Advanced general aviation propeller study

i: APPENDIX A GENERALIZED METHOD OF PROPELLER PERFORMANCE ESTIMATION FOR GENERAL AVIATION AIRCRAFT This appendix provides a generalized performance calculation method for conven-.

tional and multi-bladed propellers applicable for general aviation aircraft operating at static and in-flight conditions. The method can be used in predicting performance for cons_tant speed, fixed pitch and two-position propellers. The form of method selected was governed primarily by the consideration of ease of usage and computerization. Ac- cordingly, the method incorporates a series of performance maps for 2, 4, 6 and 8 bladed propellers all with 0.5 integrated design lift coefficient, CLi. Adjustments for activity factor variations are incorporated as well as a limited integ-rated design lift coefficient adjustment. Furthermore, a compressibility adjustment is included.

Performance Calculation Procedure The method of calculating the static and flight performance, as described in the main te>_ section on Technology Identification, is present below. A sample problem is included as figure 1A for constant speed propellers and figure 2A for fixed pitch pro- pellers.

Const_mt Speed Propellers. With the airplane flight and engine conditions given, and the propeller blade characteristics k_own, the procedure as outlined on the sample computation sheet (figure 1A) is as follows: A. From known data, complete the top of the computation sheet. Identify airplane, engine and gear ratio (G. R.) and items 1 through 4 which are number of blades, propeller diameter (D), activity factor (AF), and integrated design lift coeffi- cient (CLi). All data in this report are for a CLi of 0.5 with the exception of the data for 4 bladed propellers which include a CLi of 0.7 and 0.8 as well as 0.5.

B. Determine items numbered 5 through 9 from the airplane flight and engine con- ditions which have been selected for analysis as explained below: •1 \ / / 127 _, _i/_!_{ :_ t J Item _No.

5. At±itude .... Identifying flight condition 6. SH_P or Thrust There is the option of defining the engine shaft-brake horsepower/propeller exM computing the corresponding propeller thrum/propeller or specifying propeller thrust =i requirement and computing the corresponding brake horsepower/propeller.

7. Engine HPM N e - Enghm speed (rev./mill. ) 8. Pressure Feet Altit-ade 9. Velocity V K - Airplane forward velocity (knots, true airspeed) !

C. Calculate items numbered 10 through 15.

10, Po/p Density ratio ) 11. fc Ratio of speed of sound at standard day sea level to speed of sound at operating condition i 12. N Propeller speed = Engine RPM x G.R.

VKf c 13. Mach No. Airplane Mach Number - 661.2 14. Cp or C T If item 6 contains SHP, then i SI_P ( Po/P )x 1011 1 Cp - 2N 3 D5 i If item 6 contains thrust, then _1.514x 106 T ( Po/P ) C T N 2 D 4 15. J Propeller advance ratio- 101.4 VK/ND D. The following items are read from curves or calculated.

16. PAF or TAF Activity Factor adjustments (fig. 3A).

Use PAF if SI-IP specified in item 6 and TAF if thrust specified in item 6. _ j" 128 ' • s Integrated design lift coefficient adjustment (see items 17. PCL i 29 - 31) (PCL i = 1.0 for CLi = 0.5)

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18. CpE or CTE CPE = Cp x PAF x PCL i ; !

CTE =C TxTAFx TCL i If SI_ is specified in item 6, read ,_ 3/4 for the proper 19. f_ 3/4 nun_ber of blades (fig. 4A, 6A, 8A or 10A) for the com- puted J and CPE. For 3, 5 or 7 bladed propellers, an interpolation is required.

If thrust is specified in item 6, read /33/4 for the prop- _(_ er number of blau _s (fig. 5A, 7A, 9A or 11A) for the computed J and CTE. For 3, 5 or 7 bladed propellers, :i an interpolation is required.

:i If SHP is specified 9] item 6, read CTE for the proper 20. CTE or CPE t number of blades (fig. 5A, 7A, 9A, llA) for the J and /3 3/4. For 3, 5, or 7 bladed propellers, an interpola- tion is required.

i If thrust is specified in item 6, read CPE for the proper number of blades (fig. 4A, 6A, 8A or 10A) for the J and [t 3/4- For 3, 5, or 7 bladed propellers, an interpola- tion is required.

Activity Factor adjustment (fig. 3A).

21. TAF or PAF I Use TAF if SIIP s[ ccl,_ed in item 6 and PAF if thrust i specified in item 6.

Integrated design lift coefficient adjustment (see items 22. TCL i 32 - 36) (TCL i = 1.0 for CLi = 0.5) 23. CT or Cp C T = CTE/(TAF x TCLi) Cp = Cp/(PAF x PCLi) 24. Thrust or SHP If item 6 is SHP, compute thrust where 0.661 x 10 -6 CT N2D 4 W __ po/p fJ J /

If item 6 is thrust, compute SHP where

2 N3D5Cp ...... SHP- Po/Px 1011 25. Ft Compressibility correction (see items 37 - 41) 26. Thrust (corr.) Thrust x F t 27. _ Propeller efficiency, I? - CT J Cp 28. 50% stall check Check proper number of blades curve to be certain that CPE is to the left of the 50% stall line.

E. Integrated design lift coefficient adjustment (available only for four-bladed propellers with 0.7 and 0.8 CLi are incorporated in items 29 through 31.

Read the corresponding value from figure 12A.

29. PFCL i 30. CPE E Cp x PAF x PFCLi 31. PCL i Read h-om figure 13A and include also as item 17.

The following iterative procedure is required in defining thrust coefficient since C T = CTv/(TAF x TCT ) and TCT. is a function of CT. Repeat items 31 through 35 until CTE in item 36 equals CTE ifl item 20.

32. C T Assume a C T Read from figure 12A 33. TFc_ i, i 34. CTE E C Tx TAFXTFCL i Read from figure 14A 35. TCL i 36. CTE C T x TAF x TCL i Ii_clude C T for converged CTE as item 23.

F. Compressibility correction (limited to 0.5 CLi ) s / /

//"

i ./ Read from figure 15A 37. MCRIT If positive, use the following procedure to obtain the 38. M-MCRIT compressibility correction, F t. If negative, F t = 1.00 Number of blades adjustment is read from figure 15A 39. PBL CpXPAFXPBL 40. CPE C Read from figure 16A and include as item 25.

41. F t Fixed Pitch Propeller. - For the fixed pitch propeller, select the design condition and repeat the computational procedure defined for constant speed propellers (items 1-41).

For the sample case (fig. 2A) the design point is the take-off condition. Only items 1- 28 are included since 29-41 are not applicable. For off design conditions the following procedure is used: A. Determine items 42-44 from the airplane flight conditions which have been se- lected for analysis.

Bo a range of SHP's and RPM's are defined as shown in For the f_3/4 (item 19), items 45-50.

45. J range Assume a range of J's 46.

Obtain the corresponding CPE from the proper number CP E of blades curve (fig.4A, 6A, 8A, 10A) for the J's (item 45) and/_3/4 (item 19) Same as item 16 471. PAF Items 46 + 47 48. Cp 49. N N = 101.4 VK/JD 2N3D5Cp 50. SHP SHP - Po/p x I0 II C. The engine performance data is required to define the proper SHP and RPM for the specific operating condition. For the sample case, it was assumed that BMEP remained constant and therefore the ratio of engine SHP to RPM is constant and the cal- culation completed as shown in steps 51 through 60.

/ /"

Compute (items 50+49)

51. (SttP/N)prop

Items 6 -12

52. (SHP/N)constan t

53. N

Plot SHP/N (item 51) versus N(Item 49) and select N

corresponding to (SHP/N)constan t of item 52

• 54. SHP As defined in item 51 55. J Adv'_nce ratio as defined in item 15 Read for the proper number of blades (fig. 4A, 6A, 8A, 56. CTE 10A) for the J and fi 3/4" For 3, 5 or 7 bladed propel- lers, an interpolation is required.

57. TAF Figure 3A 58. C T CTE/TAF 59. THRUST See item 24 60 _ See item 27.

i Two Position Propellers.- The procedure defined under fixed pitch propellers can be !used for two position propellers where: A. _ 3/4's are defined for i_vo design conditions and the performance for off de- sign conditions obtained, or B. For a given constant BMEP, performance can be defined for the pertinent operating conditions at several {3 3/4's and the t_vo f_ 3/4's selected which give the best performance compromise for these conditions.

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I .f" j/- 132

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Date 12/6/70 Calc. No.

i Cessna 210J Airplane Sheet No.

0.335 G.R.

I{ )othetical AMS Engine Calc. by_ R.W. checked by 4.

Reference it 4.

8.0 No. of Blades 8.0 1.

8.0 150.

Diameter-Feet 2. 150.

150.

• 0.700 A1e 0.500 3.

0.500 Int. Des• CL T.O.

4.

T. O• T.O.

300 (BHP) Attitude 820. (Thrust) o 300 (Bin _) 2850.0 BHP or Thrust 2850.0 6.

2850.0 S.L, ! Engine RPM S.L.

7.

S.L.

71.2 Altitude 71.2 8.

71.2 Velocity (knots) 1.00 9.

1.00 1.00 1.00 _o/_ I. 00 i0.

1.00 955.0 ii. fc 955.0 955.0 0.1077 N 0. 1077 12.

0.I077 o. 525 (cp) M 0.332 (aT) 13.

0.525(cp) 0.945 0.945 14. Cp or C T ;!

0. 945

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i oo(PA_)

i 15. J i 1.00 (TAF)

Loo (VAF)

0.925 i. 00 16. PAF or TAF 1. O0 !

0.486(CPE)

0.332 (CTE)

17.

PCL i • 525(Cp E) 37.5

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38.2 18. Cp E or CT E 38.2

{ 0.S26(CTE)

19. ! 0.525 (Cp E)

o. 332 (CTE)

i. 00(TAF 20.

CTE or Cp E i. O0 (TAF) i. 00 (PAF) 21. TAF or PAF Hamilton Standard Generalized Propeller Figure 1A.

Performance Comput.ation .(I of 2) ,i / ,-" 133 i 7_ 1.0 1.0 0.90 ? 22. TCLi o 0.332 (CT) 0.525 (Cp) 0.362 (CT) 23. CT or Cp 820 Thrust 300 (BLIP) 894 (Thrust) i 24. Thrust or BHP t 1.0 1.0 1.0 25. F t !

820.0 820.0 894.0 26. Thrust (corrected) 0. 598 0. 598 0. 652 27.

O.K. O.K. O.K.

28. Check for 50% stall CLi Adjustment.. (Only for 4-bladed propeller with 0.7 and 0.8 CLi ) i29: I_FC Li 1.06 0. 558 30.

CPEE 0.925 131.

P _Li 0. 360 0.362 32.

C F 33.

T [_CLi 1.020 1. 020 0.367 0.369 34.

CI['EE 35, T?Li 0.90 0.90 36.

CT E 0. 324 0. 326 .Cor_resslbfl__!k _ C,o_ ] ect on 37.

