Results for “PROPELLERS - CHARACTERISTICS” — Page 7

NASA NTRS1984

Application of an optimization method to high performance propeller designs

The application of an optimization method to determine the propeller blade twist distribution which maximizes propeller efficiency is presented. The optimization employs a previously developed method which has been improved to include the effects of blade drag, camber and thickness. Before the optimization portion of the computer code is used, comparisons of calculated propeller efficiencies and power coefficients are made with experimental data for one NACA propeller at Mach numbers in the range of 0.24 to 0.50 and another NACA propeller at a Mach number of 0.71 to validate the propeller aerodynamic analysis portion of the computer code. Then comparisons of calculated propeller efficiencies for the optimized and the original propellers show the benefits of the optimization method in improving propeller performance. This method can be applied to the aerodynamic design of propellers having straight, swept, or nonplanar propeller blades.

Li, K. C.↗

NASA NTRS1984

Application of an optimization method to high performance propeller designs

The application of an optimization method to determine the propeller blade twist distribution which maximizes propeller efficiency is presented. The optimization employs a previously developed method which has been improved to include the effects of blade drag, camber and thickness. Before the optimization portion of the computer code is used, comparisons of calculated propeller efficiencies and power coefficients are made with experimental data for one NACA propeller at Mach numbers in the range of 0.24 to 0.50 and another NACA propeller at a Mach number of 0.71 to validate the propeller aerodynamic analysis portion of the computer code. Then comparisons of calculated propeller efficiencies for the optimized and the original propellers show the benefits of the optimization method in improving propeller performance. This method can be applied to the aerodynamic design of propellers having straight, swept, or nonplanar propeller blades.

Li, K. C.↗

NASA NTRS1946

A preliminary study of a propeller powered by gas jets issuing from the blade tips

Computations are made of the performance of a propeller designed to develop 56 thrust horsepower at 100 miles per hour. The fuel consumption of the jet-operated propeller would be considerably higher than that of a reciprocating engine and a propeller. The lighter weight of the jet-operated propeller will result in a lighter weight of engine plus fuel for short-range flights. A theoretical analysis is made of a propeller powered by gas jets issuing from the blade tips. In the propeller considered, the air is drawn through the hub and passes through the hollow propeller blades to the tips, where propellers heat the air and expel it through the nozzles in the blade tips. The reaction of the tips rotates the propeller. For long range flights, the weight of the jet-operated propeller with its fuel would be greater than the weight of a reciprocating engine with its propeller and fuel.

Sanders, J C↗

NASA NTRS2012

Cryogenic Propellant Storage and Transfer Technology Demonstration For Long Duration In-Space Missions

The high specific impulse of cryogenic propellants can provide a significant performance advantage for in-space transfer vehicles. The upper stages of the Saturn V and various commercial expendable launch vehicles have used liquid oxygen and liquid hydrogen propellants; however, the application of cryogenic propellants has been limited to relatively short duration missions due to the propensity of cryogens to absorb environmental heat resulting in fluid losses. Utilizing advanced cryogenic propellant technologies can enable the efficient use of high performance propellants for long duration missions. Crewed mission architectures for beyond low Earth orbit exploration can significantly benefit from this capability by developing realistic launch spacing for multiple launch missions, by prepositioning stages and by staging propellants at an in-space depot. The National Aeronautics and Space Administration through the Office of the Chief Technologist is formulating a Cryogenic Propellant Storage and Transfer Technology Demonstration Mission to mitigate the technical and programmatic risks of infusing these advanced technologies into the development of future cryogenic propellant stages or in-space propellant depots. NASA is seeking an innovative path for human space exploration, which strengthens the capability to extend human and robotic presence throughout the solar system. This mission will test and validate key cryogenic technological capabilities and has the objectives of demonstrating advanced thermal control technologies to minimize propellant loss during loiter, demonstrating robust operation in a microgravity environment, and demonstrating efficient propellant transfer on orbit. The status of the demonstration mission concept development, technology demonstration planning and technology maturation activities in preparation for flight system development are described.

