Stability and Control Handbook For Helicopters 67-63

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USAAVLABS TECHNICAL REPORT 67 63

STABILITY AND CONTROL HANDBOOK
FOR HELICOPTERS
E. Kisielowski
A. A. Perlmutter
J. Tang
August 1967
S. ARMY AVIATION MATERIEL LABORATORIES

FORT EUSTIS, VIRGINIA
CONTRACT DA 44-177-AMC-197(T)
DYNASCIENCES CORPORATION
BLUE BELL, PENNSYLVANIA
\
lUstrihution >' this
document is unlimited
DEC 8 1967
'
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DEPARTMENT OF THE ARMY

U S. ARMY AVIATION MATERIEL LABORATORIES
FORT EUSTIS. VIRGINIA 23604
This report has been reviewed by the U. S. Army

Aviation Materiel Laboratories and is considered
to be technically sound. The work was performed
under Contract DA 44- 177-AMC- 197(T). The main
objective was to update the Stability and Control
Handoook for Helicopters, TREC Report 60-43, and
to provide information required as a guide for preliminary design calculations of helicopter stability
and control characteristics.
Analytical methods are presented for determining
the dynamic stability and control characteristics of
generalized helicopter configurations. This handbook also contains information suitable for extensive
digital and analog computer studies for the inexperienced stability analyst and a good reference manual
for the specialist.
Task 1F125901A14203
Contract DA 44-177-AMC-197(T)
USAAVLABS Technical Report 67-63
August 1967
STABILITY AND CONTROL HANDBOOK

FOR HELICOPTERS
Dynasciences Report No. DCR-186
by
E. Kisielowski
A. A. Perlmutter
J. Tang
Prepared by
Dynasciences Corporation
Blue Bell, Pennsylvania
for
U. S. ARMY AVIATION MATERIEL LABORATORIES
FORT EUSTIS, VIRGINIA
Distribution of this
document is unlimited.
**..
ABSTRACT
i.
Analytical methods are presented for determining the

dynamic stability and control characteristics of generalized
helicopter configurations. The methods utilize calculation
procedures which are considerably simplified through the
extensive use of information presented in graphs and charts.
These charts are applicable to flight conditions from hover
to high forward speeds.
The charts for low forward speeds (advance ratios,
/x < 0.2 ) were obtained from the rotor performance data
based on classical rotor theory. However, the high-speed
charts (î>0.3) exclude the major assumptions of classical
theory and include blade compressibility, stall, reverse
flow, large inflow ratios, etc.
This handbook contains information suitable for
expensive digital and analog computer studies and also
provides rapid procedures for predicting helicopter
stability and control characteristics for preliminary
design applications.
iii
FOREWORD
,
-
This handbook was prepared by the Dynasciences

Corporation, Blue Bell, Pennsylvania for the U. S. Army
Aviation Materiel Laboratories, Fort Eustis, Virginia
under Contract No. DA 44-177-AMC-197(T), during the
period from June 1964 through June 1967.
The work contained in this report incorporates
recently available rotor performance and stability information and represents a revision and extension of the
U. S. Army Stability and Control Handbook for Helicopters
published as TRECOM Report TREC 60-43 in August 1960.
The Army technical representative was Mr. J. Yeates,
who was assisted by Mr, R. Piper and Mr. R. P. Smith. The
contributions of the Army personnel to this work are gratefully acknowledged. The following Dynasciences Corporation
personnel contributed to this work:
Mr.
Dr.
Mr.
Mr.
Mr.
Mr.
E.
A.
J.
M.
N.
D.
Kisielowski
A. Perlmutter
Tang
George
Miller
Smithgall
Manager Aerodynamics
Sr. Vice President
Aeronautical Engineer
Sr. Aerodynamics Engineer
Sr. Aerodynamics Engineer
Technical Illustrator
*d
CONTENTS
Page
ABSTRACT
iii
FORWARD
LIST OF ILLUSTRATES
xxii
LIST OF TABLES
xxviii
LIST OF SYMBOLS .
xxxi
SECTION 1.
INTRODUCTION
1-1
SECTION 2.
GUIDE TO THE HANDBOOK
2-1
SECTION 3.
3.1
3.1.1
3cl.2
3.1.3
3.1.4
3.2
3.2.1
3.2.2
3.3
DEFINITIONS ....
DEFINITION OF AXIS SYSTEM
Gravity Axes
Stability Axes
Body Axes
....
Choice of Axes
STABILITY VARIABLES .
independent Variables
Dependent Variables .
ILLUSTRATION OF PARAMETERS
AND SIGN CONVENTION .
3
3.
3
3.
3.
3.
3.
3.
3.
1-1
1-1
1-2
1-2
1-3
1- 5
2- 1
2-1
2- 1
3.3-1
3.4*
SECTION 4.
EQUATIONS OF MOTION .
4-1
SECTION 5.
5.1
EVALUATION OF TRIM CONDITIONS

TRIM CONDITIONS FOR SINGLE
ROTOR HELICOPTERS
Hovering
Forward Speed
....
Autorotation
TRIM CONDITIONS FOR TANDEM
ROTOR HELICOPTERS
5-1
5.1.1
5.1.2
5.1.3*
5.2
^Subject to future addition
vii
5.1-1
5.1-1
5.1-2
5.2-1
Page
5.2.1
5.2.2
5.2.3*
5.3
5.4*
5.4.1*
5.4.2*
5.4.3*
SECTION 6.
Hovering
....
Forward Speed
Autorotation
TRIM CHARTS FOR ROTOR
SOLIDITY, a - 0.1 .
TRIM CONDITIONS FOR
COMPOUND HELICOPTERS
Hovering
....
Forward Speed
Autorotation
5.2-1
5.2-2
5.3-1
PERTURBATION EQUATIONS
OF MOTION
.
IECTION 7.
7.1
7.1.1
7.1.1.1
7.1.1.2
7.1.1.3
7.1.1.4
7.1.1.5
7.1.1.6
7.1.1.7
7.1.1.8
7.1.1.9
7.1.1.10*
7.1.1.11*
7.1.2
7.1.2.1
7.1.2.2
7.1.2.3
7.1.2.4
7.1.2.5
7.1.2.6
7.1.2.7
7.1.2.8
7.1.2.9
7.1.2.10*
7.1.2.11*
STABILITY DERIVATIVES
TOTAL STABILITY
DERIVATIVES.
The X-Force Derivatives
Xu .
X .
xv .
Xw
Xw-
X0 .
*6
X<j> .
X^ .
The Y-Force Derivatives

Yu
Yv .
Yv
Y*rY9
Y*.
Y*.
Y*.
Yd,
*Subject to tuture addition
viii
6 -1
7 1 -1
7
7
7
7
7
7
7
7
7
7
7
1 -1
1-1
1 -1
1 -4
1--4
1-5
1 .7
1 -8
1-8
1-9
1 -10
7
7
7
7
7.
7
7
7.
7.
7.
1--11
1-11
1--13
1-14
1-14
1-15
1-17
1-17
1-17
1-18
Page
7.1.3
7.1.3.1
7.1.3.2
7.1.3.3
7.1.3.4
7.1.3.5
7.1.3.6
7.1.3.7
7.1.3.8
7.1.3.9*
7.1.3.10*
7.1.4
7.1.4.1
7.1.4.2
7.1.4.3
7.1.4.4
7.1.4.5
7.1.4.6
7.1.4.7
7.1.4,8
7.1.4.9
7.1.4.10
7.1.4.11*
7.1.4.12*
7.1.5
7.1.5.1
7.1.5.2
7.1.5.3
7.1.5.4
7.1.5.5
7.1.5,6
7.1.5.7
7.1.5.8
7.1.5.9
7.1.5.10
7.1.5.11*
7.1.5.12*
The Z-Force Derivat ives

Zu .
.
.
Zv .
Zw"
7.1-19
7.1-19
7.1-21
7.1-22
7.1-24
7.1-24
7.1-24
7.1-25
7.1-26
z*.
ze
ze .
z*.
Z*.
The Rolling Moment ()

Derivat.Lves.
.
.
.
*u
Xv .
^w
&W".
X*.
&e
x<.
J?
x^.
x#.
The Pitching Moment (M)

Derivat]-ves.
.
.
.
Mu
Mv .
Mv.
w-M.
Mg.
M<.
M$.
M,/,.
Mf .
7.1-27
7.1-27
7.1-28
7.1-29
7.1-29
7.1-30
7.1-30
7.1-30
7.1-31
7.1-31
7.1-32
7.1-32
7.1-33
7.1-33
7.1-34
7.1-35
7.1-35
7.1-36
7.1-36
7.1-37
7.1-37
7.1-38
*Subject to future addition
ix
'- * i i'**T3Kiitf
Page
7.1.6
7.1.6.1
7.1.6.2
7.1.6.3
7,1.6.4
7.1.6.5
7.1.6.6
7.1.6.7
7.1.6.8
7.1.6.9
7.1.6.10
7.1.6.11*
7.1.6,12*
7.2
7.2.1
The Yawing Moment (N)

Derivatives.
Nu
Nv
N*r
NW
N0
No
NI
N$
NJ
N#
CONTROL DERIVATIVES.
The Longitudinal Control
( Bic) Derivatives .
7.1-38
7.1-38
7.1-39
7.1-39
7.1-40
7.1-40
7.1-41
7.1-41
7.1-42
7.1-42
7.1-43
7.2-1
7.2-5
7.2.1.1
7.2.1.2
7.2-5
7.2.1.3
W.
7.2-6
7.2.1.4
^B,c
7.2-6
7.2-7
7.2.1.5
B.C
<"c
7.2-5
7.2.1.6
7.2-8
7.2.1.7
Stability Augmentation
System ( B|s) Derivatives
7.2-9
7.2.1.8
B,C
Rate Derivatives ( B|c

and B|s )
7.2.1.9*
7.2.1.10*
7.2-9
Page
7.2.2
The Lateral Control (Aic)

Derivatives.
.....
7.2-10
7.2-10
7.2.2.1
XA.
A,c
7.2.2.2
7.2-10
7.2.2.3
7.2-10
7.2.2.4
xA,c .....
7.2-11
7.2.2.5
MA.
c
.....
7.2-11
7.2.2.6
NA.
'c
.....
7.2-12
7.2.2.7
System (A|S) Derivatives
7.2-12
7.2.2.8
*c
Rate Derivatives (A)r and
Ajs)
7. 2. 2.. 9*
7.2.2.10*
7.2.3
7.2.3.1
7.2.3.2
7.2.3.4
7.2-13
The Directional Contrc

(Src) Derivatives .
7.2-13
*re
7.2-13
7.2-14
*rc
7.2.3.3
7.2-14
*rc
^c
7.2-14
7.2.3.5
*rc
7.2-15
7.2.3.6
*re
7.2-15
xi
Pa&e
7.2.3.7
7.2.3.8
7.2.3.9*
7.2.3.10*
7.2.4
System (Srs) Derivatives
Rate Derivatives ( Srr
(s;sa ) .
7.2-15
and
7.2-16
The Vertical Control (0C)

Derivatives.
7.2-16
ec
Y
ec
7.2-16
7.2.4.3
ec
7.2-17
7.2.4.4
êc
7.2-17
7.2.4.5
Mec
7.2-18
7.2.4.6
7.2-18
7.2.4.7
System (s) Derivatives
Rate Derivatives ( 6C and
7.2-19
fl's>
7.2-19
LOCAL DERIVATIVES
Single Rotor (ot Front Rotor
of a Tandem Rotor Helicopter)
The Longitudinal Speed
(up) Derivatives
The Angle of Attack (aP)
Derivatives.
The Side Slip (s)
Derivatives.
7.3-1
7.2.4.1
7.2.4.2
7.2,4.8
7.2-17
ec
7.2.4.9*
7.2.4.10*
7.3
7.3.1
7.3.1.1
7.3.1.2
7.3.1.3
--Subject to future addition
xii
7.3-1
7.3-2
7.3-2
7.3-3
Page
7.3.1.4
7.3.1.5
7.3.1.6
7.3.1.7
7.3.1.8
7.3.1.9
7 3. 1 10*
7 3. 1 11*
7 .3 2
7 3. 3
7. 3. 3 1
The Angular Pitching

Velocity (q) Derivatives
The Angular Rolling
Velocity (p) Derivatives
The Angular Yawing
Velocity (r) Derivatives
The Longitudinal Flapping
Angle (0|F ) Derivatives
7.3-4
7.3-4
7.3-4
7.3-4
The Lateral Flapping

Angle (b|F ) Derivatives
7.3-5
Rotor Collective Pitch

(#oF) Derivatives.
7.3-5
Rear Rotor of a Tandem

Rotor Configuration
Fuselage Derivatives .
The Forward Speed (upug)
Derivatives
7.3-6
7.3-7
7.3-7
7.3.3.2
The Angle of Attack ((lfyjs
7.3.3.3
Derivatives
The Side Slip Angle (/3S)
Derivatives
7.3-8
Wing Derivatives .
7.3-9
The Forward Speed (uw)

Derivatives
The Angle of Attack (aw)
Derivatives
7.3-9
7.3.3.4*
7.3.3.5*
7.3.4
7.3.4.1
7.3.4.2
7.3.4.3*
7.3.4.4*
7.3.5
7.3.6
7.3.6.1
Horizontal Tail Derivatives

es
Vertical Tail (Fin)
Derivatives
The Forward Speed (uVT)

Derivatives
7.3-8
7.3-9
7.3-10
7.3-10
7.3-10

xiii
Page
7 3. 6. 2
7 3. 6. 3
7
7
/ .3,
7
3. 6. 4*
3. 6. 5*
7
3, 7 1
7 3. 7. 2
7 3. 7. 3
7 3. 7 4
7 .3 8
7 3. 8 1*
7 3. 8 2*
7.4
7.4.1
7.4.2
7.4.3
7.5
7.5.1
7.5.1.1
The Angle of Attack (aVT)

Derivatives.
.
.
.
The Side Slip Angle (s)
Derivatives.
.
.
.
7.3-10
7.3-10
Tail Rotor Derivatives .

The Forward Speed (uTR)
Derivatives.
.
.
.
The Angle of Attack (OTR)
Derivatives.
.
.
.
The Side Slip Angle (/3S)
Derivatives.
.
.
.
The Tail Rotor Collective
(0OTR) Derivatives .
.
7.3-11
Propeller Derivatives
7.3-12
7.3-11
7.3-11
7.3-11
7.3-12
CORRECTIONS OF ISOLATED
ROTOR DERIVATIVES FOR
VARIATION OF ROTOR
SOLIDITY (a)
Solidity Corrections for
(/x) Derivatives.
.
.
(ac) Derivatives
.
.
(675) Derivatives .
.
ISOLATED ROTOR DERIVATIVES
FOR ROTOR SOLIDITY a = 0.1
Isolated Rotor Derivatives
With Respect to Rotor Tip
Speeo* Ratio (p)
.
.
7.5-2
-r^- forcr- 0.1. 0, = 0

p
and MT= 0.8
7.5-2
xiv
7.4-1
7.4-1
7.4-2
7.4-2
7.5-1
Page
7.5.1.2
^-
for cr= 0.1, 0, = o,
and MT - 0.8
7.5.1.3
A?Op
7.5-12
for o- - 0.1, 0, = 0,
and MT= 0.8
7.5.1.4
<3a>
7.5-18
for c z~- 0.1, 0, - 0,
and MT = 0.8
7.5.1.5
7.5-25
îfor a - 0.1, 0, = 0,
7.5-34
and Mj =0.8
7.5.1.6
4^ ^r *
O-1
'
- >
and MT - 0.8
7.5-42
CY
7.5.1.7
7.5.1.8*
7.5.1.9*
7.5.2
Z
^SJ
for All Values of
a, 0| , and MT .
7.5-52

With Respect to Rotor
Angle of Attack (ac)
7.5-53
for a- = 0.1, 0. = 0%
7.5.2.1
and MT - 0.8
7.5.2.2
i^
7.5-53
for a = 0.1, 0, = 0,
and MT = 0.8
xv
7.5-58
Paê
7.5.2.3
-^ for <r = 0.1, 0,
dac
and MT = 0.8
7.5.2.4
7.5.2.5
7.5.2.6
7.5.2.7
7.5.2.8*
7.5.2.9*
7.5.3
7.5.3.1
7.5.3.2
= 0,
7.5-68
~ for <J = 0.1, 0, = 0,

dac
and MT = 0.8
....
7.5-76
4^" for cr - 0.1, 0, - 0,

0ac
and MT- 0.8
.
.
.
.
7.5-81
-^-for <j = 0.1, 0, - 0,

Octc
and MT = 0.8
...
7.5-86
*
for All Values of o-,
Oac
0, , and MT
7.5-88

With Respect to Rotor
Collective Pitch at 75%
Radius ( 075) .
.
.
.
*
for o- - 0.1,0, = 0,
da 75
and MT= 0.8
....
n J
\f"] for o- = 0.1, 0, - 0,
09. ?5
and MT= 0.8
....
7.5-89
7.5-89
7.5-98
it Cox
7.5.3.3
4a
v.75
for
and MT - 0.8
xvi
0-1 l
.
'
.
7.5-108
Pa&e
7.5.3.4
-5J2L for
Ot7.75
and MT - O.a
7.5.3.5
-fpOo 75
for
7.5-116
= 0
>
...
7.5-118
-5^- for a - 0.1, 0| - 0,

and MT - 0.8
7.5.3.7
....
* = O-1
and MT= 0.8

7.5.3.6
_ Q.1, , = 0,
7.5-120
for All Values of a-,
, , and MT
7.5-122
7.5.3.8*
7.5.3.9*
7.5.4
7.5.4.1
7.5.4.2
7.5.4.3
7.5.5
7.5.5.1
7.5.5.2
7.5.5.3
Effect of Blade Twist on the

Isolated Rotor Derivatives .
With Respect to p. .
.
.
With Respect tc 2C .
.
.
With Respect to 075
.
.
Ex feet of Compressibility on
the Isolated Rotor Derivatives
Effect of Compressibility on
With Respect to fi .
.
.
With Respect to ac .
.
.
With Respect to 075
.
.
7.5-123
7.5-123
7.5-130
7.5-137
7.5-144
7.5-144
7.5-151
7.5-163
xvii
~v^MiiM|
Pa&e
DOWNWASH INTERFERENCE EFFECTS
LIFTING SURFACE CHARACTERISTICS
7.6
7.7
SECTION 8.
8.1
8.2
8.3
8.4
8.4.1
8.4.2
8.4.3
8.5
8.6
7.6-1
7.7-1
STABILITY CHARACTERISTIC
8-1
EQUATIONS
COUPLED LONGITUDINAL AND
LATERAL MODES INCLUDING
STABILITY AUGMENTATION SYSTEM. 8,1-1
UNCOUPLED LONGITUDINAL MODE
8.2-1
(Three Degrees of Freedom)
UNCOUPLED LATERAL MODE (Three
8.3-1
Degrees of Freedom)
8.4-1
CRITERIA FOR STABILITY
8.4-1
Routh Criteria for a Cubic
Routh Criteria for a Quartic . 8.4-1
Routh Criteria for a Quintic . 8.4-2
SOLUTION OF THE CHARACTERISTIC
8.5-1
EQUATION
ROOTS OF THE CHARACTERISTIC
EQUATION
8.6-1
8.7*
SECTION 9.
9.1
9.1.1
9.1.2
9.1.2.1
9.1.2.2
9.1.2.3
9.1.3
9.1.4
RAPID METHODS FOR ESTIMATING

THE LONGITUDINAL STABILITY
CHARACTERISTICS OF SINGLE AND
TANDEM ROTOR HELICOPTERS .
.
9-1
SIMPLIFIED STABILITY METHOD
FOR A SINGLE ROTOR HELICOPTER. 9.1-1
Trim Calculation .... 9.1-1
The Total Stability Derivatives 9.1-1
The X-Force Derivatives .
. 9.1-1
The Z-Force Derivatives .
, 9,1-3
The Pitching moment (M)
Derivatives
9.1-4
Coefficient of the Characteristic Equation .... 9.1-5
Roots of the Characteristic
Equation
9.1-5
xviii
9.1.5
9.2
9.2.1
9.2.2
9.2.2.1
9.2.2.2
9.2.2.3
9.2.3
9.2.4
9.2.5
9.3
9.3.1*
9.3.2*
9.3.3*
9.3.4*
9.3.5*
SECTION 10.
.KJ . i.
10.1.1
10.1.2
10.1.3
10.1.4
Numerical Comparison of the

"Rapid Stability Method" With
the "Formal Solution"
.
.
9.1-5
FOR A TANDEM ROTOR HELICOPTER
.2-1
,2-1
Trim Calculation.
Total Stability Derivatives
.2-1
.2-1
The X-Force Derivatives .
The Z-Force Derivatives .
.2-3
The Pitching Moment (M)
.2-4
Derivatives ....
Coefficient of the Character.2-5
istic Equation
.2-5
Equation
.
9.2-5
FOR A COMPOUND HELICOPTER
Trim Calculation.
Coefficients of the Characteristic Equation
Equation
....
SAMPLE CALCULATIONS .
.
.
SINGLE ROTOR HELICOPTER .
.
Trim Calculation for a Single
Rctor Helicopter
.
,
.
Stability Derivatives for a
Single Rotor Helicopter .
.
Stability Characteristic
Equation
Aircraft Response
.
.
.
xix
10.1-1
10.1-1
i0.1-l
10.1-17
10.1-19
10.1-19
Pa&e
10.2
10.2.1
10.2.2
10.2.2.1
10.2.2.2
10.2.2.3
10.2.2.4
10.2.3
10.2.3.1
10.2.3.2
10.2.3.3
10.2.3.4
10.2.4
10.3*
10.3.1*
10.3.2*
10.3.3*
10.3.4*
SECTION 11.
11.1
11.1.1
11.1.1.1
11.1.1.2
TANDEM ROTOR HELICOPTER.

.
Trim Calculation for a Tandem
Rotor Helicopter
.
.
.
Tandem Rotor Helicopter.
.
Front Rotor Isolated Derivatives
Rear Rotor Isolated Derivatives
Fuselage Isolated Derivatives
Total Stability Derivatives.
Equation
Coefficients of the Characteristic Equation ....
Criteria for Stability .
.
Solution of the Characteristic Equation ....
Equation
Aircraft Response .
.
.
COMPOUND HELICOPTER.
Trim Calculation for a
Compound Helicopter.
Compound Helicopter.
Equation
Aircraft Response .
THEORETICAL DERIVATION OF
EQUATIONS OF MOTION.
.
GENERALIZED EQUATIONS OF
MOTION
The Inertia Forces and
Moments
The Inertia Forces .
.
The Inertia Moments.
.
xx
10.2-1
10.2-5
10.2-24
10.2-24
10.2-27
10.2-29
10.2-31
10.2-43
10.2-44
10.2-46
10.2-46
10.2-49
10.2-50
11.1-1
11.1-1
11.1-1
.
11.1-2
.
11.1-2
Page
11.1.2
11.1.2.1
11.1.2.2
11.1.3
The Applied External Forces

and Moments.
....
The Aerodynamic and
Gravitational Forces
The Aerodynamic Moments.
The Final Equations of Motion
11.1-2
11.1-3
11.1-13
11.1-19
SECTION 12.*
SECTION 13.
DISTRIBUTION
xxi
3-1
ILLUSTRATIONS
Figure
Page
Section 3.3
1
Definition of Parameters and

Sign Convention for a Compound Single Rotor Helicopter
3.3-2
Definition of Parameters and

Sign Convention for a Tandem
Rotor Helicopter
.
.
.
3.3-3
Calculated Characteristics of
a Rotor With 0 Twist for
y. = 0.1 and MT = 0.8 .
.
5.3-3
p. = 0.2 and MT = 0.8 .
.
5.3-7
Calculated Charact -istics jf

/x = 0.3 and MT = 0.8 .
.
5.3-11
fi = 0.4 and MT= 0.8 .
.
5.3-13
y. = 0.5 and MT - 0.8 .
.
5.3-15
p = 0.6 and MT= 0.8 .
.
5.3-17
u = 0.7 and MT = 0.8 .
.
5.3-19
Section 5.3
1
xxii
Figure
8
Page
LL 0.8 and MT - 0.8
.
.
5.3-21
LL =1.0 and MT= 0.8
10
11
12
13
5.3-23
LL
- 0.3 and MT = 0.7
5.3-25
a Rotor W'th 0 Twist for
I* = 0.3 -nd MT =0.9
.
.
5.3-27
Calculated C*" racteristics of

a Rotor With --> Twist for
LL = 0.3 and MT== 0.8
.
.
5.3-29
a Rotor With -8 Twist for
LL
- 0.3 and MT = 0.8
.
.
5.3-31
Section 7.5
11
Variation of
*>
,._
-5
With
OIL
for Constant Values of
CL
&
875
7.5-1
7.5-13
7.5-20
Co
Variation of
-r-2- With
-3
OLL
O"
Variation of
d{)
ff
a
LL
C '
With a
OLL
xx
LL
Figure
4
Page
da.
Ci
Variation of -5 With * for
0/x
cr
it = 0.1 and 0.2
7.5-26
Variation of -^- With - for

Op
aConstant Values of 075 .
7.5-27
Variation of -r-J- With for

Constant Values of #75 .
7.5-35
Variation of With - for

O/JL
Constant Values of 6 .75
7.5-43
7^ With ^ for
dac
cr
Constant Values of y.
7.5-54
Variation of
Variation of
10
11
12
<j
*ft
With - for
Constant Values of 075
7.5-59
rg
With - for
dac
a
Constant Values of 6 75 .
7.5-69
Vc-iation of -^- With - for

dac
cr
Constant Values of /i.
.
7.5-77
Variation of -3L With - for

dac
a
Constant Values of ^j.
.
7.5-82
Variation of
xxiv
Figure
13
Page
With p. for All
Variation of
CL
Values of Q75 and -^.
14
Variation of
.HT
7.5-87
With L for
75
/i = 0.1 and 0.2

15
Variation of
an
30.75
7.5-90
With - for
a
Constant Values of a
16
Variation of
d&)
* '
de.75
7.5-91
r
With ^ for
Constant Values of ac
17
Variation of
7.5-99
^)
C
Or I .... ,
^L
With -^=- for
do 75
oa/f
Constant Values of ar.
18
Variation of
W.75
Values of 075 ,
19
Variation of
20
Variation of
7.5-117
With ^ for All

-~ and
dd.75
7.5-119
With^tfor All
CL
-and
ac
7.5-121
Effect of Blade Twist on fi

Derivatives
7.5-124
Values of 075 ,
21
With /j. for All
'CL
-^r
and ac
ab
dB'.75
Values of 075 ,
7.5-109
XXV
Paee
Figure
Effect of Blade Twist on ac
Derivatives
7.5-131
Effect of Blade Twist on 075

Derivatives
7.5-138
Effect of Compressibility on fj.