MCRI T 0. 248 0.248 - 0. 1403 .--1403 38.

M- MCRIT 39.

PBL - - 40.

CpE C - - 41.

Ft 1.0 1,0 Figur e 1A. H am.ilto n _andard Generalized Propeller Performance C.omputation (2 .of 2) - /"11 134 q, . - . /" /// .-, .f Date 12/6/70 Calc. No. 2680 Airplane : Piper Cherokee G.R. D.D. Sheet No. 1 Engine Hypothetical Calc. by R.W. Checked by AMS Reference Fixed Pitch Design Condition 26. Thrust (Corrected) 570.0 1. No. of Blades 2 , 0. 611 27.

2. Diameter 6, 17 28. Check 50% O.K.

3. AF 80, stall 4. Int. Des. C L 0.500 Off Desi_ Condition Attitude . T.O. 42. Attitude Climb SHP or Thrust 6. 150.0 (SHP) 43. Altitude S.L.

Engine RPM 2700. 44. Velocity 70.5 I.

S.L. (knots)

Altitude 8.

52.5 0.6 Velocity (knots) 0.5 9.

45, J Range 0.4 1.00 0. 048 0.058 Po/p 10.

46. CPE 0.065 11.

fc 1.00 47. PAF 1.58 0. 0304 0.0367 N 12.

2700,0 48. Cp 0.0411 1931.0 0.0794 2317.0 M 13.

49. N 2897.0 39.0 82.0 14. 0. 0426(Cp) 50. SHI:' 179.0 Cp or C T 0. 320 15.

: J i 0. 0202 0.0354 51. (SHP/N)prop 0.0618 16. PAF or TAF 1.58(PAF) 52. (SHP/N) 0.0556 1.0 (constant) 17. PCL i 0.0673(CPE) 53. N 2765.0 18. CPE or CTE 16.6 54. SHP 154.0

3/4

0.115(CTE) 55. J 0.419 20. CTE or CPE 1.41(TAF) 56. CTE 0.10 21. TAF or PAF !

I. 00 57. TAF 1.41 22. TCL i 0. 0815(C T) 58 C T 0. 0709 23. CT or Cp 570 (Thrust) 59. Thrust 519.0 24. Thrust or SHP 1.00 60. 77 -- 0.729

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".4 APPENDIX B HAMILTON STANDARD GENERALIZED PROPELLER NOISE ' ESTIMATING PROCEDURE FOR FAR-FIELD NOISE The noise field of propellers may be estimated using this generalized procedure from the following propeller design and operating parameters: I 1_ Diameter Number of blades per propeller (2 to 8 blades) RPM or tipspeed Power input per propeller Location, relative to the propeller(s), of the point at which file noise is to be defined.

Forward speed 7_ Ambient temperature I I 8. Number of propellers J t The noise estimate is accomplished by summing pal_ial levels based on design and operating conditions. The partial levels are provided in graphical form to mh_imize calculations.

This procedure is applicable for operating conditions where Hm propeller is stalled over less than the inner 50% of the blades.

PERFORMANCE CALCULATION PROCEDURE With the airplane flight and engine condition given, and propeller defined by diam- eter and number of blades, the procedure as outlined on the sample computation sheet (fig. 1B) is as follows: A. From the known data, complete the top of the computation sheet. Identify the airplane, engine and gear ratio (G. R. ) and items 1 and 2 which are number of blades per propeller and propeller diameter (D).

/- ._ /_ -/ / / B* Determine items 3 through 9 from the airplane flight and engine conditions which have been selected for analysis as explained below: 3. Attitude Identifying flight condition 4. SI_ Define engine shaft-brake horsepower/propeller 5. Engine RPM Ne- Engine speed (rev/min.)

6. Velocity Airplane forward •speed (lmots, true airspeed) Degrees °F 7. Temperature 8. Distance Observer field point-ft.

Observer field point (directivity): See figure 1B for 9. Azimuth ( O ) definition '. Calculate or read from the proper curves items 10 through 22 as follows: Item 10. RPM N-Propeller RPM = Ne x G.R.

7rND 11. Tipspeed The propeller rotational tip speed - 60 or read from figure 2B.

i 518. 7 The rotational Mach No. - Tipspeed _] 12. Rotational 1120 T Mach No.

where T = °Rankine for specific operating condition.

The value can be read from figure 3B.

13. L1 Partial noise level based on SHP and propeller rota- tional tipspeed (fig. 4B) 14. L2 An adjustment for propeller diameter and number of blades {fig. 5B) 15. L3 Accounts for spherical spreading of the sound to the location of interest (fig. 6B) 16. DI A correction for the directivity pattern (fig. 7B) where 0 degrees is on the propeller axis in the forward direc- tion. (Note: the pattern is symmetrical about the pro- peller axis, thus the directivity index for 260 degrees is the same as that for 100 degrees) 17. No. of Props Apply the following corrections for number of propellers: 1 propeller 0 2 propellers 3.0 / ./ 152 .f 3 propellers 4.8 4 propellers 6.0 J 18. SPL The overall sound pressure level is the summation of items 12 through 17 : ,a 19. Helical Tipspeed Calculated by taking the vector sum of the rotational tip- speed mud the forward speed of the aircraft. It can be read from figure 8B.

° 20. Helical Tip Calculated by dividing helical tipspeed by the speed of ;i Mach No.

sound or read from figure 3B.

21. PNL Adjustment The adjustment to convert SPL (item 18) to the per- ceived noise level (PNL) is obtained from figure 9B for 2 bladed propellers, figure 10B for 3 bladed propellers, figure llB for 4 bladed propellers, and figure 12B for 6 through 8 bladed propellers. The pertinent informa- tion for 5 bladed propellers is obtained by interpolation.

22. PNL Perceived noise level = items 18 + 21.

o.

o_ 1-( /1 .J // 153 Cessna 210J Airplane No. of Props. Calc. No. 2680 Date 12/6/70 Engine Calc. by H_othetical G.R. 0.756 R.W.

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t I APPENDIX C PROPELLER A[ARKET SURVEY p Development of a generalized cost equation requires a forecast of the quantity of gener_ aviation propellers that the industry will require in the 1980's and how many propellers a single manufacturer can be expected to sell.

o assist in the forecast, a report, "The Magnitude and Economic Impact of General Aviation, " for UtilityAircraft Council, Aerospace Industries Association by R. Dixon Speas Associates (RDSA), July 1968, (ref. i) was used. Various referenced sections of this ,eport were utilized. The forecast of the 1980 aircraft population can be computed as to] lows and is shown in the table below: Y = 1.08 x (7.14 + 0. 142 x CGNP) where Y = thousands of aircraft in fleet in year Z CGNP = billions of current Gross National Product for the year (Z-l) current Gross National Product, CGNP predictions may be found in "The The (ref. 2).

Ame_iem_ Economy Prospects and Growth through 1982", McGraw Hill, Total Population of General Aviation of all Types

i

I CGNP @ 2% Inflation i Population in Z Year Z (z-l) 833.6 Billion 1968 135, 552 1979 1640.8 Billion - 1980 - 259, 344 The previous table shows the projection method used in the referenced report to deter- mine the total fleet population. This population was divided into ten categories of which five were used in tables of this general aviation study. The categories include aircraft with gross weight less than 12, 500 lbs. A comparison of the categories in the reference 1 RDSA Report and this Contractor's general aviation study is shown below: 1Reference 1, Section III, Figure 8 ." 167

CategorX Hamilton Standard

RDSA Report I Single Engine 1 - 3 seats Single Engine 2 - 4 seats II Single Engine 4 + seats Single Engine 4 + seats HI Multi Engine 600 I_rP Light Twin 300 HP IV Multi Engine 600 HP Medium Twin 450 HP V Turboprop Turboprop 1500 HP _.lthough these categories are not exactly comparable, there is sufficient compatibil- it y for cost estimation purposes.

he following table was taken from the RDSA report, (reference 1): Annual Sales of New General Aviation Aircraft - Total Fleet Y ear Domestic2 E_ort 3 Total Units 1969 11, 250 3, 200 14, 450 1980 18, 990 5, 500 24, 490 !

Domestic annual sales is determined in RSDA Report by subtracting the total fleet pbpulation for successive years (not shown) times a factor for fleet retirements (approx. 30%). Export annual sales were based on 25% of domestic annual sales.

i tl The breakdown of the total fleet population into the five categories for 1969 and 1980 was taken from the RDSA Report. The percent of the total fleet for each category was determined from it and factored into the total units for the 1969 and 1980 to arrive at the yearly units for each category. These results are shown in the follow- ing table: 2Reference 1, Section HI, Figure 26 3Reference 1, Section III, Figure 28 t" •/ °J /- / 168- j" Composition of General Aviation Aircraft Fleet Population Category I II HI IV V Total (5 Categories) .-?

Tot',d Units 46, 600 67, 100 12, 400 3,510 765 129, 7754 % Total 35.1 51.91 9.48 2.71 0.59 100 Yearly Units 5 5, 100 7, 500 1, 370 393 86 14, 450 Total Units 58, 700 143, 900 26, 000 8, 700 4, 800 242, 1004 % Total 24.3 59.2 10.8 3.7 2.0 100 Yearly Units 5 5, 950 14, 600 2, 650 905 490 24, 490 The yearly units must be further broken down into the amount of units that a Single manufacturer would produce in 1969 and 1980. Consequently, the final data from the RDSA Report shows the related investment of three aircraft compmlies which produce 75% of all general aircraft by value and 90% by volume.

Investment Ratios of Aircraft Companies Company 1967 Beech $ 1, 832, 687 12.42 Ces sna 9, 152, 975 62.32 I Piper 3,709, 224 25.26 Total $14,694,000 100.00 4About 95% of total fleet as established previously, so annual sales figures above used.

5Yearly Units = Total Annual Sales of New General Aviation. Aircraft x % Total.

J One propeller manufacturer contacted claimed that he manufactured all the propeller types used on Cessna reciprocating engine aircraft, and that he sells to Cessna 60% of the propellers for each of these aircraft. There.fore, a single major propeller nmnufacturer could, for example, produce a ye_'ly quantity of propellers equal to 37.5% of any category, as seen by multiplying investment ratios of 62.3% from the previous table by 60% of the categories. Assuming this to be the case, Table 1C shows the number of propellers that a single manufacturer w_J!d produce in each category for 1969 and 1980. This table represents a probable upper limit to the fraction of the propeller nmrket available to a single propeller manufacturer for both the current market and that projected for 1980.

TABLE 1C 1969 AND 1980 PROPELLER h__NUFACTURE SUMMARY 1969 1980 Aircraft/ Props/ Props/Mfr/7 Aircraft/ Props/ Props/Mfr/7 Category Year Year Year Year Year Year 5100 5100 1910 5950 5950 2230 !