Meyer, Michael L.↗

NASA NTRS1988

Flow-field Survey of an Empennage Wake Interacting with a Pusher Propeller

The flow field between a model empennage and a 591-mm-diameter pusher propeller was studied in the Ames 7- by 10-Foot Wind Tunnel with directional pressure probes and hot-wire anemometers. The region probed was bounded by the empennage trailing edge and downstream propeller. The wake properties, including effects of propeller operation on the empennage wake, were investigated for two empennage geometries: one, a vertical tail fin, the other, a Y-tail with a 34 deg dihedral. Results showed that the effect of the propeller on the empennage wake upstream of the propeller was not strong. The flow upstream of the propeller was accelerated in the streamwise direction by the propeller, but the empennage wake width and velocity defect were relatively unaffected by the presence of the propeller. The peak turbulence in the wake near the propeller tip station, 0.66 diameter behind the vertical tail fin, was approximately 3 percent of the free-stream velocity. The velocity field data can be used in predictions of the acoustic field due to propeller-wake interaction.

Horne, W. Clifton↗

NASA NTRS1990

Noise of a simulated installed model counterrotation propeller at angle-of-attack and takeoff/approach conditions

Two modern high-speed advanced counterrotation propellers, F7/A7 and F7/A3 were tested in the NASA Lewis Research Center's 9- by 15-Foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach. Both rotors were of similar diameter on the F7/A7 propeller, while the aft diameter of the F7/A3 propeller was 85 percent of the forward propeller to reduce tip vortex-aft rotor interaction. The two propellers were designed for similar performance. The propellers were tested in both the baseline configuration and installed configuration consisting of a simulated upstream nacelle support pylon and fuselage section. Acoustic measurements were made with a polar microphone probe which recorded sideline directivities at various azimuthal locations. Aerodynamic measurements were also made to establish propeller operating conditions. The propellers were run at initial blade setting angles adjusted to achieve equal forward/aft torque ratios at angle of attack with the pylon and fuselage simulation in place. Data are presented for propeller operation at 80 and 90 percent of design speed (the forward rotor design tip speed was 238 m/sec (780 ft/sec). Both propellers were tested at the maximum rotor-rotor spacing of 14.99 cm (5.90 in.) based on the pitch change axis separation.

Woodward, Richard P.↗

NASA NTRS1996

Computational modeling of magnetically actuated propellant orientation

Unlike terrestrial applications where gravity positions liquid at the 'bottom' of the tank, the location of liquid propellant in spacecraft tanks is uncertain unless specific actions are taken or special features are built into the tank. Some mission events require knowledge of liquid position prior to a particular action: liquid must be positioned over the tank outlet prior to starting the main engines and must be moved away from the tank vent before vapor can be released overboard to reduce pressure. It may also be desirable to positively position liquid to improve propulsion system performance: moving liquid away from the tank walls will dramatically decrease the rate of heat transfer to the propellant, suppressing the boil-off rate, thereby reducing overall mission propellant requirements. The process of moving propellant to a desired position is referred to as propellant orientation or reorientation. Several techniques have been developed to positively position propellant in spacecraft tanks and each technique imposes additional requirements on vehicle design. Propulsive reorientation relies on small auxiliary thrusters to accelerate the tank. The inertia of the liquid causes it to collect in the aft-end of the tank if the acceleration is forward. This technique requires that additional thrusters be added to the vehicle, that additional propellant be carried in the vehicle, and that an additional operational maneuver be executed. Another technique uses Liquid Acquisition Devices (LAD's) to positively position propellants. These devices rely on surface tension to hold the liquid within special geometries (i.e. vanes, wire-mesh channels, start-baskets). While avoiding some of the penalties of propulsive orientation, this technique requires the addition of complicated hardware inside the propellant tank and performance for long duration missions is uncertain. The subject of the present research is an alternate technique for positively positioning liquid within spacecraft propellant tanks: magnetic fields.

Hochstein, John I.↗

NASA NTRS1997

Fuels and Space Propellants for Reusable Launch Vehicles: A Small Business Innovation Research Topic and Its Commercial Vision

Under its Small Business Innovation Research (SBIR) program (and with NASA Headquarters support), the NASA Lewis Research Center has initiated a topic entitled "Fuels and Space Propellants for Reusable Launch Vehicles." The aim of this project would be to assist in demonstrating and then commercializing new rocket propellants that are safer and more environmentally sound and that make space operations easier. Soon it will be possible to commercialize many new propellants and their related component technologies because of the large investments being made throughout the Government in rocket propellants and the technologies for using them. This article discusses the commercial vision for these fuels and propellants, the potential for these propellants to reduce space access costs, the options for commercial development, and the benefits to nonaerospace industries. This SBIR topic is designed to foster the development of propellants that provide improved safety, less environmental impact, higher density, higher I(sub sp), and simpler vehicle operations. In the development of aeronautics and space technology, there have been limits to vehicle performance imposed by traditionally used propellants and fuels. Increases in performance are possible with either increased propellant specific impulse, increased density, or both. Flight system safety will also be increased by the use of denser, more viscous propellants and fuels.