Derivatives
7.5-145
Effect of Compressibility on ac
Derivatives
7.5-152
Effect of Compressibility on 075

Derivatives
.
7.5-164
Variation of KFR vs. X .
7.6-5
Interference Factor at a "Half

Tee" Tail
7.6-6
22
23
24
25
26
Section 7.6
Section 10.1
1
Fuselage Shape of the Sample Single

Rotor Helicopter
....
10.1-2
Fuselage Characteristics for the
Sample Single Rotor Helicopter .
10.1-3
Superposition of the Calculated

and the Experimental Fuselage
Pitching Moment Data
10.1-11
Analog Computer Schematic Diagram
10.1-20
Single Rotor Response Due to Longitudinal Control Input-Coupled Six

Degrees of Freedom
.
.
.
10.1-23
Single Rotor Response Due to
Lateral Control Input-Coupled Six
Degrees of Freedom
.
.
.
xxvi
10.1-25
Figure
Page
Section 10.2
1
2
Fuselage Shape of the Sample

Tandem Rotor Helicopter
.
10.2-2

Sample Tandem Rotor Helicopter
10.2-3
Auxiliary Charts for Obtaining

First Approximation for Lift anl
Drag Distribution on Front and
Rear Rotors
10.2-10

Better Approximation of the Trim
Values for Front and Rear Rotors
10.2-15
Auxiliary Trim Chart of

FUS
CMFUS
vs.
10 2 16
- -

Trim Values for Front and Rear
Rotors
xxvii
10.2-19
TABLES
Table
Page
Section 8.1
i
The Coefficients of the

Determinant for Aircraft
Response Analysis
.
.
8.1-3
Section 9.1
I
II
III

Simplified Versus Formal
Stability Method for Single
Rotor Helicopters, JJL = 0.1
9.1-6

Rotor Helicopters, /i
0.2
9.1-7

Rotor Helicopters, fi - 0.3
9.1-8

Stability Method for Tandem
Rotor Helicopters, Forward
CG. Position (13.3% of
Rotor Radius)
....
9.2-6

Stability Method for landem
Rotor Helicopters, Mid C.G.
Position (1.47o of Rotor
Radius)
9.2-7
Section 9.2
I
II
xxviii
Table
III
Page
Numerical Comparison of
ti;e Simplified Versus
Forward Stability Method
for Tandem Rotor Helicopters, Aft C.G. Position
(6.97. of Rotor Radius)
.
9.2-8
Section 10.1
I
II
III
IV
Design Parameters for the

Sample Single Rotor Helicopter
10.1-5
Final Trim Values for the

10.1-15

for the Sample Single Rotor
Helicopter
....
10.1-18
Analog Computer Potentiometer

Settings
10.1-21
Design Parameters for the

10.2-5
Lift Distributions on Front

and Rear Rotors .
.
.
10.2-7
Drag Distributions on Front

and Rear Rotors .
.
.
10.2-9
Preliminary Trim Results for

the Sample Tandem Rotor
Helicopter
....
10.2-14
Intermediate Trim Results
10.2-18
Section 10.2
1
II
III
IV
xxix
mm
Table
VI
VII
Page
Final Trim Values for the
....
10.2-20
Summary of the Total

Derivatives for the Sample
Tandem Rotor Helicopter
10.2-43
XXX
SYMBOLS
A,Qm
constants as defined in the text
JR
aspect ratio
AxFUS
fuselage frontal area, ft2
Ay-
fuselage side area, ft2
Az
fuselage pianform area, ft2
A,
lateral cyclic tilt of the control axis

relative to the shaft, positive to the right,
rad
rotor blade lift curve slope, or lift curve

slope of an aerodynamic surface
amn
element of a determinant, nrr" row and rv" column
Qo
blade coning angle, rad
ai
longitudinal flapping angle, positive when

flapping up at front, rad
B, bm
BT
tip loss factor (0.97)
B|
longitudinal cyclic tilt of control axis

relative to shaft, positive when forward, rad
number of blades
b|
lateral flapping angle, positive when

flapping down to the right, rad
constant as defined in the text
C0
drag coefficient of an aerodynamic surface
xxxi
Co'
drag coefficient of a rotor = D/T.F.
CDpus
fuselage drag coefficient = DFUS/y/DVc2AxFUS
CD
profile drag coefficient of an aerodynamic

surface
C.G.
aircraft C.G. position
CH
rotor H-force coefficient = H/T.F.
CL
lift coefficient of an aerodynamic surface
CL'
lift coefficient of a rotor = L/T.F.
CLpus
fuselage lift coefficient = Lpus/ypVo
CH
fuselage rolling moment coefficient

S
*TUS' 2 ^V
CM
AX
FUS
AZFUJ
Fus
fuselage pitching moment coefficients

s
MFUS/ypV0
'FUS
AXFUS*FUS
fuselage yawing moment coefficient

2
-NFUS/Y/>VO AXFUS^FUS
CQ
rotor torque coefficient = Q/(T.F.)R
CY'
rotor side force coefficient - Y/T.F.
CYPIIC
r Uo
fuselagel side force coefficient

"YFU8/"Â>V0*AYF US
blade chord, ft
aerodynamic drag force of an aircraft component,

positive in the direction of wind, lb
Dn ,dn
consuants as defined in the text
xxxii
E, en
blade hinge offset, ft
F, fn
force vector = x7+Yj+Zk
F(A)
stability characteristic equation
fn(A)
operator function for aircraft response
acceleration due to gravity, ft/sec^-
rotor H-force, component of the resultant

rotor force perpendicular to the control
axis, lb
H^n
m9n
lb
rotor moment of inertia about axis of

rotation, slug-ft2
blade moment of inertia about flapping
hinge, slug-ft^
xx
aircraft moment of inertia about the body

X-axis, slug-ft^
YY

Y-axis, slug-ft^
ZZ

Z-axis, slug-ft^
XY .IYZ.I
xz
aircraft products of inertia pertaining to

body X, Y, 2 system of axis, slug-ft^
geometric incidence of an aircraft component
relative to the body X-axis, rad
xxxiii
H'tifrHi Kift?
i,j,k
unit vectors along body X, Y and Z axis

respectively
J|,J2,
pilot authority ratios pertaining to

stability augmentation system
Kn,kn
KFRKFFUS.
downwash interference factors pertaining

to various aerodynamic components as defined
by the subscripts
Kv
fuselage download factor
aerodynamic lift force of an aircraft

component, perpendicular to local wind
vector, lb
oC
rolling moment of an aircraft component,

positive down to the right, ft-lb
i^.tfC A,
rolling moment total derivatives
St
position vector of an aircraft component,

relative to aircraft CG. position, ft
fx
longitudinal moment arm, positive when the

point of application of the force vector is
forward from the C.G. position, ft
jfy
lateral moment arm, positive when the point

of application of the force vector is to the
right from the C.G. position, ft
iz
normal (vertical) moment arm, positive when

the point of application of the force vector
is below C.G. position, ft
pitching moment of an aircraft component,

positive nose-up, ft-lb
moment vector = aLi + Mj+Nk, ft-lb
Mu,M0,
pitching moment total derivatives
xxxiv
M.
first moment of blade mass about the

flapping hinge, slug-ft
Mach number of advancing blade tip
yawing moment of an aircraft component,

positive to the right, ft-lb
yawing moment total stability derivatives
number of propellers
period of oscillation, sec
angular rolling velocity (<) , positive
down to the right, rad/sec
rotor/propeller torque, ft-lb
angular pitching velocity (#), positive

nose up, rad/sec
dynamic pressure = 4-/oV0
rotor radius, ft
, lb/ft^
*-
Routh discriminant
angular yawing velocity ( v//), positive
nose to the right, rad/sec
area of an aerodynamic surface, ft^
rotor/propeller thrust, force acting along

the shaft or control axis, lb
T.F.
2
2
t rust factor - pwR UlR) , lb
time, sec
longitudinal velocity component, along body

X-axis, = u0+ positive forward, ft/sec
XXXV
instantaneous velocity vector

= u1 + v"|+wT , ft/sec
steady state, or trim value of the resultant
velocity vector = <v/u0 + v0+w0 , ft/sec
velocity of sound in standard atmospheric
condition, ft/sec
lateral velocity component along body Y-axis
= v0+V , positive to the right, ft/sec
rotor induced velocity, ft/sec
aircraft gross weight, lb
normal velocity component along body Z-axis,

= WQ+VT , positive down, ft/sec
longitudinal force along the body X-axis,
positive forward, lb
Xu.Xg,.
total stability derivatives of the longitudinal

X-force
lateral force along the body Y-axis,

positive to the right, lb
total stability derivatives of the lateral
Y-force
normal force along the body Z-axis, positive

down, lb
zUtZ0,
total stability derivatives of the normal

Z-force
amplitude of an oscillation
remote wind angle of attack relative to body

X-axis, tan"1 (w/u) positive nose up, rad
xxxvi
rotor angle of attack; angle between axis

of no feathering and a plane perpendicular to
flight path, positive when axis is inclined
rearward, rad
blade flapping angle - Q0~Q| cos if-b, sin \f, rad
aircraft side slip angle = tan" (v/u),

positive when wind vector is to the right of
body X-axis, rad
rotor dihedral angle = iF-iR, rad
Lock inertia number = p acR4/!^
Yc
aircraft climb angle, rad
discriminant, or increment, or perturbation

from trim
Sr
rudder pedal motion, rad

blade drag constants defining drag polar
downwash interference angle, rad

blade collective pitch = J0C + 0S , rad
pitch altitude, positive nose up, rad
ec
blade collective pitch due to pilot control

input, rad
blade collective pitch due to stability
augmentation system input, rad
blade section pitch angle at 0.75 radius, rad
So
collective pitch at blade root, rad
e,
blade twist angle per unit spanwise distance,

rad
xxxvii
.**
\tift
Kn
constants for solidity correction of local

stability derivatives
operator = d ( )/dt
U -Vj)/R
rotor inflow ratio = (V00 sin
c
'" a
C
I'""
/i
rotor tip speed ratio = V0cosac/2R
nn
IT
constant = 3.14
air density, slug/ft^
summation
<x
rotor solidity = bc/7rR
<;
time constant
^>
phase angle, rad
<f>
aircraft roll attitude, positive to the

right, rad
rotor wake angle - a, +tan"'(-/i/X) , rad
generalized body space angle, rad
vectorial, angular displacement relative to

body X, Y, Z axes = <]*+ 0"f + M > rac*
blade azimuth position, rad
\f/
aircraft yaw attitude, positive nose to the

right, rad
rotor angular velocity, rad/sec
xxxviii
instantaneous angular velocity vector

= pi + q j+rk, rad/sec
SUBSCRIPTS
A
aerodynamic
control
pertaining to front rotor
FR, FFUS
effects of front rotor on rear rotor,

front rotor on fuselage, etc.
pertaining to gravity
HUB
pertaining to rotor hub
pertaining to inertia
an integer 1, 2, 3 ..., or i
component
pertaining to lift
pertaining to rolling moment
pertaining to pitching moment
m,n
integers as defined in the text
pertaining to yawing moment
pertaining to initial condition or steady

state
propeller
rear rotor
stability augmentation system
horizontal tailplane
xxxix
aircraft
TR
tail rotor
VT
vertical tailplane
v;ing
longitudinal direction
lateral direction
normal (vertical) direction
Dots denote time rate of change of variables

Bars denote perturbation values
xl
SECTION 1.
INTRODUCTION
The purpose of this Stability and Control Handbook for

Helicopters is to provide a systematic summary of methods for
estimating the stability and control characteristics of
generalized helicopter configurations.
The information contained herein represents a
revision and expansion of the material presented in TRECOM
Report TREC 60-43, published in August 1960. That work
utilized rotor performance data which derived from classical
rotor theory and covered the forward speed range from
hovering to advance ratios of a = 0.3. The present volume
incorporates these results up to advance ratios of j =0.2
and utilizes recently published rotor data for advance ratios
ranging from /x = 0.3 to
tt = 1.0. The latter data includes
the effects of rotor blade compressibility, reverse flow, and
blade stall.
The available rotor performance data, as discussed
above, was utilized to develop comprehensive stability charts
which considerably simplify the calculation procedures for
helicopter stability and response characteristics.
Helicopter equations of motion presented in this
handbook are derived without resorting to the simplifying
assumptions of decoupling the longitudinal from the lateral
directional degrees of freedom. These equations incorporate
the contributions of the wings, the auxiliary propulsion
system, and the horizontal and vertical tailplanes; they also
include the effects of various stability augmentation systems.
The resulting aircraft equations of motion can be directly
utilized for digital or analog computer studies.
Comments concerning this work are invited and should
be directed to the U. S. Army Aviation Materiel Laboratories,
Fort Eustis, Virginia 23604.
1-1
SECTION 2.
GUIDE TO THE HANDBOOK
The main objective of this handbook is to provide

under one cover a comprehensive summary of analytical methods
for predicting stability and control characteristics of
generalized helicopter configurations. The information
contained herein is intended to be used for preliminary
design purposes, but it is also suitable for detailed digital
or analog computer studies.
The handbook is organized in such a way that it is
self-sufficient. For a given flight condition and a configuration, the complete set of stability derivatives can be
calculated and the required helicopter stability and response
characteristics can be determined. The use of reliable test
data, especially for the fuselage characteristics, is strongly
recommended.
The various sections of the handbook have been
numbered with a decimal system which provides maximum flexibility for revising, deleting or supplementing any of the
material, with a minimum disturbance to the remainder of the
volume. The following pattern was developed for the numbering
system:
Section:
An orderly numbering system is used,

with numbers having not more than
two parts separated by a decimal
point, e.g., 3.2 or 10.1.
Subsection:
Subsections have numbers with more

than two parts, e.g., 3.1.2 or 10.2.1.
Page:
The page number consists of the

section number followed by a dash.
Example: Page 3.1-20.
Figures:
Figure numbers follow a numerical

sequence starting from 1 for each
section.
2-1
Tables:
Table numbers follow a numerical

sequence starting from I for each
section.
Equations:
Equation numbers (where required)

follow a numerical sequence starting
from 1 for each section.
References:
References are located at the end of

each section. References are numbered
in sequence starting from 1.
The overall organization of the handbook proceeds in

a computational sequence from the general to the particular.
Hence, the equations of motion are presented before the total
derivatives, which in turn precede the local and isolated
derivatives.
For digital computer work, the general equations of
motion, Section 4, can be used directly. For analog computer
work or hand calculations, the stability characteristics of a
helicopter are obtained by proceeding as follows:
Determine trim conditions
Section 5
Determine the isolated

derivatives
Section 7.5
Correct the isolated

derivatives for rotor
solidity
Section 7.4
Determine local
derivatives
Section 7.3
Determine total
derivatives
Section 7.1
Determine characteristic
equation
Section 8.1
Determine roots of the

characteristic equation
2-2
.....
Section 8.5
"
Determine control,
derivatives
Section 7.2
Determine response
to control input
Section 9
Rapid methods for estimating the longitudinal

stability of conventional single and tandem rotor helicopters
are presented in Section 9.
2-3
SECTION 3.
3.1
DEFINITIONS
DEFINITION OF AXIS SYSTEM

Sketch 1 below shows a right-angled coordinate axis
system commonly used in stability work.
Sketch 1.
Definition of Axis System
In analyzing aircraft stability, a variety of reference

axes can be utilized. Descriptions of various axes
systems are presented in References 1 and 2.
In general, the choice of the appropriate reference axis
depends on the nature of the stability problem and the
aircraft configuration to be analyzed.
The most common systems of reference axes presently in
use are:
(a)
(b)
(c)
Gravity Axes
Stability (Wind) Axes
Body Axes
The following subsections contain brief descriptions of

these axes systems.
3.1-1
3.1.1
Gravity Axes
Gravity axes refer to a right-handed system of Cartesian

coordinates with the origin either fixed at a point on
the surface of the earth or at the aircraft C.G. (moving
with the aircraft).
In each case the Z-axis is pointing to the center of the
earth (positive downward), the X-axis is directed along
the horizon (positive forward), and the Y-axis is
oriented to form a right-handed orthogonal axes system
(positive towards right).
The gravity or earth axes are primarily useful as a
reference system for the gravity vector, aircraft
altitude, horizontal distance and orientation. The use of
these axes introduces certain simplifications in the
stability analyses, in that the linear velocity components
(u, v, w) along X, Y, Z axes are independent of aircraft
rotation about the C.G. and are only functions of aircraft translation and the climb angle ( yc) ** follows
that in the derivation of the equations of motion the
aerodynamic force contribution is accounted for through
the sine or cosine of climb angle ( yc). Further
simplifications occur for level flight ( yc= 0). However,
the use of gravity axes introduces rather cumbersome
corrections to aircraft inertia terms and products of
inertia in accounting for aircraft rotation.
3.1.2
Stability Axes
The stability axes represent a right-handed system of

Cartesian coordinates, with the origin located at the
aircraft C.G. and with the axes oriented such that the Xaxis is coincident with the velocity vector and ij, positive
pointing into the relative wind. The Z-axis is perpendicular to the relative wind and is positive downward,
and the Y-axis is oriented to form a right-handed
orthogonal axi- system (positive to the right). The use
of stability ax s eliminates the terms containing w0 and
v0 and thus introduces substantial simplifications into
the aerodynamic terms. In this case, the only existing
linear velocity component is u, which is independent of
aircraft rotation (as in the case of gravity axes) and
which represents perturbation of the forward velocity
vector. However, the moment of inertia and product of
3.1-2
inertia terms vary for each flight condition. In general,

these terms are assumed to be constant in the equations
of motions. This limits the use of the stability axis
system to small disturbance motions.
In addition to simplification of the aerodynamic terms,

the use of stability axes systems has a specific application in correlating the theoretically calculated stability
results with wind tunnel results, which are automatically
resolved parallel and perpendicular to wind.
3.1.3
Body Axes
The body axis system refers to a right-handed, orthogonal

system of axes fixed at aircraft C.G., rotating and
translating with the aircraft. The X-axis is aligned
along a reference line (datum line) fixed to the vehicle
(positive pointing forward). The Z-axis is perpendicular
to X-axis, positive towards the bcttom of the vehicle.
The Y-axis is mutually perpendicular to X and Z, positive
when pointing to the right.
The use of the axes fixed to the vehicle insures that the
inertia terms in the equations of motion are constant
(independent of flight conditions); fur^ ermore, by
coinciding one of the body axes with a principal axis of
inertia, certain products of inertia terms can be
eliminated. In this axis system,the aerodynamic forces
and moments depend on relative velocity orientation with
respect to the body as defined by the angles a and /3S .
Body axes are particularly useful in the study of aircraft
dynamics, since velocities and accelerations with respect
to these axes ere the same as those that would be
experienced by a pilot or would be measured by the
instruments mounted in the aircraft.
3.1.4
Choice of Axes
Since it is more convenient to express the aerodynamic

and gravicational forces and moments with respect to body
axes than to express inertia forces and moments with
respect to wind or gravity axes, a body axis coordinate
system has been selected for the work in this handbook.
For this axis system, the following definitions are made:
3.1-3
i i
-.*.; w.-i**fl|
(a)
Linear Velocities
V =u i + v j + w*k
In the above definition the velocity components

u, v, and w consist of the sum of initial (trim)
values u0, Vo, and w0 and of their perturbation
values, respectively.
(b)
Angular Displacements
X = <i + 0j +v//k
(c)
Angular Velocities About C.G.
c = pi + q j +r k
(d)
Forces
F=xT+YT+Zk
(e)
Moments
M = ci + M j+Nk
(f)
Moment Arms
I jLi+JLj+JLk
3.1-4
REFERENCES
Thelander, J. A., Aircraft Motion Analysis, Technical

Documentary ReDort FDL-TDR-64-70, Air Force Flight
Dynamics Laboratory, Air Force System Command,
Wright-Patterson Air Force Base, Ohio, March 1965.
Dynamics of the Airframe, Bu Aer Report AE-61-4 II,
Bureau of Aeronautics, Navy Department (presently,
Bureau of Naval Weapons, Naval Air System Command
Headquarter), Washington, D.C., September 1952.
3.1-5
3.2
STABILITY VARIABLES
3.2.1
Independent Variables
Following are the selected independent stability

variables:
(a)
Linear Velocity Components (ft/sec) u, v, and w defined in Subsection 3.1.4(a)
(b)
The Angular Displacements (radians) <f> , 6

defined in Subsection 3.1.4(b)
3.2.2
(a)
and i//
Dependent Variables
Free Stream Angle of Attack (radians)
a = tan
"'A
u'
v
The perturbation angle of attack is given by:
(b)
Sideslip Angle (radians)

/3s=tan {"]
The perturbation sideslip angle is given by
(c)
Interference Angles (radians)

Changes of local velocity due to aerodynamic interactions are accounted for by the interference angles
FR'FUS '*W>*T TR VT
e C
* -
3.2-1
3.3
ILLUSTRATION OF PARAMETERS AND SIGN CONVENTION

Typical single and tandem rotor configurations
together with the definition of parameters and the
illustration of the sign convention utilized herein
are presented in Figures 1 and 2 respectively.
3.3-1
3.3-2
U
OJ
u
a
o
u
C r-i
0 d)
*4 X
C/3
o 0
c u
03
a:
co
^ f
CD CD
AJ T3
<D
cfl
C H
CO
CU
ca
4-1
o^
c fi
0
TH
0
H
U U
c
c 
U-l C
QJ 0
Q U
a)
3,3-3
SECTION 4,
EQUATIONS OF MOTION
The generalized equations presented herein pertain to

6 degrees of freedom of coupled longitudinal and lateral aircraft motions, about the body system of axes described in Subsection 3.1.3. Included also in this section are the
equations of motion of various stabilization devices.
The analysis is performed for generalized aircraft
configuration, which may consist of the following components:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
Single rotor
Two rotors in tandem rotor configuration
Fuselage
Horizontal tailplane
Vertical tail
Tail rotor
Propellers or jet engines
Wings
Various stabilization devices
The equations of motion presented herein can be

adapted to single rotor helicopters, tandem rotor helicopters,
and various types of compound helicopters by selecting those
aerodynamic and design components which pertain to the aircraft under consideration and by eliminating the components
which do not apply. To insure the generality of the equations,
all products of inertia are retained. A detailed derivation
of the equations of motion is presented in Section 11.
Hohenemser's quasi-static assumption, References 1
and 2, is utilized in the analysis. This assumption implies
that the flapping motion of the rotor may be specified in
terms of fuselage angular motion. According to Reference 1,
this assumption is valid if u)^/Dt<0.\ , where w^ is the
fuselage angular velocity and is the rotor rotational
speed. Present-day helicopters generally satisfy this
criterion.
From the theoretical derivations presented in
Section 11, the equations of motion for a generalized aircraft
configuration are:
4-1
(a) The X-Force Equation
X = lX)F+(X)R+(XVus+(X)w+(X)T+(X)VT+(X)TR+Z(X)p.+W sin <;b sin ^

i=l
'
-W cos <p sin 8 cos v//--^-(u + qw-rv) = 0
where
(X) F=|(LFcos A, -YF sin A, ) sin (a-F)-DF cos (a-F) cos ,
-(LFsin A, +YF cos A, ) sin s
(X)p=i(LpCos A|R+YRsin A, ) sin (a-*R)-DRcos (a-R)J cos <
(LR sin A, -YR cos A, ) sin s

R
(XVus-1 [LFussin (a-^Fus^ _DFUSC0S â_njs)Jcos s "YpusSin 0,
(X)w = |Lwsin (a-cw) -Dwcos (a-w) cos s
1X)T = |LT sin (a-cT) -DTcos (a-eT) I cos s
(X)wT=-DVTcos (a-eVT)cos
, w )S
^ S+Lw
i i_ Tsin
*...
VT
(X) TR = [YTR
Sin
("TR* "DTR
C0S
VT
Hs
^-TR) COS s -JJR S\T\
(X)p.=
-Np.
sin ipP,,
p. cos ip.
p, TPj
P,
P,
4-2
(b) The Y-Force Equation
Y = (V)F +(Y)R +(Y)FUS +(Y)W +(Y)T + (Y)VT +(Y)TR + (Y)P. +Wsin <cos i//
W
+ W cos < sin d sin ^--=- (v + ru-pw)-0
where
(Y) F =[(LF cos A, -YF sin A, ) sin (ct-F) ^DF cos (a-*F) I sin t
+(LF sin A, + YF cos A, ) cos s
(Y)R = |^LR cos A,R + YR sin A,R) sin (a-R) - DR cos (a-R)J sin .
+ (LRsin A, -YR cos A, ) cos s

R
(Y) FUS = [LFUS sin (a-FUS)-DFUS cos (a-FUS)J sin s + YFUS cos s
(Y) w= Lwsin (a-cw)-Dwcos (a-w) sin <
(Y) j =1 LT sin (a-T)-DT cos (a-T)J sin s
(Y)VT= - DVTcos (a-VT) sin $ -LVTcos s
lY>TRB[Yn,ln{a"TII,"DTltC08(a"TR,J
GiP
^S +TTRC0S %
(Y)p.=Yp.
4-3
tm
nllMlt
(c) The Z-Force Equation

n
Z(Z)F4(Z)R+(Z)FUS+(Z)W+(Z)T+(Z)VT+(Z)TR+Z(Z)P. +Wcoscf>cos0
-(\T+pv-qu) = 0
where
(Z)F =-[pFsin (a-F) + (LFcos Alp-YF sin A,F)cos(a-F)J
(Z)R = -1DR sin la-R) + (LRcos A, + YR sin
AIR) COS
(Z)FUS = -|pFUSsin (a-FUS) + LFuscos (a-FUS)J
(Z)w = - Dwsin (a -cw) + Lw cos (a-w)
(Z)T =lpT sin (a-T) + LT cos(a-T)J
(Z)VT= - DVTsin(a-VT)
(Z
VR
-[DTRsin <a "TR> + YTR cos <-TR)J
(Z)Pj = -[TPisin ip.+Np.cosip.j
4-4
(a-R) I
(d) The Rolling Moment Equation ()
-I CC)| -I f(Z)iJf
v.-(Y),I2 +tC0)l +^x
L
i=l
i=l
'
'
'
+ (Z)wV(Y)wiZw+(Z.T^T-(Y)J2T
+ (Z)
VT^VT-(Y,VT^VT+(Z,TR^TR-(Y)TRiZTR
i-l[(Z)p,iyp.-(Y)p lZp+Q, +/FUS

I
-P IXX+ixZ^
+<^HUBF-^
P^) + r<^(IYY-IzZ^
+ I
XY(C|-rP)
+ IYZ(q2-r2) =0
where i refers to the i^ aircraft component and (
is evaluated by letting i =1, 2, 3, etc., or the
appropriate component designation.
)
'
Also ( )j
refers to inertia terms. Similar notation is
utilized in the pitching and yawing moment equations
given below.
(e) The Pitching Moment Equation (M)
M =Z(M). =I[(X)J2. -(Z)JX. +(M0). J + M-j.

(Z)
M=(X)FV^)^XF + (X)RV
R^R
4-5
*""
+lx)wf2w-(z)wlXw+(x)T^T-(z)T^XT
X)
+<
VT **n*\n
+(X)
VT
(Z)
TR *ZTR-
TR* *TR
HUBR
1
+ 1
-qq IIvY
!
XZ
YY + lMt^-p^-rpUxx-
+ IyY(p+rq)+IYZ(f-pq)=0
(f)
The Yawin Moment Equation (N)
i=l
i=l
+ ^XW-(X)W^W+(Y)T^T-(X)T^T
TR
(X,
+N U,+QF Q
+I[(YLV
A]
I
I
'
-r I^zz^xz
77 + L,(p-qr)-pq(IYY"W
+ IXY(p2-q2)+lYZ^ + Pr)=0
4-6
" "
+ Q
TR
REFERENCES
1.
Hohenemser, K. , Dynamic Stability of a Helicopter With

Hinged Rotor Blades, NACA Technical Memo No. 907,
National Advisory Committee for Aeronautics (presently,
National Aeron-utics and Space Administration),
Washington, D.C., 1939.
2.
Kaufman, L., and Peress, K., "A Review of Methods of

Predicting Helicopter Longitudinal Response",
Journal of Aeronautical Sciences, March 1956.
4-7
'
SECTION 5.
EVALUATION OF TRIM CONDITIONS
The trim, or steady-state, equilibrium conditions for

a helicopter can be obtained by simultaneously solving the
equations of motion with all acceleration and inertia terms
set equal to zero.
In order to evaluate the trim conditions for a
generalized helicopter configuration, the following design
parameters must be known:
(a)
(b)
The aircraft gross weight W, lb

The location of rotor hub (or hubs)
relative to aircraft C.G. position, ft
xFAFJzF and
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(1)
(m)
(n)
(o)
(p)
(q)
(r)
(s)
'XR.'YR.'ZR
The rotor radii RF and RR, ft

The rotor solidities o> and crR
The rotor rotational spees (R)F and
(&R)R , rad/sec
The blade Lock inertia numbers yF "id yR
and blade twists tp and 0,R
The blade mass moments of inertia MsF
and MsR, slugs-ft
The flapping hinge offsets eF and eR
The number of blades b, per rotor
The tip loss factor, BT
0.97
The fuselage projected areas, ft^, frontal
A
xFUS> side AYFUS and Planform AZRJS
The fuselage overall length y?FUS , ft
The geometric, fixed incidences of wing iw ,
tail iT , and rotor shaft inclinations relative
to the fuselage iF and iR
The horizontal, vertical tailplane areas, ft^
The wing area, ft?
The Lift curve slopes of rotor blades,
horizontal tail, vertical tail, wing, etc.
The moment arms ^X.^Y and iz of horizontal
tail, vertical tail, wing, tail rotor, etc, ft
The tail rotor tip speed (lR )TR , and the
tail rotor twist (0|)TR
The propeller geometry
5-1
5.1
TRIM CONDITIONS FOR SINGLE ROTOR HELICOPTERS
5.1.1 Hovering
The calculation procedure given below utilizes the
expressions for thrust, constant inflow and coning
angle presented in Reference i.
The simplifying assumptions made in Reference 1,
such as constant induced velocity, no radial flow,
tip loss factor By = 0.97, etc., are incorporated
in this procedure.
The vertical trim condition for hovering can be
calculated as follows:
TF = KVW
where
Kv = fuselage download factor,
<V<TF->F
where
(T.F.)F= ^Tr[R2(R)2J
CT.
6.75
(f| -0.4704\)F
0.3042
o,
.-|M0.22I3 0+O.3O42X
'.75
5.1-1
5.1.2
Forward Speed
The trim procedure for forward speed utilises the

performance charts. Such charts, for helicopter high
forward speeds, corresponding to advance ratios fcmm
fj.
0.25 to fj.
1.4 are presented in Reference 2. These
ciarts, as pointed out in Reference 2, incorporate the
effects of blade stall, flow compressibility and large
inflow angles. The low-speed performance charts,
corresponding advance ratios of ^. < 0.2, were obtained
from the results of Reference 3 and are herein presented
in Section 5.3.
The trim procedure for forward flight is performed as
follows:
(a)
Determine the required design parameters for a

single rotor helicopter as specified on page 5-1.
(b)
Establish the helicopter operating conditions such

as V0,(R)F,(R)TR, p , V$, etc.
Then compute
MF
H-TR--
(RV
V0+(wQ.R)
(MT)F
(MT:
V<
(T .F.)F = [/>TrR2(ftR)2
V,
(ftR)TR
V0+(ttR)TR
TR
(T.F.) TR" />7rR2mR)2
TR
flo:ffV
(c)
Obtain fuselage lift and drag coefficients

and Ct;; r for aFus
0> then calculate
DFus
= C
DFusqoAXpus,
LFUS= CLFUsq0 AZpu;