7500 7500 2810 14600 14600 5470 II III 6 1370 27407 1030 2650 5300 1990 IV 6 393 7867 295 905 1810 680 V 6 86 1727 65 490 980 368 • I 6Twin propeller aircraft 7Prop/_Ifr/Year - Prop/Year x 0.375 j/

tJ

/ REFERENCES \ 1.

Anon: The Magnitude and Economic Impact of General Aviation for Utility Aircraft Council, 'Aerospace Industries. R. Dixon Speas Associates, July 1968 .

Anon: The American Economy Prospects and Gro_th through 1982, McGraw Hill ./ I ;i /' jJ .

jl 171/172

APPENDIX D

COMPUTER PROGRAMFOR GENERALAVIATION AIRCRAFT PROPELLERS

Performahce, noise, weight ,and cost generalizations based on the methodology dis-

cussed in the main tex-t were computerized. With this computer program, sensitivity

studies can be made which permit the evaluation of trade-offs among these factors for

various propeller configurations. Variations in propeller diameter, activity factor

(80-200), and number of blades (2-8) can be evaluated. The program is limited to 0.5

integrated design lift coefficient.

Specific cost criteria based on a unit cost factor, a learning curve and manufacture

qum_tity is included as well as the option of inputting these qum_tities.

The computer deck is designated Hamilton Standard deck H432 and is programmed

in FORTRAN V. The followhlg axle the pertinent input/output instructions.

Program Input

The first two cards include the card number in column 3 and any legal Hollerith

punched in columns 4 through 80. The third card contains the following input data in a

(I3, 3X, 10F6. 0) format:

1. Card number

I

2. Number of engines

3. Airplane classification (Table ID)

4. Flight design Mach number

Code all of these items as zero if

Items 5 through 11 include the various cost options.

It is defined as follows: the cost criteria built into the computer program is to be used.

C = ZF (3B'75 + E)

C 1 =F (3B "75 + E)

/ x /-

- 173

Where:

C -

Average O.E.M. propeller cost for a number of units/year, S/lb.

Single unit O. E.M. propeller cost, S/lb.

C 1 -

Z -

LF

i-F1

LF -

Learning curve factor for a number of units/year

Learning curve factor for a single unit

LF 1 -

B - Number of blades

F - Single unit cost factor

E - Empirical cost factor

The 89% slope learning curve is used and F, E and quantities are defined as follows:

1970 1980

Category F E Quant_y F__ E Quantity

I 3.5 1.0 1910 3.5 1.0 2230

II 3.7 1.5 2810 3.7 1.5 5470

i

t IH 3.2 3.5 1030 3.2 3.5 1990

IV 2.6 3.5 295 3.5 3.5 680

V 2.0 3.5 65 3.4 3.5 368

If any deviations are required, the following additional information must be coded.

Learning Curve Variation: It is based on assuming that a learning curve is a straight

line when plotted on log log paper. The learning curve is replaced as follows:

5. Learning curve factor for single unit

6. Learning curve factor for 1000 units

Unit Cost Factor, CI: If a revision in unit cost is required, code as follows: 7. Unit cost for 1970, S/lb.

8. Unit cost for 1980, S/lb.

l j_

J

code

To investigate the effects of quantity changes on cost, Quantities Variations: as follows:

9. Initial quantity to be used

ii0. Increment of quantity

ill. Number of different qu,-mtities

J

I The fourth card contains the following input data in a (213, 9F6.0) format.

1. Card number

2. Number of operating conditions with a maximum of 10

3. Initial diameter

4. Increment in diameter ff a range of diameters are to be computed

5. Number of diameters

6. Initial activity factor

7. Increment of activity factor if a range of AF. is to be computed

8. Number of activity factors

9. Initi,%l number of blades

10. Increment in number of blades if a range of blades is to be computed

11. Number of number of blades

Subsequent cards are coded as follows with (3X, I3, 10F6. 0) format for each operating

condition. The number of these cards must be equal to the number specified in 2 on card

.

Code 1 for defining condition with SHP Code 2 for defining condition with thrust

o

2. BHP or thrust per propeller

Altitude in ft.

3.

]

4. Velocity in knots, true airspeed

5. Temperature in °F

i

lrND

-*t 6.

nitial tipspeed, _-_ , fps

Increment of tipspeed if a range of tipspeeds are to be computed

o 8. _Number of tipspeeds.

! //¸ J • _. jJ_. , / / J t

Distance of field point at which noise is to be computed; directivity for peak

noise is automatically used; the noise calculation should be made for takeoff

conditions only; code = 0. when no noise calculation is to be made.

10.

Code = 1. for computing the tipspeed corresponding to 50% stall. This should

only ,be used for takeoff conditions.

il.

Code _- 1. if cost and weight are to be computed for the operating condition.

This condition sh_ld be a takeoff condition.

For!subsequent eases, repeat all the input data previously speeified.

Program Output

The input data prints out initially and then the pertinent data under the following

headings: ls DIAM-FT - propeller diameter, ft.

2.

T.S. FPS - tipspeed, fps

e

THRUST or SHP - dependent on which option selected

4.

PNL - perceived noise in PNdB; value corresponds to the number of engines

specified in the input.

The following cost and weight data prints out when computations are requested.

5. QUANTITY - number of units to be included in cost computation

6. WT- LBS - propeller weight, lbs

7. $COST - propeller cost in dollars

The weight and cost are included for both 1970 and 1980 tec_hnology.

8. ANGLE - propeller blade angle in degrees at 3/4 radius which is of particular

interest in analyzing fixed pitch propellers.

The following data is included as additional information. For example, from an examina-

tion of these parameters, an indication of the presence and magnitude of compressibility

losses and the blade loading characteristics may be established.

FT -compressibility correction

M- free stream Mach number

!

, Y J /.

./

s 176

i I

" 101.4 V k

J - advance ?:: ,o -

11.

ND

SHP (Pc p) i0ii

12.

C1_ - power coefficient =

2N3D5

1. 514T ( Po/p )

13. CT - thrust coefficient =

N2D 4

I

where Vk- velocity in knots, true airspeed

t

I

t

N- propeller speed, rpm

D - propeller diameter, ft.

w

SItP - horsepower

Po/P - density ratio

T - propeller thrust, lbs.

For the option where tipspeed is varied,• the calculations are made for the input ranges

in the foI_ovdng order.

1. Tipspeed

2. Diameter

3. N_Imber of blades

L

4. Ac;tlvity factor

5. Operating condition

For the clarion where tipspeed for 50% stall is to be defined, the computations are made

for the hlput ranges L._the following order:

1. Diameter

2. Number of blades

3. Activity factor

4. Operating condition

L; The following warnings or messages print out.

. 'D_UT ERROR IW=I2, IC=I2 ' - the input item specifying whether the horsepower

or thrust option is required has been included as other than 1. or 2., the only

options available

!

i • i j' i - 1" / .!

o/

i

i

B 'ILLEGAL ACTIVITY FACTOR = F8.1' -- the input AF exceeds the permissible

80-200 AF range .

,

'ILLEGAL NUM-BER OF BLADES = FS. 1' - the input number of blades exceeds

the permissible 2-8 blades

i4. 'ADVANCE RATIO TOO HIGH' - check to see that input diameter, rpm, and

velocity are correct. The advance ratio limits are 0 to 5.

i5.

'FAILED STALL ITERATION' - problem encountered in definLug tipspeed cor-

responding to 50% stall. If this mess_ge is encountered; check input for SITP,

RPM, altitude, velocity, and diameter

m

******* - print out under PNL indicates that the propeller is operating at a

condition where it is more than 50% stalled

, ******* - under SHIP or TI_{UST indicates that this condition is off the limits

of the performance curves

Sample Cases

Coding for three sample cases of the input are shown on figure 1D and the output

presented as figures 2D through 4D respectively. The sa_r, ple cases are presented in

the following order:

1. The condition is defined by SITP, tipspeed variation snd request for cost calcu-

lations based on the information included in the computer program.

2. The condition is defined by thrust and tipspeed variation.

3. The condition is defined by SI-IP, tipspeed requested for 50% stall and cost on

the basis of a span of quantities.

Computer Deck

The flow chart for the computer program is shown on figure 5D and a listing is pre-

sented as figure 6D. The computer program has been run on a UNIVAC 1108. Approx-

imately 2000 operating conditions are computed per minute.

! .1.....

f i j p

ADVANCED GENERAL"

AIRCRAF'I

Cruise Vel.,

Aircraft Class

Seats MPH

Engine Power Propeller Ty_

2-_ I00-160 100-200 Fixed Pitch

le S_ngle Eng.

F_xed Gear 2 Blades

Recip DD

-6 _0-25o

IL 15o-3oo

Single Eng. Adv. Constant Speed

Be%z_et Gear Recap DD & Geared 2 Blades-Some 3 B_

IFR Equip. Some Small Turboprops

I,-6 15o-3oo

!YII. Light Twins 150-3oo Constant Speed

L Retract Gear Recip DD & Geared

2 Blades_Some 3 B3

Some_nmll Turboprops

IF_ Equip. Full Feather, Deic

Me_lum Tvins 6-11 15o-3oo 25o-h5o

liYV. Constant Speed

Retract Gear

Turboprops, Full Feather, Deic

IPR Equip Reelp DD & Geared 3 Blades

Ve 11 & Up 175-h00 _o-15oo

Beavy Twins Constant Speed

Retraet Gear Turbines Full Feather

IFR Equip. Deicing, Reverse

3 and h Blades

-I

i_ / _/ )

/"

.J

i i : ....

!

I

| •

i !

STUDY

_VIATION PROPELLER

i CLASS IFI CATI0[ Groins Weight,

_pplica ion

Ibm.

Example Aircraft

:!I _ l

1000-2500

CESSNA 150, IT2, Skyhawk

! Student t P_Ivate

B_! h_:sketeer A23-19

Rental, A_robatic

PIPE_ Super Cub, Cherokee

2OOO -_000

$20-50K CF_SNA Skywagon 180, 206, 207, 210

Private (Family) _des B_CH Bonanza, Musketeer Super 300

P!'PER Comanche C, Cherokee Arrow

Survey, Bu=ine_m

J

MOONEYM2OF

_i_te (_mily)

3500%0O0 $_0-120K

CLL_SNA Super 8kyms=ter, 310Q

Bh_CH Turbobaron, Baron 55

Survey, Buminea_

PIPER Twin CoNmnche C, Aztec D

I MOOMEY Aeromtar

Executive 6ooo-8ooo

$100-eOOK

C_SNA I_OIB, hG2B, 41_, k21

Charter, Air Taxi BEECH Queen Air, Duke

PIPFIR. NavaJo 300, Turbo NavaJo

NORTH AMERICAN ROCh_LLTShrike Commma_er

BRI'ITEN-NOP.'UAN. IBLANDER, Hello TwimStalli_

_O0%00K DEHAVILIAND Twin Otter

large Executive 8000-12,500

MOOREY _J-2G

Charter, Third

Tier Air Liners NORTH AMERICAN ROCKWELL Hawk Commmaer

BEECH King Air

HANDLEY PAGE Jet_tremm

i

/ J .// ' &..