Palaszewski, Bryan A.↗

NASA NTRS2010

Radio-Frequency Tank Eigenmode Sensor for Propellant Quantity Gauging

Although there are several methods for determining liquid level in a tank, there are no proven methods to quickly gauge the amount of propellant in a tank while it is in low gravity or under low-settling thrust conditions where propellant sloshing is an issue. Having the ability to quickly and accurately gauge propellant tanks in low-gravity is an enabling technology that would allow a spacecraft crew or mission control to always know the amount of propellant onboard, thus increasing the chances for a successful mission. The Radio Frequency Mass Gauge (RFMG) technique measures the electromagnetic eigenmodes, or natural resonant frequencies, of a tank containing a dielectric fluid. The essential hardware components consist of an RF network analyzer that measures the reflected power from an antenna probe mounted internal to the tank. At a resonant frequency, there is a drop in the reflected power, and these inverted peaks in the reflected power spectrum are identified as the tank eigenmode frequencies using a peak-detection software algorithm. This information is passed to a pattern-matching algorithm, which compares the measured eigenmode frequencies with a database of simulated eigenmode frequencies at various fill levels. A best match between the simulated and measured frequency values occurs at some fill level, which is then reported as the gauged fill level. The database of simulated eigenmode frequencies is created by using RF simulation software to calculate the tank eigenmodes at various fill levels. The input to the simulations consists of a fairly high-fidelity tank model with proper dimensions and including internal tank hardware, the dielectric properties of the fluid, and a defined liquid/vapor interface. Because of small discrepancies between the model and actual hardware, the measured empty tank spectra and simulations are used to create a set of correction factors for each mode (typically in the range of 0.999 1.001), which effectively accounts for the small discrepancies. These correction factors are multiplied to the modes at all fill levels. By comparing several measured modes with the simulations, it is possible to accurately gauge the amount of propellant in the tank. An advantage of the RFMG approach of applying computer simulations and a pattern-matching algorithm is that the Although there are several methods for determining liquid level in a tank, there are no proven methods to quickly gauge the amount of propellant in a tank while it is in low gravity or under low-settling thrust conditions where propellant sloshing is an issue. Having the ability to quickly and accurately gauge propellant tanks in low-gravity is an enabling technology that would allow a spacecraft crew or mission control to always know the amount of propellant onboard, thus increasing the chances for a successful mission. The Radio Frequency Mass Gauge (RFMG) technique measures the electromagnetic eigenmodes, or natural resonant frequencies, of a tank containing a dielectric fluid. The essential hardware components consist of an RF network analyzer that measures the reflected power from an antenna probe mounted internal to the tank. At a resonant frequency, there is a drop in the reflected power, and these inverted peaks in the reflected power spectrum are identified as the tank eigenmode frequencies using a peak-detection software algorithm. This information is passed to a pattern-matching algorithm, which compares the measured eigenmode frequencies with a database of simulated eigenmode frequencies at various fill levels. A best match between the simulated and measured frequency values occurs at some fill level, which is then reported as the gauged fill level. The database of simulated eigenmode frequencies is created by using RF simulation software to calculate the tank eigenmodes at various fill levels. The input to the simulations consists of a fairly high-fidelity tank model with proper dimensions and including internal tank harare, the dielectric properties of the fluid, and a defined liquid/vapor interface. Because of small discrepancies between the model and actual hardware, the measured empty tank spectra and simulations are used to create a set of correction factors for each mode (typically in the range of 0.999 1.001), which effectively accounts for the small discrepancies. These correction factors are multiplied to the modes at all fill levels. By comparing several measured modes with the simulations, it is possible to accurately gauge the amount of propellant in the tank. An advantage of the RFMG approach of applying computer simulations and a pattern-matching algorithm is that the

Zimmerli, Gregory A.↗

NASA NTRS2012

A Computational Investigation for Determining the Natural Frequencies and Damping Effects of Diaphragm-Implemented Spacecraft Propellant Tanks