5.1-2
CLFUS
(d)
Calculate the first approximation for the main

rotor lift and drag coefficients,thus:
CL\
_ W-Lrus
[iT.R)a]F
C '
D FUS
[(T.F)a]F
Also compute rotor lift and drag using
U = ;TF
DF =
(e)
IF
T.F L1
* JF
Using Reference 2, calculate the chart values of

rotor lift and drag coefficients corresponding to
rotor solidity of a =0.1, thus:
[<%\u],"<^V
v
_ o- 'o.ijp
Col
a
ACT
. C,' 2
2^ a
(*-)
. F
where
(Acr)F =(jF -0.
5.1-3
(f)
Using the values of [(CL'/<r)0 ,] and j(CD/cr)0 ,] trom

step (e) and !c, MTp and /i F from steps (a) and (b),
enter the appropriate trim charts, presented in
Section 5.3 or Reference 2, and obtain the first
approximations for the following rotor trim
parameters corresponding to cr = 0.1:
tac)0.ljF
(g)
Q|
bl
F #75F ^F.(Co/a )p
Calculate main rotor angle of attack

rotor torque QF as follows:
ac
and
, Ac ,CL'J
QF .[(T.F.)<r(%-)]F
(h)
Using XF from step (f) and ac from step (g),

obtain the first approximations for the following
interference angles:
FUS
FFUs(fan
c " /T>F
T= KFT(tan ac - y )F
TR = KFTR(tan ac - )p
where KFFUS , KFT , KFTR are the downwash interference factors discussed in Section 7.6.
(i)
Using the trim parameters obtained in the steps

above, assume two values of CMFUS an^ calculate
aFUS from the following equation:
5.1-4
JxFLF-izFDF^XTqoSTqT(iT^T^
GFUS
- FUS
ixFDF-izFLF^xTqo T<3T
where
BIr=(-ac+i)F
The straight line obtained by connecting the two

points thus calculated is superimposed on the
experimental fuselage pitching moment curve of
( CMFUS VS. a FUS
) The point of intersection
will yield the fuselage trim angle of attack a pus
(j)
Using aFUS
and obtain
CLFUS
from step (i), enter fuse lag 64 charts
Drus i
YpuS'
*FUS
WFUS
afld
N FUS
Then calculate the following fuselage trim values
FUS
FUS =
MFUS
(k)
CLniQ
q<> Az'FUS
FUS
YFUS <*0
DFUS
'
= CoFusqo AXpus
X FUS=
YFUS
= CMpilc
q0 AxAFUS ^Fus ,
FUS
NFUS
XB1MSC|V
0AA
Xcnel FUS
FUS^
FUS
= c
NFusqoAxFusiFus
Using the values of NFUS from step (j) and QF

from step (g), determine the following ta.'l-rotor
parameters:
T'TR
. W^F
fl
-J1
XTR
5.1-5
(1)
TR
-(THO-JTR
Knowing the tail-rotor parameters jUTR = ftF,

MTTRs[V0+lflR)T^/V9 and S,TR
and using the
value of (CL/CT)TR from step (k) and
cTR = 0,
en; r the appropriate performance charts and

obtain the following tail-rotor trim values:
[^)aL^WxTR,e,5T(,-ooTR,a,TR,b, TR
then compute
DTR.[(T.F.)a^]TR
and
QTR[(T.F.)aR(^?)] TR
(m)
Using values of FUS from step (h) and aFUS

from step (i), calculate
<*
FUS
FUS
5,1-6
and then obtain
aT = a +iT - T
CLj= aT aT
C
DT
CL2
(CDQ+ ^-)T
wnere
(CDo)TÔOI
T "
(n)
DT%ST
Using the trim parameters obtained above and

assuming A(p = <jb = YTR = yc =0, solve
simultaneously the X and Z equations from
Section 4 to obtain a better approximation for
*:he main rotor drag and lift, thus:
Dc Lr a- K
LF
- îfl~K2
- ;
2p
l+a
b.1-7
where
K, = Wa -L.FUS(a-FUS)-LT(a + iT-T)
+ DFUS+DT+DTR
and
K2
DFUS(a- FUS) + DT (a + iT -fT)
+ DTR(a-TR)+LFUS+LT-W
Then obtain
"'F
Ll<r ;o.i.f: .(TF)a-JF
(l^)=r_D_
" F L(TF)(7J
and compute
mm-^^'i
(o)
Repeat L-teps (f) through (n) with new values OJ

[(CL'/<r)o.,]Fand [(C0'/o )0.,J until convergence is
achieved, yielding the final trim values.
5.1-8
(p)
Calculate main rotor side force,thus:
YF L(TF)<T
|(- êv % eHb, t M2e75 b,+f x b,

I
a a
6" '" 2"^

((j)
Xa
a a+
"^ '
4^
Q| b|+
2V . .1
8^
'JF
Using the latest trim values, compute the main

rotor lateral cyclic pitch A,F (from rolling
moment equation) and aircraft roll attitude ^>
(from side force equation), as follows:
-jZFLF+iSbrfM2k
and
(r)
Finally, compute the main rotor longitudinal cyclic

pitch B. using latest trim values, thus:
iF
-<*<*+
'F
in general, for a< 5 , the above iteration

procedure is very rapidly convergent, and therefore
one or two iterations are sufficient to obtain the
final trim conditions.
5.1-9
REFERENCES
1.
Gessow, A., and Meyers, G. C., J". , Aerodynamics of the

Helicopter, The MacMillan Company, New York, 1952.
2.
Tanner, H. W., Charts for Estimating Rotary Wing Performance in Hover and at High Forward Speeds, NASA
Contractor Report CR-114, National Aeronautics and
Space Administration, Washington, D.C., November 1964.
3.
Stability and Control

Report 60-43, U. S.
Command (presently,
Laboratories), Fort
Handbook for Helicopte-s, TRECOM

Army Transportation Research
U. S. Army Aviation Materiel
Eustis, Virginia, August 1960.
5. 1-10
5.2
TRIM CONDITIONS FOR TANDEM ROTOR HELICOPTERS
5.2.1
Hovering
The hovering trim conditions for tandem rotcr helicopters are obtained by simultaneously solving the
Z-force and pitching moment equations for the nonaccelerated condition:
T F
KyW
*XFCOSiF-izFS'niF
Jy
COS ip-JL
sin
'Xo
R
and
rR = KvW-TF
The thrust coefficients for each rotor are obtained by

using the simplified aerodynamic expressions of
Reference 1.
-
TF
TR
*~ (T.F)
CT
(T.F.)
.7SF
2
1(SLI_.I\
a\a
D 3
B^
3
*?7575*
B
2,CTX
r-J
B7
where
BT
=0.97 - tip loss factor
= 5.73 - blade lift curve slope
5.2-1
BT2
and
(4?)
= (O.I52IX+O.IU07S
f )
7 F
F
h) = (O.I52IX+O.III0775,)
X R
5.2.2
Forward Speed
The trim procedure for tandem rotor helicopters is in

principle similar to that of single rotor helicopters
described in Section 5.1.2. The maior difference arises
from the fact that some tandem rotor helicopters operate
with predetermined values of longitudinal cyclic pitch
( B|c ) on the front and rear rotors. Knowing the longitudinal cyclic schedule, which for those helicopters is
a function of forward speed, simplifies the trim procedure for tandem rotor helicopters.
Generally, the front and rear rotor geometric parameters
are identical.
Based on this assumption, the trim procedure for tandem
rotor helicopters is as follows:
(a)

tandem rotor configuration as specified on page 5.1
(b)
Establish the helicopter operating conditions such

asV0J IlR, a,/),Vs , etc.
Then compute
_
MTT=
V0
Vo+R
vs
5.2-2
TR =PTrRZ(RY
ô''YPyo
(c)
Obtain CL s and Co me from the appropriate

fuselage characteristic charts assuming values for
a . Start with a = aFUS = 0; then calculate
FUS
oFôAxFUS
FUS= ^FUSÔ^FUS
It is recommended that the fuselage characteristics be

extracted from the appropriate experimental data.
(d)
Using Z-force equation, calculate, (CL/cr)F ,

assuming arbitrary values for (C^'/CTJR, thus:
(Q_\
W-LFUS + DFUS
grus
(CL'
Also compute
aCp= a + iF -Blfr - cF
ac =
a + i
* ~B|R "R
where a is given in step (c)
5.2-3
:*J
Assume initially that
(e)
FUS=0
Using X-force equation, calculate (CD/o-)*T0TAL

using values of steps (c) and (d), thus:
& 'TOTAL
& F
O* 'R
(T.F
Then compute
ACT
/Ci
^Co.iV ^F- ^? (>V

(a
C0.lV
aC
R "272 I a >R
where
Ao- = <r- 0.1
Assume initially that
(f)
FUS=0
With appropriate values of(CL,/cr)p

and(ac0|)and (CL/o-)R and (-Co.|)R
from steps (d) and (e),
enter the trim charts and read off
[&oX
[*J
5.2-4
Then compute
r'
v
ACT.CL'
O' V
Vo- 'o.\
r '
0-
. F
A(T X,'?"
1
'R
o- 'o.\
i(
2M*
. R
and
(CD.)
(g)
+ tQjL) = (Qfi_)
Plot (CL'/cr)F, (C0/or)F , (CL/o-)R , (C0/cr)R
and (CQ/CT)TOTAL
obtained from steps (d), (e) ,
and (f) vs. (CD'/<r)TOTAL
from step (f). Draw a
straight line of (CD'/O-)*TOTAL = Wo/0"'TOTAL .
At the point of intersection of this line with
VS
{CDl/<TVTOTAL
*
(CD/CT)TOTAL
curve read off:
(CL/CT)F,
ICD/CT)FI
(CL'/T)R
and (C0/<r)R
anci
Convert (CD'/<J)F
(CD'Ô")R
thus obtained
into [(CD/cr)0 ,JF
and [(CD'/cr )o.iJR > using equations
from step (f).
(h)
Using the values of (CL'/cr)F , [(CD/cr)0|jF

(CL'/cr)R and [(CD'/(7)o.i]
enter the appropriate
rotor trim charts and obtain
iF.
(i)
iRand
Compute all necessary interference angles, thus
F = KRF(ton ac - - )
5.2-5
R = KpR(tan ac - )F
FUS " KFFU^tan aC " V
+ K
RFUs(fn C " }R
where KRF , KFR, etc., are the rotor downwash

interference factors discussed in Section 7.6.
The values of aCp ,ac. art obtained in step (d),
and Xp |XR
are obtained in step (h).
(j)
Solve the pitching moment equation and compute

CMFUS
using the values obtained in steps (h) and
U),thus:
(T.F)oCM
FUS
q0AxFUSW -
!A sin a -B cos a)-
(MHU8F-t-MHUBR)
(T.F.)o-
where
C '
W)+lz(^)J
F-L^)+iz^.R
A = -
[ix(^)-iz(^
cr
v-fw^>- lz(^)
-R
B-[w^)-i2(^)jF t[W%.,-lx(^
-|$+k&l<?-[i&)+fe &>] ebn2M

^HUBF
'F+% -3F"BR
^HUBR
5.2-6
Also obtain
Fus=
FUS
where a is given in step (c) and eFUS

obtained in step (i).
is
(k)
Repeat steps (c) through (j) for one or two

different values of a and obtain a cross plot
of (CL/O-)FI (CQ/O-V , F, (Cu7cr)R , (CD/O-)RI R '
Fus and CMpus versus aFUS .
(1)
Superimpose the available fuselage data (preferably

test data) of CMp s versus aFUS on the cross plot
obtained in step (k). The point of intersection of
the available fuselage moment data (CMFUS versus
a
FUS ) with the corresponding values computed in
step (k), will yield the first approximation for
the trim values of aFS and CM
.
(ra)
Enter a,-us from step (l) on the cross plot of

step (k) and read off trim values of
(lH.<%.
. &> , (%) . and FUS
Then compute
a =
FUS
FUS
acF=a + 'F " B,F - F
acR = a + iR -B,-R
5.2-7
(n)
Repeat steps (c) througli (in) using values of
and
<*FUS FUS > F
R from steps (1)
and (m) and obtain the final trim values for front
and rear rotor as follows:
&),$),), Oc, eB,\,a0,ol.b1, etc.

Obtain the following fuselage characteristics
using the available fuselage data:
C|
. us '
^FUS
CY
FUS'
*FUS
CM
FUS
NFUS
'
a r
' us FUS
Then compute
FUS
FUS=
zFUS
DFUS =
CDRJS
YFUS ^0
YFUS
Xpmf
LFUS
FUS=CMFusqOAXFusFUS y
(o)
NRJS
Calculate rotor side force

rear rotors using
F4 = [~ 4"/ ^
x
75a
3 ^7sb|
3CFUS %
XFUS ^FUS
NpUS ^0AXFUS
(CY/OO
q0 A x FUS
tpS
for front and
"" P ^75 bi + -^ X b|
I
3
2
1
I 2
+ a0a, - /i Xa0-/x a0a, + â,b,+ -g/xXb,
5.2-8
(p)
Solve rolling and yawing moment equations of

motion and obtain A|F and A)R as follows:
tf.FUS
o-(TF).
[-^^t^v-^v^
(-Li (9k\ + ebMsirR(Cft.

I L Vo-V^^STfFlr^V
/Cm
VR
(CA_p V
SV' Vcr
+ -^
ttXF -^
-L (/ +1^R2 a^R + ZaVT.U
TTTF! bj tbj )
o-(TF)J
^ F - *F ^ F
T 'R
FUS
+X
cr(IF)
H&JM*-M<J
CL,
.VH-v*>
fit
2<r(TF)
(q)
From the Y-force equation, solve for the roll

attitude, thus:
_ v o- 'R v a 'F
4>-
^ CT'FA'F ^cr'RM IR
w
(TF)or
It is found from experience that adequate accuracy

is obtained without additional iterations.
5,2-9
REFERENCE
1.
Gessow, A., and Meyers, G. C., Jr., Aerodynamics of the

Helicopter, The MacMillan Company, New York, 19 52.
*
V
5.2-10
5. 3
TRIM CHARTS FOR ROTOR SOLIDITY, cr= Q. 1

Classical rotor aerodynamic theories, such as those
presented in References 1 and 2, utilize several simplifying assumptions which limit the applicability of the
resulting equations to low forward speeds. To increase
the range of applicability, some of these assumptions
have been eliminated in Reference 3, which presents
charts of pertinent aerodynamic rotor parameters for the
tip speed ratios ranging from u.
0.3 to /x
1.4. These
charts include the effects of blade compressibility and
retreating blade stall and do not rely upon small angle
assumptions of the classical theory. However, the charts
are prepared for only one value of rotor solidity o* = 0.1
and do not include the rotor Y-force data.
In applying the above performance charts for rotor
solidity different from <7 - 0.1, appropriate solidity
correction factors were utilized as presented in
Reference 3. The required Y-force data were generated
by utilizing the equation of Reference 2 together with
the pertinent performance results obtainable from
Reference 4. The charts for rotor inflow ratio X and the
blade flapping parameters o0 and b| , which were not
included in Reference 3, were derived from the results of
Reference 4 and are presented in this section.
All low-speed performance charts for /x
0.1 and 0.2
were derived from the classical rotor performance results
of Reference 5, and are presented in Figures 1 and 2.
The high-speed charts which are not included in Reference
3 are presented in Figures 3 through 13.
The performance charts of Reference 3 and those presented
here cire derived for constant values of LL , MT , and 0, .
The relationships between the basic rotor performance
parameters, such as CLVcr , CDV<j, CQ/O", Q| , ac
and 9 75 ,
are presented in the form of carpet plots. The parameters
such as X , Q0 and b| for all values of LL are presented
as a function of rotor angle of attack, ac , for constant
values of C[_/a . Using the above parameters, the rotor
side force coefficient can be computed from the following
equation:
5.3-1
^yC-^*7A+T*T5b, + -|-/*TBb.+TXbl
+ -^-aoQ|-y/xXQo-M2 aoai + -^Maibi +"g"M
Xb }
The utilization of the above mentioned performance

charts with the analytical expressions wherever
necessary constitutes an integral part of the stability
method presented in this Handbook.
5.3-2
0.020
0.015
C
0.010
9
0.005
1 1
/ /
/ /
1//
\1
\ /
/
-0.005
\
-0.010
/A
-0.015
2
UJ
o
UL_
UJ
-0.020
_j
O o
o c/>
<
tr.
Q
?/
\ x
r 1
-0.025
~~\
-0.030
-0.035
-0.040
-0.045
-0.050
fi =0.1
MT =0.8
e, =
<7
= D.I
-0.055
Figure 1.
Calculated Characteristics of a Rotor

With 0 Twist for /i = 0.1 and MT = 0.8.
(a) -=- and a.
5.3-3
0.020
i \
0.015
0.010
0.005
ft
a<
/ 1
I
/
FA
Ji-n
t'\
A\
\ /
-0.005
to. '
/'
/\
t \
i
\
-y V^s
-0.010
JL^1
jpl
-0.015
1P
UJ
u
u_
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-0.020
D\
UJ
O .J
-0.025
<
5\
\<
-0.030
/
^\w
^S
**
\y
rA
s**&
-0.035
-0.040
Yv.
--.
-0.045
-0.050
A_>*
/x =0.1
MT = 0.8
0
cr =
-0.055
Figuie 1.
Continued
(b) ac and 075

5.3-4
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O
O CO
-0.010
-0.015
5
o
<
a
-0.020
-0.025
-0.030
-0.035
-0.040
Figure 2.
Calculated Characteristics of a Rotor

With 0 Twist for /i = 0.2 and MT = 0.8,
(a) ?. and a.
5.3-7
0.030
0.025
/
/
/
0.020
0.015
/
0.010
/ \
/
/ \
& >
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Aj 0_
/
0.005
o
O
0
/ V"
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fa A
-0.005
UJ
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O
(_>
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iSj
o
-0.015
cr
Q
-0.020
-0.025
^rK^J
\e>\
--J*<
^20
>*\
^**
S^
-0.030
/i =0.2
MT = 0.8
-0.035
0. = 0
er =(
-24
^V
-0.040 -
Figure 2.
Continued
(b) *c and 9#75
5.3-8
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5.3-32
REFERENCE?
1.
Bailey, F. E. , Jr., A Simplified Theoretical Method of

Determining Characteristics of a Lifting Rotor in
Forward Flight, NACA Report No. 716, National Advisory
Committee for Aeronautics (presently, National Aeronautics and Space Administration), Washington, D.C.,
1941.
2.
Gessow, A., and Crim, A. D., An Extension of Lifting

Rotor Theory to Cover Operations at Large Angles of
Attack and High Inflow Conditions, NACA Technical Note
TN-2665, National Advisory Committee for Aeronautics
(presently, National Aeronautics and Space Administration), Washington, D.C., 1952.
3.
Tanner, W. H., Charts for Estimating Rotary Wing Performance in Hover and at High Forward Speeds, NASA
4.
Tanner, W. H., Tables for Estimating Rotary Wing Performance at High Forward Speeds, NASA Contractor Report
CR-115, National Aeronautics and Space Administration,
Washington, D.C., November 1964.
5.

Report 60-43, U. S.
Command (presently,
Laboratories), Fort
Handbook for Helicopters, TRECOM

5.3-33
SECTION 6.
PERTURBATION EQUATIONS OF MOTION
In accordance with the commonly used procedure of

stability analysis, only small perturbations about the trim
conditions are considered. This is accomplished by linearizing the equations of motion presented in Section 4. The
variables 9, a, etc., denote changes from trim conditions
of aircraft pitch attitude, pitch rate, etc. The parameters
A|c , B|c , #c > and QJR denote pilot control inputs in
lateral and longitudinal cyclic kHtch, main rotor collective
pitch, and tail rotor collective pitch, respectively. J|
and J2 are the pilot's authority ratios in the longitudinal
and lateral control, respectively. The terms X#, X# , etc.,
are the total or composite aircraft stability derivatives and
denote the rate of change of forces or moments with respect
to the subscript variable evaluated at the trim conditions.
The composite or total stability derivatives are presented
in Section 7.
The perturbation equations of motion can be expressed
as follows:
(a)
The X-Force Equation
XuU + Xu + XvV + X^w + Xvi-w + X + X + X^ + X^
+ J (
' V'C + V'C) + \B'S + XBUB-|
+ ^WA|cAIc+X|cA,c) + XA|sls + XAIsAls
+ J,(xSrcSr^XsrcSrc) + xSrsSrs
Xsrs8rs
+ J4(X0cc +X0c0c) + X0 fls+X6"ss0
6-1
(b>
The Y-Force Equation
Yu+Yvv+Y^+Yw-iw-+Y5+Y<#)^+Y^ + Yî)/+Y^
+J,(YB
1
lr
B, +YB ST )+YB B. +YB B.

Q
\r
'C
lo
'S
!c
'S
+W\ A, + Y; A, )+Y, A, +YA fc
W*eA +Yer > +Y^s
+Y
e/s
(c) The Z-Force Equation
+ J..uBic+Zi,A,+Z",.B!,+Z*A
+J lZ
* *.eic
+Z
\*'c)+Z\VZ\*>s
+J3(Z8fc8rc+ZsrcSrc)+ZSrs8rs+Z8rs8rs
+J4 (Zg +Z9c^c)+Z8s?s +Zfl/S = 0
6-2
(d)
The Rolling Moment Equation Ot)
X> u +X VV+^^ + ^W +Xg 9+Zflff
+ J1(^B|C&1C+^B,C6,C)+^B/1S+X^,S
(e)
The Pitching Moment Equation (M)
+ J,(MB| B,c + M6 fy + M^B^+M^B,
+ ^%V%V+%VM*.8\
HJ3 (MSr Src+MSrcVfMsrsSrS + M^rs8r<
6-3
+j4iMePSc+Mec8cHMes3+Mfls8,so
(f) The Yawing Moment Equation (N)

NuH+NvV+N^ + N^+Neff + NgS"
+Jt%,c+NA|*,^NA|fIll+NAltt,t
+ J4lNc5c^NcSc) + N0s?s + N0sgs = O

(g)
The Stabilization Equations

Generalized stability augmentation system equations are
as follows:
lc=-B|c^l + 02Blc) + k!*?+k25"+k3u+k4^r
SS
^ss-lsiD,+02Als) + k5$-ke?-M
S
rss-k8^r$-k9v-kio^
6-4
The simplified "lagged rateTr stabilization system can

be represented by
A,s=-D,;s+k5
where
D|
kj
and D2 are damping constants

}
k2
etc.
are the linkage ratios.
6-5
SECTION 7.
7.1
STABILITY DERIVATIVES
TOTAL STABILITY DERIVATIVES

The total aircraft stability derivatives are obtained by
differentiating the equations of motion (presented in
Section 4) with respect to the appropriate stability
variables. The derivatives are obtained here for the
following initial conditions:
(a)
(b)
(c)
7.1,1
The aircraft is in level flight, /c=0

The roll attitude, sideslip angle, and
heading is zero (< = $= \\t =0)
Fuselage angular rates are zero (p=q=r =0)
7.1.1.1
x = (xu)F+(xu)R+(xu)Fus+(x)w+(xu)T+(x)VT+(xu)TR+Z(xu)p.
i=l
'
where
H- au
+X
- UF
du
d(X).
die
<3YF
dof
,
t
t
Xu F = -r
= ( cos A,_F - sin A,_)
sin(a-
)--rcos(a-
F
F)
F
OUf
0uF
0uF
0uF
d(x)F
di_F
dYF
.
dDF
Xa F =s(cos A, F -sin A, F ) stnta-c)--?cos(a-*F)
daF
daF
0aF
da?
+ (LFcos A(f.-YF sin A,F) cos(a-*r'; + DF sin (a-F)
dctf _
deF
KRF
<3\
du
du
V0
/x
d^
d(X)R
daR
7.1-1
ajXk=(aLReosA
x
R
0UR
0UR
lR
R
+J^BsinA
OUc
3uR
d(x)R _, dL
x_a
,sin(a-R)-4^cos(a-eR)
f
OUi
DR
fi
^-^-^cos A, + -^sin A, )sin(a-R)- ^cos(a-cR)

daR
'*' da"
a
+ (LRcos A, +YR sin A, ) cos(a-R) + DRsin (a-R)

n
gg..B.
3u
= _
^R - _
du
UFUS
'
aFUS
H-
^ FUS
(X)FUS
aLFUS
aaFUS
aaFU;
<3U
(3D,ius
,/u
LFUS
du FUS
H- F
da.FUS
(xu)VUS"
= x_.
U .. + x,
r _=-4-^
3u
FUS
FUS
0(X)FUS
^X)
FR {A. _
sin (a-FUS)
du FUS
cos (a-FUS)
,
.
(3DFUS
,
x
sin (a-Fl^- cos(a-FUS)
da FUS
+LFuôs(a-FUS) + DRJSsin (a-^

<3aFus .
du
^ FUS
F FUS / ^
du
a(X)w
v0
*R FUS / *
dp F
v0
aaw
w 4^w . 4L s.n
x..,
duw
XQW=
[L
^X \_
_ _|Dw cos (a.
uw
<3"w
dix)w _ aLw sin

aa,w
aa w wu
aDw
(a-w)
^cos (a-W)
C/OUJ
+ Lwcos (a-*J 4-Du. sin (a-cj
aaw
au
a*w
au
KFW
H-
7.1-2
ax
d
H- F
K044/
RW
ax
V0
/x
d/i
-r
(U)
17*
v
F
X)T
duT
*
LT
0uT
au
,
aDT
cos(a-T)
3uT
aoT
Xa T =-r'- = -r sin (a-T)0aT

0aT
d0Lj
cos(a-cT)
+ LTcos [-*-T) + Oj sin (a-T)

aaT
au
dej
au
KFT X
V0 p
a\
d/j. F
KRT X
V0 fi
d\
dfj.
aa
(X) VT =4^ = xUvT fX avT VT
au
"
VT
"
au
a(x)VT
aoVT
duVT
au VT
a(x)VT
apyT cos (a-CvyJ + DvrSin (a- )

VT
aa VT
aa VT
ddyjj
deyjj
<3u
KpvT/^
(.11 _ . ^k
111} - ^R VT /^ _ _xA\"
v0
<3(X)TR
4.V
XU
+
(Xu 'TS a_ -Y
"
TK
^TR
UTR
'TR
X UTR
a(x)TR
auTR
cos (a-VT)
P f
<V
dQTR
au
avTR .
aorR
sin (a-TR)
cos (a-TR)
auTR
au TR
.a(x)TR avTR^.
sin
"rT~""
aaTR
TR
(a
(a-TR) -
do TR
da TR
cos (O-CTR)
+ YTR cos(a-TR) + DTRsin (a-TR)
aaTR
au
a<TR.
au
KFTW
v0
x _ ax
p.
7.1-3
dp f
KRTR
vQ
fi
OH- R
d(x)P:
daP.
(Xu)p. =
*up. "*"*ap.
i
i
du
Xu
Pi
dTP.
duP.
cos ip; 1
duP.
i
d(X)P.
(3TP.
da*.
daP.
i .
daP.i
sm,p
dNP:
cos Ip.1
sin ip.
daP.
d *P i
du
*U
aNPi
d(X)Pi
i
7.1.1.2
du
KFp.
dX
'o
dfi
du
KRP.
dX
Vo
^R
X,-,
7.1.1.3
*V
xv = (xv)F +(xv)R+(xv)FUS +(xv)w+(xv)T +(xv)VT+(xv)TR+I (Xv)pt

where
d(X)F
(Xv)p =
d(X)F
-I
S
(LFS,r A, + Yp
*T" v~ "^"
~
- '
<^s
V0
COS V
(X^S^S^4^^(LRsinAJO-YRcosAJ
dv
V0
(Jj8,
d(XV us
d(x)FUS
i r dLpnc . .
dv
V0
da
d/5
(XJ =
FUS
7,1-4
dDFUS
(Xvv ) w =(XVv)T =0
(X,
d(x) VT
v
VT
L
T7T^ =
VT"
m cos(a-gVT
VT
VT )
A.
v.
L 1
AJ
a/5s
V0L"
d
s
v/
V0
a(x)TR_ i a(x)TR _ i r dvTR

v
v0 a/3s V0L a/3.
(xv; TR
a(x)Pi
d(x)P
P:
vn
aTPi
= (71
ds
v0
MJ
aNP:
cos ip- -
dj8.
J2aMfaa/3,
7sini'i)
7.1.1.4
w
11
Xvr =(V)F+(VR+tX^FUS +(Xw)w+(Xw)T +(Xw)vT+(XwiTR+I (X^

i=l
where
a(x)F
=X
aw "w*
(XJ
w =
F
aaF
da
d(x)F _
Xw,F
" dw> " V0
d(x)F
aF
aaF " V0
aF
r
aa F
-L.l-_i.l-.KJl
aa
aa
ax ,i
(-T-)
a(x)R
aaR
(xj.-4-a-x,,fR
awaa
4
w,
_ <?(x)R
a WoH
i
V
Vn0
3(x)R _ i
<3a
a a.R
V0
'
!jL.,.i=l-K [l-L
(Ji)l
da ' aa ' H1 M ( aac'jF
7.1-5
goo? us
(XJ,FUS
<3(XV us
w.FUS" arFUS
FUS
da
a(x)-
V0
r"* - I
'
da
dOOw =. x
Wv
3w
_ (3(x)w _ j_
w a w;w
JJ.._
** " <3wT
<3(x)VT
a vv
^w;
vr
d(x)
aW
w.TR
1
^RFUS^
w
/i dac
'
R
aw
V,
a(x)T _
A-
v/
<3aT
acT
da
'
a(x)VT
Vn
5a VT
da
H5 X WTR
<3(X) TR
a vr,TR
"
i
V0
ax
^. <3ac
) -KRT(I
F
ax
v-)
^ Cac .
aa
AfvT -=I-K
_ FVT(I
v0
,(2T
'
da VT
V0 . *
<3(x)VT
a^VT
Vr0
= I-KFT
F (I-
= X w:,T
aa
aaw
V0
aaVT _,
TR
r aa
aaT
da
(X*)
'
= X
aix)T
T
WV"
fi dac
ax
dx
= I KFV/1 - r) -gi--H
aa c R
/x oac
Oa
<3(x)T
^T ~T~^
(X w
FUS
dew
KrcncU
FFUS
d(x)w
V0
da
IX
V0
da
w:
da
^ = X,a
aaFUS
da
og.w
=. X W,
Fus
da TR
aa
a(x) TR
dQt
TR
7.1-6
i
V,
a VT
ax
r
) -KRVT
fj. 0ac F
i ax^
II- 5)
/x dac
da
d(X)P.
(x
FTR
da
1
dac
/M
/* dac
daPj
*V^T v.S
a
o
d(x)Pj
Xv
V dw>.
dap.
I
=
dcp.
da
Qp
V daPj ' V
-TL = l--rl
7.1.1.5
d(X)p.
I
=
da
dX
l-KFP. (I- 5)-KRP,(!
/a dac
dX
/x
T )
dac
w-
Xr<x^R^V'T+(V)VT+^TR
where
fY
d(x)R
'*""
,v
1
d(x)R
dw " Voo
daR
a
" doa
Vvon
da
""
daR
dcR
dcR
da
da
da
. d(X)T
l
*^- avr ' V0
daT
da
L^-XXR
V0
dcT
da
dcT ,lxF-lxT^ r
da
V0
L
A* daz J
=^^.1^X)VT.
*VT"
dX
ixp-ixe
p dacF V0
d(X)T _ I
daT
Xa
da ~ V0
T da
+K ...lAl,*^
(Xj
dw ~V0 da
_LX
" V0
V0
dvT
a
vT da
7.1-7
I dX
/i daCp
^-^-[wo-J-ii-HKô-Lii.)
leise**,
L
da
da
^da
^ da J
V
Cf
(v.i
a(X)TR s
-.^y.^jji^r
I' d(X)
TR
^"'TR
~V0
da
da
"L" TR
*Jd
~V0
^>[y.-^)%
R a-1 A) ] |i=Efaa,
da
da
L
/x5a
M^ c
V
a
Cfr
7.1.1.6
:0=-W cos 0
7.1.1.7
S
n
Xi (X# +(Xe)R+(Xe) +(Xe) +(X) +(X^ +Z(X^)

i=l
'
- -y- V0 sin a
where
d(x)F
*F
ae
dx
ax
UF
zp
dLF
*>
xp
da,
dYF .
aa,F
F
aq
ax
ab,
ab,F
F
aq
aDF
(
) = (-cos A, F
sin A, F )sin(a-F)-
cos(a-eF)
da, F da,F
da,F
da,F
ab,
) = (cos A,F
sin A,F )sin(a-p):
cos(a-P)
p
Ah.F
ab,
*T Ah.
ab,F
'T
a^h.
F
D,F
7.1-8
dx
=x
dalr,
dx
ob,.
^ ^VvRV^)7^î
' R*
(T-0 MT-^COS A,D
ddi/*"
<3x.
(T)
ab,
^VT~ a
TR
~ dB
. du.
=(-7^cosA,
ab,R
'n
+^-sin A,R) sin (a-R)- cos(a-R)

da 'R
av
dDi
ab
dt
R _
+ -*sinA.
)sin(a-R)r^costa-Cp)
UvT
^T XVT
UjR
ZTR
VT
''R
TR
(X*V de "\ l**k~\\
7.1.1.8
Xi
A
+ = (x+)F +(X*)R +(x+)+(X^)T +(X+)VT+(X+)TR + I (x^)p

i=l
where
a(x)F
ax
aa,F
ax
ab,P
iVjf-** K -\ Kr +'.a-) -^ +V/17

(X
aoop
. _
p
ax ^
x x +(
VR in d0|} aP
d+"S, s
7.1-9
ax ablp
db,} dp
0"\/vJwM
" w
o$
ft
T
*w
(X )
+ VTS'Ma^l!:X^VT ' YvfXvVT ^VT
lX )
* TR = "7fE=Xw"TR^TR"XvTR ^TR
d(X)Pj
(x
=Vp
*V17~
Yp Xvp
i~
-.
Zp
7,Ult9Xi
x^-(x^) +(XJ) +(x$) +(ty)T+(x^)VT+(x^TR+I(x^)p
i=l
'
where
aocL
dx
atxL
ax
aa,F
ax
ab,F
aalo
ax
ab,
+,
*.-f "S ' -Vv, V .lf T

lx
fw" d+
!X )
Vw
* VTS"JÎSXVVT
*w
w*Yw
XU
^ VT"'
VT^VT
7.1-10
(X
BXv
X
Y
*V;S"^jr
P:^P:"
p/
P:i
r
r
d^
i
i
i
7.1.2
The Y-Force Derivatives
7.1.2.1
u
n
\ *(Yu)r +(YU).+<YU)FUS +(YU)W+(YU)T + (YU)VT+(YU)TR +1 (Yu)p.

