Analysis of integration interaction of a wing and wingtip mounted propulsors

Aeronautical and Space-Rocket Engineering


DOI: 10.34759/vst-2022-3-77-93

Аuthors

Kurochkin D. S.

Central Aerohydrodynamic Institute named after N.E. Zhukovsky (TsAGI), Zhukovsky, Moscow region, Russia

e-mail: fool.linkinp@yandex.ru

Abstract

The presented article deals with analysis of integration interaction of a wing and wingtip-mounted propellers.

The main purpose of the study consists in defining the useful effects originating when engine mounting in pulling, pushing or tandem scheme in the specified position relative to the wing due to the interference interaction.

The author performed variation of several parameters, defining mutual arrangement of the wing and propussors, as well as size and parameters of the propellers.

The article shows that relative increment of maximum aerodynamic quality Kmax through wing-tip propellers installation increases with the wing aspect ratio λ decrease. The absolute value of Kmax, in its turn, is higher at the propeller diameter and B parameter increase. Thus, with λ = 10, Dprop/bwing = 1.0, the aerodynamic quality increment ΔKmax reaches 19.5% at B = 0.4. Maximum increment of aerodynamic quality with λ = 6, B = 0.4 and Dprop/bwing = 1.0 reaches 33% of the Kmax value of an aircraft without propellers.

Under conditions close to the real cruising flight (M = 0.4, B = 0.2), in case of the wing aspect ratio of λ = 10 and Dprop/bwing = 1.0 obtaining the increase of ΔKmax ~6.4 is possible. Witht the wing aspect ratio decrease up to λ = 6, the increment ΔKmax increases up to 11%, though, the level of ΔKmax absolute values decreases from 17.1 to 14.1 compared to the case of λ = 10. It was established that propeller installation behind the trailing edge affects slightly the aerodynamic characteristics changing.

The article considers as well the possibility of installing tandem propellers, i.e. one prior to the leading edge and the other behind the trailing edge of the wing. Thus, installation of only the front propeller at λ = 10, B = 0.2 and Dprop/bwing = 1.0 leads to the Kmax value increase by 6.4%; while the additional installation of the rear propeller leads to a certain Kmax decrease up to 5%. Rear propeller diameter varying at the tandem location of the propellers does not affect practically the value of the aircraft Kmax.

The main advantage of the tandem propellers compared to a single one consists in the increasing aircraft safety, wince in the event of the front or rear propeller failure, the system thrust only approximately halves, rather than falls to zero.

Keywords:

propeller, interference of wing and propeller, wingtip-mounted propeller, efficiency wing-propeller system, vortex sheet

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