Spin-stabilization maneuvers are typically performed by spacecraft entering low-earth orbit to maintain attitude stability. These maneuvers induce periodic fluid movement inside the spacecraft's propellant tank known as fuel slosh, which is responsible for creating forces and moments on the sidewalls of the propellant tank. These forces and moments adversely affect spin-stabilization and risk jeopardizing the mission of the spacecraft. Therefore, propellant tanks are designed with propellant management devices (PMD's) such as barnes or diaphragms which work to counteract the forces and moments associated with fuel slosh. However, despite the presence of PMD's, the threat of spin-stabilization interference still exists should the propellant tank be excited at its natural frequency. When the fluid is excited at its natural frequency, the forces and moments acting on the propellant tank are amplified and may result in destabilizing the spacecraft. Thus, a computational analysis is conducted concerning diaphragm-implemented propellant tanks excited at their natural frequencies. Using multi-disciplinary computational fluid dynamics (CFD) software, computational models are developed to reflect potential scenarios that spacecraft propellant tanks could experience. By simulating the propellant tank under a wide array of parameters and variables including fill-level, gravity and diaphragm material and shape, a better understanding is gained as to how these parameters individually and collectively affect liquid propellant tanks and ultimately, spacecraft attitude dynamics.

Lenahen, Brian↗

NASA NTRS2016

Vented Chill / No-Vent Fill of Cryogenic Propellant Tanks

Architectures for extended duration missions often include an on-orbit replenishment of the space vehicle's cryogenic liquid propellants. Such a replenishment could be accomplished via a tank-to-tank transfer from a dedicated tanker or a more permanent propellant depot storage tank. Minimizing the propellant loss associated with transfer line and receiver propellant tank thermal conditioning is essential for mass savings. A new methodology for conducting tank-to-tank transfer while minimizing such losses has been demonstrated. Charge-Hold-Vent is the traditional methodology for conducting a tank-to-tank propellant transfer. A small amount of cryogenic liquid is introduced to chill the transfer line and propellant tank. As the propellant absorbs heat and undergoes a phase change, the tank internal pressure increases. The tank is then vented to relieve pressure prior to another charge of cryogenic liquid being introduced. This cycle is repeated until the transfer lines and tank are sufficiently chilled and the replenishment of the propellant tank is complete. This method suffers inefficiencies due to multiple chill and vent cycles within the transfer lines and associated feed system components. Additionally, this system requires precise measuring of cryogenic fluid delivery for each transfer, multiple valve cycling events, and other complexities associated with cycled operations. To minimize propellant loss and greatly simplify on-orbit operations, an alternate methodology has been designed and demonstrated. The Vented Chill / No Vent Fill method is a simpler, constant flow approach in which the propellant tank and transfer lines are only chilled once. The receiver tank is continuously vented as cryogenic liquid chills the transfer lines, tank mass and ullage space. Once chilled sufficiently, the receiver tank valve is closed and the tank is completely filled. Interestingly, the vent valve can be closed prior to receiver tank components reaching liquid saturation temperature. An incomplete fill results if insufficient energy is removed from the tank's thermal mass and ullage space. The key to successfully conducting the no vent fill is to assure that sufficient energy is removed from the system prior to closing the receiver tank vent valve. This paper will provide a description of the transfer methodology and test article, and will provide a discussion of test results.

Rhys, Noah O.↗

NASA NTRS2018

Iodine Propellant Feed System Flow Modeling

The use of solid iodine as a propellant in Hall-effect thrusters (HETs) is currently being investigated for small-satellite applications. CubeSats offer an inexpensive mode of access to space; however, they currently lack significant propulsion capability. A high specific impulse (I (sub sp)) propulsion system would permit a significant change in velocity, delta v, to be imparted for orbital maintenance, transfers, or de-orbit maneuvers. An electric propulsion system that uses iodine as a propellant has a number of advantages. It has an exceptionally high rho times I (sub sp) figure of merit (density multiplied by the specific impulse), meaning that it can achieve a large total delta v with a relatively low combination of propellant mass and propellant tank volume. Also, the propellant feed system operates at low pressures (a few psia at most), as opposed to the use of super-critical xenon stored at very high pressure. Low pressure operation can lower system mass while greatly reducing the risk of propellant tank rupture, making low pressure a vitally important property for propellants on secondary payloads like CubeSats, where risks must be minimized. The iSAT mission aims to demonstrate iodine-fed HET technology, flying it in space onboard a 12U 912-unit) CubeSat. In the iSAT propellant feed system (PFS), solid iodine is sublimed through heating to produce gaseous propellant that is conducted through tubing to the thruster and cathode. The sublimation process is governed by the iodine (I2) vapor pressure, which is shown as a function of temperature in figure 1. As gaseous I2 flows out of the tank, the gas pressure in the volume containing the solid iodine propellant is reduced until a balance between the flow of iodine out of the tank and the sublimation rate of solid iodine at the equilibrium gas pressure and chosen tank temperature is reached.

