG8 protein family to phosphatidylethanolamine in the growing autophagosomal membrane, known as the phagophore. ATG12-5-16L1 is recruited to the phagophore by a subset of the phosphatidylinositol 3-phosphate-binding seven bladed â-propeller WIPI proteins. We determined the crystal structure of WIPI2d in complex with the WIPI2 interacting region (W2IR) of ATG16L1 comprising residues 207-230 at 1.85 Å resolution. The structure shows that the ATG16L1 W2IR adopts an alpha helical conformation and binds in an electropositive and hydrophobic groove between WIPI2 â-propeller blades 2 and 3. Mutation of residues at the interface reduces or blocks the recruitment of ATG12-5-16L1 and the conjugation of the ATG8 protein LC3B to synthetic membranes. Interface mutants show a decrease in starvation-induced autophagy. Comparisons across the four human WIPIs suggest that WIPI1 and 2 belong to a W2IR-binding subclass responsible for localizing ATG12-5-16L1 and driving ATG8 lipidation, whilst WIPI3 and 4 belong to a second W34IR-binding subclass responsible for localizing ATG2, and so directing lipid supply to the nascent phagophore. The structure provides a framework for understanding the regulatory node connecting two central events in autophagy initiation, the action of the autophagic PI 3-kinase complex on the one hand, and ATG8 lipidation on the other.

Influence of Tubercle Modifications on the Performance of Marine Vertical Axis Propellers

Even though past efforts in computational fluid dynamics (CFD) simulations have shown great progress in the implementation of tubercles into aero-foils and turbines blades, incorporating these tubercles into marine vertical axis propellers is still comparatively less well understood. In general, the performance of marine propellers is highly related to the pressure and velocity distributions over the propeller blades. Since the presence of tubercles’ serrations in the blade leading edge can vary these distributions over the blade, the performance of the propellers can be enhanced. In this article, tubercle modifications are investigated in marine vertical axis propellers through the use of CFD simulation. To achieve this purpose, a complete procedure of CFD simulation using ANSYS FLUENT 16 is proposed. Obtained CFD results are validated using direct comparison with the previous analytical studies. Obtained performance characteristics of the modified vertical axis propeller are assessed against the available characteristics of the baseline one. The CFD results are found in a good agreement with the analytical ones. Moreover, the results demonstrate the improvement of the obtained performance of the modified vertical axis propeller compared to the baseline one in terms of increased thrust coefficient and higher efficiency over the considered range of advance ratio. Introduction Shallow waters, rivers, and seas; the presence of obstacles; the complexity of water routes; and the territorial orography require the availability of effective maneuverability to enhance marine propulsion compared to the traditional rudder-propeller system (Pasetto1 2013). In this context, the vertical axis propellers (VAP) can be a real and valid alternative to the rudder-propeller system (Chen 2007), allowing the ships to navigate in an effective way also in the difficult routing and in shallow water conditions (Carlton 2007). The VAP provides the ability to sail vessels in all sea conditions effectively. It maintains the ability to direct the thrust to 360° and, consequently, provides a better performance in terms of maneuverability, stop and crash maneuvers and higher efficiency. It is therefore necessary for all kinds of vessels requiring high level of maneuverability in congested waterways to be equipped with VAPs for ease, safety, and immediate response.

Designing of the blades of aircraft propellers by the finite element method, taking into account the strength of structure

The blades of contemporary turboprop engines have a complex spatial configuration. They can be classified as shells. Methods for the shells calculation are well known. A number of computer programs have been created on their basis. However, these programs do not take into account the peculiarities associated with the mutual influence of deformations of the blade and the aerodynamic and inertial loads acting on it. The aim of this work is to develop a method of finite element calculation of aircraft propeller blades taking into account aeroelastic effects and to create a computer program on its basis that is available to a wide range of designers and engineers. The finite element method is used in a geometrically nonlinear formulation. As the initial one, the equilibrium equation is used, which includes a complete nonlinear stiffness matrix and takes into account both conservative and non-conservative loads. The blade of one of the serial propellers was calculated. The effect of deformations on the magnitude of the aerodynamic load and, as a result, on the stresses in the design sections was found and analyzed. The proposed technique and the program compiled on its basis can be used in the design of aircraft propeller blades.

Model experiments with different cycloidal propeller algorithms using same electric controller

This article presents a methodology of controlling the cycloidal propeller electronically in model scale by an experimental approach. It establishes the function of single-unit controlled multiple propeller models such as Kirsten-Boeing and Voith-Schneider propeller. It also deals with the execution of different maneuvering cases like straight acceleration, autopilot, zigzag, crash stop. Blade motors independently control the pitching of the propeller-blades unlike the mechanism of the conventional cycloidal propeller. PID control and heuristic control are investigated for this purpose. Mathematical models for system identification, pulse generation, position, and speed control of propeller blades, and disc and synchronizations are demonstrated. Based on model experimental results, advantages/disadvantages of PID and heuristic control are discussed.