Figure 27 presents the variation of the time-average values per 
revolution and peak values of the various components of total blade 
loading for both quasi-steady simulated acceleration (V=n=P=0) and unsteady 
simulated acceleration (V>0, n=P=0). 
There was only a small variation in the measured loading components 
between the quasi-steady simulated acceleration and the unsteady simulated 
acceleration. For all components except M,» the largest variation between 
the results from the two types of simulation expressed as a decimal fraction 
of the corresponding time-average value at the self-propulsion point was 
0.05 for the peak values and 0.02 for the time-average value per revolu- 
tion. The corresponding variations for M, were no greater than 0.06 for 
the peak values and 0.05 for the time-average value per revolution. 
The variation in the results between the two types of simulation 
appeared to be essentially random. This suggests that these deviations 
are some measure of the experimental accuracy and do not represent any 
systematic trends arising from the difference in V between the two types 
of simulation. 
Data for the quasi-steady simulation were recorded and averaged for 
a minimum of 200 propeller revolutions, whereas data presented for the 
unsteady runs represent an average of only five revolutions. Further, 
the steady experimental conditions which were set during the quasi-steady 
simulation allow the values of V and n to be controlled more precisely 
than during the unsteady runs; however, the average of the five values of 
V and n during the unsteady runs for which data are presented was general- 
ly within one percent of the target values. 
The results presented in this section for a simulated acceleration 
maneuver follow trends similar to those in Reference 2 for a simulated 
crash~forward maneuver on a model of the FF-1088. Both sets of data show 
the following: 
1. The values of (1-w,) and (l-w.) do not vary substantially except 
Q 
during the initial stages of the acceleration or crash-forward maneuver. 
2. The variation of all loading components with blade angular posi- 
tion was dominated by the first harmonic throughout the simulated maneuver. 
41 