/

/

./

179/180

• + + :_= C) o

G

d z d -4 f.._ ,,.,+ • t ",4 _I

I

I Iiii - • IiI • ILl I,- "_ =.

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/

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t _ I ! I ! ! i I 1 ! I • -4 +-I I- =i Z n- it, I-- ik-i 1-" U + P ILl • e+e • • e • • • • • I- -) J 0..

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L,,+, ++_ +,.I 0 :E < td tn • 4 e e • • 1.41 • • e • .,_ .+,_ ,0 _1 _ IL_ a_ p"- _"_ P_ I_...+"

g

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II 11 tl It _ 2 = ,.: /: .=1 I _1 C_ /./+ ,!

s;

Li

J

i

FIGURE 5D. FLOW CHART FOR H.S. DECK H432

!

/. / J f_ I, ,k

!-

_IP FO_ _AIN I.!

CONMON/AFCoR/AFCPE,AFCTEtxFT COM_ON/AST_K/CP_ST,CTAST CONNON/CPECTE/CPE,CTE_LLLL DIMENSION FCIIo),ALTPR(II ),PREsS_(II),_ORO(IoI DIRENSION DISTIIOI,COuANI2,11),COsTTOIIO),COSTBO(I0) CONNON /ZINPuT/ BHP(10),TH_uST(10).ALT(I0) IvKTAS(1014T(10)_TS(10) | t I_IC(I_).NOFID,DD_ND.AF.DAF.NAFe_LADN._LA_t N_L.DTS(IOIqNDTS(10) 2.D|STtXNOE._TCON.ZMwTQSTALIT(10} tCLFI.CLFtCK?01CKS0tCAMT_DAMTtNA_T 3,DCOST(IO) DATA (ALTP_II)_ I=I,II)/0,_I0000,,20000,,30C00,,40000,_50000, ' X60000",?O000,_OOO0,_90000,_IcO000,/ DATA IP_EssRII),I=I,II)/I,O,,6B77,,4_9_,,2970,,I_61,_1145,,0707B,.

x,Oaalg,,O2?al,,OIB99,,O1054/ DATA/_LANK/6 H / ?Of CONTINUE WRITE (6,I) I FORMAT (_It, 19x_HA_ILTON STANDARD COMPuTE_ DECK N0, H432t/I?x_COMP IUIES PERFORNANCE,NOISE,_EIGHI,AND COST FOR'/26xtGENERAL AVIATION P 2_OPELLE_S_) CALL INPUT DO ?00 IC=I,NO_ NCOST=DCOST(IC)+,01 IF ¢STALIT(IC),LE,,50) GO TO ?I0 NDTSIIC)=I0 DTS{IC}=0, 0 ?I0 CONTINUE IW= IWIC(Ic) IW=l HP INPUT lw=2 THRUST INPUT IF {I_,EQ, I,O_,Iw,EQ,2) GO TO 3 WRITE I6,2) Iw,IC 2 FORMAT( _ INPUT ERR0_, IW = _12_ _ IC = _ 12 ) GO TO 700 3 CONTINUE COMPUTATION OF DENSITY RATIO IF(T(IC))I00,100,160 I00 IFIALT(IC)-360_C,)I20,120,1a 0 120 T(ICI=518,688-,GO356*ALT(IC) GO TO 180 I_0 T(IC)=3_9,988 GO TO 180 160 T(I)=T(IC)+459.69 180 TO=_18.69 TOT=TO/T(IC) FCIIC)=SQRT(TOT) CALL UNINT Ill .ALTP_tP_EsSR_ALT¢ IC)IPOP_LIMIT) RORO(ICI=I_o/IpOPeTOT) AF LOOP AFT=AF-DAF WRITE (6,706) ?06 FORMAT ('0_,IBx_0PERATING CONDITIONt/) IF(NCOST-I)290_200_90 _00 IENT=| CALL COST (wTCON_BLADTICLFI,CLF.CK?0.CKBO_CAMT,DAMT_NAMT_CQuAN(I_!

|I_WT?0_WTSo_CO_T?0_COSTS0tCCLFI_CCLF_CCKT0_CCKBoIIENTI GO TO (210,_30),Iw _!0 WRITE (6.2_0) _HP(ICItxNOE,CCLFI 2_0 FORMAT(, SHP =t,F?e0tgxtNOe OF ENGINES =e.FSe0igXeUN1T FACTOR IL,C, =oF_.2) FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 1 OF 14) f J /.

GO TO 250 240 FORMAT( ° THRUST =l,F?eO,gXUN Oo OF ENGINES =oIFBeOqgXoUNIT FACTOR ILeCo =tFBo2I 230 WRITE (6_24CITHRUST(IC)qxNOEeCCLFI 25_ IFICKTOeGT,o,ooRoCKBO'GTIO °) GO TO 255 WRITE (6,2521 ALT(IC),ZHwT,CCLF_vKTAS(IC},wTCON_T(IC),DIST(IC) 252 FORMAT( ° ALT-FT =oIF7eOIgxODEsIGN FLIGHT Ne=oF5e3tgx, 11000 FACTOR ILoCe ='F5.2/o V-KTA5 =°_FTolegxICLAss IFICATION =eFB,0/I TEMP R 2=o_FT=o,gxoFIELD POINT FT, =oF5oo) GO TO 270 255 wRITE (5e260) ALT(ICI,ZMWT ,CCLFqVKTAS(IC) _wTCON, CK?O,T(IC}, IDIST(IC), CKBO 260 FORMAT( o ALT--FT =o,FTeO,gxoDESIGN FLIGHT N==oF5o3,gxqio00 FACTOR [ LeE= =eF5e2/° V-KTAS =atFT=ItgxeCLAssIFICATION =eF_eO_9x°uNIT 2COST 1970 =o ,F5=I/o TEMP R =o,FT,OtgXOFIELD POINT FTo =OF5=O, 39XOUN1T COsT IgBO =oF5,1) GO TO 270 290 GO TO (I0,12)*!W 10 WRITE (6,li) :HPIIC),xNOE II FORMAT( o SHP =e eFTeOq23XINO_ OF ENGINES =aiFB,0) GO TO 14 12 WRITE (6.13) THRUST(ICIIxNOE 13 FORMAT( t THRUST =°tFTeo,22x°NO = OF ENGINES =oqF5,0) 14 wRITE (6,151 ALT(IC),ZMWT,VKTAS(ICI,wTCON,T(IC),DIST(IC) 15 FORMAT( ° ALT-FT =°.F?,O,23x°DEsI GN FLIGHT M==O,FB=3/° V-KTAS =o, IFT, I_23X,CLASSIFICATION =o,FB.0/e TEMP R =e.F?=O.23xtFIELD POINT 2 FT =',F5=o} 270 DO 1200 IAF=I.NAF AFT=AFT+OAF IF(AFT,LEo2oO==AND,AFT-GE=80=} GO TO 182 WRITE(6,1BI ) AFT i81 FORMAT( o ILLEGAL ACTIVITY FACTOR = ,,F_=I) GO TO 1200 |82 CONTINUE C _ N0e OF BLADES LOOP 8LADT=BLADN-OBLAD DO I000 I_=I,NBL BLADT=_LADT+DBLAD IF(_LA_TeLE.8.=AND=_LADT.GEe2,} GO TO 88B wRITE(6,Be7) 5LADT 887 FORMAT( ° ILLEGAL NO_ OF BLADES = o,FBel 1 GO TO IOGO B88 CONTINUE C PRINT APRROPIATE HEADING i WRITE (6,20) BLADT,AFT 120 FORMAT(OQa,e NUMBER OF BLADEs=°oF3eoIIBx°ACTIVITY FACT OR=I_F_°O) i IF(NCOsT_EOel) GO TO 500 GO TO (21=_),IW 2| WRITE (6,221 2_ FORMAT(°O', o DIA'FT • T_seFP5 THRUST PNL ANGLE FT M 1 J CP CTO/) GO TO 30 _4 WRITE(6,25) R5 FORMAT(°OO,o DIA=FTe Tes=FPs SHP PNL ANGLE FT M 1 J CP CTO/) GO TO 30 500 GO TO (510,5501,IW • 510 WRITE (6,5_0) 52C FORMAT(e0°,30X a-i* 1970 TECHNOLOGY _t* _ 1980 TECHNOLOGY *t_e/ ! o DIAeFTe T=SeFPS THRUST PNL QUANTITY WT-LBS $COST QUANTITY LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 2 OF 14) FIGURE 6D.

/" /" !, "4(LIl, f/ ,.

.1 /" Z _':_ _S $COST "_ ANGLE FT M J CP CTa/) GO TO 30 550 WRITE (6t560) _ 1980 TECHNOLOGy XXX_/ 560 FO_HAT{OOIq30X 0_ 1970 TECHNOLOGy _ I i D1A,FTt TIsiFPS sHP PNL QUANTITY wT-LBs $COsT QUANTITY J CP CTO/) 2 WT-LBs $COST ANGLE FT M 30 COnTINuE IL|NE=ILINE+6 OIAMETE_ LOOP DIA=D-DD DO 800 ID=IqND DIA=DIA+DD TIPsPEED LOOP T|PSPD=TS(IC)-OTS(IC) NTS=NDTS(IC} DO 600 ITS=!_NTS CTAST=BLANK CPAST=BLANK TIPSP_=TIPsPD+DTS(IC)

c

MACH NUMBER CALCULATION AND ADVANCE RATIO J IF (vKTAs(IC))300q320o300 300 ZMS=oCOISI2eVKTAS(IC)_FC(IC) GO TO 340 320 Z_S=TIPsRD_FC(IC)/II20o 340 ZJI=5,3og_VKTAs(IC)/TIPSPD IF(ZJI,LEoS,0) GO TO 342 WRITE(6,341) ZjI 341 FORNAT(O ADVANCE RATIO TOO HIGH = oo FB,4) GO TO 600 342 CONTINUE C ITERATION ON CT OR CP TO GET DO PERCENT STALk TIPsPEED IFIN=O IF (STALITIIC),LE6,50) GO TO 399 CALL CPCTAL (IsTALL,ZJIoBLAOTtCPSTLtCTSTL) GO TO (711tTI2Itlw ?If CONTINUE

i

CP=BHPIIC}_IO,EIO_RORO(IC)/(2,0_TIPSPD_3{DIAe_2_6966,) CALL PERFM(IqCP_ZJI,AFT,BLADT,CT.ZHS,??IO) 42I CT=CTSTL/AFCTE : CFSTL=CPSTL/AFcPE THRUSTIIC)=CT_TIPSPD*e2{DIA_2/(Io515Eo6_RORO(IC))_364,?6 IF (ABs(CP -CPsTL),LEe.OOS*CP) GO TO 713 TIPSPD= CBRT(BHP(IC)elO_EIO_RORO(IC)/(2,_DIA_Z_6966e_CPSTL)} GO TO 709 712 CONTINUE CT=THRUST(IC)*I.51SEO6*RORO(ICI/(TIPSPD_tZ_DIA_t2_364,76) CALL PERFM(I.CPtZJI,AFT,BLADT_CT_ZMS,7710) 451 CP=CPSTL/AFCPE CTSTL=CTSTL/AFcTE BHP(IC)=CP_2oO_TIPSPD_t3_DIAit2/(iO.EIOtRORO(IC))_6968, IF (ABS(CT -CTsTL)eLEo_OOStCT) GO TO ?13 TIPSPD = SQRT(THRUST(IC)el_5!SEO_RORO(IC)/(DIAt_2_364e?6_CTSTL)) 709 IF (NTSeNE_ITS) GO TO 600 WRITE (6t5@8) cPE_C_STL_CTE_CTSTL CTSTL o 598 FORMAT ( o FAILED STALL ITERATION CPE CPSTL CTE 1 / • o to 4FBe_) 713 IFIN=?710 GO TO 720 C END OF TIPsPD ITERATION 50 PERCENT STALL C CALCULATION OF REQUIRED CP OR CT

FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 3 OF 14)

399 IF(Iw--I)400q400Q430 400 CP:BHP(IC)*IO.CIO*RORO(IC)/(2oO*TIPSPDW,3_DIA**2.6966. ) CALL PERFM (i oCPtZJI.AFT_BLADT.CT.ZMS.LIMIT) 42U THRUST(IC)=CT*TIPSPD**2*DIA**2/(I.515EO6*RORO(IC})*364o?6 IF(C.TAST.NE.BLANK) TH_uST(IC}=999999999999999.