where
(Y, .J22L.Y
Yu =
UF
d(Y)F
aUF
+Y
dLp
auF
Jit
sin A. +
'F
dYF
duF
cos A,
d(Y)F dLF
3YF
(
A
= -sin A, F + cos A, F
daF
daF
daF
Ya F .-
7.1-11
VT = ^-i ^X^[L
Tsla(a-T)-0Tcos (a-T)]
v
s
IYJ
(Yj
d(Y) VT.
vT
(3v
v0 <3/3,
d(Y)TR
v0
(Y) . dfflpj.
= ^L[-DVTcos(a.VT)-|^]
dA
Y) TR
dv
7.1.2.3
d(Y) VT
d/3 S
i ftOpj.
|YTRsin (a-TR)-DTRcos(a-cTR) +
V0
'
dT TR
#
gVpj
'v
7.1.2.4
V <VV+(VR +(VF8+(VW+(VT +(V)VT+(VTR+I (Vp.

i -1
where
H- avr
Yw
da
- ailk - -L illk - J_ Ya
*~ dwf ~V0 daf ' V0
^R
d*r
*"
da
7.1-14
'
a(Y)R
_i_ aw _j_
v0 ada
V0 a"
QR
"" a*rB
ajYVys,
(Yur)
*>us
daFUS
ar
^fus
a(Y)FLls
aa
a(Y)FUS- i
"""awpus" v0 aaFUS
CKYK,
aaw
sV
H'17
* aa
_ aVw'v0 aaw "V0
(V
a*
'FUS
v0
'T
da
a<Y)T_ i a(Y)T_ i
*>" arT"v0 aaT v0
aiY)VT_
'T
_a_avT
a(v)VT j a(Y)VT J_Y

* awVT"v0" aaVT "v0 vT
Y,
aa TR
a<Y)TR
R
dw
TR
a(Y)TR
da
awrg. j_
' avrTR'v0
d(Y)P!
w
*>i da
d(Y)p.
_L-
d(Y)p.
I
Lv
'^r dw>. " vc aaP.
7.1.2,5
QTR
da.
I _
<H,
aaTR V0
v0
7.1-15
ap
11
Y6
+ Y
(Y
- (Y6 V +<VR < e\/( e>/( e V <* V.^/H,
where
d(Y)F
. dY
o,F
dY
db,F
VF f V V *> ', -HT-) -^ + i-^-)_-7

dY4
dLF
.
dYF
() =31smA, F +-T
cos A,
do, F 0|F
0a,F
ob,
0b,F
ob,F
d(Y)
,
u A!
8Vdr"
(
dY
dLR
) -T
sin A,
do.'I R do,R
dYR
dolR
dY,
) =^sin A,
dblB
'"
4b,D
cos A,
cos A,
(Y)0 :^SU-Y.
uwAzw 'ww I"xw
w
(Y.
de
d(Y)VT
.
VT
,v
( \
.d(Y)Tf-Yu
VTR-TT
d(Y)Pi
^V, "d6
f ZfR_Yv J
" TR
lYu
dY
db,
'^ " " ' 'do, ' dq ' ' db, ' dq
dY
db, .
da,_
"i VSS
7.1-16
7.1.2.6
Y<
ft
Y* =W
7.1.2.7
Yi
J
J>
where
(Y
d(Y)F
<?Y da,.
(3Y db.
*V^r=V
/-Y*
/
(i
)-p
(^-)^
a*
v -., +. . r .^ +. .^
F-
(Yi
*w
"F
ao(
a(Y)
R
1
ap
,
,
<?Y
do,K
av ab,
r =YMf ;v. -Y_ i7_ +(- )_Ja+(__)
d <
*w
(Y;) = d(Y)T
*'T
a^
^VT8"^"*
wT
*VT
.
YVT A2T
*VT ^VT ~YVVT^VT
(Y
+W"J^"SYWTR ^TR -YVTR^ZTR

%
(Y
*V d/'Y*P, î
7.1.2.8
" VP.
^ZF
+
7.1-17
Y^ - W sin 6
7.1.2.9
n
Y+ * (Y+)F+(Y+)R+(Y^)+(Y+) +1X^^(7^+1 (Y^)p. -f V0
isl
'
where
d(YL
yp
d\j,
fl(YL
*R
d*
fl
.
R
(/v.) sisniav
VT' a^ YvT
.
XR
UR
j? -Y 1
'xT V/YT
VVT"""f" = \T ^VTÛVT- .T
^\*~df = YvTR
(v.) -Y
TR" UTR^ TR
JJ
-Y Jf
7.1-18
<3Y
do,.
<3Y
da,
dr
ob,
<3Y
aa,R
dY
(3a,
(3r
db,F
F
or
3b,R
Ob, R dr
7.1.3
The Z-Force Derivatives

z
7.1.3.1
zu s (zu)F+(zu)R-f(zu)FUS+(zu)w+(zu)T+(zu)VT+(zu)TR+I (Zu)
i=l
where
..,
(ZuV
7
U
da f
.d(Z)r s
~ L~"3sm (o-F) + (-rcos A. F rsin A,Jcos(a-
F)J
F
^5
du
7uF
duF
duF
duF
F
F"
_<3(Z) _
f D
. .
, dLf
dY
. ,
.1
F
F
F = - -5sin
(a-F) + (-^cos A, rsin A, )cos(a-F)
Za-=
F
"(3aF
L daF
daF
F
daF
>
J
-|DFcos(a-F)-(LF cos Alp-YF sin Alp) sin (a-F)J
<3(Z)JL
da
R =
UR
QR
<Zu).r
au Zu.+z
au
R
a R
d(Z)f
du0
ton-*-,- -v.i dLR/_A +_dYR .

sin(a-*R) + (r-cos A, +-;-sin A,_)cos(<(a-eR)]
du
duD
2)R
r dD R
dLR
dYR
1
-sin (a-R)+(-r cos A,DR + sin A,Jcos(a-c
R)
R
L (3a R
daR
daR
J
daR
-|^DR cos(a-R)-(LRcos A,R+YR sin A,R) sin (a-cR)
7.1-19
,7 1
-a(Z)^S-7
FUS
1~
+7
do FUS ^^sMa-g+T^cosla-g]
-Ldu
uuFUS
" FUS (3uFUS

^(Z)FUS
GIFUS"
. J EMsin
-|DFUSCOS
(z
"Vi7:Zu*
aw
OuFUS
(a-FUS)+-^cos
(a-cFS)]
(a-FUS)-LFussin (a-FUS)J
du
j^ws_l_w j
a.j +cos(a-^)
v
tow
. , . ). +, _dLw cos(a- .1
iJl:Jr dDw"$in
(a
w)|
L
J
w daw
<3aw
(3aw
-|wcos(a-W)-Lwsin (a-W)J
UT
duT
T)+ -^
OuT
OUj
COS (
, ,|Sl._f 42l sin (a-T) + _|ilco,(a-T)]
7.1-20
- D7 cos (a-T) -LT sin (a-eT)!

. d(Z)VT _
daVT
Zu
+Z
VT
VT aVT-7^du
IZU,
_ d(Z)VT _
dDVT
duVT
duVT
d(Z)VT
dDVT
ZUvT=
d^'''J^TS'm{a-^^C0S{Q'^
-a VT
(7)
UU,
TR
- d(Z)TR - 7ZU
au
sin (a-VT)
J[?TR
^ a
d(z)TR
raDTJ
duTR
-duT|
.d(Z)TR
TR
+7
+Z
TR
daTR
7
TR
cos(
rdDTR .
dYTR
daTR
sinta-gjRJ-t-
daTR
"l
^J
-[DTRcos (a-TR)-YTRsin (a-TR)J
da p,
d(Z)P:
:Zu)p =
du '
= Zu
P:.+Za pi
d(Z)
oujpj
P:
Zup =
r
r
du
dT
aiPj
Pi
dNPj
i d^7 "L-d^
d'7)Pj
Zap =
C0Sip
i T^
iJ
dNPi'
r dTPj
=
Sin,p +
i ^7* "Ll^7
7.1.3.2
sinip +
i 7^r
C0Sip
iJ
*
n
ZV = (ZV)F4(ZV)R+(ZV)FUS
+(Zv)w+(Zv)7 +(Zv)vT4(Zv)TR4l(Zv)p.
i=l
'
7.1-21
where
(ZvV o
(Zv>. "
U
VFUS
av
v0 ds
V0L as
"*
d/3s
(ZV)W=0
(ZV)T - 0
dv
'VT
v0
ajQs
I
\;
"v0
(Z)TP
(7
UV )
TR =
= a(Z)
'""
(Z I
'TR
A..
av
d(Z)Pi
av
7.1.3.3
l
=
v0
=
Aft.
d/ss
d(Z)P,
L
;
=
a/3s
VT
vc L ds
Y
I rrr
r ^TR sin
,
e,, ),1
(a-gTR.
)+ r- cos(a-t
TR
v.
L
Afl.
a,
J
V0L a/3s
a/3
I r dT,
duPl-v^~sin 'Pp + an
v0
ds
a/3s
cos
-I
'P
|J
Z^MZ^ +(Zw)R +(Zw)FUS +(Zw)w+(Zw)T +(Zvr)vT +(Zw)TR+I (Zr)

where
,7(Zwj. ist -Zw

z -i
^" avr ~
* aa
7.1-22
cKZh _
wF
" d*f
d(Z)F .
' V0
daF
d(Z) R
aF
V0
aw
atz) R
wR
V0 daR
dwrR
d(Z)FUS
(Z^ FUS
a(Z) FUS
d{Z) FUS
dvrFUS
aiz)w
a(
B
V0
"
3a Fu
3a
= Zw
FUS
$ ytr
V0
daFUS
V0
aaw
(Zw)
a(z)w _ _i_ _aiz)w. j_

=
** 3ww V0
i -(z
UwL
a(Z)T
"
^T"
Qw
daw " V0
J^L-.z
;
*-w. -I'll
vrT
Wl.,"
" avrT
a(z)VT
a(Z)T
V0
daT
V0
aa VT
"WvT a a
avr
. ^hi -1 iiî = -L
wvf
QT
"
dw-vT
V0 aaVT "v0
aVT
a(z)7R
aaTR
2 TR
(ZwV^'
aa
a vr
3cz)TR
w;
TR
dw TR
aiz)Pi
(Z*r)
aw
i a(z)TR =__i_z
v0 a a TR V0 TR
da
= z w,
p; a a
7.1-23
a,
ftZlpj
d(Z)P.
dw>.
V0
(3ap.
w p
7.1.3.4
Zap
V0
*w
W
Z*= (Z*}R +(Z^)T +(ZwVT+(z)TR- -where
d(Z)R
I diZh
i ,
*""" aw- "v0 da "v0

17 1
3(Z)
a^ "v0 a
^T"
"Vr"
BW
' d(Z)T
r,. 7I
-v
*.
7.1.3.5
V0
da
da
daT
a(z)VT_ i
dd
a <*R
Za
"v0
a(z)28
TR - 1 a(z)TR
a>r
aR
aa
d Cyr
QvT
'vn"
1
Vc
da
aa
a
^0
Z0=-W sin 0
7.1.3.6
7.1-24
TR
da
H -{ze\
+ z ) +(z ) +(z
(z ) +
( 9R
ew
>T + (Ze)VT+(z)TR+^
e p.I
j = |
Tv<
where
d(ZL
de
Aaz.
da,
=- , :
rdoF
dLF
az
r
de
Z.,u
Ayz
do
Laa
da,
do
(
ab,
ab,
avF .
*R
do,
az
aa, R, aq
db,
dbt
<3q
d(Z)w
^w d#
\
aLo
sin(a-R)+(
^w
(Z )
6 VT3lT"SZuVT^vrZwVT*XvT
d(Z)i
-z..U-rR
*TR a
:ZA)
JL2T" -zur^TR IXTR
*%z' U p _ LZ p -z.
Wp, I.Xp,
ae
ablR
0
aq
-sin(a-R) + (-r"cos A. +--sin A, )cos(a-cR)
&e>p;
dl
db,
=- -7sin(a-F)+(-rcosA, F -^-sin A, )cos(a~F)J

.
-db,_
abi^
db".
atz).
(Z)
da,
dq
a
sin
,..(a-F) + (^-cos A, p -^-^sin A, r )cos(a-F)
da.
do,_
''F
-C7Q,
T)
ob,
dz
7.1.3.7 ^
7.1-25
dQ,
avR
cos A, +-sin A, )cos(a-R)
Z4 - iz^ +tz+)R+ (z^w+(z^T+(z^VT+(z^+1 (Z^)p

i=l
'
where
dzF
?F
dz
F
d<f>
Yp
vp
Zfr
d(ZL
) = d(z)w
(Zi
K
V*
d<
dZ
*"*
(Z T =
^ 7tI = Zw'T
(7-) -z
dZ
dp
db.
da,.
dZ
db,F
dp
db,R
i Y -7 v Aa
*
w Zw
ZV
^ T' T **T
TR
di
7.1.3.8
da,
doi
YjR
VTR
ZTR
n
i=l
'
where
d(ZL
dz
7.1-26
da,
dz
db,F
d(Z)R
dl
dalR
dz dblR5
0
0
(ZJ,)
=-^=Z
i
-Z
A\
+()
-^+(-)
-TV
x
u
y di,
VR
XR
UR
YR
(3a, R <?r
db, R dr
U
*w~ ^ "Zvw A*w ÛW*YW
\Z ij/i
* T
(ZJj
- r-: = ZvV
Aw
i7-\
d(Z)TR_7
Z
d(Z)p:
^ VT
r~~; :Z\i
V
(3 vj,
T
7.1.4
VT
*T
*VT
Z,iU
AvY
-"ZU
VT
AYT
VT
" VTR ^XTR-ÛTR^YTR
The Rolling Moment () Derivatives
The rolling moment (about body X-axis) can be

written in its abbreviated form as:
=1(2), --I (Z)ii'Y~(Y)i^ + (X0)i +Zj

i=l
i=l
where
(Y)j and (Z), are forces i:i the Y ani Z directions of body
axes,respectively, due to ith aircraft components, and ^Yand iZ\ are respective moment arms.
(X0)j is the steady aerodynamic rolling moment about aircraft C.G. due to i *h aircraft components, andXjis the
inertia rolling moment.
7.1.4.1
û
7.1-27
iu-uVV^^F+uUYR-lW
R Z
+(ZJVTiyVT -(Vu)VT^2vT ZJî^ -(YU)T^zTR
...
au
au
where
djfpus
d <X
du
Fus
a<r
HUBc
du
du
cZ-HUBi
du
l,
^HUBc
da.
r
(3aF
aZHUB
FUS
au
Uo
HUB.
3a
âFUS
^ U FUS
dX HUB,
d<^Fus
<3u
*,,
au
I,
7.1.4.2
*-v
Xv= (Zv)FiYF-(Yv)Fi2F + (Zv)RiYf, -(YvR^R
+(ZV)W V(Yv'w^w +(ZÂ -<VT *zT

+ (Zv)VT^VT-(Yv)VT4VT+(Zv)TR^TR-(Yv)TRX2Tft
+ I[(ZV)P:V(YV) , * . +~^]
v a/3
0
I '
7.1-28
Cu
du
doLpus
v0
ds
dZ-HUBc
i^HUBo
ds
a.
7.1.4.3 ^v
^- v^~ '^v^ ^Y
*T'
w*
* nr*
+ (ZJW >?YW -(YvW'W

) L +(ZJ,/
V -(Yr) /2
T
T
"TT
W
WVT
YyT
;7.L
I rdZ
_rfi
Vrt L
W*VT ZVT
WTR YTR
V0
dZ HUB.
da
Ca
da
doZ^FUS
apus
daFUS
da
where
dl FUS
da
HUB.
d(L HUBF
dar
daF
da
dc HUBR
*.
da
dY
^HUB
da -1
dHuBF
FUS
ff
da
da
7.1.4.4 ^ w
7.1-29
W'TR
ZTR
** <Z*.)R.fyR +(Z^)T^YT +(Z*-)VT^VT+(Z#)T|,i TR
7.1.4.5
~r_B
+ ^)V{Y*liW+^V^T"tY*)T^T
+ (Zn) LY
VT
"(Yn)
C
VT
VT
| Z +(ZA)
VT
TR
Pj'
TR
-(Y)
a
<3Q PJ "I
^[HV'^V
i=l
i
'
1Y
dq
TR *TR
dZ.HUBF
THB,
dq
dq
where
d^HUBF
d<HuBF
dq
du
3^HUBR
^HUBR
dq
du
7.1.4.6
^0
|
A Z
7 _
, ,
V0
|
dcHuBF
i
da
d
VQ
=I
XY
7.1.4.7
2lj
7.1-30
HUBR
da
_g
ebfl Ms
Ay.
X
db,
'
ebfl2M$
db,
dq
'
TR
J?,[A,S
do p. 1
1 +
a/
d HUB,
- *, Vir ]
HUB.
aP
where
' r
VT L
3*-HJBF
dp
a*
/U
da
OCZHUBF
*V
YF
I r ftTunaHUB,
HUBp
vr
7.1.4.
WXHUB F
da
Jfl
d
s
doc
"/v. -
HUBp
d.
*ZFj
ebfl. M,
5b|_
dp
eb&2M
R-
X$
+ s"~lxx
7.1.4.9
+ (Z*)w<Yw-(Yt)w<Zw+tZ#T'YT-(Yt)T^
7.1-31
-l-r-^-l
db,
Op
+ (Z
^VTivVT-iY^)VTiZvT + (Z^)TRlYTR-(Y^)TRl ZTR
dQp-1
3jHUBF
Hua.
+1 [<Z*VV(Y*U.
0.+ 4^1 + -'
i
i
i "*i
a
dX\
m,p,:
HUBi
i=l
where
ai
dX HUB,
HUB.
Or
al
UB.
v0 ds
1
ajTHUBR
iv -
L -
ar HUB
du
aXHUB
au
ebi22M_
=1.
db
2
,2,
ebii'M
L +
7.1.4.10 Z*
oL ^ = I
7.1.5
xz
The Pitching Moment (M) Derivatives
The pitching moment (about body Y-axis) can be

I(M), .l[(X),J 2-(Z),J x+(M0)i]+MI

i=l
i=l
where
(X)j
and (Z)j are forces in the X and Z directions of
body axes, respectively, due to i
aircraft components,
and /^x; and lz\ are their respective moment arms.
7.1-32
(M0)j is the steady aerodynamic pitching moment about

aircraft C. G. due to ith aircraft components, and Mj
is the inertia pitching moment.
7.1.5.1
Mu
u=(HV(MrV(HV(z<Vx.
+ (xu) L -(Zu) L +(xu) L -(zu) L
+(xu) VT LVT -(zuVT
) LVT +(xuTR
) LTR-(zu) TR JxTR
U
4[(xu,p,v-(zu)p.iXp ]+i^-
L
i=,
4.
dMHUB
au
du
5. +
au
where
dMFUS
M FUS
au
5u FUS
dMHUB,
HUB,
au
duf
aMHUBR
HUB,
au
du
aoTR
auTR
<30TR
au
7.1.5.2
aMFUS daFUS
au
FUS
+
+
aMHUB
aa
daF
du
aMHUBp
da
ctR
du
aQTR
aaTR
daJR
au
7.1-33
du
du
Mv - (xv)FV(H V(M V(z^x

+ (Xv)wiZw-(Zv)^xw+^vV^T-(Zv)T^T
dMpus
<3MHUBF
+ ( d>3 "+ d
s
s
V0
7.1.5.I;
aMp-.-l
MHUBR
ds
^QTR
ds
Mw =(Xv)FiZF-(HX"r
+(X
^R^R -(Z^R*XR
+(XW)WIZW-(ZW)JXW+(XV,)T*2T-(ZW)TJXT
+(xw)vT4VT-(zw)vTlXvT+(xw)TRiZT-(z^TR^x TR
<3MFUS
vT
do
(3MHUBF
(3a
<3MHUBR
3a
where
dMFUS
<3MFUS
(3aFUS
(3a
<3aFUS
(3a
7.1-34
<3QTR
da
dv ,'JBp
(3M HUBp
aa
^MHUBR
daF
da
aMHUBR
*R
daR
aa
aa
dQTn
dQ TR
âTR
da
aaTR
da
7.1.5.4
w-
M W-=(*W-)RKZR
(Z^-)RAXR -M*W\*ZT
( W\-*XT
+ (XJ L -{Ztf lx +(X^ I -(Zyr) J
7.1.5.5
TR
+(XA)
VT
L
Z
VT
-(2o) L +(Xo) JL -(Zo) i
VT
VT
TR
TR
dMo:~\
i=l
7.1-35
TR
aMHU8p
TR
aMHUBR
whrre
M HUBF
dM HUB
-L --
du
i-F
^MHUBR
*i.-
du
ebil Me
d Oi.
ebfl, M.
da,_
l)
-(r2
dq
'xF +
da
V0
C*MHUB
HUB.
^MHUBF
'x
da
- (7-1)
7.1.5.6
M = -IYY
7.1.5.7
(Z
+ (VWV
+(X
*W %
) I
(Z
* T ZT"
+ T^T
^VvT^VT-(^VTixVT+(X^)TR/zTR-(Z^)TRi
+Z[(x^)p.4p-(z^)p/?
.
1=
(3MP
dMHUBc
TR
MHUB
where
dM HUBi
r^MHUBF
V0 >
^MHUBp^
da
7.1-36
4j
eb&2M
d
dp
^MHUBR
dp
V0 *
7.1.5.8
da
HUBR_,
R
HUBR
,^s
eb2Ms
(3a, R
dp
-<RJ
MI
M
*
MX = IXY
7.1.5.9
+(XJ,)
JL -izjr) *x +i) L -(ZA) Jx
+ (X,i,) VT JLVT -(ZJ,)

LVT+(Xr)
J2TR-(ZA)
LTR
VT
^ TR
^ TR
y
"f
(Z
+ ;-i
1 (x*)pi V
p
^PAP.i
p
^MPil
<?MHUBF
~F^
"^7^
Or
or
<3MHUB
J
"X"
or
where
^MHUBF
dMHUB
dNIwiHp
V0
t\*,
<3MHUB.
(3MHUB
or
V0
<3/3s
du
LXR -
ebfl M
-JLTF +- 2
dM HUBR
du
7.1-37
ebft M
eb
...s
Or
(3a,.
... _,R
dr
7.1.5.10
M^; = IYZ
7.1*6
The Yawing Moment (N) Derivatives
The yawing moment (about body Z-axis) can be

n
n p
-I
N*X(N)j =Z[(Y)iiXj-(X)|lYj+(N0)ij+NI
i=!
i=l
where
(X)j
and (Y)j are forces in the X and Y directions of
body axes, respectively, due to i
aircraft components,
and AXJ and AYj are their respective moment arms.
(N0)j is the steady aerodynamic yawing moment about
aircraft C.G. due to i aircraft components, and Mj
is the inertia yawing moment.
7.1.6.1
"
Nu = (Yu)flXF-(Xu)F!YF+(Yu)RXR-(Xu)RiYR
+(YU)WV <U)WJVW+(YU)TJXT-(XU)TJYT
+(YulJxVT
-WUUY
D. '*p. '"U'p.'Tp
+X (Yu)pAp.-(Xu)p.^Yp.
|
|
I
l
r
^NFUS t
7.1-38
du
-U)JYTR
doF
aoR
du
du
where
NFUS
du
(?NFUS
(3uFUS
dctFUS
daûs
(3u
dQF
du
(3QF
<3uF
(3QF
daF
<3aF
du
doR
<3u
8QR
(3QP
daR
du
dNpus
duR
daR
Nv
7.1.6.2
Nv=(Yv)FiXF-(Xv)FiYF+(Yv)R^XR -(Xv)
+ (YVv) W iX*W~(Xy)
J?Y +(YVV) T LXT -(XvV) T J?YYT
V
W YW
+^V)VTXVT-(XV)VT^VT+(YV)TRJ)(TR-(XV)TRJYT9
7.1.6.3
p, 'Pj.
^NFUS
, dQF
V ds
ds ^ d '
*V
NrsVF*xF
-(VF^YF
Xw
Yw
+(VUxR -(Xw)J
W'T
7.1-39
Xy
dQR
Wy
YT
+(
VvJXvf(XûJYuT+(Yvf)TTRJx*TR
-(Xvr'TR
)Toi
W
TR
(
+ f
s
+i[(v),v^),v]+r
^
T
-^
i=l
i
2
i i
V
da
da
da '
L
pJ
where
<3N FUS
^NFUS
âFi
FUS
daFUS
aa
<3QF
dQF
da c
da
(3aF
da
QR
ao
da
<3aR
da
da
da
7.1.6.4
NW=
~( W^YR -(XWVYT "^W-^T
(X
VT""
^TR
Tf
7.1.6.5 N
+ <Y*V*xw -(x)w^Yw+(Ye^xT -(x)TiYr

+ (Y)
0 VT
LX
VT
-(X)
VT
LY
VT
+(YA)
tf TR
7.1-40
LX -(X)
0
TR
TR
JL>
TR
do
j =l
0q
where
dq
do.
du
do.
Q.
do . ,
dq
du Jf,z" ~ v0
da
7.1.6.6
I dQF ,
V0 (3a AXF
dQ,
do,F
dalf
dq
dQ.
db,F
db,
dq
do.
da,.
do
db,
da,,
dq
db,.
dq
"
NJ'IVI
7.1.6.7
N(
F-
N^=(Y^)FfXF -(X^)F<YF +(Y^)R^R -(X$)RJ ^R
+^)wi8w-(X4)wlY.
+(Y^)TXT-(X^)TYT
- ^VT^VT-(^'VT^VT + (^)TRSXTR-(X^)TR^
+lW*Xp -<x*>A ]+-x1 --T5
7.1-41
TR
where
*2L
dQ.
Vo
da
7.1.6.8
7.1.6.9
aQP
d/VV
V0( da
dp
dQr
dQ.
'da,
dp
db,_F
dp
dQ
da,
dQ.
db,
da,_
dp
db IF
1Z ) + (r^H-r-1) MT-) l-~')
d/3s
R~
da
3b
V,Y*V*XF -f),lYp +(VR^R-(VR^

+ (YJ x -(XJ,) JL + (YJ,) L
+{YJ,)
f
VT
-(X^
*VT
JL
TVT
VT
+ (Yj,) JL
-(XJ,)
doF
aoR
TR
(Y
-(XJ JL
(X )
lL *V, v * nS
+-
TR
* TR
JL
Y
TR
where
dQ.
dr
dQ.
V0 d/3s
dQc
X
du
dQc
Y
(Jo,
7.1-42
da,c
dr
dQc
(3b,
db,
dr
doR
dr
dQ
aoR
~V0 ds
Ax
du
AY
"
dQe
da,.
oQR
<3b,
do.
dr
db,
7.1.6,10 N^
N^'-Izz
7.1-43
7.2
CONTROL DERIVATIVES
In response calculations, particularly when stability
augmentation devices are used, it is necessary to
determine the control derivatives.
For some high performance helicopters, especially the
compound type, the control system may consist of a
mixture of conventional helicopter and fixed wing aircraft controls. The analysis of this type of control
system is beyond the scope of the present work. However,
the mathematical procedures given below for the conventional helicopter controls can be readily modified to
include such control systems.
The conventional helicopter controls consist of:
(a)
Pilot Longitudinal Cyclic Control (B, )

The longitudinal co. ~ol, B(, , is applied through
a forward or aft control stick motion. This
control gives rise to a pitch moment about the
aircraft center of gravity. For single rotor
helicopters, the stick motion actuates the longitudinal cyclic pitch, B|_ . For tandem rotor helicopters this control, which in some cases may also
activate the cyclic controls of both rotors, B|F
and B, , always applies differential collective
pitch. Differential collective pitch is achieved
by reducing the collective pitch on one rotoi head
and increasing it on the other.
On tandern rotor helicopters, the control moments
due to longitudinal cyclic control are very small
compared to those obtainable due to differential
collective pitch. Hence, longitudinal cyclic pitch
is utilized mainly to maintain the flapping of the
rotors within reasonable limits. In some modern
tandem rotor helicopters, longitudinal stick
activates only the differential collective pitch,
and the longitudinal cyclic pitch is a separate
system which may be programmed automatically with
speed.
7.2-
Mathematically, the longitudinal control of a

helicopter can be expressed as:
B.c"diVe'Vf' AV9i&eo,
where d, , e,, f, , and g, are the appropriate linkage
ratios between the stick motion and the actual
control motion. In the case of single rotor helicopters, the linkage ratios e,, f, , and g, are zero.
For tandem rotor helicopters, generally d, = e,
(or both d| and e\ may be zero for some modern
tandem helicopters), and f, = g, . Thus, the longitudinal control for tandem rotor helicopters
becomes:
+
VVB.F BIR)-MA0OF-A0OR)
(b)
Pilot Lateral Cyclic Control (A,
The lateral control is applied through a lateral

stick motion (right or left) which activates
lateral cyclic pitch control at the front and rear
rotor (A, F and A, R ) in the same direction as the
stick motion.
The lateral control can be expressed as:
U=d2Alc+e2Al,
where d2 and e2 are the control linkage ratios.