Martin, A. K.↗

NASA NTRS2015

Long-Term Cryogenic Propellant Storage for the TOPS Mission

Cryogenic propellants such as liquid hydrogen (LH2) and liquid oxygen (LOX) can dramatically enhance NASAs ability to explore the solar system because of their superior specific impulse (Isp) capability. Although these cryogenic propellants can be challenging to manage and store, they allow significant mass advantages over traditional hypergolic propulsion systems and are therefore technically enabling for many planetary science missions. New cryogenic storage techniques such as subcooling and the use of advanced insulation and low thermal conductivity support structures will allow for the long term storage and use of cryogenic propellants for solar system exploration and hence allow NASA to deliver more payloads to targets of interest, launch on smaller and less expensive launch vehicles, or both. Employing cryogenic propellants will allow NASA to perform missions to planetary destinations that would not be possible with the use of traditional hypergolic propellants. These new cryogenic storage technologies were implemented in a design study for the Titan Orbiter Polar Surveyor (TOPS) mission, with LH2 and LOX as propellants, and the resulting spacecraft design was able to achieve a 43 launch mass reduction over a TOPS mission, that utilized a conventional hypergolic propulsion system with mono-methyl hydrazine (MMH) and nitrogen tetroxide (NTO) propellants. This paper describes the cryogenic propellant storage design for the TOPS mission and demonstrates how these cryogenic propellants are stored passively for a decade-long Titan mission.

Cryogenic Propellant Storage↗

NASA NTRS2015

Long-Term Cryogenic Propellant Storage for the Titan Orbiter Polar Surveyor (TOPS) Mission

Cryogenic propellants such as liquid hydrogen (LH2) and liquid oxygen (LOX) can dramatically enhance NASAs ability to explore the solar system because of their superior specific impulse (Isp) capability. Although these cryogenic propellants can be challenging to manage and store, they allow significant mass advantages over traditional hypergolic propulsion systems and are therefore technically enabling for many planetary science missions. New cryogenic storage techniques such as subcooling and the use of advanced insulation and low thermal conductivity support structures will allow for the long term storage and use of cryogenic propellants for solar system exploration and hence allow NASA to deliver more payloads to targets of interest, launch on smaller and less expensive launch vehicles, or both. Employing cryogenic propellants will allow NASA to perform missions to planetary destinations that would not be possible with the use of traditional hypergolic propellants. These new cryogenic storage technologies were implemented in a design study for the Titan Orbiter Polar Surveyor (TOPS) mission, with LH2 and LOX as propellants, and the resulting spacecraft design was able to achieve a 43 launch mass reduction over a TOPS mission, that utilized a conventional hypergolic propulsion system with mono-methyl hydrazine (MMH) and nitrogen tetroxide (NTO) propellants. This paper describes the cryogenic propellant storage design for the TOPS mission and demonstrates how these cryogenic propellants are stored passively for a decade-long Titan mission.

Cryogenic Propellant Storage↗

NASA NTRS2016

Green Propellant Test Capabilities of the Altitude Combustion Stand at the NASA Glenn Research Center

The NASA Glenn Research Center (GRC) is committed to providing simulated altitude rocket test capabilities to NASA programs, other government agencies, private industry partners, and academic partners. A primary facility to support those needs is the Altitude Combustion Stand (ACS). ACS provides the capability to test combustion components at a simulated altitude up to 100,000 ft. (approx.0.2 psia/10 Torr) through a nitrogen-driven ejector system. The facility is equipped with an axial thrust stand, gaseous and cryogenic liquid propellant feed systems, data acquisition system with up to 1000 Hz recording, and automated facility control system. Propellant capabilities include gaseous and liquid hydrogen, gaseous and liquid oxygen, and liquid methane. A water-cooled diffuser, exhaust spray cooling chamber, and multi-stage ejector systems can enable run times up to 180 seconds to 16 minutes. The system can accommodate engines up to 2000-lbf thrust, liquid propellant supply pressures up to 1800 psia, and test at the component level. Engines can also be fired at sea level if needed. The NASA GRC is in the process of modifying ACS capabilities to enable the testing of green propellant (GP) thrusters and components. Green propellants are actively being explored throughout government and industry as a non-toxic replacement to hydrazine monopropellants for applications such as reaction control systems or small spacecraft main propulsion systems. These propellants offer increased performance and cost savings over hydrazine. The modification of ACS is intended to enable testing of a wide range of green propellant engines for research and qualification-like testing applications. Once complete, ACS will have the capability to test green propellant engines up to 880 N in thrust, thermally condition the green propellants, provide test durations up to 60 minutes depending on thrust class, provide high speed control and data acquisition, as well as provide advanced imaging and diagnostics such as infrared (IR) imaging.