GO TO 460 430 CT=THRuST(IC)_I.515Eo6*RORO(IC)/(TIPSPD,e2.DIA**2,364.76} CALL PERFM (2qCP.zJI.AFTtBLADT.CToZMS.LIMIT) 450 BHP(IC)=CP.2.0,TIPsPD*_3*DIAW*2/(Io. EIo_RORO(IC)).6966 , IF(CPAsT.NE.SLANK) BHP(IC}=99999999999999, 460 CONTINUE 720 CONTINUE P_R-=O.O ISTALL=O IF(DIST(ICI.LE.G.) GO TO 461 CALL ZNOISE (BLADTtDIA.TIPSPD.VKTAS(IC)oBHP(IC}.DIST(IC).PNL.

]FC(IC}tXNOE) CALL CPCTA L (IsTALL.ZJI.BLADT.CPSTL.CTSTL) IF(ISTALt..EQ. 2I PNL:9999@999, 46I CONTINUE WT70:9999@.

WT80=99999, COST7@(1):99999.

COST80(1)=99999, |F (NCOST-|) 730,7R5_730 IF(NCOST,EQ, IICALL WAIT(wTCON,ZMWT,BHP(IC)IDIA,AFT,BLADT,TIPSPD, IWTTOQwTSO) IENT=2 CALL COST (wTCON.BLADT.CLFI.CLF.CK?O.CKBO.CAMT.DAMToNAMT.COuAN(I_ | I).WTTG.w180.COsT7OoCOSTBO.CCLFI.CCLF.CCKToqcCKBo_IENT) GO TO (570.580),Iw 570 WRITE (6.57_}DIAoTIPsPD. THRuST(IC)qPNL.COuAN(I.I}.wT70.COST70(1).

ICOuAN(241}.wTeo.COsT80(l ).BLLLLQ×FTqZMSqZJI4CP.C T 575 FORMAT(2F7,0,Fo,o,F6,0,2FS,0,Fg,0,2FS,0,Fg,o,FQ, I,F6,3,F?,44F8,3i |2F8,4) GO TO 585 580 WRITE (6,D75) DIA,TIPSPD,_HP(IC},PNL,COuAN(I,|),WTT0,COST?0(| }t ICOuAN(2,I},wTS0,COSTS0(|),BLLLLtXFT_ZMS,ZJIoCP,C T 585 IFiNAMT-I) 40,A0,586 586 DO 588 I:2,NAM T WRITE(6,587) CQuAN(],I),wT70,COST70(1),CQUAN(2,1),WTSO,COSTSO(1) FORMAT (29x,aFB,O,Fg,0,2FB,O,Fg,0) CONTINUE GO TO 40 GO TO (3|,3a)tlW IRITE(6,32) DIA,TIPSPDoTHRUST(IC),PNL,BLLLLtxFTqZMS_ZJItCP,CT FORMAT(F7.2_F?,ooFg,0qF6,0,F6, I,FB,31F?,4,FB,3,2F8,4} GO TO _0 34 WR|TE(6,32) DIAITIPsPD,BI'_(ICI,PNL,BLLLL,XFT,ZMSiZJIICP,CT 40 CONTINUE IF(IsTALL,EQ, _) GO TO 800 IF(IFIN,EQ,?710) GO TO 800 600 CONTINUE 800 CONTINUE I0o0 CONTINUE I200 CONTINUE 700 CONTINUE GO TO 701 END olP F0_ COsT FIGURE 6D.

LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 4 OF 14) /

189 "

/ .t SUBROUTINE COST (ITCON,BLAOT*CLFI,CLF,CK?O,CKSO,CAMTiDAMT,NAMTe ICQuAN i.iTTOoWTSO*COSTTOoCOSTSO,CCLFIoCCLF,CCKToICCKSOtlENT) DIMENSION COuAN(2olI)oCOSTTO(IO)_COSTSO(IO),ZFFAC(2ISIoZQuAN(2tSIe IZEFAC(5) - - DATA (zFFAcil,l},i=lq5)/3oSo3e?t3e2t2e6q2e0_ DATA (zFFAc(2_l)tlzloS)/3eS_3eTo3.Zt2o_3e4 / DATA (ZEFAc(l)tl=lqS)/loOoloS,3e_,3eS,3.5 / DATA (ZQ_AN(l_l)_l=l_5)/1910oQ281Oo_lO30e_295ee65e/ DATA (zOuAN12,l)ol=lQ5)/2230.,5470o.1990e,680ei368e/ ICONciTCON ÷o0| GO TO (5,]00)elENT IF(CLF|)I0qI0t2O CCLF1=3o2|78 CCLF=I*02 'IP GO TO lo00 2O CCLFI=CLFI CCLF=CLF GO TO 1000 lO0 IF(CKTO)40_4G,_O 40 CCKTO=ZFFAC(|,ICON)_13.0_BLADT_.?5+ZEFACIlcoNI) GO TO 60 --- - CCKTo=CKTo __ IF(CKBo)7otTo,90 CCK_o=ZFFAc(2,1CON)I,(3oOiBLADTi_o?5+ZEFAC(IcON)) GO TO 110 -- - 9O CCKBO=CKSO IF(CAMT)120,I20,130 CQUAN(|_I)=zOuAN(IolCOI_ .- CQuAN(2t_|)=ZQUAN(2,ICON) GO TO 140 CQUAN(-Iel)=CAMT CQuAN(2tl)=CAMT 14,J XLN=(ALOG(cCLF)-ALOG(CCLFI))/6.@0775527 DO 200 I=|,NAMT COSTTO(I)=CCKTo_ExP(ALOG(CQuAN(IoI))tXLN+ALOG(CCLFI))_WT?O/CCLF| COSTBO(1)=CCKSoeEXP(ALOG(CQuAN(2ti))_XLN+ALOG(CCLFI))_wTSO/CCLFI CQuAN (IoI+I)=CQuAN (Iol)+DAMT CQuAN (21I+I)=cQuAN (2ol)+DAMT 200 CONTINUE 1000 _ETuRN - END - olp FOR wAI-T " SuBROuTINE wAI T (wTCONoZMWT,BHP,DIA,AFT,BLADT,TIPSPDoWT?0,WTS0| IFtwTCONoLEeOe) _ETuRN -- ZND=TIPsPD*60./3_I4159, zN=ZND/DIA ZK2=(DIA/Io.)tl2 ZK3=(BLADT/4e)_te7 ZK4=(AFT/Iooo)_ee?5 ZKS=(ZND/2OOOO_)_e5 ZK6=(BHP/Ioe/DIA_2)tteI2 ZKT=(ZMWT+I.G)_e5 ITFAC=ZK2tZK3_zK_ZK_iZK6tZK? ' WTCON DEFINES AIRPLANE CATEGORY.

|WTCON=WTCON ZC=2_5*BHP/zN_z_WT/DIA_AFT_BLADT GO TO (|O_20o30140_50)_lwTCON i0 WTTO=ITO,ewTFAC WTSO=WTTO GO TO 60 FIGURE 6D.

LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 5 OF 14) 190: 20 WT70:IBO._wTFAC WT_O=_T70 GO TO 6O 30 WT?O=_40.*wTFAC+ZC WTB0=wTT0 ' GO TO 6Q 40 WTT0=2_G,*wTFAC+ZC Jl.