For single rotor helicopters, e2 =0
rotor helicopters, d2 =e2 , thus
Vd2(V\
7.2-2
and, for tandem
(c)
Pilot Directional Control (Sr )

Directional control is applied through a pedal
movement. For a tandem rotor helicopter, the right
pedal forward applies the lateral cyclic to the
right on the front rotor head (A( ) and to the left
on the rear rotor (A, ) . In the case of a single
rotor helicopter, the right pedal forward increases
the thrust of the tail rotor to the left, through
a change of tail rotor collective pitch (A6VJ.
In general, the directional control can be expressed
as:
Vd3A'F-e3AlR-f3A0OT|
For single rotor configuration, the linkage ratios
d3 = e3=0 . For tandem rotor configuration, f3 = 0
and d3 =e3 . Hence, for tandem rotor helicopters,
&rcsd3(AlF-A,R)
(d)
Pilot Vertical Control [9C\

Vertical control which is achieved through a change
in rotor thrust is applied through a collective
pitch lever, which activates the collective pitch
of the front and rear rotor in the same direction.
Thus:
0c = <i4A0OF+e4 A0Of
For a single rotor helicopter, the linkage ratio

e4= 0 , and in the case of a tandem configuration,
d4= e4 . Thus:
C = C14(A0F + A0R)
7.2-3
I
(e)
Stability Augmentation Systems

Stability augmentation devices are utilized to
introduce corrective control inputs automatically
into the helicopter control system. These inputs
are generally mixed with pilot control inputs.
The total control motion can be written as a superposition of inputs from the pilot control and from
the stability augmentation system as follows:
Longitudinal Control
B,=J, 8,c+B,s
Lateral Control
A,=J2A,C + Als
Directional Control
&r
=J
3&rc+Srs
Vertical Control
=J40c + 0s
In the above expressions J, to J4 are the pilot
authority ratios for longitudinal, lateral,
directional and vertical controls, respectively.
7.2-4
7.2.1
The Longitudinal Control
(Bic) Derivatives
7.2.1.1 XBir.
ax aB,F
c aB,F aelc
ax a0OF
de0f aB,c
i rax , dx i
d,'I l^Bu.
^"1
aB. J
d* ae,R
ax a0OR
+
aBlR aB,c
de0 R dB.X
ax
aôp
f,
ax
daOR
where
dBlf
= -r
aaF
cos(a-6F)-(-rcos
A. -=sin A.) sm(a-F)
F
daF
aaF
ax I._
aoF MSfa
, .<F)+(
w,aL
ayF 8inV8in(a
. .<F)
F C0SAiF
A -_
_
__
/^y
aBlR
^n^
ai_R
ayR
cos(a-R)-(cos A, +sin A, )sin(a-cR)
aaR
' a a,
aaR
ax
ae0R
aLR
av R .
ao,
cos(a-R)+(jr cos A, + -sin A, )sin(a-eR)
R
R
a0R
00oR
voR
Ye
7.2.1.2
ic
1 r av
\
d . dB,F
aBlR J
where
av
aB,
*-F
, dYF
A
-r
sin A,
F + cos A,
daF
daF
*"
7.2-5
av]
dY
dB,.
(?LF
<3YF
*-(-;-sin A, ,R- -cos A,)IR

da*
da*
dy
di_R
ae0R a0R
7.2.1.3
<3YR
sin A.lR - - .
dQ'OR
f
cos A.lR
Bic
z*B .j-rjL+jiiLr-4Lail
^ 'r.
c
d. LdB
UlB.lF
d,
dB.lR J
dB
f.i ô
Lao.
0p
dflr-J
ô
R-
\diere
-r-^sin la-f.) + l-r^cos A,---sin

A,_)cos
(a-F)
F
F
dBlp
daF
daF
daF
dZ
de OF
dZ
dB,p
dz_
r dDF .
=
dVr
sin(a FHl
-^
"
C0S
^"^sin^)C0S(a"F)
dDR .
sin (a-R) + (-rR-cos A, R + sin A, )cos(a-R)
daR
daR
daR
dL
\uu
do.R sin(a- )+(-T7rcos
A 4,
A,
R
Li w
R
,R
dn.
oR"! d0_
d&_
OR
dY
* sin
A. )cos (
*-R>]
do0R
d6
O B
B
7.2.1.4 ~
'c
a/
x c -4
d, LaB,
F
, a
aBlR
HI-
aX aX]
^0f ae0FJ
7.2-6
'R
where
aX
dz
dBt
dB,
dl
dA.
ddt
dX
_az_
<*,
dl
deQ
c;a,c uF +
AZ
dX
av
HUBF
B,F
dl HUB
o0OF
ji_Y_
a HUB
V<JI,RV aBlR
HUBR
ae0
~aen/ *
aa
and
dt HUBF
eb
dB,
dt
dblF
Ms
F
ablR
ebfl Ms
HUB R _
dB IR
da
7.2.1.5
Bic
dM
'c d, dB F
MB.
daF
dM
dB |R
i r dM
L
f.
d0oF
dM
d0OR
where
dM
dB 'F
dM
dn-
dx
dz
dBlF ^ F
dB,
dx
dfl
_dz
L +
.
dM HUB
dB,
dMHBF
7.2-7
dM
aB,H
ax
aelR
dM
ax
dB( *XR
^Z
dB,
,
dMHUBR
and
M
ebfl, Ms
HUBF
^ iF
<3MHUBO
7.2.1.6
Nfl
c3alF
F
eb Ms
(3aF
da)o
Na
ic
s_L(JN-+_N_,__L(_dN___dN.)
d, aB,F
aBlR
f, aeF ae0R
where
<?N
aB,F
<*N
a^0F
av f
"dB,/xF
ax
aB,F V
aoF
aB,F
_ av
de0/*F
ax
de0F*YF
aoF
de0f
Q
du _ av
_ax_p
Ax
aBlR aBlR R aBlRAYR
as!R
aN
ae0R
aoR
ae
av
_ax_n
x
ae0R" R ae0R YR
^ R
and
7.2-
dQF
;T.F.)O-R
1J
\d^\
F
r a Co -,
do
(T.F.)o-R
(3B,
(3ac J
7.2.1,7
Stability Augmentation System
IB|S) Derivatives
All required IB|S) derivatives for stability augmentation

systems are identical to the control derivatives (B|c)
presented above. Thus:
Ss'^'c
B,S
<^B,
MB,s - MB|c
*^w
NOTE:
7.2.1.8
"V NB.
In order to obtain the longitudinal control

derivative (B|C) or (B|s )
for a single rotor
helicopter, all derivatives with respect to
QQJ B|
, and 60 are eliminated.
Rate Derivatives^ and
'S'
The rate derivatives, B|C and B|S , are considered to be

small and are herein neglected.
7.2-9
7.2.2
The Lateral Control
7.2.2.1
(Aic) Derivatives
XA
IC
ax
(3AIP
ax
c"dA,.
dAu
dAu
k,
aAiR _ j_ _ax_
Au
d2
dA,,
where
-^- = -(LFsin Alp+YFcos Alp) sin (a-cF)

u
'" = -(LR sin A, -YRcos A,J sin la-R)
dA
7.2.2.2
YA
I (-^-i~
, <3Y -f-.
= i-
c d2 aAlp
dY
(3A,
where
dY = L cos A, -Y sin A,
F
F
A,F
dv = L cos
R
aAlD
7.2.2.3
A,B + YR
'R
sin A,
'<
d2 aA,F
aA,p
7,2-10
â_x
A,,
where
dz
<3A,F
= ILF sin Ai +YF cos A,F)cos (a-F)
dz = (L sin A, - Y cos A,J cos la- )

9
R
R
Alo
7.2.2.4 Â>c
XAi .J-^ + i)
'c
d2 dA,F
dA IR
where
dX
dZ
dV
YF
^7 "^7^ "l^r
dX
dz
dA.
dA.
dAu
eb Ms
dA,F
dXHuBK
aAlF
dY
dXHUBF
dX HUBR
ZR
dA
ebfl Ms
7OLHUBR
7.2.2.5
ZF+t
*ic
\ d2laAlF
aAlR'
7.2-11
where
dAlF
aA,F ^F
du . dx M
A1R
aAl>
dAlF
dl
aA,/*
7.2,2.6
*ic
'c do dA.
A,
where
ON
dAlp
Y dX |
AX
dAlF F aA,F AYF
aN
ay p
ax
x
flA,. "dA, ' dA,.
7.2.2.7
t
Y
^'s^ Derivatives
All required (Au ) derivatives for stability augmentation

systems are identical to the control derivatives (At )
AA.
A|S
Âi
M
's
X A,
A.c
'-'Ai
A,s " *^ Ai
A,c
Âi
'A
Âi
'S
Âi
'C
7.2-12
s,
-A's=iA'c
NOTE:
",.
In order to obtain the lateral control derivatives

IA, ) or (A, )
for a single rotor helicopter, all
derivatives with respect to A,
are eliminated.
7.2.2.8
Â|c and
Rate Derivatives
The rate derivatives (A|- and A| )

^s)
are considered to be
7.2.3 The Directional Control ^rc) Derivatives
.2.3.1
7.2.3
rc
*rc
ax
dA,F
dx
dA,R
dx
<?AlF
asrc
aAlR
asrc
**Tn
ax
-M
d
3 <3A,F
d0OTR
d
ax,j_ ax
aAlR
f3 QTP
where
ax
dYTR sin
. ,(a- )r-cos(a-
, aoTR
.
(
TR
TR)
de OTR
as0TR ae0TR
7.2-13
Y6 s-L(_3L__Y_)__L_L
8
'c d3
<JAlF
dAlR
fj dd0rn
where
dY
dJ TR
^cTR
ae0TR
7.2.3.3
Src
- ! ( dz
Vd3 <3AIF
dz.
dAlR
dz
ae0TR
f3
where
dz
dY TR
-[LdoTR
d0oTR
7.2.3.4^
!
S
rc
,
* , DTR
.
.1
cos (a-eTR) + -j^ sin la-cTR)
asOTR
r(
dX
d< >
d3 dAlr. " dAlR
dX
f3 d0oTR
where
dX
a ftOTR
<3z..AY-.__i_
i /\
A
ôTRAY- de0^*T*
7.2-14
7.2.3.5
Src
8rc
dj dA,F
dAlR
fs d$0jH
where
dto
dX
dZ .
lr-.--Zr-L
x +
OTR
ôr
^ TR de0TR T ae0TR
7.2.3.6
Src
K ' d, dA,F
dAlR
f, d6oTR
where
7,2.3.7
(Sfs) Derivatives
All required (8rs) derivatives for stability augmentation

systems are identical to the control derivatives (8r )
V XSrc
5r8
^8rf S^Src
brc
7.2-15
VZSr
NOTE:
Srs
=N
8rc
In order to obtain the directional control

derivatives (8r ) or (Sr ) for a tandem rotor
helicopter, eliminate all derivatives with
respect to l#iTR). *n tê case of a single
rotor helicopter, eliminate all derivatives
with respect to (A, ) .
7.2.3.8
Rate Derivatives [g[c and
Srs)
The rate derivatives Src and Srs are considered to

be small and are herein neglected.
7.2.4
The Vertical Control
7.2.4.1
^c^ Derivatives
ftc
ax de0f dx de0R i ax
ax
=
(
+
^c a^7 ^^"^"aaT T4 '7F a7R)
where
dx
dx
ae0R
dOF
.
XJ, dLF
= - --COS la-F) + l-TT
dDR
ae0R
C0S A
, , . aLR
IP"
3YF
T^"S,n
5YR
%
lr'
, ,
S,P 1O
cos(a-eR) + (-TTT cos A.+^-rsinAu)sin(a-

R)
,R
R
^0R
7.2-16
aev
" F'
>'
7.2.4.2
flc
where
<3Y
a0R
ai_R .
JYR
^sm A, rr-2- cos A,
ae0R
* a*0R
*
7.2.4,3
3C
7 . i, dz . az
"c"d4 a0F a0R
where
az
op
dz
deQR
r DF
v . du
ayF
- L To~sm(a~^ + ("Icos A,F-sin A!p)cos(a-F)
ôF
DR
r aD
dt0F- * de0f
au
ai-R
sin {ar ]+(
".I9
757
0R
*** *de
5T
0R
C8
ayR
sin
\ 357
a&\,R
7.2.4.4^flc
'
-_L( < i <^î

7.2-17
,..
cos {a ]
- \
whe..
-Jfv -Tr/7 +
a**
a$0FAVF dB**1*
dX
dZ
(?Y
ae0F
(3XHUBR
^0/ d9o**n~ d9t***~ d90R
7.2.4.5
0c
where
^0F
a*
da0,
3M
ax
*oR
M*
^M
lF
*7-
âz_
in A
Ay,
ae
0F *F
az
Lf --nrL +
"
aMUBF
w
dtA HUBR
ô, *"
<*0OR
7.2.4.6Nflc
where
aN _ aY
_ax_
doF
a0F a^ >< avVF *o,
7.2-18
av .
X
a0DR Ax
3N
de.
7.2.4.7
ax
AYo
ae0o
**
U
R
AO
dQR
ae~R
(fl
p )
s Derivatives
All required ($s) derivatives for stability augmentation

system are identical to the vertical control derivatives
(Qc) given above. Thus:
\ -' \
#s
Bc
*e%'z'c
NOTE:
7.2.4.8
X0s -xe
Mn
=Mn
=N
#s
es
ec
In order to obtain vertical control derivatives

for a single rotor helicopter, it is necessary
to eliminate all the derivatives with respect
to (0OR)
The Rate Derivatives
^c and
The rate derivatives {Qc) and (0S)

7.2-19
#s)
are considered to be
7.3
LOCAL DERIVATIVES
The local stability derivatives contained in this
section are presented as partial differentials of
local forces and moments of aerodynamic components with
respect to local wind conditions. These derivatives are
expressed in a suitable nondimensional form and are
obtained for the following aircraft components:
(a)
(b)
(c)
(d)
(e)
(f)
7.3.1
Main Rotor (or Rotors)

Fuselage
Wing
Horizontal and Vertical Tailplanes
Tail Rotor
Propulsion system
Single Rotor (or Front Rotor of a Tandem Rotor

Helicopter)
The rotor local stability derivatives must be evaluated

at the required rotor solidity (<5). These derivatives
are obtained by utilizing the values corresponding to
rotor solidity of 0 = 0.1 and by applying the
appropriate solidity correction factors presented in
Section 7.4. The rotor derivatives for 0 -=0.1 were
obtained from the theoretical results of Reference 1
and are presented in the form of nondimensionalized
charts in Section 7.5.
Some of the rotor derivatives, such as Y-force and
coning angle (0o), for which the numerical data was
not available were determined analytically using the
classical rotor theory. Wherever possible, these
derivatives were expressed in terms of rotor
parameters for which the performance data of Reference 1
could be utilized.
7.3-1
7.3.1.1
The Longitudinal Speed
Derivatives
^(^)-
(T.F.) a
(3uF
( F)
1 L da {
&R
d(-C'
"l
(3uF
JF
OR
(T.F.)crl rJTT
ftR -I L du.
duF
aop
r at-%)
r (T.F.) o-i
aUF "1 a
JF t
'/*
dat
(3a,
2--( .,
<3 U F
SIR
ab,r
>
F
7.3.1.2
aLF
'-)
ebn M S
dctf
OUF
d0|
(3uF
The Angle of Attack
(T.F.)crJ
(T.F.) ex
(3aF
dYF
<3b
F
<3DF
aî
d uF
(3uF
eb.0, M.
HUB.
aMHUBF
a/x
(3b,
) (
&R F
(3uF
(3 a
aM J
(T.F.) cr
a(^)
(3ac
(3ac
r dfe)
22]
ac -"F
7.3-2
(gf) Derivatives
_|i = [(,,)aR] [M]

L
da?
J L
F
*-(
daF
dac
db,
(3b,
aacJF
- =(-r~)
<3aF
dac
eb
^HUBF
A
0aF
OaF
^ = (
The Side Slip Ws) Derivatives
7.3.1.3
d..
ab,
ab,
eb2M,
<3MHUB
daF
'-
da?
= b,
"F
= -a,
dQF
dQF
daif
a/3s
aa,F
a#s
a^- HUBF
ds
aMHUBF
dQab;p
<3b,F
a/3s
= -M HUB
HUB
7.3-3
7.3.1.4
The Angular Pitching Velocity (q) Derivatives

34
dq
dq
db,
db,
2
Ly
r^(i883-/i )JF
7.3.1.5
<3oiF
s (
dp
"
7.3.1.6
'
The Angular Rolling Velocity (p) Derlvat.ivps

r
dp 'p
^bF
L ft (l.883+/i2)JF
do,
dp
1.803
1.805
= (-7)
dq 'F
dq
dbi
dp
1.883
L&
(I.883-/I2) JF
f"
34
"
Lyft(l.883+/i?) JF
The Angular Yawing Velocity (r)
da, L
da,
dr
dr
do,
da,
dft
d/x
fj.
=M .--Ê-. {JL
db,..
db,
dr
d/i.
7.3.1.7
Derivatives
ft
a
F
ft
The Longitudinal Flapping Angle
dLF
da,F
7.3-4
^Q\^ Derivatives
DF
da,F
avF
=L
= 0
IF
da, J -fMM''4^1
2
F
(3QF
[<"-] [^]
7.3.1.8
The Lateral Flapping Angle
tbjg) Derivatives
at-,
= -Y,
ab,F
=0
(3b,.
r ac-#)i
a r
, i
8
Co,
2,
& [""][4?*]
7.3.1.9
dl
dQ*
Rotor Collective Pitch
J L
(&F)
Derivatives
din *r
7.3-5
d%F
JFL de75 J
CQ._
a^,F
d* HUBcL
-T
a^
MHUB_
L
dq*
7.3.2
v d.75
eb
=(
=
*0
^b,
(T~-)
F de.75 F
ebft M_
da,
1) ()
de75
Rear Rotor of a Tandem Rotor Configuration
The local derivatives for the rear rotor of a tandem

rotor helicopter can be obtained in exactly the same
manner as those for the single rotor presented in
Subsection 7.3.1. However, to avoid duplication, the
majority of the rear rotor derivatives can be formulated
by changing suffix (F) to suffix (R) in the equations of
Subsection 7.3.1 with the exception of the following:
db R
dq
db.'R
dp
doiR
ox
I
1.883
L & (1.883 + /i )JR
I
34
Lxft(i.883+^2)
da,v
,,
tfjL
) ("TO
of! R a
db|R
db\
Or
Op p \l
a
R
7.3-6
= -b
ds
8
ds
VXHB R
ds
- =MHUB
^MHUBR
a/3s
7.3.3
" UBi
Fuselage Derivatives
The required local fuselage derivatives are

obtained by taking slopes of the appropriate fuselage
data. It is recommended that the actual test data such
as presented in References 2 through 4 for various
fuselage shapes be utilized for this purpose.
7.3.3.1
The Forward Speed
dLFUS
d"FUS
"V0
^ FUS^
LFUS
2
dDFUS
- Vo DFUS
duFUS
<3YFUS
2
YFUI
"V7
<^FUS
U
^ FUS
(3MFUS
. 2
v0
Fus
= ^-MFUS
^"FUS
<3NFUS
duFUS
tM~
7.3-7
Derivatives
7,3.3.2
The Angle of Attack
Êus_
= qA
A,
daFUS
âFus^ Derivatives
aC
LFus
(,
""'"'da FUS
^^l>
d
- ""' aaVus
FUS
JZ
-q Aûs (-r>
oa
Fus
oaFUS
da.
qA
FUS
'WFUS' aapus)
-4-
OQFUS
Wrus<
>
"qAxFUS;(FUS("n
'
CaFUS
7.3.3.3
The Side Slip Angle ^s' Derivatives
aL
FUS ...
, a*,, US
- < A*FOS
FUS
<?/3s
'
'dt
aD
FUS . _ .
, <*,,.
A
XFUS
a/3s = 1'-FUSa/3s .
aY
FUS
,^FUS.
îui . q A
fe*)
aM
<^FUS,
FUS . .
ds 'qAxFUSXFUS(-^7'
7.3-8
"
NOTE:
7.3.4
xFUS
FUSl
The remaining fuselage derivatives can

be neglected
Wing Derivatives
7.3.4.1
tyw) Derivatives
The Forward Speed
Vo
2
Vo
.3.4.2
<3LW
The Angle of Attack (qw) Derivatives
= q awSw
dDw
2LW
daw
7r( ft)w
aw
The remaining wing derivatives may be neglected.

However, if required,the additional wing derivatives
can be obtained from Reference 5.
7.3-9
7.3.5
Horizontal Tail Derivatives
The horizontal tailplane derivatives can be obtained

in exactly uhe same way as for the wing by changing
suffix (W) to suffix (T).
7.3.6
Vertical Tail (Fin) Derivatives
7.3.6.1
dL VT
3uVT
do 1 =
The Forward Speed
dUvT
7.3.6.2
D VT
The Angle of Attack (q VT) Derivatives
do VT
(3UT
Derivatives
VT
Vo
2
( VT)
=0
daVT
^ VT
7.^.6.3
The Side Slip Angle tfts) Derivatives
a i-VT
' Q QVT^VT
7.3-10
dP VT
^LVT
Tr(/R)yj
7.3.7
Tail Rotor Derivatives
7.3.7.1
The Forward Speed
dl
rn-n-i r a,<a\-
duTR
(3DTR
r (T.F.)O-I r ac-^g-n
L &R JTRL a/x -1TR
Derivatives
( TR)
M-ÎI-
aUTR
&R
TR
(3/i.
TR
dvTR rir.F.)o-l r a(4r)1
aUTR I- nR v a^ JTR
^
7.3.7.2
r /-rr\ _n
r A/
(q
The Angle of Attack
dfTR _ <3DTR _ ayTR

aaTR <3aTR daTR
7.3.7.3
aoTR
daTR
TR)
Derivatives
= 0
The Side Slip Angle (ffs)
7.3-11
Derivatives
a/3 S
TR
on.
r..
(TF R.1 raw
ua
TR
Co.-,
ir--[ " li
TR
7.3.7.4
oac
TR
The Tail Rotor Collective
(&TR)
Derivatives
tfTTR L... i r a^)

^R
KLHS*]
L
TRL<3e.75
TR
(TF)
^TR^
%R^JTR
^,s[(T.,,j [4&]
<HTR
TRL^.75JTH
^L.[(T.F.).R]
a$TR
[4*1
ae J
JTRL
75 TR
The remaining tail rotor derivatives, if any, can be

neglected.
7.3.8
Propeller Derivatives
The propeller local derivatives can be obtained from

appropriate propeller charts. A good compilation of
propeller data is contained in References 6 and 7.
7.3-12
REFERENCES
1.
Tanner, W. H., Charts for Estimating Rotary Wing

Performance in Hover auc at High Forward Speeds, N.
Space Administration, Washington, D.C., November 1'-;".
2.
Sweet, G. E., and Jenkins, J. L., Jr., Wind-Tunnel

Investigation of the Drag and Static Stability Charar
teristies of Four Helicopter Fuselage Models, NASA
Technical Note TND-1363, National Aeronautics and Space
Administration, Washington, D.C, July 1962.
3.
Biggers, J. C, McCloud III, J. L., and Patterakis, P.,

Wind-Tunnel Tests of Two Full-Scale Helicopter
Fuselages, NASA Technical Note TND-1548, National
Aeronautics and Space Administration, Washington, D.C.,
October 1962.
4.
Williams, J. L., Wind-Tunnel Investigation of the Effects

of Spoiler Location, Spoiler Size and Fuselage Nose
Shape on the Directional Characteristics of a Model
Tandem-Rotor Helicopter Fuselage, NACA Technical Note
TN-4305, National Advisory Committee for Aeronautics
(presently, National Aeronautics and Space Administration), Washington, D.C, July 1958.
5.
USAF Stability and Control Handbook (DATCOM), Flight

Control Division, Air Force Flight Dynamics Laboratory,
Wright-Patterson Air Force Base, Ohio, October 1960,
Revised July 1963.
.
6.
Yaggy, P. E., and Rogallo, V. L., A Wind-Tunnel Investigation of Three Propellers Through an Angle-of-Attack
Range From 0 to 85, NASA Technical Note TND-318,
National Aeronautics and Space Administration,
Washington, D.C, May 1960.
7.
Olcott, J. W., Tests of a Hamilton Standard Four-Way

21-Inch-Diameter Model Propeller Employing the U.S. ? JVAirborne Model Test Facility, Princeton Report No. 6/3,
April 1964.
7.3-13
.,,
7.4
CORRECTIONS OF ISOLATED ROTOR DERIVATIVES FOR VARIATION

OF ROTOR SOLIDITY (<j)
The isolated rotor stability derivatives presented es
charts in Section 7.5 apply only for a rotor solidity
of <J = O.I . In order to evaluate the required stability
derivatives for rotor having solidity crXO.I, the
following solidity corrections must be applied:
7.4.1
Solidity Corrections for (/x)
#.{[
(3/x
M3
0.
<"
Derivatives
dac Ja,J
where
Ac = a-0.
K, Aa
rdt-*)
2fif
d Or
( ) 0.1
(^)
0.1
- denotes stability derivatives for rotor

solidity a =0.1 . These values can be
directly obtained from the charts of
Section 7.5.
_ r *$r
dM
o.i
2MZL dp
o.i
where
2 Cr
Kz--^ u -()-
/x
aM
CQ,
d&)
djj.
+K;
0.1
ai*
J
<3<xc
7.4-1
o.i
'
m
do i
_ , dai x
H-
,v , dai x
da
H> o.i
(3bi
, c)bi_x
<
c o.i
ITr
, <3bi
o.i
o.i
d\ . dx v .rr / dx x
-r M--) + K2V-r~~'
d/z
d/i no.i,
dac O.I
74.2
lac) Derivatives
&}..
[-#]
*.,{[*i.4iL,[*ai]}
dac
~" L duc
ar
n (
* L (7ar -L
a.
a-
0ar
^-=K,
r gtjgn
I dac J O.I
dac
doi
dac
dac o.i
dbi
dac
dac
ax
7.4.3
= K,
O.I
dx
dac o.i
dfe)
<"=K,
as75
ai^)Lx-,
'-<?0.75-
o.i
7.4-2
'A.75) Derivatives
atjft
ae.7&
ro
O.l
where
atM
211
ae.75 -"55T.
ae"75 o.l "* ."XT~, 0.1
da,
dd\
den
de 75 0.1 -1.1^) 0.1
ab,
ae .75
ab.,
dO~
'.75
<3b.
.75 O.l
de.75
O.l
O.l
da-
O.l
7.4-3
o.l
7.5
ISOLATED ROTOR DERIVATIVES FOR ROTOR SOLIDITY <r = 0.1