Testing↗

NASA NTRSDate not supplied

Design of a Propeller with Global Minimum Torque

Academia, industry, and Government are actively working towards a future where dozens of small to large Unmanned Aerial Systems (UAS) are present within urban environments. In this environment, high noise pollution and inefficiencies have the potential to render these new technologies impractical due to public annoyance and nonacceptance. This study aims to design and analyze a novel propeller design for minimum global torque using an optimization algorithm to find the full three dimensional solution of maximum efficiency. This resulted in a 𝐶 𝑙 distribution defining the global minimum torque solution for propeller design which corresponded with moving as much lift inboard as possible and reducing lift rapidly at the blade tip. The novel propeller (dubbed "Prandtl" propeller) was then compared with the current gold standard in propeller design, a minimum induced loss (MIL) propeller, which had all the same geometric properties except for blade twist and produced the same amount of thrust at the same advance ratio. The results of multiple iterations of Prandtl propellers showed an increase in efficiency of 2.0-3.3% for the Prandtl blade when compared to the equivalent MIL blade. A potential added benefit of this blade design is lower noise generation due to the lower lift loading at the tip reducing the large shear layer intensity which is the point source of noise in propellers. Two major breakthroughs for enabling widespread use of UAS in urban environments are noise reduction and vehicle efficiency, and this new propeller design has the potential to provide both.

Propeller↗

NASA NTRSDate not supplied

Design of a Propeller with Global Minimum Torque

Academia, industry, and Government are actively working towards a future where dozens of small to large Unmanned Aerial Systems (UAS) are present within urban environments. In this environment, high noise pollution and inefficiencies have the potential to render these new technologies impractical due to public annoyance and nonacceptance. This study aims to design and analyze a novel propeller design for minimum global torque using an optimization algorithm to find the full three dimensional solution of maximum efficiency. This resulted in a 𝐶 𝑙 distribution defining the global minimum torque solution for propeller design which corresponded with moving as much lift inboard as possible and reducing lift rapidly at the blade tip. The novel propeller (dubbed "Prandtl" propeller) was then compared with the current gold standard in propeller design, a minimum induced loss (MIL) propeller, which had all the same geometric properties except for blade twist and produced the same amount of thrust at the same advance ratio. The results of multiple iterations of Prandtl propellers showed an increase in efficiency of 2.0-3.3% for the Prandtl blade when compared to the equivalent MIL blade. A potential added benefit of this blade design is lower noise generation due to the lower lift loading at the tip reducing the large shear layer intensity which is the point source of noise in propellers. Two major breakthroughs for enabling widespread use of UAS in urban environments are noise reduction and vehicle efficiency, and this new propeller design has the potential to provide both.

Propeller↗

NASA NTRS1974

Propeller modulation effects on a scanning beam microwave landing system

An investigation to assess the modulation effects on microwave signals transmitted through rotating propeller blades. Interruption of the antenna line-of-sight signal by the rotating propeller causes a variation of path loss, which produces essentially an amplitude modulation of the received signal. This interruption or blockage effect is generally only partial because of edge diffraction around the particular interfering propeller blade. Signals reflected from the rotating propeller will also cause Doppler frequency shifts to be present in the received signals. A scanning beam microwave landing system (MLS) known as MODILS (modular instrument landing system) was used to process the received signals for display. The effects of propeller modulation were studied by varying the following parameters: (1) spacing between propeller and receiving antenna, (2) propeller dimensions, (3) propeller speed (rpm), (4) number of propeller blades, (5) system data rate, (6) receiver response time, and (7) receiver antenna aperture.

Pope, J. M.↗