wTBO:210.*wTFAC+ZC GO TO 60 50 WT70=_40,_wTFAC+ZC WTB0=I95.*wTFA C 40 RETURN I END 'IP FOR INPUT SUBROUTINE INPUT DIt_ENSION DIST(10I DIMENSION TITLE(J4) COMMON /ZINPuT/ BHP(10),THDUST(10I,ALT{ I0),vKTAs(I0).T(|0I,TS(10) I,IwICIIo),NoF,D,DDiND,AF,DAF,N_F,BLADN,DBLAD,NBL,DTS(IOI,NDTS(IO} 2,DIST.xNOE,wTCON,ZMwT,STALIT(IO),CLFIICLF,CK70,CKSo,CAMT,DAMT,NAMT 3,DCOsT(10) DO 3 I:I,2 BEAD (5,1) TITLE i FORMAT (13A_,Ap) WRITEI6,2) TITLE FORMAT (_OI,13A6,A2I 3 CONTINUE READ (5,4) IDuM.xNOE,wTCON,ZMwT,CLFI,CLF,CK?O,CKBo,CAMToDAMT,CNAMT READ (5,4) NOF,D,DD,zND,AF,DAF,ZAF,BLADN,DBLADqZNBL 4 FORMAT(3×I3, 12_6,1) ND : ZND+,OI NAF= ZAF+.01 NBL = ZNBL+,01 NAMT=CNAMT#,OI DO 6 IC=I.NOF READIS,4) IwICIIC),BHPIIC),ALTIIC),vKTASIIC).TIIC), TSIIC), IDTS(IC),ZNDTS,DIST(IC),STALIT(ICI,DCOST(IC} NDT5(IC}: ZNDTS IF(IwIC(IC}.EO, I} GO TO 5 ' THRUST(IC)= BHp(IC) BHP(IC)= 0,0 5 CONTINUE 6 CONTINUE RETV_N END elP FOR ZNOISE SuBROuTINE zN01SE (BLADT,DIA,TIPSPD,VKTAS ,BHP ,DIST ,SPL, IFC QxNOE) DIMENSION PNLA(20IiPNLB(10)qPNLC(13qT,_IIDIAM(20)t IBBL(4},TMTH(20I DATA ITMTH( I),I=1,13)/03,.35,._,.45,,5,,55,,6,,65,-7,,75,,8,,B5,,9 X/ DATA (PNLCII,I,I),I:I,13)/-2.5,-I.8,-I.0,-0..8,1.4,1.B,2,0,2,25, X2,75,3,5,_,9,5,3/ DATA (PNLC(I,2,1),I=I,13)/-5,5,-4,5,-3,_,-2e0,--,9,-,2,,0,,3,,75, XIo3,2,I,3e0,4,O/ DATA (PNEC(Ie3,1I,I:I,13)/-6,5,-6, I,-5.6,-Ao99i--308,-2,6,-I,6,-I,, X--o75,--e4,,4,106,301/ DATA (PNLC(I,_,I),I=ItI3)/-ToS,-?e25,-Te,-6eg,--6,et-6,3i-5,0t-209, X-lo9,-Io4,-.6,,a,a.I/ FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 6 OF 14) DATA {PNLC(I,_,I),|=],]3)/-9,_4-9,75,-g,Q_-9,g,-9,75,-9_3,-8,5, X-7,_,-6,3,-5.0,-3.5,-I,5,*9/ DATA IPNLC |,6,1),|=1,13)/-]0,6,-10.8,-|0,9,-10,9,-]0.6,-|0_3,-9,6 X,-8.6_-7,5 -6.2_-4,6,-_-8.-*_/ DAT A (PNLC 1,7,I),I:I,13}/--I 1,4,-I 1,6,-II,?,--I 1,7,-II,5,-II,2, ×--I0,_,-9,4 -8,3,-7,0,-5,_,-2,6,-I,6/ OAIA (PNLC |,] ,2),l=I,13)/-,25,,70,1,7_2,m6,3,0,3,3,3,3,3,5,3,7, X_,I,4,6,B*3,6.7/ DATA (RNLC |,2,2),l=|,15)/--],3,-.6,,2,,6,],4,1,7_2.a,3,0,3,a,3,_, X3,5._,3,6,_/ DATA (PNLC 1,3,2),I=I,13]/-3,6,-3,0,-2,I,-I,2,-,3,,_,,95,1,2,1,E, X1,9,2.4,_,_,5,0/ DATA (PNLC 1,4,2),I=|,|3)/-5,7,--_-8,-3,8,--2,7,-I,7,--,8,--,2,,0,,I, X.3,,8,|,7,_.6/ DAIA (PNLC 1,5,_)o1=1,13)/-6,5,-6,0,-5,4,-4,8,-4,3,-3,6_-3, l,-2,5, DATA (PNLC 1,6,2}, I=1,13)/-7,6,-7,4,-7,3,-7,2,-6,9,-6,6,-6,1,-5,4, X-4,5,-3,3,-2,0,-,4,1,3/ DATA {PNLC 1,7,2),I=1,13)/-9,7,-9,7,-9,7,-9,5,-9,4,-9,0,-8,5,-7,8, X-6,9,-5,9,-_*B,-2,9,-,B/ QATA (PNLC I,l ,3), ]=1,13)/2,1,2.8,3._,3,7,4,1,4,4,4,6,4,75,5,0, ×5,3,5,B,6,5,7._/ I DATA (PNLC 1,2,_),I=I,13)/,2,1,0,2.0,_,?,2,4,3,5,3,_,3,6,_,B,4,2, L' i XAeT,_eD,@,Q/ DATA (PNLC 1,3,3),l=],13)/-I,2,-,7,,I, .75,1,4,I,_,2,3,2,5,2,6, Xg,0,3,S,_,_,6,a/ _ATA (PNLC 1,4,3),l=I,13)/-2,6,-2,2,-] ,6,-I,G,i,5,,0,,4,,7,1, I i XI,7,2_,3,_,4,8/ DAT A (PNLC 1,5,_),I=I,13}/-4,7,-3,9,-3,2,-2,5,-I,8,-I,3,-,7,-,B, X-,_,,3,|,C,_*0,3,6/ DATA IPNLC 1,6,3),l=|,13)/-6,5,-6,l,-5,5,-4,9,-4,2,-3,7,-3,1,-_,5, X-I-9,-I,3,-,5,,7,2,5/ : 0ATA (PNLCl[,7,3),|=|,13)/-@,3,-?,7,-7,3,-6,@,-6,3,-5,7,-5,1,-4,5, X-3,8,-3,0,-_,0,-,7,1,3/ DATA (PNLC_ I,I,_},I=I,|3)/4,0,4,3,4,7,5,4,5,9,6,3,6,3,6,3,6,4,6,6, X7,0,7,6,9,0/ DATA (PNLC_ 1,2,4),1=],]3)/3,2,S,3,3,5,3,6,4,0,4,5,5,| ,5,7,6,0,6,0, X6,1,6,6,7,6/ DATA(mNLC( ,3,4),I=1,13}/2,1,2*4,_,7,3,0,5,3,3,7,3,9,4,0,4,2,4,5,

i

DATA (PNLC, 1,4,_),I=I,131/I,3,1,6,1,8,2.I,2,3,2,5,2,7,3,0,_,3,3,6, DATA (PNLC |,5,a),l=1,13)/,25,,5,,7_,l,0,1,3,1,5,],8,2,1,2,4,2,8, X3e4,4,_,5,4/ _AT A (PNLC 1,6,4},I=I,13)/-2,3,-I,8,-I,3,-,8,-,S,-,I,,3,,5,,8,1,2, XleS,2,5,3,6/ DATA (PNLC 1,7,a),'|=I,13)/-5,0,-4,5,--3,7,-_,5,-_,3,--_,8,-I,4_-_,0, X-,7,-,2,,5 1,3,2,5/ DATA (DIAM l),I:1,7)/5,0,6,5,_,5,11,,I_,5,18,,25,/ DAT_ E_L /_,,3,,4,,6,/ /,5925)_2)/1120,*FC TMT = SeRT(TIPSPO**2+(VKTA$ NBB=I IB=BLADT-I,0+,001 GO TO (2,2,2,5,6,6,6),IB KK=I8 GO TO ?

NBS=A KK=| GO TO ?

KK:4 LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 7 OF" 14) FIGURE "6D.

t_ ./ t NBB=4 7 CONTINUE DO 8 K=KKqNB8 DO £ I=1.7 9 CALL 5NItAT (13_TMTH(1),PNLCII,IQK).TMTt PNLA(I) .LIMIT) B CALC uNINT ( 7.DIAM(I),PNLA(1 ).DIA, PNLB(K).LIMIT ) PNLD = PfJLB(KK) IF (IB-Eo.S) CALL uNINT(4,BBL(I ),PNLB( I},BLADT,PNLD.L IMIT) #MT = TIPSPD/II20.

sPL = |C7.7+ 6.69*ALOGIBHP )-4.34*ALOGIBLADT_*2*DIA{*2*DIST**2/ ×xNOE) + 38.1" #MT + PNLD IFILIMIT*N/.0I SPL=DQ£999* _ETuRN END 0IP FOR CPCTAL SuBROuTINE CPCTAL (IsTALLqZJI,DLAOT*CPSTL.CTSTL) CONMON/CP&CTE/CPE_CT£ DIMENSION CTSTAL{IO,4),CTSLL( a } DIMENSION CPSTAL(16,a},ZJSTAL(I6),CPSLL(4),B(4) DATA (CTSTAL(Itl),I=I,9)/,125.,ISI,,172,'IBT.'204,o21B'*233"°243t 1.249/ DATA (CTSTAL(102)_l=l,Dl/e268,,309,,3a3,'369,*387,eA04*'420''435* 1,451/ DATA (CTSTAL(I,3),I=I.9)/oA01,.457,'a97,*529,'557,e582''605'*639" 1.651/ DATA (CTSTAL(I,4),I=I,9)/-496,,577,'6281o665"°695,'720'°742'°764' 1,785/ DATA(CPSTAL(I,I),I=I,9)/,05,,12,,22,,35,.49,,65,,82,I,OI'I'19/ DATA(CPSTAL(I,2}, |=I,9)/.16,,29,,49,,75,1,05,1-37,1"74,2"13,2"53/ DATA(CPSTAL( 1,3),I=I,9)/,30,,47,,75,L.I,I.51,1,96,2,41,2"S6,3"30/ DATA(CPSTAL(I,aI,I=I,9)/,45,,71,1*C3,1,AO, IoBg,2ea5,3,06,3,AS,4,1/ DATA B/2,,4,,6,,8,/ DATA (ZJSTAL(1),I=I,9)/O,,,4,,8,102,1"6,2"O,2"4,2"8,3"2/ ISTALL=O IB=BLADT IBT=MOD(15,2}+I GO TO (I,2),IBT I KK=IB/2 NBB=KK GO TO 3 2 KK=I NBB=4 3 DO A I=KK,N_B II,ZJI.CTSLL( I},LIMIT ) CALL UNINT (9ozJSTAL,CTSTAL(I, I).ZJI,CPSLL( I},LIMIT} 4 CALL uNINT(g,ZJSTAL,CPSTAL(I.

CPSTL =CPSLL (KK) .J CTSTL =CTSLL (KK) CPST=CPSLL(KK) IF(NBB-KK} 5,5,6 6 CALL uNINT(NBB,B,CPsLL,BLADT,CPST,LIMIT} CALL uNINT (NBB,B,CTSLL,BLADT,CTsT,LIMIT} CTSTL = CTST CPSTL = CPST 5 CONTINUE CPST=CPST*Ie|0 IF(CpE,GT,CPST) ISTALL=2 RETURN END olP FOR PERFM SuBROuTINE PERFM {Iw,CP,ZJI,AFT,BLADT,CT,ZMS,KIMIT) LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 8 OF 14) FIGURE 6D.

/ / COM_GN/AFCo_/AFCPE,AFCTE,XFT COh_ON/CPECT£/CPE,CTE,BLLLL COMNON/AST_K/CPAST,CTAST DIIVLENSIQN AFvAL(6),AFCPC(6,2),AFCTC(6,2),AFCP(7},AFCT(7),×LB(4}, X ]NN(7)tZJJ(7),CTT(7),CPP(7)QCTTT(4),CPPP(4)*CPAIqG(IOtTI4), XCTANG(IO,7,4),BLDANG{ IO.7),NO(7),BLL(7),BLLL(?)