The change of rotcr aerodynamic parameters with respect
to the basic variables, /x , Qr , and 075, are defined
here as isolated rotor derivatives. These are
functions of the trim values ac> /i , 75, and My, as
well as of the design variables <r , Q{ , and y .
The isolated rotor derivatives presented in this
section apply to mtor solidity of <j =0.1, blade
twist of 6\ - 0, advancing tip Mach number of MT = 0.8
and a range of Lock inertia number varying between
y =2.0 and / = 25.0.
One of the prime parameters affecting these derivatives
is rotur solidity <r. In order to obtain the required
values of the derivatives for rotor sclidities other
than a = 0.1, appropriate solidity corrections must
be applied. Such corrections -nay be obtained by
utilizing the equations presented in Section 7.4. The
effect of blade twist and advancing tip Mach number may
be obtained from the charts presented in Subsections
7.5.** and 7.5.5, respectively. The Lock inertia number y,
although generally negligible in performance work,
primarily affects rotor flapping motion. This effect
of y on rotor flapping derivatives can be easily
accounted for, since the parameters such as coning angle
QQ J lateral flapping angle b, , and higher harmonic
flapping terms are essentially proportional to y .
The isolated rotor derivatives have been extracted from
the theoretical rotor performance data presented in
Reference 1, by utilizing the graphical slope method.
The data of Reference 1 include the effects of
compressibility, stall, and reverse flow. The assumptions of classical theory, such as uniform induced
velocity, rigid blades, no radial flow and two
dimensional steady aerodynamic effects are retained.
These derivatives cover the range of tip speed ratios
between p =0.3 and fi =1.0. The derivatives for the
low ^1 values, /j. < 0.2, were obtained from Reference 2
and were converted into the form utilized for the
derivatives of /i >
0.3. The results of Reference 2 are
based on classical Bailey theory with all its
assumptions and limitations.
7.5-1
7.5.1
Isolated Roter Derivatives With Respect to Rotor

Tip Speed Ratio (^)
7,5.1.1 -g for cr=O.I, 0,=O, andMT = 0.3
Figures 1(a) through l(i) present the isolated roto?.derivative (3(CL'/a)/(3/x as a function of CL7<r for
constant values of .75 , covering the range of tip
speed ratios from /i=O.I
through fj. 1.0
. The
values of diC^/a) dfi for /JL - 0.1
and 0.2 (Figures 1(a)
and 1(b)) vere obtained from Reference 2 by utilizing the
following equation:
d(%4
dfe)
cos ac
dg* sin a
Values of the d[C^/a)dp for /1 > 0.3 were extracted

from th? theoretical rotor performance data of
Reference 1, as slopes of the CLV<7 vs. p relationships
for constant values of 75 and ac .
7.5-2
<7>
O
10
N
Q>'
(L
o
O
0
Cfl
QJ
r-
rH
o
o
>
u
C
CTJ
4J
CA
10
o
o
c
0
o
m
o
>4-l
^
0
yib
"
o
<r
o
o
ro
O
O
'
b
^
5
H
+
^r*
T}
U-4
c
o
CM
O
u
crj
crj
>
0)
g
o
o
o
~4
"O
7.5-3
o
6
T>
T3
3
C
01
u
00
7.5-4
CO
e
5
c) o b
n
ii
>
^2 c" b
k
\
^
<s>
o
o
V
\
0
O
lO
^.
10
CD'
o
o
-1
d
<D
3
.5 drO
c
0
.
r-i
rO
o
o
a
^
9
GO
Eb
C\J
O
o
CM
o
o
o
""
o
o
1
o
C\J
O
1
O
I
7.5-5
CG
C
ii
ii
i.
ii
^ 5 <" b
o
CvJ
.
"D
O
~J
Ut
r-i
"-"*
_j
-î^
o
o
Q)*
\
\
1
i\
ro
O
tu
bo
u.
II
o
,
o
o.
o
1
ol
ô
:L
'O
7.5-6
o
CO
o
ro
,,
^r
d
XJ
p-1
IT)
CO
ii
it
ii
d d o o
=1 5 of b
0
4|
o
CVJ
.
<f
r-
T5
CD
*T"
Q5
ob
J^,
o
o
u
H
\
\
fO
o
o
in
H
4J
03
cu
M
0')
\
\
o
ro
o
o
o
d
o
^-
<*lb
o
d
ro
O
^
T>
7.5-7
,*u
ID
CO
"
ii
d
- J: r
-JL -
0
CM
0
CD
ii
T3
o _
u
CJ
H
C
O
o
ro
O
CO
g
d
C
Ct4
V
g
d
o
CM
d
i
Hi
7.5-8
-1
o
ro
O
I
10
r
N
CO
II
ii
ii
d O
ii
CO
m
q
N!
/-"I
VJ
*7*
<*|b
*
o
-a
<u
P
c
H
o
u
o
CD
3
00
\
,
\
\
g
d
\
o
.
o
o
CVJ
d
i
c?Jbl
7.5-9
o
d
I
-'
X
o
II
II
o 6
II
II
^ 5 Co b
00
\
c
t
i
i
*o
O
t
1
I
T)
OJ
3
o
o
b
!_,-.
\
\
^
o
o
r-i
u
1
u
H
CD
ro
O
O
1
\
00
O
O
\
\
\
\
o
CM
g
o
o
o
o
CO
o
I
7.5-10
bfl
H
CO
00
o
.
h> c_ o
II
II
II
II
o
o
<0
O
O
o
0
10
o
o
" * 1
1
11
0)
CO'
o
o
CM
o
c
o
6
u
C
o
u
o
6
g
6
i
6
!
TD
7.5-11
atjgj
7.5.1.2
foe er =0.1, 6 =0,andMT=0.8
Figures 2(a) through 2(e) present the isolated rotor

derivative d[CDl/a)/dfi as a function of CL'/o- for
constant values of fi covering the collective pitch
range (075) between -4 and +12. The values of the
above derivatives for fj. > 0.3
were extracted from
rotor performance data of Reference 1 by graphically
obtaining the slopes of the CD'/a vs. /JL relationships
for constant values of 75 and etc . The derivatives
for fj. < 0.2 were obtained from the data of Reference
using the following expression:
d(4i4
aM
cos ac +
d(-24
sin ac
7.5-12
by
??5
I>
m
h t-
Q)5 Q) b
CD
.-i
>
U
CO
u
en
G
00
o
u
>
v\
\
o
U-l
ob o
J
ii
b
k
\
^r
4b
1
14-1
O
c
o
H
u
cd
CO
>
CN
0)
00
H
O
o
o
d
to
O
d
(J
T5
7. 3-13
o
d
IO
CD'
T
o
CD
o d
H
ii
h - - .
Q) 5 0) b
t oo
If)
_J
1
CD
O
O
v
o
-<
if;
O
11
3.
" _J
O b
r;
II
0
U
CD"
ID
^^
^t
X>
o
o
tkQ
H
ro
O
O
CD
if)
o
o
<t
o
o
ro
o
o
CM
o
o
mm
^ *
=t
T5
7.5-14
o
d
U-
<v
u
C
ii
Q>*
o
U
Eh
7.5-15
ft
00
ii
II
ii
d 6
M
m
hi- CD 5 CD b
Al
/l
u
y
/I
/
g
T3
QJ
3
C
y "
O
/
ro
QJ
00
/
/
//
d
/
1 "* 1
8
d
o
d
U CD
CNJ
on x
s
d
00 "
sd
if
'O
^
T5
7.5-16
o
GO
o
d
2, 00
ii
!
ii
ro
II
=j
ii
P K CD' S Q) 0
d
k
T3
0)
-a
0
CM
O
CO
*
Q)
CM
0)
(J
QJ
U
Q
O
O
in
o
d
ro
O
C\J
o
d
T^
7.5-17
o
d
7.5.1.3
*^1
or = 0.1, 0, =0,and MT=0.8
for
Figures 3(a) through 3(e) present the isolated rotor

derivative (3(CQ/o") /dfi as a function of CL'/O"
fr
constant values of /j. for the collective pitch range from
0.75
-4 to 0.75
12. The values of the derivatives
for \L >
0.3 were extracted from the rotor performance
data of Reference 1 by graphically obtaining the slopes
of the CQ/CT VS. \L relationships for constant values of
Q 75
and ac . For values of ti <
0.2, the following
expression may be used:
f 8oAl .
8iAL0?s
.2Tv
31 55
(3t 41
LI
a/x
(3/x
2 IL 2
- X fl
at
56
Û2
dfj.
+ J- [s,t52+ 2X(S2t55-a,U,) +675(82196-at)]}
aM
where
dt 55
aM
= 2M
.3776-0.000648 /
1.250 + 0.000605/
<3t56
at 42
aM
+ 0.424/1
= 2ti 2.635 + 0.000942/
0.2587+0.00088 / +0.212p
= 2M 1.195 +0.000343 y
7.5-18
[o.,
-^-^ = 2u I 0.836 + 0.00032 v*
dp
The value of d\/d/j. can be obtained from Subsection 7.5.1.6,

and the parameters S0, 8, , 82, t52, t55, t56,
can be obtained from Reference 3,
7.5-19
,8
Too
CD
ii
to
ii
ii
ii
Q> 2 Q5 b
Cfl
>
C
cd
U
CO
C
0
'
(0
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00
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OS
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c
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C\J
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6
7.5-20
di
b o
II
'1
II
rt
m
h H Q) 5 CD b
O
ii
(0
If)
*?
QJ
C
4J
a;
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//
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d
CvJ
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d
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7.5-21
rO
d
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H
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* 6
M
ii
ii
m
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s a
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II
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If
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Ct)'
3
Mi
H
00
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OL
CO
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6
4
T3
7.5-22
ro
O
O
I
o
d
&s b
II
II
II
II
. - Q) 5Q) b
(>
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d
0
c
in
r4
a
C
0
o b
o
d
o
CO
n
Q>'
en
00
ro
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1 1 ro
Pu
1 \l
d
(
C
CO
d
ii
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d
ro
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jjbi
OJ
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^
^
7.5-23
2.
M
II
9
IS
1
ro
d
II
*
o
it
m
ll
^ I
ID
O
O
X)
o
**!
m
o
o
d\
r-i
u
c
" -Jl
tu
\,
00
o
d
o
di
ro
O
CO
O
TD
7.5-24
ii
m
N
u a>
ro
(\J
\
\
c
o
o
a>
7.5.1.4
-^-
for a- = 0.1, 0, = O? and MT=0.8
Figure 4 presents the rotor isolated derivative

Q\/dfi
as a function of CL'/<r for all values of 6 75
and /x
0.1 and 0.2. These derivacives for /j. > 0.3
are presented in Figures 5(a) through 5(g) as functions
of CL7cr for constant values of .75.
The derivatives Q\/dfL for the values of u< 0.2 were
obtained directly from Reference 2. The values for
/i, >
0.3 were extracted from the theoretical rotor
performance data of Reference 1 by obtaining the slopes
of the 0| vs. /j. relationships for constant values of 6 75
and dc .
The data of Reference 2, presented herein as Figure 4,
show that the derivative of the longitudinal flapping
angle 0| with respect t ? p is independent of .75
variation anri is only a function of /i . However, for
high /1 values ( fi > 0.3) the results of Reference 1
indicate a substantial variation of the {dQ\/dfi)
derivative with .75 as well as fi .
7.5-25
CVJ

. o o
ii
'
CVJ
'
O
^ 2E Q>
K
c
:i
o
o
C\J
O
o
c
o
co
o
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II
i
i-
Mi
J
"o|
l i[
b
u
**
-1
4.
a
''O
CD
ro
CO
o
^3
7.5-26
<7>
O
tO
00
ii
ii
d o o d
ii
0
C\J
^ 2 CD
00
00
O
O
m
CD'
IH
o
w
r-(
CO
>
JJ
tc
as
6
II
[\
e
o
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CJ
in
o
O
fb
o
d
ro
O
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ii
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4.
<"0
C
CJ
0
H
CO
H
03
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d
0)
H
If)
ro
t\J
d
o
7.5-27
s
*
CO
II
II
II
II
(Vi
ijCD b
0
_
0
- Oi
T3
0)

F- \\
Q3
\
CJ
\
^
-'
\W
V
\
\^
fO
d
o
7.5-28
m ao
ii
ii
ii
ii
=1 5 Q) b
9U
e
<D
o
C\J
* X
1
o
to
\\\
1
d
o
T5
7.5-29
<0 00
6 d
II
i|
O
II
:i
:L 5 <> b
!t
e
CO
A
\ ^
\NJ
\ ^
CM
QJ
C
}
c
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U1
0)
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P
W)
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ro
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d
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7.5-30
(X)
S CO o
1 ddo
.
ii
(7>
O
, - _
15Q) b
II
<5)
CO
A
-o

sd
CM
ro
^
'O
7.5-31
^,
m
Q>
fc
00
T4
ro
L
\
t
ft
O
I
tu
Q>
0
0)
C
CD
3C ii
S
7.5-32
QD o
: - d o
ii
ii
ii
=t5Qi b
II
T3
tf)
-a
3
IV
T*
oi
i
*
o
o
un
QJ
^
3
O
H
1
1
1
7.5-33
Kl
C
!*
CJ
7.5.1.5
"T^for a =0.1, 9, = 0, and MT= 0.8
Figures 6(a) through 6(g) present the isolated rotor

derivative dbj/d/A
as a function of CLV<7 for constant
values of Q 75 and a range of tip speed ratios from
p. =0.3 through p.
1.0. The values of the above
derivatives were extracted from the theoretical rotor
performance data of Reference 1 by graphically obtaining
the slopes of the b| vs. /LL relationships for constant
values of 75 and ac . These derivatives are
specifically applicable to rotors having Lock inertia
number y =8.0. However, since the lateral flapping
angle b| is essentially proportional to y, a correction
factor of y /8.0 may be utilized to compute db| /<3/x
derivatives applicable to rotors having y values other
than 8.0. Thus:
(3/x
The ~3
8.0 dp.
y = 8.o
derivatives for fj. <
0.2 can be computed by
using the following equation:
4^- = 7 [X(0.209l - --) + -^ (t,7) + 075(O.I388 +
0.2425/LI
)1
where 3 can be obtained from Subsection 7.5.1.6 and

where values of t,7 can be obtained from Reference 3.
7.5-34
er
o
d
Q>
4-1
0
N
o
o
g
f-<
cO
>
<x>
4J
u
(0
5
o
o ro
M d
0 u
w
"
b>oH
b ^*^
^^
*"
u
O
A 3
u
TH
4.
o
o
CM
t> T5
w
o
c
c
4J
cd
M
id
>
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XX3
u
CO
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o
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=1
7.5-35
CO
o
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<7>
* CO
d d *>d
ii
H i*
ii
cJ
00

\
\
r-l
5>*
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CVJ
00
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so
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7.5-36
d
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d d d
in 00
00
ii
ii
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T3
0)
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o
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CD"
3
H
CO
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di
4.
0
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I"
7.5-37
d1
I
CVJ
d
i
(X) 00 o
d CD
II
II
1,
II
15<5 b X
w
0
00
10
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d
T3
QJ
3
in
H
*J
C
0
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w
II
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,^^
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7.5-38
d
i
N CO e
__
ii
d 6o d
n
ii
^5C b
CO
II
cc
OJ
A.
c
o
1
II
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S
Q)
Nv
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1
CO
o
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so
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-Q
o
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4.
T> 'O
7.5-39
-.
i
C
u
0
H
tu
CD
O
o
o
3O
T5=t
T>
7.5-40
GO
o
1
CVi
o
I
CD
GO
o
d
2S3
ii
ii
ii
ii
ii
* ^r
u v
MJ W
o
d
d
O
0.04
*1 v-A'
" X
0.03
CO
Figure 6.
0.05
Concluded
o
II
CVJ
o
d
o
o
c0
C
00
c
ci
c5
c5
r
c
c0
7.5-41
7.5.1.6 4^" for <r = O.I, ,=0and MT = 0.8
Figures 7(a) to 7(i) present, the isolated rotor

derivative d\/d/i as a function of CL7<r for constant
values of .75
for a range of /1 values of /JL =0.1
through p. = 1.0. The values of d\/dfi
for i =0.1
and 0.2 were obtained directly from Reference 2. The
values for ^1 >
0.3 were extracted from the theoretical
rotor performance data of Reference 1 by graphically
obtaining the slopes of the X vs. ^t relationships for
constant values of 6 75 and ac .
7.5-42
^8d
o
o
o
N
CO
o
o
<D
H
CO
>
4J
10
o
o
CO
4J
C
C
o
m
o
d
o>
_o
D
IO
O
O
lb
1
x:
4J
ÔIÔ
'
0

7.5-43
._
ii
i
"o
g
C
7.5-44
ro oo
0
CO I
d d c
ii
ii
e |
*T
l5( b
C>
i
Ir>
\
\
c
c
o
ro
C\J
d
i
X
T3
3,
7.5-45
ro
O
i
ro
o*
CO
II
II
o o c
II
GO
II
0
CVJ
*r
\
\
e
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T3
Q)
\
\
c
o
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\
0)
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cfl
tu
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C\J
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7.5-46
cvJ
d
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fO
d
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tf> CD o
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II

II
21
CO
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=tS <" b
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<0
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II
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a;
IT)
to
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0
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l)
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\ o
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CV'
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c3
c)
ci
7.5-47
c5
tu
CD
H
U
c
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u
7.5-48
10
MD o
II
II
d
II
II
=L5 c" b
<*
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II
IT
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1-
CO
CD
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T5
7.5-49
d
I
ro
O
I
go cc
c
ii
o o
ii
ii
1
m
11
C
H
C
o
o
O
tu
ro
o
I
7.5-50
d
i
ro
di
00
r
O o
- o o O
n
ii
i
II
CD'
e
v
0
CD
'4
CM
r^
0)
1
1
1
1
1
in
o
i
7.5-51
CM
d
i
7.5.1.7
-~-
for All Values of
<r , 0, , and MT
Reference 1 and other reviewed reports do not include the

calculated data required to determine the rotor Y-force
derivatives. It is therefore suggested that the
classical Bailey theory be utilized for this purpose.
If the above theory is used, the following expression for
d iC Y '/<r)/d/i can be derived:
d&-)
a f d
+-^ b, [M (3075 + X) + a,] -o0[-|-0.75+--X - 2Mo,] }

where
r f Or.
75
d/i
2 I
iI
dxX -I
and where dot/d/A f db,/dftt and ^X/d/x are given in

Subsections 7.5.1.4, 7.5.1.5, and 7.5.1.6, respectively.
The above derivative is applicable to all values of a ,
#1, and MT, provided that the pertinent rotor
parameters comprising it are evaluated at the required
condition.
7.5-52
7.5.2
Isolated Rotor Derivatives With Respect to Rotor

Angle of Attack (Qc)
<3()
7.5.2.1 T9 for cr = 0.1, 6, = 0? and MT =0.8

OCLz
Figures 8(a) through 8(d) present the isolated rotor

derivative dlCiVoO/dctc as a function of CL'/CT
for
constant values of p covering a range of collective
pitch settings from 0>75 - 0 to 075
= 12.
The derivatives for /x < 0.2 were extracted from the
data of Reference 2 by using the following expression
Ci
d&)
a
da
[d&)
CHI
\Wft
CTI
- a
The values of d(CT/o-)/dac

and d (CH/<r)/ <3ac , obtained
from Reference 2, are found to be practically independent
of 0 75 and CL7o" variations.
The values of <3 (CL'/o-)/dac
for /i >
0.3 were
extracted from the theoretical data of Reference 1
graphically obtaining slopes of the CL'/(T VS. ac
relationships for constant values of /x and 075 .
7.5-53
by
go e
"1!
Q o 6
ii ii ii '
m
K |- _
00
Q> 5 CO b
/ /
o
d
CD
^-
o
o
''
''
^,
'<^|b
O
O
O
fa
J^
'O
c
CO
O
H
4J
03
>
ro
cJ
5
o
c6 o
in
d
I
oib
oJ|b
lO
ro
o
u
'/
'
"i
V)
<J>
1J
>
CD
O
// /
,/
c3
i-H
CT3
o
o
J
/
'
o
CJ
uib
00
CO
T> Ti
7.5-54
cc
0)
00 o
'i> "
" "
* H -
CD 5 Q> b
(0
5
o
T3
0)
3
C
o
/
4
o
o
- "7*
CD
00
0)
M
3
ro
O
O
/
/
4J
o>
J^
00
*H
b
/
/
fO
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i
3
t
1 0.8
<
Ci
CM
CD
CM
"4b
->
N
C
1t
CM
<
7.5-55
fe
***^
00 o
ii
d
in
ii
CD 2 CD O
T3
Ql
3
C
lx
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4J
CD
IT)
CJ
K
CD'
oc
(0
//
//
/ I?
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D
/
90
tf>
OJ
in
CD
7.5-56
c
CD O
2 d o o
II
m
N
II
II
II
qj - 5Q)- bU
If
-o
V
Q
m
o
o
o
o
b
,
(\J
0
O
o
ii
CO
00
(D
U
0
oc
H
ft,
ID
cvj
00
6
or
0.4
.0.5
O 6 o
-0.6
0.7
i
d
o
7.5-57
rH
N.
7.5.2.2
-r51dar
for
<r = 0.1, 9, = 0,
and MT = 0.8
Figures 9(a) through 9(i) present the isolated rotor

derivative d (CD 7a)/dctcas a function of CL7<r for
constant values of 075 and a range of fj. from u - 0.1
through fj, = 1.0.

The values of d [CL%/a)/dac for it - 0.1 and /x = 0.2
were obtained from Reference 2 by utilizing the
following equation:
a<4?->
3
dar
.TUE!
5
+,
L
dar
Tlcos
rr,r,
ac +, [^
3
a J
dar
_En
sin a,
o- J
where d(CT/o-)/dac and d (CH /o-)/dac were obtained

directly from Reference 2.
The values of d (Co'/oO/dac for tt > 0.3 were extracted
from the theoretical rotor performance data of Reference
1 by graphically obtaining slopes of the CD'/CT VS. ac
relationships for constant values of /x and 075.
7.5-58
3
>
u
o
o
o
o
O
N
"jjb
'S
o
C
o
CO
>
ON
10
00
O
O
C\)
7.5-59
,.
ii
ii
00 O N
ii
ISO b
e
<0
yI
ft
ii
T3
\n
u
o
^-
o
o
3
00
10
C\J
O
-1
rt
H
U
00
O
O
00
o
d
o
ft 0
^
7.5-60
to
30
(
li
II
%*
II
II
GO
ii
10
=12 qj" b
' j
(0
o
o
o
CJ
IT)
",oJlb
a^
^"
o
o
d
c
0
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4J
>
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c^ ^J
QJ
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3
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fO
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CO
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6
7.5-61
6
I
00
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tx.
* c
d c
ii
ii
=L5QD b
c
in
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0
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GO
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3
C
c
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(M
ro
10
CVJ
00
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oo
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7.5-62
30 o
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3
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7.5-63
IM
<0 OD
ii
d o
H
ii
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10
V
4)
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b
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7.5-64
d
i
(.0
6
1!
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it

ii
ii
i5D b
(X)
i
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1
0
<t cocJ
in
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0)
fb
<r
o
o
i-i
u
C
0
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CO
ao
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7.5-65
d
i
II
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ro
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3
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in
c
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<t
G
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7.5-66
00
o
II
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II
II
II
II
:t 2<" b
0
CVJ
10
o
o
II
m
0
\
^
e
CO
o
<fr
A> L
\\ \
\
\\
\
\ \\
^
>
o'
lb
<r
Qi
00
03
O
00
r
o
u
ON
ID
0
H
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6
I
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T*
v
ro
m
o
*5
7.5-67
'
7.5.2.3
-j* for <rO.I, ,=0o, and MT = 0.8

dote
Figures 10(a) through 10(g) present the isolated

derivative d(CQ/<r)/(3ac
as a function of CL'/cr for
constant values of 75
and a range of /i values from
p. =0.3 through p = 1.0. These were obtained from
performance data of Reference 1 as slopes of the CQ/cr
vs. dc relationships for constant values of /JL and 0#7S
For the values of fi < 0.2, the following expression
may be used:
dar.
du
dj,
dac
aî.ax
d\
J da
where <3(CQ/<T)/<}^ and d\/dac

are obtained from Sub
section 7.5.1.3 and 7.5.2.6, respectively, and
da
.
= -a tan a
dac
ax
[(8, t52+ 2 X t55+ 82t5675-a (2X t4, + t42078) ]
Values for
8| , 82, t52, t55, t56, t4|, and t42 may be
obtained from Reference 3.
7.5-68
ID
N
QS
CD
O
IO c0 o
d cj o o
it
ii
ii
a]

ii
-H
=t2c" b
N-
o
o
4J
c
tf
4J
ii-
in
0
CD
e
O
CD
O
CJ
u
0
IU
- _l
u b
*-^
*
o
o
ro
O
O
cffb
<o
o
o
"O
cw
0
H
4J
cfl
03
>
O
O
o
r-l
CD
^
3
SO
CO
o
d
o
d
.L_
o
o
d
i
u|b O
7.5-69
CO
o
d
i
CVJ
O
O
ro
4j
T-
fr 00 o
II
II
II
fr
ii
to
II
i2Q b
0
GO
CD
H
U
c
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(1)
oc
|
/
1
CD
fr
o
d
^ ô
7.5-70
oo
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d
i
00
D o
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ii ii n
<3
ii
=L2o7 b
or*
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C\J
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u
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f
7
00
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c)
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0
00
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1
7.5-71
aiiit
(0 CD
d d o
it
ii
b
j
3D
eg
CD*
9 -d
u
00
,
/
/
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/
GO
O
i
o
d
o
d
OL
u
O
7.5-72
CD
O
CD
'.4
c
o
u
O)
7.5-73
Si
00 CO o
c
a.:SQ>
CO
e
CM
ii
IV
- T
<J
0)
H
E&4
i
i
1
00
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1
7.5-74
CO
O
O
I
6
i
00
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o
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r-
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it
ii
ii
ii
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II
ift 1
0
05'
1
I
0
O
e
CM
0)
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O
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CM
1
6
r-l
o !b
*'
c
0
u
o
d
o
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0)
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00
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o
o
d
4b'
7.5-75
CVJ
d
i
d
i
3
00
r*
7.5.2.4
"T^ for
C/Clr.
a* 0.1, 0, = 0, and MT=0.B

derivative c3a,/(3ac
as a function of C^'/cr for constant
values of fi and a range of Q 75 values from 0 75 =-0
through
6.75. - 12p.
The values of Q\/dac
for /i =0.1 and /i =0.2 were
obtained directly from Reference 2.
The values of dQ\/dctc
for /i. >
0.3 were obtained from
the theoretical rotor performance data of Reference 1
by graphically obtaining slopes of the a, vs. ac
relationships for constant values oi /x and 75 .
7.5-76
O
ii
to
f-
u
O
7.5-77
00 o
& ' "

*~ - .b
Q>h SO)
CM
dd
>
(0
CO
ii
4J
r
CD
CJ
o>
-O
\i
[
\
\
O
00
ID
GO
CJ
d
o
II
7.5-7J
QJ
3
C
t *
CD
U
I.
7.5-79
r
II
II
II
i
do
II
P H QJ'SQ) b
'
1
(5
u
c
1
U
c
\
0
(0
CVJ
<*
CD
O
ii
u o>
VV
\
7.5-80
7.5.2.5
-4^-
for cr = 0.1, 0, =0, and
MT = 0.8
OJ*Q

derivative (3b|/3ac
as a function of CL'/O" fr constant
values of f and a range of 6 75 values from Q 75 = 0
through 075 = 12. These derivatives were obtained from
the theoretical data of Reference 1 by graphically
obtaining slopes of the b| vs. a^ relationships for
constant values of fx and 75 . These derivatives are
specifically applicable to rotors having Lock inertia
number y =8.0. However, since the lateral flapping
angle bt is essentially proportional to y , a correction
factor of y /8.0 may be utilized to compute db( /(3ac
derivatives for rotors having y values other than 8.0.
Thus:
daCy
8.0
<3aCrs80
The db|/dac derivatives for /i <

using the following expression:
0.2 can be computed by
where d\/dp is presented in Subsection 7.5.1.6, and

where values of tl7 can be obtained from Reference 3.
7.5-81
00
o d o o
II
JO
II
II
II
ro
00
II
Q> 5 Cb b X
O
d
\
03
>
in
d
o
\
U
rj
0
II
ID
00
0
o
o
u
ii
CD"
4J
o
o
O
JD
^D t>
ro
O
O
/
H
0
A
OJ
(>
CVJ
00
CO
x1
H
^
*-.tf>
OJ
iw
0
7.5-82
1
o
CO o
II
II
CD
CD
II
II
'1
rO
O
^co b K
d
\
II
00
10
Cj
I
1
CN
\
OJ
i
q
O
1
to
CO
CO
u
O
7.5-83
^.
CD
"
'
0
0)
g
c
CO
4J
ii
C
0
V
m
r>Q>*
rl
ai
H
7.5-84
o
0
<D cr 0
*! d
ii
ii
il
ii
P H Q)'5Q) b
00
o
d
d
d
o
d
^^ 1
-a
d
>"
j
to
O
O
rCD
2 3
r-l
h
ro
O
o
d
II
o
o
1
(0
o
d
\
\
o
d
>
r-l
<M
00
- o
0
> "O
7.5-85
7.5.2.6
-^- for
a = 0.!, 8, = 0, and MT =0.8
The derivative d\/dac

is plotted in Figure 13 as a
function of /x
and is applicaole for all values of 975
and CL/<7 . The values of (?X/(3ac
for /x = 0.1 ana
ti =0.2 were obtained directly frou Reference 2. For
ti >
0.3, the values were extracted graphically from
the theoretical rotor performance data of Reference 1.
The results obtained are applicable for all values of
$75 , CLVo" , and <J~.
7.5-86
0.9
M = c).05-!.0
0, = 0
o- =0.1
0.8
0.7
0.6
/
/
0.5
Ik
dar.
0.4
0.3
0.2
0.1
/
/
0.2
Figure 13.
0.4
0.6
0.8
With fi for
Variation of jrAll Values of 0

