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Next-generation aircraft designs often incorporate multiple large propellers attached along the wingspan. These highly flexible dynamic systems can exhibit uncommon aeroelastic instabilities, which should be carefully investigated to ensure safe operation. The interaction between the propeller and the wing is of particular importance. It is known that whirl flutter is stabilized by wing motion and wing aerodynamics. This paper investigates the effect of a propeller onto wing flutter as a function of span position and mounting stiffness between the propeller and wing. The analysis of a comparison between a tractor and pusher configuration has shown that the coupled system is more stable than the standalone wing for propeller positions near the wing tip for both configurations. The wing fluttermechanism is mostly affected by the mass of the propeller and the resulting change in eigenfrequencies of the wing. For very weak mounting stiffnesses, whirl flutter occurs, which was shown to be stabilized compared to a standalone propeller due to wing motion. On the other hand, the pusher configuration is, as to be expected, the more critical configuration due to the attached mass behind the elastic axis.
High aerodynamic efficiency requires propellers with high aspect ratios, while propeller sweep potentially reduces noise. Propeller sweep and high aspect ratios increase elasticity and coupling of structural mechanics and aerodynamics, affecting the propeller performance and noise. Therefore, this paper analyzes the influence of elasticity on forward-swept, backward-swept, and unswept propellers in hover conditions. A reduced-order blade element momentum approach is coupled with a one-dimensional Timoshenko beam theory and Farassat's formulation 1A. The results of the aeroelastic simulation are used as input for the aeroacoustic calculation. The analysis shows that elasticity influences noise radiation because thickness and loading noise respond differently to deformations. In the case of the backward-swept propeller, the location of the maximum sound pressure level shifts forward by 0.5 °, while in the case of the forward-swept propeller, it shifts backward by 0.5 °. Therefore, aeroacoustic optimization requires the consideration of propeller deformation.