XAZJCL(O),Z_CRL(O),CPEC(|4),_LDCq(14,4),Z_N_C(5)ICPEEL(]5), xZFT{ |5,5),×FFT(5) DATA/ASTE_K/6H******/ DATA (BLDANG (l tl)l I=l _10)/0.,2.,4o,6., lO.,14o,18ei22e,266,30./ DATA (BLDANG ( 1,2},I=1,6)/I0,,15,,20,,25,,30,,35./ DATA (BLDANG ( 1,3),I:I,8)/I0,_15,,20,,25._30,,35,,40,,45, / DATA (BLDANG ( 1,4),I:I,8)/t0,,35,,30,,35,,40®,45,,50,,55, / DATA (BLD_NG ( I _5),I=I,?)/30.,_5,,40e,45,,50,,55,,60./ DATA (BLDANG (1,6), I=I,I0)/45,,¢7,5_50,,52,5,55.,57,5,60,,62,5,65, X,67.5/ DATA (BLDANG (I,'7), I=I,6)/57,5,60.,6_,5,66,,67,5,70,/ DATA (CPANG (i,I,I),I=I,I0)/,0165,,0165,,0188,,0_30,,0369_,058e, x,091_,,1340,,I_16,,2212/ DATA (CPANG (I,2,1),I=I,6)/,0215,,0459,,0829,,1305,,1906,,2554/ DATA (CP_NG (I,3,1),I=I,8)/-,CI_9,-,00B8,,0173,,0744,,141_,,2177, X,3011,,380_/ DATA (CPANG ( 1,4.1 ). I=|,8)/-.0670.-.0385..02B5..]304..237_,.3536, X,4624..5535/ DATA (CPANG (I,5,1).I=I,7)/-.|150.-.02B],.1056.,2646,.4213..5860, X.709|/ DATA (CPANG (I,6.1),l:|,]O)/-.]|5|i,O070,.1436,,29|O..n3451.574a, X.7|42..8506..9870.I.II75/ DATA(CPANG( 1,7,1),1=1,6)/-.2427,.078a,.42421.7770,1.1 ]64,1.4443/ DATA (CPANG" ( 1,I,2).I=I.10}/,C311.,C220,.0360,,0434_.0691..I074, X.1560,.2249,o31CB.on026/ DATA (CPANC (I.2.2).1=I _6)/.0_80..0800..1494,._364,.3486..4760/ DATA (CPANG (1,3,?),|=!,8)/-,022e,-.0[09.,0324_.|326,.2578..399.

X.566_,.7227/ DATA (CPANG (Iia,2),l=I,8)/-,!252.-.0661..0525.,2388..4396..6554_ X.8916. 1.07_3/ DATA (CPANG (I,5.2),I=I,7}/-.2113,-.0480,,1993,.4901 i.7884,I,099, X|,3707/ DATA (CPANG ( 1,6.2),1=I,I0)/-.2077,,0153,.2657,,5387,.8107, 1,075, X|,34]8.1.5989, I.8697.2.1_38/ DATA (CPANG (I.7,2).l=1,6)/-.450@..1426..7858,l.448,2.0899,2.713/ DATA (CP_NG (I,l,3).I=I,I0)/.0450.,046!..051l,.0602,,0943,,1475, X,213B..2969,,40:5..5237/ DATA (CPANG ( |,2.3).I=I.6)/.0520,,I065,.2019,.3230,.4774,.5607/ DATA (CPANG (I,3.3),I=IIS)/-iOI6S.-IOOSS,.O457,,|774,,3520I,SD06, X,7833.|.0_6/ DATA (CPANG (114.3),l=I,8)/-.|678,-.0840i.0752,,3262,.6085,.9l_7, xle_449,lebA20/ DATA (CPANG (I,5,3),|=I,7)/-e29C3,-.0603,.2746,06803,1009891 'Xl.5353,].9747/ DATA (CPANG ( 1,6,3).I=I,I0)/-.2783..0259,,3665,,7413,1.1215, X|.4923,1.8655,2.2375.2,6058,2.9831/ DATA (CPANG (l,7,3),I=|t6}/-.6!81..1946._.O758,l.995|,2.S9771 X3e7748/ DA_A (CPANG (|,i,4),l:1.10}/,0577..0591,.0648..075|,.I|4l..|783, X,_599,,35511,4682,,5952/ DATA (CPANG (I,2,_).I=|,6)Io0650,.1277,.24_l,.39a7,,5803.,8063/ DATA (CPANG (l,3.4),I:I.8)/-.0079,-,00_51.0595,0Z13_,.4266i,6708, X,9519, l,2706/ DATA (CPANG (llA,A|,l=l.8}l-,189a,--eO908,eO956,,39421,7416.1ela07, FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 9 OF 14)

I' 194

j I Xl,_308ql*9459/ DATA ICPANG (|,5,4)o|:I,7)/-,3390,-,0632,,3350,,83}5,1,3494, X|,590,2,4565/ DATA (CPANG ( 1,6,4),|=1,10)/-,3267,,0404,,45aO,,gOSS,l,3783, Xl,B424,2,306.2,7782,3e2ag2,3,705B/ DATA (CPANG ( 1,7,4),I=l ,5)/-,7506,,2395,I,315.2,4469,3,5711, X4,6638/ DATA (CTANG (I,I,1).I=1,10)/,0303,,0444q,0586,,0743, ,1065,,1369, X. I608,,i?67,,I848,,IaS6/ DATA (CTANG (I,2,1),|=I,6)/*0205,,0691,,1141,,|529,,]765,,1780/ DATA (CTANG (I,3,1),I=I,8)/-,0976,-,0566,,0055,,0645,,1156,,1589, X, 1S64,,Ie41/ DATA (CTANG (l ,4,I),l=I,8)/-,1133,-,06_4,,0111te0772,,1329,,1776, Xe202,elSal/ DATA (CTANG (I,5.1).l=I,7|/-ol132,-o0356,e0_79,.116l,oI?11,o2111, X.2061/ DATA (CTANG (I,6,1).l=l.I0)/-.0776,-.0159,o0391.o0808.*1279,.1646 X,.1964,,221_,,2414,,2505/ DATA (CTANG (I,7,1),I=I,6)/-,1228,-,022],,0633,,1309,,1858,,2314/ DATA (CTANG (I,1,2),1=I_10)/,0426,,0633,,0853,,1101,,1649,,22041 X*2676,,307I _,3318,,2416/ DATA (CTANG (I,2,_),1=I,6)/,031e,,I 116,,1909,,2650,,3241,,3423/ DATA (CTANG (I,3,2),I=1,8)/-,1761,--09_0,,0083,,1|14,,2032,,2834, X,34GT,,359_/ DATA (CTANG (1,4,2),1=I,8)/--,2155,-,1129,,01e8,,1385,,2401,,3231, X,3S50,,3690/ DATA (CTANG (|,5,a),I=I,7)/-,2137,-,0657,,0859,,2108,,3141,,3894, X,4095/ DATA (CTANG (|,6,2),I=I, lO)/-,14_7,-,0314,,069S,,1577,,234a,,3013, X,3611,,4067,,4457,,468!/ DATA (CTANG (I,7,2}, ]=1,6)/-,2338,-,0471,,1108,62357, ,3357,,4174/ DATA (CTANG (I,l,3),I=1,10)/,0488,,0732,,Og99,,130I,,2005,e2731, X,3398,,39S2,,A427,,a648/ DATA (CTANG (I,2,3),|=1.6)/,0375,,|393,,244_,,3457,e4356.i4931/ DATA (CTANG (l,3,3),I=I,8)/-,2295,-,1240,,0087,,1443,,a687,,3808, X,4739,,5256/ DATA (CTANG (l,4,3),I=1,S)/-.2999,-e1527,,0235,,1853,,3246,,4410, X,5290,,5467/ DATA (CTANG (I,5,3),I=1,7)/-,3019,-,0907,,I1541,2871,-429,,5338, X,Sg5a/ DATA (CTANG (l,6,3),I=I, lO}/-,2012,-,0461,eOga2,,2125,,3174,,4083, X,489l,,55_9.,6043,,6415/ DATA (CTANG (l,713),I=1,6)/-,3307,-,0749,,1411,,31|8,,4466,,5548/ DATA (CTANG (l.I,4)Ql=I110)/00534.00795,.I084,.14211.2221,.3054.

X.3_31..4508,.5035,.5_92/ DATA (CTANG (l,2,_l,|=1.6)/.0423,e|58B..2841,.4056.eS157,16042/ DATA (CTANG (l,3,4),l=I,8)/-,260@,-,1416,,0097,,1685,,3172,,4526, X,5655,,653_/ DATA (CTANG (l,A,4),I=l,8)/-,3615,-,1804,,0267,,2193,,3870,i5312, X,6410,17032/ DATA (CTANG (I,5,4),1=1,7)/-03674i--61096,01369i,3447,,5165,,6454, X,7308/ DATA (CTANG (I,6,4), 1=I,10)/-,2473,-,0594,,I08_,,255_,,3830,,49331 X,5899,,6722,,7302,,7761/ DATA (CTANC (I,7,a),l=l,6)/-e4165,-,lO_O,01597,03671,05_89,06556/ DATA (AFVAL(I),I=1,6)/80,_IO0,t125,,150,,I?5,_200,/ DATA (AFCPc(I,I),I=I,6)/I,67,1,37,I,I_5,1-0,,881,,81/ .DATA (AFCPc(I,a),I=I,_)/I,55,I,33,1,I_9,_,,,8_O,,8_/ DATA (AFCTC( I,I),I=I,6)/I,39,1027,I,123,1,0ee915,,865/ DAT A (AFCTc(I,2),I=I,6)/Io46,I,ag,leI43,1,O,e890,,84/ LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE _0 OF 14) FIGURE 6D.