7.5-87
1.0
75
and -%-
*4
7.5.2.7 -^ for All Values of (7,0,, and MT

Reference 1 and other reviewed reports do not include the
calculated data required to obtain the rotor Y-force
derivatives.
It is therefore suggested that the classical Bailey
theory be utilized for this purpose. If the above theory
is u?ed, the following expression for d (C Y'/<r)/dac can be
derived:
C
da
+ T-1- L 75(+ ft
r
dac
+ ax r.
3 . i
+X( +U
8^
+ J.Q\
ii
where
<3ac
2 -
3 <3ac J
and where da,/dac , <3b,/<3ac, and d^/ddQ are given jn

Subsections 7.5.2.4, 7.5.2.5, and 7.4.2.6, respectively.
The expression for the isolated rotor derivative
d(Cy'/<r)/dcic
as given above is applicable for all
values of <r , 6\ and MT, provided that the pertinent rotor
parameters comprising the derivative are evaluated at the
required conditions.
7.5-88
7.5.3
Isolated Rotor Derivatives With Respect to Rotor

Collective Pitch at 75% Radius (.75)
7.5.3.1
a
AD
for o- =0.1, 0,= 0 andMT = 0.8
" 75
Figures 14 through 15(g) present the isolated rotor

derivative d (Ci_'/cr)/(3 875
as functions of C^/a and
ac for /x - 0.1 through 1.0.
The derivatives for low p. values, i.e., /j. < 0.2,
were obtained by using the following equation:
cos dr.
38.76
^.75
TZ
sin ac
0.75
where d (C <r)/d6jt
and 0 vCH/o")/<30.75
were obtained
from Reference 2. Values of d(CL'/cr)/3a.75 for
/1 > 0.3 were extracted graphically from rotor
performance data of Reference 1 by obtaining slopes of
the CL7<r vs. 675 relationships for constant values
of LL and QLQ .
Figure 14 indicates that for p < 0.2 the
derivatives are practically independent of ac and CL7ovariations, whereas these for a > 0.3 presented in
Figures 15(a) through 15(g) are functions of ac and CL'/(r.
7.^-89
I
0
. o o
H
3
li
v-
o
d
CM
^ s. -
o
II
" "
,
3 5 Q> b
C\J
d
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c
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II
u-i
u b
*"~
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If)
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7.5-90
ii
ii
isi" b
00
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O O i
lO
O
CVJ
o
d
iv
o
d
1
fr
(0
o
d
- for Constant Values of ac
ro co o
CD
O
b
in
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d
o
d
ro
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4J
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II
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7.5-91
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II
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Ay\K
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00
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7.5-92
C\J
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in
GO
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II
II
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4.2QD b
0
10
o
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s,
in
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fS
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00
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o
7.5-93
C\J
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ii
ii
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^2CD b
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m
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in
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7.5-94
C\J
CD
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I N
d o ^ o
n
ii
^2 0T b
m
II
(0
6
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u
gc
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fa
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7.5-95
(0
m *^**.o>
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II
CO CD
6 b
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II
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ID
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o
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W ,
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in
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7.5-96
LO
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4.5 Q> b
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cvi
CO
7.5-97
(O
CD.
7.5.3.2
"TQ
for
er = 0.1 , 0, = O,
and MT = 0.8
>75
Figures 16(a) through 16(i) present the isolated rotor

derivative d (CD x/cr)/d9 75
as a function of CL7cr
for constant values of etc an<^ a r^nge of u from
/x =0.1 through p. = 1.0.
The above derivatives for /x <
the following equation:
de7i
ae75
sin acc + T~n
0.2 were obtained by using
ae.7S
cos a
where (3 (CT /er) /d.75 and d (CH'/oO/d.rs were obtained

from Reference 2. For ^1 > 0.3, (3 (CD Vcr)/d# 75
was
extracted graphically from the theoretical rotor performance data of Reference 1.
7.5-98
5
ii
ii
ii
<J)
o
o
'i
IM
X'
^5dT b
o
o
W
OJ
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CM _
0
to
u
)
0)
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d
>--
0
w
oi*>
IT)
o
d
^^^
ojb
*
to
o
o
lk S O
Q>"
TS TS
U-i
c
0
tf
o
o
^
^CT3
v>
a)
C
o
CVJ
d
i
b
-o
in
Ct)'
7.5-99
II
H
U
CM
^ r> % -
O O
it
ii
ii
II 1
US
c01
*1
*1
o1
1
e 1
T3
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CD
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CVJ
CVJ
d
I
7.5-100
CD
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ro CD o

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ii
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7.5-101
C)
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c)
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.5-102
in oo o
d o " d
II
II
II
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4.5Q) b
0
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<*
0
CD
0
!
1
ID
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Q)
2
i/>
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*-*
I
<i-
o
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go
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ro
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7.5-
C\J
d
i
IT)
H
S3
00
fe
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<0
CD
ii
d o
H
ii
3.5 ct> b
. *II
o
CO
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CD
o
d
^_,
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o
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ro
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d
i
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7.5-104
fc
2
00
1-4
ft-
ID
N 00 o
o'o
II
II
II
II
II
oT
0
Td
00
yA
V
u
c
0
u
<J"
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o
vD
r-l
0)
ro
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*"""
I \
VA
Y
o
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ro
01
3
C
in
CD'
7.5-105
CVJ
d
i
00
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CO
CD
ii
ii
d
*- - .b
i5Q)
0
<fr .
II
<
0 o
-0
cu
g
e
r-J
e
00
1 1 I
1 1 1 1
c
o
o
vC
(I)
oc
<f
O
ro
OJ
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5]b
7.5-106
CD
O IX)
II
II
II
' ( 3 O o
II
^5oT b
o -
<*
ii
a
0
00
O | 1
111 1 I1
o
a>
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P
m
o
o
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+
o
o
iH
CJ
v>
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0)
ro
00
fc
<r
o
ro
<\J
O
in
N
'S
7.5-107
d()
7.5.3.3
-T~
for
"=0.l, ,0,
and MT=0.8
Figures 17(a) through 17(g) present the isolated rotor

derivative d [CQ/<T)/08 75 as a function of CL'/cr for
constant values of ac and a range of tip speed ratios
from fi =0.3 through fi = 1.0. The values of the above
derivatives for p. > 0.3 were extracted graphically
from the theoretical rotor performance data of
Reference 1.
For /i <
dfy-)
de
'.75
0.2, the following expression was used:
i
T {[S'*53 + X(S2t56-Qt42) + 2075(82t58-at44)]
|^-[sit52+2X(S2t55-at4l) + 75(82t56-at42)]}
'de
where dX/<J075 is presented in Subsection 7.5.3.6. and
where 8, , 82 1*531*56 ,t58 ,t 52 ..... can be obtained
from Reference 3.
7.5-108
X> o
ii
II
CO
- 1
d D O
ii
^-oo
tu
o t
\\\v
o
Cfl
\\\
\\\
r-l
a?
>
\\
cfl
\\
i-
C
a
o
\\
o
1+4
1
ro
O
4J
ii
a
in
U-l
o
C
o
H
4J
CO
H
CO
>
OJ
0
00
CM
in
o
d
in
o
d
o
o
45
7.5-109
"8
H
4J
CD
JO
T5
7.5-110
lO 00 o
ii
ii
ii
ii
=L5oT b
0
GO
1 ^
"o
(VJ
1 ^^
i
" II i
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T3
d ^
~-JL
op
1
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6
r-
H
OJ
M
0
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fO
in
o
d
l\ / /
in
in
in
o
d
IO
o
d
i
o5
7.5-111
o
i
d
i
u
C
0
fa
10 CD
ii
it
d
ii
ii
^.5 CD b
1 \
^v
<$
*
1
II
o
o
ro
O
O
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C\J
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d
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r^
r-4
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in
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QJ
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00
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.
in
N
U
CD
J?
o
o
k
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7.5-112
g
d
in
d
i
cu
u
p
00
H
fe
g N
3
C
ii
0)
00
H
in
~"^
tft
("3
in
u b
in
10
7.5-113
CD
CD
ii
ii
ii
ii
\ c
*~ 4.2C& b
0
CVJ
i
0
(VI
1
e
ID
T3
CD
\
^
0
00
II
s
^ c
OJ
U
0
tu
m
;
o
o
o
S
10
4/
o
O
^T*
to
in
o
o
<j|b Q>
T> T3
7.5-114
o
I
r
O 00 o
ii
_ d o
ii
ii
4.5QT
ro
i
0
(V.
1
\N
>
o
o
NSs N
%
o %
V
o
o
d
cu
o
io
o>
*'
o
u
o
o
r^
r-l
ro
-/.
o
d
in
O
1
d
i
o
1
0)
4
1
co
o
CNJ
d
i
CD'
7.i)-:i5
'
tti
7.5.3.4
,QQ|
for v = 0.1, 0, = 0,
and MT=0.8
0fr.75
Figure 18 presents the variation of the isolated rotor

derivative dO|/<3075 as a function of rotor tip speed
ratio /i .
For values of fi < 0.2, the above derivative was
obtained by using the following expression:
'ae78
where
where
=t 4
' de.n
+l,|s)
d\/d675 is presented in Subsection 7.5.3,6 and

tl4, t|5 can be obtained from Reference 3.
For values of p > 0.3, the Q\/d67i derivative was

obtained graphically by using the theoretical data of
Reference 1.
0.75 CL7o-, and ac.
7.5-116
/x=O.I -1.0
r\ Q
0, * o*
<T
= O.I
/
/
5 -
do i
de.75
0
0
0.2
0.4
0.6
0.8
1.0
H-
Figure 18.
Variation of
de'.75
for All Values of 0

and a c.
7.5-117
With
75
c '
, -^
7.5.3.5
ab
<30.75
for
er =0.1, 0, 0,
and
MT = 0.8

derivative db\/d64j5 as a function of rotor tip speed
ratio f .
For values of /x < 0.2, the above derivative was
db.
de .75
where
where
r[t^ + tj
d\/d9j$ is presented in Subsection 7.5.3.6 and
t(-y , 118 can be obtained from Reference 3.
For values of ft > 0.3, the values of db\/d8j$ were

extracted graphically from the theoretical data of
Reference 1.
875, CLVcr, ac , and y = 8.0.
As explained previously for y values other than 8.0,
the (Jb|/d.75 derivatives can be obtained as follows:
_db_
de.75) .i(*l
8.0 0.75
7 = 8.0
7.5-118
3.2
MT
-1.0
= 0.8
0, => 0"
a = 0.1
2.8
2.4
2.0
(3b
.6
'.75
!.2
0.8
0.4
0.2
Figure 19.
0.4
0.6
Variation of
0.8
db
With ^.
C '
for All Values of 075 , -
and a c
75
7.5-119
. 4
1.0
7.5.3.6
-T^~
for
<r = 0.1, 0, = 0, and
M70.8
P^75
derivative d\/d%7$ as a function of rotor tip speed
ratio fi .
For values of /x <
0.2, the above derivative was
ax . lae.J f*
where d(CL'/o-)/d#75
is presented in Subsection 7.5.3.1
and where t3l, t32 can be obtained from Reference 3.
For fx. > 0.3, the values of the d\/d675
derivative
were extracted graphically from the theoretical data of
Reference 1.
0.75 i Cu'/er, and ac .
7.5-120
0.2
M. = 0. -1.0
0, =0
<r = 0.1
0.1
ax
d75
-0.1
-0.2
-0.3
0.2
Figure 20.
0.4
0.6
Variation of
0.8
~-
1.0
With
00.75
for All Values of 6.75

and ac .
7.5-121
\
y
CY\
7.5.3.7
~AQ~~
for All Values of <r , #i , and MT
Reference 1 and other reviewed reports do not include

the calculated data required to evaluate the rotor
Y-force derivatives. It is therefore suggested that the
classical Bailey theory be utilized for this purpose. If
the above theory is used, the following expression for the
isolated rotor derivative <3(CY Va)/d6m75 can be derived:
attt
aer5
fUfrkT*.-**-!*-?-]
2 i de
n
d\ L ,3,8,
where
dap _ _ T I ,.
de75
2 L4
2v . I
r
(3X
de7B
and where do | /d 75 , (3b, /d0 75 , and d\/(375 are given in

Subsections
7.5.3.4, 7.5.3.5, and 7.5.3.6, respectively.
The above derivative is applicable for all values of <r,
0, , and MT, provided that the pertinent rotor parameters
comprising this derivative are evaluated at the required
condition.
7.5-122
7.5.4
Effect of Blade Twist on the Isolated Rotor

Derivatives
This section presents the effect of linear blade twist on

various rotor isolated derivatives with respect to the
basic variables p. , ac , and .75 .
The effect of blade twist on each isolated rotor
derivative for a selected range of pertinent rotor
parameters is shown on the comparison plots of Figures 21
through 23. The plots present the derivatives for zero
blade twists together with the corresponding derivatives
obtained for linear twists of -8. These plots are based
on the theoretical data of Reference 1.
7.5.4.1

Derivatives With Respect to H-
Figures 21(a) through 21(f) give an indication of the

effect of blade twist on the derivatives d (CL '/cr)/d/t
d{Co/o-)/dfi
, d{CQ/a-)/,dfi
, da, /dfi , dbx/dfi
d X /dfi , respectively. A rotor tip speed ratio of

f = 0.4 and an advancing tip Mach number of Mj 0.8
are selected for this presentation. The collective pitch
range covers values from 075 = -4 to 675 =12'o
7.5-123
0>
o
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* ab So
ddi ' d
ii
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5
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7.5-124
d
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7.5-125
4.
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7.5-126
fO
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d
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1
1
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=t2 eg" b
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7.5-127
CM
00
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6"
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do. ;
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It
||
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s,
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03
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03
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7.5-128
T3
3
U
c
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00
7.5-129
7.5.4.2

Derivatives With Respect to etc
Figures 22(a) through 22(f) present an indication of the

effect of blade twist on the isolated rotor derivatives
d (CL'/cr)/dac , d(CD l/cr)/dac
, d(CQ /a)/dac ,
doi/dac , <3b|/dac , (3X/dac , respectively. A
rotor tip speed ratio ot /i. =0.4 and an advancing tip
Mach number of MT = 0.8 are selected for this presentation. The collective pitch range covers values from
0.75 = "4 to 075 = 12.
7.5-130
0)
<fr
00
O 00
I 1
1) 1
0
00
II
.. .. 1 j H
d
o
O
cc
o
d
''''/
/*./
CO
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7/1
r-f
/
1
/ f / / ^^
'/ V '
If/
c
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C\J
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if/
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CN
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7.5-131
^>
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QJ
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V O 00 2
60, jo
II
II
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7.5-132
d
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7.5-133
eg
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0)
ll
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II
//
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<r oo o oo
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4
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ll
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7.5-134
CD
II
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0
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=1.2
ooj j o
1 1
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All
ill
VI
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to
in
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6
-I <->
ja
7.5-135
0.9 p
/i. =0.05-1.0
MT = 0.8
f0
0.8
O-8">
er =0.1
If
0.7
C.6
{
0.5
d\
0.4
0.3
i
0.2
/
f
0.1
0 .2
(D.4
F Lgur 2 22 .
( 3.6
C oncl uded
(1 ) d X/dc
7.5 -136
C ).8
l.(
7.5.4.3

Derivatives With Respect to fl,7s
Figures 23(a) through 23(f) present an indication of the

effect of blade twist on the isolated rotor derivatives
d(CL7o-)/d075
, d(C07o-)/de.75
, d(CQ/a-)/dBj5i da,/d075
db, /d 75 , d\/dB 75 , respectively. A representative

rotor tip speed ratio of /LL =0.3 and an advancing tip
Mach number of MT = 0.8 are selected for this presentation. The range of rotor angle of attack extends from
Or. = +5 to Qft = -20.
7.5-137
5*
1 i
0
If)
fO 00 O 00
6
it
ii
4.S
ii
Q5"
o
d
'T
00
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o
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1
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to
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14-1
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ro
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0)
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CM
'0
O
CO
o
^^
o>
<o
m
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T>
7.5-138
CNJ
T>
0
^^
o
o
to
in
r'
to CO Q co ~
O* ||
' o
*1
" " 1 1 "
II
a
0
:is of b
0
CO
1
C\J
It
1 L \\ \
ll \\ \\ \\\\
V 1 \ 1
ll ll \l
II \ 1 \ 1
1 1
ll
IT
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1' If. I I \
1
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ll
1.
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If -
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c
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li
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d
to
O
o
CVJ
o
o
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^
7,5-139
o
CVJ
in
N
(0
O
O
m
o
o
<T
iff
V
u
c
0
u
ro
\
^
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- _,-
CN
Ô
0)
_._,,
>H
3
60
H
ro
o
o
C\J
CD*
t5
7.5-140
m
r^
CD'
T}
fc
H- = 0.1--1.0
n a
oe{l D -4-
O-8*
a = 0.1
i
/
/
i'
do i
.75
X
0
0.2
0.4
Figure 23.
0.6
Continued
id) aa,/a.75
7.5-141
0.8
1.0
3.2
0.1-1.0
- no
o-
2.8
l
O-8
<r
= 0.1
r = 8
ZA
2.0
(3b,
de.75
1.6
1.2
0.8
0.4
0.2
0.4
Figure 23.
0.6
Continued
(e) db,/d075
7.5-142
0.8
1.0
0.2
/x=0.l -1.0
ro-
0.!
0 -8
= 0.1
ax
-0.1
-0.2
-0.3
0.2
0.4
Figure 23.
0.6
Concluded
(f) d\/de.75
7.5-143
0.8
1.0
7.5.5
Effect of Compressibility on the Isolated Rotor

berivatives
This section presents the effect of advancing blade tip

Mach number on various isolated rotor derivatives with
respect to the baîc aerodynamic variables /i , ac , and
The effect of compressibility on each rotor derivative
for a selected range of pertinent rotor parameters is
shown on the comparison plots of Figures '24 through 26.
The plots present the derivatives for the basic case of
MT = 0.8 and 0, = 0, together with the derivatives
obtained for MT = 0.9 and 0, = 0.
These plots are based on the theoretical data of
Reference 1.
7.5.5.1

Derivatives With Respect to A*-
Figures 24(a) tbrough 24(f) present an indication of the

effect of Mach number variation on the isolated rotor
derivatives d (CL V<r) / dp , d IUD Vcr)/ dp. ,
d(CQ/CT)/<J/i
do,/dfi
, db\/dfi
, and
d\/dfi
respective!'/. The results are presented for tip speed

ratio of p. =0.4 and a range of 075 from Q75 = -4'o
through 0.75 = 12.
7.5-144
(T>
CO
o
d
(0
0)
>
>
o
d
u0>
4.
(0
o
d
o
c
<
o
*
o
^
H
0
4)
ro
4J
U
4)
S3
C\J
o
d
tf
CM
0)
7.5-143
^
^
^"*
''O
^-
O 1
II 1
j
1
K
o
II II
Q b
fi
1
c
o
HV i
/
4
T3
CNJ
n
f
/
r
ri
II
//
il
er
GO
i\
<r
&
j
CD
CD
CO
U|b
7.5-146
^>
o
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0.4
-0.8
ii
:t
3)
o'b 6
I
ii it
05 b
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it)
cD'
1 V
1 //
c SI 5^
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1/ 1
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6
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7.5-147
ro
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6
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sd
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0.4
-0.8
ii
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ob 6
I
ii
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h
V
Nv
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o
T3
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* 1
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Yi\\\
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0)
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k\l\\)
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d
ro
v.
o
4.
7.5-148
7.5-149
0)
*?oo
2 6II
II
o
d
[
So
II
0
CD
o
d
V
0
o
o
O " "
10
tt
\\
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d
11
M
M
K
\\
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to
o
d
\\
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d
1
\
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O
d
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o
d
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1
UV
lO
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c5
<3
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cD
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r0
(6
i
4
7.5-150
u
C
<f
CM
00
\\
-0
<D
0
T>
7.5.5.2

Derivatives With Respect to ac
Figures 25(a) through 25(k) present an indication of the

derivatives d {ZL '/a)/dac , <3(C D '/<r) /dac >
d{CQ/<r)/dac
, da|/dac
, db, /(3ac , and d\/dac ,
respectively. The results are presented 'for two values
of tip speed r^fios, u. =0.3 and (x = 1.0, and a
representative range of collective pitch settings for
each fj.. The two different values of fj. were purposely
selected in order to show the compressibility effects in
luw and high speed regimes.
7.5-151
0>
!<?
ii
2 .
o o
>4
ij î ii
o
o
00
ii
0
00
=1 ($ b
^^
o
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V)
0)
>
r<j
CO
>
N
O
0)
Q
//
o
O
(0
o
IJ
r
C
0
fO
d
II
m
o
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r^
r-l
r-l
o
*-
^
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o
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co
CO
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a
h
o
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ô
V
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T}
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4-1
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0)
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d
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7.5-152
o
d
3
00
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o
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<0
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7.5-153
ii
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w
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7.5-154
CO
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7.5-153
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7.5-156
CO
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7.5-157
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7.5-158
H
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rll A
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7.5-159
o
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10
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to
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7.5-160
i
01
o
o
o
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C
0
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0)
ro
O
O
7.5-161
P
p
00
hi
^
W
u
O
^
*"s
tz^
0.9
/i=0.05-1.0
M
T\A0.9
0, = 0
0.8
er
= 0.1
0.7
0.6
0.5
.ix.
dac
0.4
0.3
0.2
0.1
0.2
0.4
Figure 25.
0.6
0.8
Concluded
(k) d\/dac for all values of JJ.

7.5-162
1.0
7.5.5.3

Derivatives With Respect to
t ff.75
Figures 26(a) through 26(i) present an indication of the

derivatives d (CL V<r) d675 , d (C 0 '/cr) d875
,
diCn/cr) /(3.75 , da|/<30.75 > db,/<30.75 , and
dX/00.75
, respectively. The results are presented for
two values of tip speed ratios, fi =0.4 and /1 =1.0,
and a representative range of rotor angle of attack for
each /I . The two different values of /1 were purposely
selected to show the compressibility effects in low and
high speed regimes.
7.5-163
0>
00
d
d 6 oi o
ii
|r
II
(0
i. s" o5"b
II
o
7i
e
in
i.
\S*\
ft.
* s
'/
4
ff
A jt
>
w/
J
i ^
--
<**
s#^
o
>^
/+
(V
r
/<
V
o*
m
N
OJ
&
O
u
o
4J
0C
CJ
4J
1/'
1
^
^
SA
(jr .
*4r
>
<x>
o
CO
IO
'S
<T5
7.5-164
J?
1.0
-0.8
ii
^.
CO
O
O
<7>
6
1
1
5"
it
ii
CD
O
O
0
ff
II
o
O
u o
O CVJ

**
CM
O
O
T3
C
<1)
O
O
ID
o
o
4+
*
\iT
m
o
o
*<$
^>
<s>
o
tf
d
3
c
r-t
o
o
ii
=i
>-
in
CD'
o
o
^x

d)
p
H
K;
CM
o
I
"o
o b CD"
T5
'D
7.5-167
<fr
ID
o
6
d
T3
3}
3
1-1
in
o
d
C
0
yjb
<fr
o
o
CM
g
6
m
o
o
m
o
o
^^
b
o|
N
Q>
<Ts T>
7.5-168
o
o
in
05'
CVJ
Q)
^
3
O
O
i.
00
ro
ii
fa
T5
^-^
0)
'
1.0
-0.8
ii
a>
o
d
o o d
1
j
ii
CO
" b
o
d
o
d
1
II
c
a
c\ i
\
\
^
i
0
CM
C>
*N
^ ^
S
s^
*
CN
a>
H
3
OS
H
/
V\ 11
Ar
\1
\
3
c
w
4J
c
o
>; fc
T3
0)
fa
*-
Ti
+~*
"
"
H-
= 0.1 -1.0
-0.8
"HA 0.9
9\ = o 1
er
= 0.1
i
/
de.75
/
'
/
/
0.2
0.4
Figure 26.
(g)
0.6
0.8
1.0
Continued
d0|/da.75 for all values of -y
7.5-170
3.2
H-z 0.1 -1.0

M
2.8
T{A0.9
01 = 0
er
= 0.1
y
-- 8
2.4
2.0
ab,
de 75
1.6
1.2
0.8
0.4
0.2
0.4
Figure 26.
h)
dbi/(3#7K
0.6
0.8
Continueu
for all values of
7.5-171
1.0
32
H-* 0.1-1.0
M
T1A0.9
2.8
0,
= 0
o-
= 0.1
8
'-
/i
2.4
2.0
ab,
de.75
1.6
1.2
1
1
08
0.4
0.2
0.4
0.6
.,0.8
1.0
h
Figure 26.
Continued
Q '
(h)
Ob,/(3075
for all values cf
7.5-171
-gr-
0.2
= 0.1 -1.0
MT = 0.8
/A
0|
{A-8O
0.1
<r
= 0.1
i
1
0
ax
de.75
I^
-~l
-U.I
-U.2
r\ i
D.2
0.4
Figure 26.
i)
0.6
0.8
Concluded
<3\/<)0.75 for all values of
7.5-172
1.0
CL
REFERENCES
1.
Tanner, W. H., Charts for Estimating Rotary Wing

Performance in Hover and at High Forward Speeds, NASA
Space Administration, Washington, D.C., November 1964,
2.

Report 60-43, U. S.
Command (presently,
Laboratories), Fort
3.
Gessow, A., and Myers, G. C., Jr., Aerodynamics of the

Helicopter, The MacMillan Company, New York, 1962.

7.5-173
7.6
DOWNWASH INTERFERENCE EFFECTS

Interference effects between aerodynamic components can
be expressed in terms of changes of local velocity and
local angle of attack. Changes in the effective
velocity cue to aerodynamic interference are generally
small and are herein neglected. Changes in local angle
of attack, however, can be appreciable. In general,
the local angle of attack of an aerodynamic component
can be expressed in terms of the remote stream angle of
attack and interference angles as follows:
LOCAL
a + i-
where
a
remote wind angle of attack relative

to the X-axis
the geometric inclination of the

specific aerodynamic component
considered with respect to the X-axis
aerodynamic interference angle.
For the helicopter configurations considered here, the

aerodynamic interference is generated mainly by the
downwash velocities of the rotors. Hence, each rotor
can affect any other rotor, the fuselage, and any
lifting surface attached to the fuselage. The downwash
velocity of a rotor varies with time as well as with
location. The determination of the effect of such a
varying velocity distribution on the lift and drag of
a rotor, fuselage, or lifting surface is an exceedingly
complicated task; in fact, to be consistent with other
assumptions made, it is not required in the stability
and control analysis. Indeed, it is adequate to assume
that the effective change of angle of attack of an
aerodynamic component due to rotor downwash is equal to
the average downwash velocity of the rotor, divided by
the free stream velocity, and multiplied by an
7.6-1
appropriate downwash interference factor. Hence, the

angle due to downwash interference jf the front rotor
on the rear rotor of a tandem helicopter is given by
<R5KFR(-^)
where KFR is the interference factor of the front rotor
on the rear rotor, as identified by the subscripts FR ;
V|F is the average induced velocity at the front rotor
plane. The term VjF is obtained by use of the momentum
equation as follows:
V
iF = ion a Cp
The downwash interference angles of the front rotor on

the rear of a tandem rotor helicopter or front and rear
rotors on other aerodynamic components can therefore be
written as follows:
(a)
Front Rotor on Rear Rotor
(b)
= K
FR
ton ac-{-jr)F
Fuselage
FUS
^FFUS
ton dc-i-p)
JF
+ KRFUStP
7.6-2
nr-
-R
(c)
Wing
cw-KFW[ton aCF-(^)F]+KRW[tan aCR-(--)J
(d)
Horizontal Tail Surface
cT=KFT[tcn aCF-(^)F] + KRT[ton a^-C^
(e)
Vertical Tail Surface
VT =
(f)
KFVT[tan aCF-(^)Fj + KRVT[tan %-()R]
Rear Rotor on Front Rotor

<r=K4tanaCR-()J
(g)
Tail Rotor
TR^TR^ aCF-^J
+ KRTR tan
îT^'J
On the basis of data on the downwash behind a single

rotor, such as Reference 1, it has been concluded by
other investigators that a presentation of the downwash
factor as a function of wake angle will yield more
accurate results. The wake a?tgle is defined by
rQ
\ +f
an"l(-)]
7.6-3
The variation of the interference factor KFR as a

function of \, neglecting rotor overlap and differential
rotor height, may be taken as that suggested in
Reference 2, and is presented in Figure 1.
This factor is obtained from the theory of Reference 3
and represents the value of the ratio of the downwash
at the location of the center of the rear rotor to the
downwash at the center of the front rotor. The theory
is based on the downwash due to one isolated rotor and,
hence, neglects the effect of the presence of the rear
rotor on the resultant flow of the front rotor.
Correlation with test data, similar to those obtained
in Reference 4, is required to check the validity of
this assumption. It is recommended that until better
information becomes available, the value of KFR as
presented in Figure 1 should be used. It is also
recommended that KFT be taken equal to KFR. Very little
information is available on the effects of the rear
rotor on the front rotor. Some investigators recomnrnd
the use of KRF = -0.08 to indicate the existence of a
slight upwash. Until more reliable data become
available, it is recommended that KRF = 0 be utilized.
Measurements of fuselage lift and drag reported in
Reference 5 indicate that for a single rotor helicopter
KFFUs is approximately 1.0. Also, test data presented
in Preference 5 on the horizontal tail interference
factor are reproduc d here as Figure 2. These data were
obtained for the horizontal tail, located approximately
one rotor radius rehind the rotor center. Based on
these data, it is recommended that KFT - 1.0 be
utilized.
In summary, the following values for the downwash
interference factors are recommended:
KFR ~ see Figure
=
KFT
Kpvr
KFTR KFR
7.6-4
2.0
er
1.6
er
o\-
o
<
1.2
UJ
er
UJ
U_
cr
UJ
0.8
2?
er
c
O
er
0.4
_i
20
40
60
WAKE SKEW ANGLE,
Figure 1.
80
-DEGREE
Variation of K FR vs. %
7.6 5
100
CO
Z
O
N
<r
o
x
<
u.
m
tr
o
o
z
J
OC
L
U.
s
VERTICAL DISTANCE FROM TAIL TO ROTOR
(PERCENT ROTOR RADIUS)
Ftgure 2.
Interference Factor at a "Half Tee" Tail
7.6-6
KRT ^RVT KRTR ^RFUS
^RW
1-0
KRF= 1.0
NOTE:
The values of KFW and KRW are given for a wing

located at a distance of less than one rotor radius
aft of front or rear rotor shaft, respectively.
7.6-7
REFERENCES
1.
Heyson, H. H., and Katzoff, S., Induced Velocity Near a

Lifting Rotor With Nonuniform Disk Loading, NACA
Report 1319, National Advisory Committee for Aeronautics (presently, National Aeronautics and Space
Administration), Washington, D.C., 1957.
2.
Prouty, W., An Analytical Study of the Longitudinal

Stability of Tandem Rotor Helicopters, Bell Helicopter
Corporation Report No. 299-099-113, Fort Worth, Texas,
1959.
3.
Castles, W., Jr., and DeLeeux, J. H., The Normal Component

of the Induced Velocity r.n the Vicinity of a Lifting
Rotor and Some Example? of Its Application, NACA
Technical Note TN-2912, National Advisory Committee for
Aeronautics (presently, National Aeronautics and Space
Administration), Washington, D.C, March 1953.
4.
Halliday, A. 5., and Cox, D. K., Wind Tunnel Experiments

on a Model of a Tandem Rotor Helicopter, British
Aeronautical Research Council Report No. 19829, London,
England, January 1958.
5.
Pruyn, R. R., Studies of Rotorcraft Aerodynamic Problems

Aimed at Reducing Parasite Drag, Rotor-Airframe
Interference Effects and Improving Airframe Static
Stability, WADC Technical Report No. 61-124, Wright Air
Development Division, Air Research and Development
Command, Wright-Patterson Air Force Base, Ohio,
November 1961.
7.6 9
7.7
LIFTING SURFACE CHARACTERISTICS

The aerodynamic characteristics of lifting surfaces are
documented in numerous NACA and NASA publications. As
described in Reference 1, the aerodynamic coefficients
and their derivatives with respect to pertinent stability
parameters depend on the specific geometric configuration of the lifting surface. In general, it is adequate
to use the following expressions for a lifting surface
such as a wing:
C Lw
Lw
'
T?V02SW
awaw
where
ow
"
an
IT /R
a0
wing section lift curve slope
/R
wing aspect ratio
and
aw =
a + iw-W
Also, wing drag coefficient is given by:

2
r
_r
Lw
2 p V0 Sw
7.7-1
where CDQW is the wing section profile drag

coefficient. Values for the stability derivatives of lifting surfaces can be obtained from
Reference 1.
7.7-2
REFERENCE
1.