•/" 195

j • DATA(XLB(I ),I=l q4)/2,,4,,6,,8,/ DATA(ZJJ(1),I=I,7)/O,,,5,1,,I,5,2,,3,,5,/ DAT_(INN(Ii,I=I,7)/IO,6,B,_,7,10,6/ I+ DATA (NJ{I), I=I,7)/I,2,3,_,5,6,7/ DATA (ZJCL{I),I=!,8)I,O,.5,1,,I,5,2,,2,5,3,,3,5/ DATA (ZMCqL( I)+I=I,8)/,0,,132,,261,,371,,461,,526,,571,,599/ DATA {CPEC(I),I=I,14)/,01,,02,,03,.04,,05+,06,,08,,I0,,15,,20,,25+ 1,30+,35+,40/ DATA (BLDCR( I,I),1=I,14)/I,84,I,775,1,75,1,74,I,76,1,78,1.80,I,81, I 1,835,I,B5+I,_5,I,B75,I,88,1+88/ _ATA (BLDC_(I,2), I=I,14)/I,,I,,|,,I,,I,,I,,I.,I,,I,,I,,I,,I,+I,,I, I/ DATA (BLDCR(I,3), I:l,14)/,SSS,,635,,675,,710,e73B,,745,+758,,755, I+705+,735,,710,,725,,7_5,,72_/ DATA (8LDCR(I,4),I=I,|4}/.4|5,,460,.505,,535,,560,,575,,600,,610, 1,630,,630,,610,,605,,600,,600/ DATA (CPEEL(1),I=2,15)/,OI,,O2,,O3,,OA,,05,,06,,OS,,IO,,|5,,20,,3, 1,4,,5,,6,+7/ DATA (ZMMMC(I),I=I,5)/,O,,02,,O_,,06++08/ DATA (ZFT(I,I)+I=I,15)/I,,I,,I+,I,,I,,I,,I,,I,,I,,I,,I,,I,,Io,I,+ XI./ DATA (ZFT(I,2),I=I,15)/,95,,975,,g84,,9_7,,99+,991,,9_2,,993+,994, |,995,,997,,999,!,,I,,|,/ DATA {ZFT(l,9},l=l,15)/+915,,945,o962,,9@_,e973,,97b,,979,,g80, |,QS2,,9_4,,9_7,,990,,993,,996,j999/ DATA (Z_T( 1,4), l=l +15)/,b69,,902,,_2a,,937,,945,,950,,955,,960, |,966,,97l,,977,,983,,986,,989,,99l/ DATA (ZFT(I,_),I=I,|5)/,775,.820,,854,,87B,,898,,gI2,,929,,937, 1,946,,953,,963,,g7|,,978.,9S4,,988/ KK=I AN ADJUSTMENT FOR CP AND CT FOR AF DO 120 K=l,2 CALL UNINT (6,AFVAL(I.},AFCPCII,K),AFT.AFCP(K),LIMIT) CALL UNINT (t+AFvAL(I).AFCTC(I.K),AFT,AFCT(K)oLIMIT) .120 CONTINUE DO lO0 K=3,7 AFCP(K)=AFcP(2) 100 AFCT(K)=AFCT(2 } CALL uNINT(?,ZJJ,AFCP,ZJI.AFCPE,LIMIT) CALL UNINT(7,ZJJ,AFCT,ZJI.AFCTEQLIMIT) IF(KIMIT.£Q.7710) GO TO 600 ILIM=O ITEST=O 119 CONTINUE NB= 8LADT+.I LMOO=MODINB,2)÷| GO TO (160,180),LMOD 160 NBB=I L=BLADT/2,+,I GO TO 200 180 NBB=4 L=I 2OO DO 500 IBB=I,NB8 C J INTERPOLATION DO 300 K=I,7 2O8 IFIIw-I) 210,210,250 210 CPE=CP_AFCPIK) CALL uNINT (INN(K)tCPANG(I,K,L)ICTANGII+K,L),CPEqCTT(K}oLIMIT) CALL UNINT (INN(K),CPANG(I,K.L),BLDANG(I,K)oCPE,BLLCK),LIMIT) IF(LIMIT,EQ,O) GO TO 211 FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 1 ! OF 14) I.

+ j - ,"

+-- J" 196

! /' ./ .J C* ILIM=99 IF(ITEST,EO,7710) CTT(K)=99999, 211 CONTINUE CTT(K)=CTT(K)/AFCT(K) GO TO 300 250 CTE=CTIAFCT(K) CALL uNINT(INN(K)tCTANG(|IKiL)ICPANG(lqK.L)ICTEqCPP(K)o LIMIT| CALL uNINT(INN(K).CTANG(I.KQLIoBLDARG(I,K)iCTEeBLL(K)ILIMIT$ IF'(LIHIToEQo0) GO TO 251 ILIM:99 IF(ITEsT.EOeT?I0) CPP(K)=99999o 25| CONTINUE CPP(K)=CPP(K)/AFCP(K) .; 300 CONTINUE CALL UNINT (?,ZJJ(I),BLL(I)oZJIoBLLL(IBB),LI MIT) BLLLL=BLLL(IBB) IF(Iw-l)310_310,350 310 CALL UNINT (?,ZJJ(I)_CTT(I),ZJI,CTTT(IBB),LIMIT) CT=CTTT(IBB) GO TO 360 350 CALL UNINT (?,ZdJiI }.CPPtl ).ZJIICPPP(1BB)*LIM IT) CP=CPPP(IBB) 360 L=L+I C COMPRESSIBILITy CORRECTION CALL UNINT (B,zJCL(1),ZMCRL(1)*ZJI,ZHC_T,LIMIT) DMN=ZMs-zMCRT IF (DMN) 460,_60,410 410 IF(Iw-I)440,420,440 420 LK:L-I CALL uNINT ( IA,CPEC(1),BLDCRII,LK),CPE,PBL,IMITI ) CPEE=CPE*PBL DO _30 IK=I,5 CALL uNINT (IS,CPEEL(I)_ZFT(I tIK)QCPEEqxFFT(IK)tIMIT2) 430 CONTINUE CALL uNINT(5,ZHMMC(1),xFFT(I).DMNiXFT.LIMIT) CT=CT*XFT GO TO 500 440 WRITE (6,450) 450 FORMAT ( 0 NO cOMPREsSIBILITY ADJUSTMENT FOR THRUST INPUT OPTION xAT P_ESENT o I 460 XFT=Io0 500 CONTINUE IF(NBB-I) 510i_90,510 510 CALL UNINT (4,×LB(I)_BLLL(II,BLADT,BLLLL,LIMIT) IF(Iw-I)520,520,530 520 CALL UNINT (4,xLB(1),CTTT(1)oBLADT,CToLIMIT) GO TO 590 530 CALL uNINT (41xLB(|)_CPPP(|),BLADT*CP, LIMITI 590 CONTINUE IF(ILIM.NE,99) GO TO 800 .: |F(ITEsTeEQ,7?I0) GO TO 591 ITEST=7?10 sAvCP=CP sAVCT=CT GO TO 119 591 CONTINUE |FIABs(sAvCP/CP-IeO)eLTeeO01) GO TO 592 CPAST=ASTEI_K 592 IF(ABs(sAVCT/CT-IeO)oLT,oO01) GO TO 593 CTAST=ASTE_K

i

FIGURE 6Do LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 12 OF 14)

"i i97

/ 993 CONTINUE CP=SAvCP . .vk CT=SAVCT 600 CONTINUE CPE=CP*AFCPE CTE=CT*AFCTE • RETURN END tl FOR.uNINT SuBROuTINE uNINT ( Nt xA• yA• X • Y• L) THIs ROUTINE INTERPOLATES OvER A 4 POINT INTERVAL USING A VARIATION OF 2ND DEGREE INTERPGLATION TO PRODUCE A CONTINUITY OF SLOPE BETWEEN ADJACENT INTERVALS., DIMENSION xA(1)• yA(I), D(4)t P(5) L=O I:l C TEST FOR OFF LOW END NO = YEs IF ( xA(I)- X ) 100, 150i I0 L=I lO GO TO 150 I00 00 120 I=2.N IF ( xA(|I-X} 120• 1501 200 120 CONTINUE C OFF HIGH END I = N L= 2 150 Y= YA(I) GO TO 999 C TEST FOR FIRST INTERVAL 2OO IF(I-2} 240,220.240 C FIRST INTERVAL 220 JXI = I RA = Io GO TO 400 C TEST FOR LAsT INTERVAL 24O IF(I--N) 300• 250t 300 C LAST INTERVAL 250 Jxl = N--3 RA = Oe GO TO 400 Jxl = I-2 3OO RA =-cxA(1)-X) /(xAIII-xA(I-I) ) RB = I, -- RA C C GET COEFFICIENTS AND RESULTS J = JXl ; DO 500 I=1,3 PlI) = xAIJ+I) - XA(JI DII) = X - XA(J) 500 J = J+l O(4| = X -- xA(J) PI4} = PI1) ÷ Pl2) : PlSI = PIE) + DI3) C RESULT y =" yA(Jx|) _ RA/P(I) * DI2)/P(4) * Ol3) + I YAIJXI+II I I-RA/P(I) * Dll)/P(2) * D(3} + RB/P(2) * D(3)/P(5) 2 t0(4)) + yAlJxl+2) *(RA/P(Z) * D(I)/P(4) I D(2I -- RB/P(2) 3 _ D(2)/P(3) * DI4)) + YAIJxI+3) e RB/PlS) * D(2)/P(3} * Ol3) FIGURE 6D. LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM (PAGE 13 OF 14)

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LISTING OF ADVANCED GENERAL AVIATION PROPELLER PROGRAM

FIGURE 6D.

(PAGE 14 OF 14) ....__

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.-' 199/200

APPENDIX E I ADVANCED BLADE SHELL MATERIAL SYSTEM CONCEPTS _The current process for fabrication of fiberglass cloth reinforced epoxy resin blade shell cover sI:ock for use in lightweight blade construction consists of the following indi- vidtlal time-consuming steps: I I !The required glass cloth reinforcement and resin binder are initially combined via a wet la_Ip technique on an airfoil tool mandrel. Final part fabrication is then accomplished via a vacuum pressure bag method. The semi-finished glass/resin composite is then subjected to a post-cure, followed by post-fabrication machining and subsequent preparation• for adhesive bonding to the metal structural spar mem- ber.

The advantage of this method of blade shell cover stock fabrication is the one-piece airfoil construction which requires adhesive bonding only at the tip and trailing edges to form the final airfoil shape which is accomplished concurrently with bonding the shell to the spar.

When assessed on the basis of cost and technical .considerations, the present cover stock fabrication method has the following disadvantages which are directly related to the mmmal, wet layup aspects of the cover stock material system (#181 glass cloth/ERL- 2256-Ton.x) used: 1. Cost - Because of the tight weave of #181 style cloth, excessive time and labor are expended in uniformly wetting the fabric with resin.

. Technical - Because of the individual operator skill factor involved in the wet layup phase, the time required and the resultant glass/resin ratio achieved in final part fabrication varies.

With this in mind, it becomes apparent that significant cost reductions in lightweight propeller blade fabrication can only be realized if changes in shell cover stock prepara- tion can be made. It is believed that segmentation of shell cover stock into two halves is possible, making available a range of material systems which are readily adaptable to automated fabrication methods (fig. 1E). Segmentation of the blade shell into two components immediately suggests that a glass cloth/resin prepreg system could be used with matched die molds to eliminate the manual wet layup process. Table 1D lists sev- eral other material systems presently available for use in developing a low-cost blade shell for 1980. These include bulk molding compounds available in sheet form with oriented reinforcement fibers which can be easily compression molded in matched dies.

Prepreg and preform systems are also listed as being applicable to shell fabrication.

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these systems require development programs to orient the reinforcement fibers in a

'direction to offer maximum stren_h in the direction of stresses in the shell.

To further reduce process time and cost, it would be desirable to use stamping processes, similar to sheet metal forming, to fabricate reinforced plastic blade shell components. Allied Chemical Company offers a new thermoset-thermoplastic laminate thati can be readily cold formed to deep drawn configurations in a stamping press then subjlected to an oven cure to complete the part. 3M Corporation offers a high tempera- _ur_ thermoplastic resin (aromatic polysulfate ester) which can be readily formed at 700°F in seconds in a matched die mold then bonded to the aluminum blade core. These stamp forming materials are relatively new and costly at this time, but by 1980 costs are ex_pected to be reduced to levels that coupled with simple automated forming tech- :niques will result in lowest cost shell components.

Current manufacturing methods for the solid aluminum blade core (chemical-milled forgings) represent the lowest costs for 1980 as well.

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