Revised July 1963,
7.7-3
SECTION 8.
STABILITY CHARACTERISTIC EQUATIONS
The linearized equations of motion given in Section

6 can be represented as a set of homogeneous âlgebraic
equations containing the unknowns U, "v, vf, 0, ^,f,etc,
and the operator A .
This operator is defined as the time
rate of change of the unknowns , thus: A E d ( ) /d t
and
2
2
2
A =d ( )/dt , etc.
The simultaneous solution for the unknowns can be
obtained by employing the usual determinant methods which
yield
- MA)
f 2 (A)
ti = TTTT , v - bnrv , w =
F(A) '
F(A) '
f3(A)
F(A)
7T
0 =
*4lA)
FiA)
The numerator determinants f|(A) , f2(A)

... f4(A) ... are
formed by replacing the coefficients of the appropriate
unknown variables by the column of constants which pertain
to the control inputs. The denominator determinant F (A)
consists of the coefficients of the homogeneous algebraic
equations with control inputs fixed at zero. The determinant F(A) is known as the stability determinant. Expansion
of the determinant FIA) leads to the stability characteristic
equation. The property of this type of equation is that
there can be nonzero values of the unknowns (u, v, vr) if,
and only if, the determinant
F (A) = 0. Setting the
determinant equal to zero provides the condition for finding
the roots of the characteristic equation A, ,A2 ,
An
In order to obtain the actual response solution of
the unknown variables (, "v, vr) due to a given forcing function
or control input, the Heaviside expansion theorem can be
used. The Heaviside expansion method is developed in
Reference 1, pages 436 to 438, and will not be duplicated in
this section; however, the final response equations are
given below.
If it is assumed that the stability characteristic
equation F(A) = 0 yields n teal roots, A| , A2 ,
An and m
pairs of complex roots,AnrfOnvtbm' > the time history response
8-1
of any variable (e.g., variable 6) can be expressed as

follows:
a. MA)
Ml
yn f4(A) At. v . omt . .. ..

A=A,
A,
A = Aj
where the constants A and tf> can be obtained by using

appropriate boundary conditions.
In the case that one of the real roots of the
characteristic equation is zero ( i.e., A| * 0), the response
equation becomes
f 4 (A)
f#(0)
, , v
MA)
A = A2
At vm A <W .
A= A|
8-2
kJ.*i
REFERENCE
1.
Perkins, C. D. , and Hage, R. E., Airplane Performance

Stability and Control, Third Edition, John Wiley and
Sons, Inc., New York, Chapman and Hall Ltd., London,
England, February 1953.
8-3
S.l
COUPLED LONGITUDINAL AND LATERAL MfrgS INCLUDING

STABILITY AUGMENTATION SYSTEM
In this section, the generalized case of aircraft

perturbation motion consisting of 6 degrees of freedom
of aircraft motion and 2 degrees of freedom of the
motion of the stability augmentation system is
considered. The analysis presented herein is suitable
for either analog or digital computer work.
The linearized equations of motion presented in
Section 6 can be expressed as follows:
(a)
The X-Force Equation
Qnu + a^v + a^w+a^ +al5 </) + al6 \fr + al7 B,g + a,8A,s= K
(b)
The Y-Force Equation
a2|U + a22V + Q23W + a24 + a25^+a26^ + a27Bls+a28,s=K2
(c)
The Z-Force Equation
3i u+a32v + a33W + Q34 + a35< + a36\j/+a37B(s+a38A|s = K3
(d)
The Rolling Moment!X) Equation
a4lu + a42v + a43vf-fa44 + a45^+a46^+a47Bl +a48, =K4
.1-1
(e)
The Pitching Moment (M) Equation
Q5lu + Q52v+a53W + a54 + a55^ + Q56vj/ + a57B,s + a58A,,=K^
(f)
The Yawing Moment (N) Equation
(g)
61
u +
62v
+ Q
GlW + a64^ + 065 + + ^6^
+ Q
67|S+ a68Als
= K
Stability Augmentation System Equations

(i)
Longitudinal Control
(B|c) Equation
a7i u + a72 v + a73 w + a74 Q 4 a75< + a76v// + a^B^ + Q78 A,s = K7
(ii)
Lateral Control (A, )
Equation
8i u + a82v + a83w+Q84 + a85^-i-aa6vj/+Q87Bl +a88A, =K8
anc
The coefficients amn

are given in Table I.
tne
control parameters Kn
The numerator determinant f4(A) required to determine

the response of variable (0) is given by
a,,
a,2 a,3
K,
23
8I
82 83
2l
22
'28
f4(A) =
'88
8.1-2
THE COEFFICIENTS OF THE
EQUAT.
Xu+X,jA
Xv
Yu
YV+Y$A
Y^
Zu
zv
7.+Z*A
*u
My
Mv
My^+MÂ
Nu
Nv
N^+NÂ
B,
-fci
-k4
*7
's
8.1-3
oC y
A^r"T Aijîi
0MUJ*'O-f^f **
TABLE I
DETERMINANT FOR AIRCRAFT RESPONSE ANALYSIS
XÂ
XÂ
X0+xA
+xgA2
CO
xB
's
+Xa: A
K
'JIXB|CBIC"J2XA|CAIC
+xAA|: A
s
Y^+YÂ
YA
ZQ+ZQK
Y^+YÂ
B
B|
s
+YB|-sA
+YA|
A; A
'
+ZA2
ZÂ
X0+X0A
X<A
Xvj/A
+XA2
+XA2
+XÂ2
M#A
MÂ
MÂ
+MJA2
+MÂ2
+MÂ2
NeA
NÂ
ZÂ
-J3Y8rcSrc-J4Yflcec
~JIZB|CBIC"J2ZA|CAIC
-j3z8rc87c-j4za
+NÂ2
+NÂ2
+N9;SA
-Ik, A
+ k2A2)
A+D,
+D2B^
k5A
+k6A2
-J,XB|cBlc-J2XA|cAlc
-J3X8rc8rc-J4X6t^
^.NBICBTC-O2NAICATC
+NgA2
-J3NSrcSrc ~J4NCC
A+D,
+ D2^
l-tt
The numerator determinants f|(A), f2(A), f3 (A) , etc.

required for response calculations of the perturbation
variables u,v,vr, etc., are obtained by replacing the
coefficients of columns 2 and 3 by the set of
control coefficients K,,K2,
K8, respectively.
The stability determinant
n
'21
F(A) i* given by:
i:
18
22
23
28
'82
i2
FIA)
'dl
83
88
Expanding the stability determinant F (A) = 0 yields

the generalized characteristic equation as follows:
n
n-i
n-2
AA +BA +CA
+
+E = 0
where n is an integer denoting the highest order of the

stability characteristic equation and A, B, C,
E
are coefficients of the characteristic equation in terms
of total stability derivatives.
8.1-4
8.2
UNCOUPLED LONGITUDINAL MODE (Three Degrees of Freedom)

Considering decoupled longitudinal motion as affected
by changes in the stability variables u,vr, and 0,
the corresponding stabilicy determinant F(A) is
obtained by deleting the remaining stability variables
v, </> , \ff i etc., in the equations for X, 2, and M, thus:
F(A) =
ll
I3
I4
3I
33
C5I
53
= 0
34
54
Expanding the stability determinant
F(A)
yields
F(A) all(a33a54-a53a34)--al3(Q3la54-a5l a34)
+a
l4â3l
53-5l
33^
Substituting the values for the coefficients from

Table I of Section 8.1 yields
r
F(A)MXU + XQA)
(Z^+ZfrAHMgA+Mg A )
-(M^+MÂMZe + ZeA + Zg A2)]
-(Xvr+XÂ)[zu(MA + M6fA2)-Mu(Z+ZÂ + ZÂ2)]

+(Xe+XA+XÂ2)[zu(Mw.+Mw-A)-Mu(zw.+ ZwA)]
8.2-1
Thus:
A3,Mi
F(A) = AA*4in
+ BA*+C7r+DA+E=0
where
A G, Xu
B =GIXU+62X^ + G3XW.+ G4X

C =G2Xu+G3Xw-+G4X9 + G5X +GsXir+G7 x0
D = G4X9+G5Xu+G6Xw.-l-G7Xe+G8Z
E = G7X0-+G9Z$
and
VZfrMg-MfrZff
G8ZwMg + ZfrM0-MrZf-MfrZ0
G
= z
Mu ~zuM0
4=ZUMW-"
=Z
M Z
U W-
WM"MWZ
M\AT
8.2-2
GS = MUZ-ZUM
G7 ZJJM^-MUZ^
G8 = MUX^-- Mtf-Xy
G9 = Xv^Mu -XyM^
In order to determine the aircraft response, say, in

pitch [6 = f4(A)/F (A) ] _due to a step input of the
longitudinal control ( B|J, it is necessary to evaluate
the numerator determinant f4(A) . The determinant
f4(A) is formed by replacing the coefficients of (0)
(namely, at4 , 34, and a54 ) of the stability determinant F (A) given above by the controa. input functions
K,, K3, and K5.
The function
can be obtained as follows:
I3
3I
051
53
K5
MA)
f4(A)
33
= ||(K5a33-K, a53)-al3(K5a3,-K3a5,) + Kl(a3l a53-a5ia33>
8.2-3
Since,in this case,the uncoupled longitudinal motion

of 3 degrees of freedom with no stability augmentation
system is considered, the stability authority ratios
J, , J2 , J3
, etc. , are taken as unity, and all
control inputs other than (B|c) are taken as zero.
Thus, when the values for the coefficients 0|3,
a is
, etc., and the appropriate control inputs
K, , K3 and K5 from Table I of Section S.l are
substituted, the function f4(A) becomes
f4(A) =(Xu+XuA)|-MB| 7c(Zw-+Z;rA) + ZB|
B7C
V+MfrA) 1
-(Xw.+ XfrA)[-MB|cB7c(Zu) + ZBlcB7c(Mu)]

-X9, B. |Zu(Mvr+Mw-A)-Mu(Zvr+ZvrA)
Thus:
f4(A) =B, (AA2 + BA + C)
where
A 'X0(Z, Mfr-M, Zfrl

c
c
B =Xu(ZB|cKfl^-MB|cZyr) + X(ZB|cMwr-Me|cZw-)
+ X^(MBi
C XU(Z,
Zu-ZBl
MW-MB
v
Mu)+XBl (MuZi.-ZuMw.)
ZwJ + X^Mg
+ XB (Muzw""Mwzu^
'c
8.2-4
ZU-ZB
Mu)
8.3
UNCOUPLED LATERAL MODE (Three Degrees of Freedom)

When the longitudinal stability variables u, v, and 6
and longitudinal equations of motion X, 2, M are deleted,
the stability determinant for the 3 lateral degrees of
freedom becomes
F(A) =
22
25
26
42
45
46
62
65
=0
66
Expanding the above determinant yields
F(A) = a22â45a66"a65a46)"a25^Q42Q66~Cl62a46^
4 Q26(a42a65 -2a45)
Substituting the values for the coefficients o^n from

Table I of Section 8.1 yields
F(A) - (Yu+YOA)[(LÂ + LÂ2)(Nlj,A + NÂ2)

-(NÂ+NA2)(L,j,A + LÂZ)]
2
-(Y^+Y<Â)[LV(NVJ/A+N^;A )-NV(LVJ/A + LÂ )]

-(Y^+YÂ)[LV(NÂ+NÂ )-NV{LÂ + LÂ )]
8.3-1
,r
Thus:
F(A) = A[AA4+3A3+CA2+DA + E] =0
where
A sH,Yy
B
H| Yy + H2Yy
C =H2YV+H3Y; + H4Y^ + H5Y^

D H3YV+H4Y^ + H5Y^ + H6Y^+H7Y^
E =H6Y^ + H7Y^
and
H3L^N^-N^L
H4 = NVL^ -Lv N^
H5= LVN-NVL
H6 = NVL^ - Lv N^
H7 = LYN^-NVL^
8.3-2
8.4
CRITERIA FOR STABILITY

The requirement for positive stability is that there be
no positive real root or positive real part of the
complex roots of the characteristic equation.
If there are to be no unstable modes, certain conditions
pertaining to the coefficients of the characteristic
equation must be met. These conditions can be expressed
in terms of Routh stability criteria which involve sign
tests of the coefficients of the characteristic equation
and the magnitude and sign of the Routh discriminant R*
A more detailed information on the subject can be
obtained from Reference 1.
The sections below present a summary of the Routh
stability criteria for various types of the characteristic equations commonly encountered in stability work.
8.4.1
Routh Criteria for a Cubic
Let the cubic equation be
AA3jrBA2+CA + D=0
(A >0)
The necessary and sufficient conditions for stability are

(a)
(b)
8.4.2
The coefficients A, B, C, D >0

R* = BC-AD > 0
Routh Criteria for a Quartic
Let the quartic equation be
AA%BA +CA +DA+E
=0
8.4-1
The necessary and sufficient conditions for stability

are
(a)
(b)
8.4.3
The coefficients A, B, C, D, E > 0

R* - D(BC-AD)-B2E > 0
Routh Criteria for a Quintic
Let the quintic equation be
A A5 +B A4 + C A3 + DA2 + E A + F 0
The necessary and sufficient conditions for stability

are
(a)
(b)
(c)
The coefficients A, B, C, D, E, F > 0

BC-AD > 0
R*= D(BC-AD)(BE-AF)-B(BF-AF)-F(BC-AD) >0
8.4-2
REFERENCE
1.
Routh, E. J., Dynamics of a System of Rigid Bodies,

6th Edition, MacMillan and Company, London, England,
1905.
8.4-3
8.5
SOLUTION OF THE CHARACTERISTIC EQUATION

There are many methods in the literature for obtaining
the roots of the characteristic equation. The method
used will depend on the order of the characteristic
equation and particularly on whether the roots are to
be extracted by hand or by machine.
Reference 1, pages 2.1.1-167 to 2.1.1-190, gives a fairly
detailed review of the most commonly used methods for
extracting roots of the characterisitc equation ranging
from 3rd to 6th order equations.
Since quartic equations occur most frequently in aircraft stability work, a method is herein given f.
solution of stability quartics. The method is known
as an ''Analytical Solution of Quartics" and is based
on the Ferrari reducing cubic method. Some of the
advantages of this analytical method are that it is
independent of the relative magnitude of the coefficients,
does not require initial knowledge of the order of
magnitudes of the roots, and is particularly useful if
no real roots exist. This method is equally as well
applicable for hand calculation as it is for machine
computation.
The calculation procedure of this method is as follows:
(a)
Determine the coefficients B, C, D and E of a

given quatric as follows:
A4 + BA3+CA2 +DA rE =0
(b)
Calculate
S*=BD+C2-4E
8.5-1
R*=BCD-EB2-D2
(Note that R is the usual Routh discriminant

discussed in Section 8.4)
(c)
Compute
h,=-L(3S*-4C2)
h =
2 27(l8CS*-l6C3--27R*)
(d)
Evaluate discriminant (A)
^2
hi
A = -74 +
27
(e)
Determine ( FIn) as follows:

(i)
If A >
0, then
n= V2+^
(ii)
V2^
If A = 0, then
n,=2 ,/-^
n2=rv-,/-^
8.5-2
(iii)
If A < 0, then calculate

C0S*S-J*//2 /V
27
and obtain
n2 --2 [ *J- |i cos ( * + 120)]

n3 =2 [ ^/^f cos (-* + 240)]
(f)
Select the algebraically smallest value of (Hn)

using step (i), (ii), or (iii), whichever applies,
and compute
e^nn + 2f<4
(g)
Ca lculate
~E
-_ JL
s
D-Bs
- B-7i
8.5-3
(h)
Finally, determine the four roots of the quartic

thus:
Kz --r V ~
A3,4--4-y(f)2-^
8.5-4
REFERENCE
1.

Report 60-43, I). S.
Command (presently,
Laboratories), Fort

8.5-5
8.6
ROOTS OF THE CHARACTERISTIC EQUATION

The roots of the characteristic equation can be
(a)
(b)
(c)
Real
Complex
Combination of real and complex
The real roots correspond to a periodic motion,

converging in amplitude as time passes if negative,
and diverging in amplitude if positive.
The complex roots (Am= Omfbmi) always occur in pairs,
and each pair corresponds to an oscillatory mode
ml
Ae
sin(bmt+<)
where A is the amplitude of the oscillation and <!> is the

phase angle.
The real part am of the complex pair of roots
determines the converging or diverging behavior of the
mode.
If am>0 , the amplitude of the mods will increase with
time (t) , resulting in unstable, divergent
oscillation.
If am=0 , the amplitude remains unchanged (neutral
stability).
If om<0 , the amplitude will decrease with time, (t)
resulting in a stable or damped oscillation.
The complex part bm describes the frequency of the
mode, in radians/second.
If the real root or real part of the complex root is
negative, the time constant T
of the mode is defined
as
8.6-1
7 for real A
-A
T = '
- for complex
The time constant T corresponds to the time required

for the motion to reach 36.8% of its original value.
If the real root, or real part of the complex root, is
positive, it is more convenient to express the
characteristics of the mode in terms of the time
required to double its initial amplitude TZ/\
where
0.693
+A
for real
z/is '
0.693
for complex
The converging characteristics of stable modes is some

times also expressed in terms of the time required to
reduce to half its initial amplitude r,/2
where
0.693
-A
for real A
i/2S '
0.693 .
.
~
for complex
'm
The period
P = **?-
A
A
of an oscillatory mode is given by
seconds
Di
'm
8.6-2
SECTION 9.
RAPID METHODS FOR ESTIMATING THE LONGITUDINAL

STABILITY CHARACTERISTICS OF SINGLE AND TANDEM
ROTOR HELICOPTERS
Sections 4 through 8 present complete methods for

evaluating the dynamic stability and control response of
generalized helicopter configurations including as many as
8 degrees of freedom of coupled motion.
The methods presented therein can be used for "formal
solutions''. In preliminary design work, there is often a
need for quick and approximate estimates of the longitudinal
stability characteristics of single and tandem rotor helicopters. Therefore, some simplified stability methods may
often be required where time rather than accuracy is of prime
consideration.
This section presents such methods, which can be used
for rapid estimation of the longitudinal stability characteristics of conventional single and tandem rotor helicopters
with only a slight loss in accuracy. The accuracy of the
final results using the simplified methods is within 57, of
the "formal" solutions contained in the preceding sections.
The applicability of the simplified stability
methods presented in this section is limited to low and
medium forward speed regimes, i.e., those covering the tip
speed ratio range of 0.1 < a < 0.3.
The simplified stability equations presented below
have been verified by numerical calculations for typical
single and tandem rotor helicopters. The numerical results
are presented in the tables of Sections 9.1 and 9.2,
respectively.
9-1
9.1
SIMPLIFIED STABILITY METHOD FOR A SINGLE ROTOR

HELICOPTER
The following procedure can be used for rapid
estimation of the longitudinal stability characteristics of a single rotor helicopter:
9.1.1
Trim Calculation
The required design parameters and the longitudinal trim

conditions for a single rotor helicopter can be obtained
by using the procedure given in Section 5.1.
The trim procedure as described in Section 5.1 cannot be
appreciably simplified Lo save time and effort in this
approach. However, it is apparent that the computation
pertaining to lateral trim can be omitted, with the
exception of tail rotor thrust
TTR . This parameter
is required in the evaluation of the pitching moment
derivatives.
The downwash interference effects of the front rotor on
the fuselage c pus
and the front rotor on the
horizontal tailplane T are retained; however, the
interference angle at the tail rotor
TR
due to
front rotor downwash can be neglected.
9.1.2
The Total Stability Derivatives
Using the equations of Section 7.1, the total stability

derivatives for a single rotor helicopter can be
simplified as shown below. These derivatives are
expressed in terms of local stability derivatives which
can be obtained from Section 7.3.
9.1.2.1
(a)
Xu=(Xu)rt(Xu)FUS+(Xu)T
9.1-1
r
where
duF
\
R,s
^ta <W
du
(b)
ouT
auF,JS
Fus)
daFUS
duT
du
-daT
*-*
(C) VVF+Mu8+(XA
where
i
^r
dLF
aoF
V0 daF
daF
(d)
X,g=-W
(e)
da IF
-^V0a
XJ.-L^-J
9.1-2
aaFUSJ
daT J
9.1.2.2
(a)
ZU = (ZU) r_ + (Zu)
r OS
+(ZU)T
where
0uF
0uF
aLj^s__. gpFus
U
FUS
LaUFUS
(a
FUS
OUKU
(a c s) + D
du LaaFUS + a^
" ^
^J
FUS
l
7 ) --[ALT , ^LT aaT 1

- 0uT
0a T
0u
(b) Z^VV-HZw-Vus+^T
where
(Z w
v0 V'
(duns wda EJJS.)
v0\3aFUB'vda
^Vos
w T
V0 0aT
(O
Z*.-*
(d)
ZQ---\NQ
0a
9.1-3
(e)
Zfl-=-V0
9.1.2.3
(a)
Mu'tXu^-tZu^-lZgli^
where
rapTR
apTR(aaTR)
raPiR _ apTR
LduTR
aaTR
(b)
da
^)
du
(a-TB)
voy^ -1^,-iz^x
Mcus
(Z
- ^W*TR ^
Ta
aMHUBl
r
~&
where
(Z
^TR= " T "

2
,ÎF , .
. ^MHUBF
(c). M-Zw.TiXT2-4F(-^-)LF +
9.1-4
dq
where
(d)
9.1.3
M=-Iyy
Coefficient of the Characteristic Equation
Using the values for the total derivatives presented

above, the coefficients of the characteristic equations
can be calculated from Section 8.2.
9.1.4
Roots of the Characteristic Equation
The stability roots of the characteristic equation can

be extracted by using the numerical procedures given in
Section 8.5.
9.1.5
Numerical Comparison of the "Rapid Stability

Method" With the "Formal Solution"
Tables I through III show a comparison of the results

calculated using the "rapid stability method", as
described above, versus the results obtained by the
"formal method" presented in Sections 7 and 8.
The sample helicopter under consideration is a single
rotor helicopter having the same design parameters as
used in the sample trim calculation presented in
Section 10.1.
In order to examine most critical variations of the
pertinent stability parameters, a range of tip speed
ratios of 0.1 < fj. <
G.3 was selected for this
comparison.
The tables presented in this section show that the
results obtained using the "rapid stability method" are
well within the tolerable limits of those obtained by
the "formal method".
9.1-5
a. ... i
TABLE I
NUMERICAL COMPARISON OF THE SIMPLIFIED VERSUS FORMAL
STABILITY METHOD FOR SINGLE ROTOR HELICOPTERS
p = 0.1
Stability
Variables
Xu
X(j
*w
*w"
*e
x
e
*0
Zu
i
Zw-
Zvr
Z0
Z
z
Mu
Mr
Ig
M0
A
Formal
Method
Simplified
Method
-5.99
-236.00
7.86
0
-7600.00
-904.28
0
-5.56
-236.00
7.98
0
-7600.00
-899.38
0
-21.76
-149.47
-236.00
-660.00
17640.00
0
44.07
43.22
0
-4992.00
-9100.00
1
-21.82
-149.30
-236.00
-660.00
17465.84
0
44.27
43.17
0
-4749.29
-9100.00
1
B
C
1-20561
0.04321
i.17809
0.02794
D
E
A,
A2
0.16875
0.08538
-0.33740
-1.23600
0.16895
0.08576
-0.33639
-1.22171
A 3,4
0.18390
+0.413421
0.19001
+0.415411
9.1-6
TABLE II
LL
Stability
Variables
0.2
Formal
Method
Simplified
Method
Zg
-10.68
-236.00
14.67
0
-7600.00
-2210.17
0
-0.15
14.90
0
-7600.00
-2233.02
0
-0.14
Zr
-188.50
-188.92
Zir
z
e
z
-236.00
-623.00
34896.00
-236.00
-623.00
34931.68
0
50.61
0
50.66
6.39
0
-6929.90
-9100.00
1
7.64
0
-6718.64
-9100.00
1
Xu
X
Xw
Xw
*0
*0
x
9
Mu
Mw
MiMg
Mg
A
-10.59
-236.00
B
C
D
1.60551
1.58369
0.62716
0.19429
0.58852
0.19261
0.14404
0.14452
A,
A2
-0.71582
-1.07335
-0.68464
-1.09856
A3,4
0.09183
+0.42312i
0.09975
+0.42686i
9.1-7
TABLE III
fi = 0.3
Stability
Variables
-6.30
-164.60
-2.67
0
-5300.00
1911.11
xfl
Zu
Zfl
Z0
18.53
-179.47
-164.60
231.24
33709.35
18.49
-179.50
-164.60
231.24
34071.43
Z0
Mu
13.67
-150.88
0
-7098.36
-8400,00
13.57
-150.54
0
-6944.56
-8400.00
Xwx
Zvr
z^-
Mvr
Simplified
Method
-6.51
-164.60
-2.59
0
-5300.00
1906.86
Xu
X
Xw
Formal
Method
Mg
A
A2
1.97472
4.65925
0.26817
-0.00761
0.02080
-0,08049
1.95553
4.66766
0.26354
-0.00710
0.01987
-0.07833
A3,4
-0.95751
+1.905151
-0.94853
+1.912751
B
C
D
E
A,
9.1-8
9.2
SIMPLIFIED STABILITY METHOD FOR A TANDEM ROTOR

HELICOPTER
The following procedure can be used for rapid
estimation of the longitudinal stability characteristics of a tandem rotor configuration.
9.2.1
Trim Calculation
The required design parameters and the longitudinal

trim conditions for a tandem rotor helicopter can be
obtained from Section 5.2.
The trim procedure as described in that section can be
simplified by omitting all the computation pertaining
to the lateral trim parameters.
9.2.2
Using the equations of Section 7.1, the total stability

derivatives for e. tandem rotor helicopter can be
simplified as shown below. These derivatives are
expressed in terms of the local stability derivatives
which can be obtained from Section 7.3.
9.2.2.1
(-)
XU(XU)+(XU) + (XU)
FUS
where
duF
FUS
duF
duR
duFus
duR
daFu.
du L(jaR
du
9.2-1
"
oaR
v-f
(c)
Xyr=(Xwr)F+(Xvr)R + (Xw-)
FUS
where
/v
\ F
(d)
I
VQ
/dL-r
daF
due . .
3<xF
X0-W
where
XuF=(Xu)F
wF= ^Xw-Jp
di_R,
0uR
. do
duR
dD,
XvVn
77" 3
(a ~rt) - "3 T LR
R
9.2-2
9.2.2.2
(a)
Zu=(Zu)Ft(Zu) +(ZU) FUS

where
(7
I-_L
p
(7Up
^LFUS . ^LFUS ( OaFUS

FUS
(3aFUS
,o
t/u
UUF1
(b) zâj +uw) +a*i

where
(Z
(1^
V0 p
*"'F
lZw
dLRtida
v
V " VO0 vô'
CWR da
^Fus
V0 daFUS
da
(c)
Zw
= - g
(d)
ZQ---W6
9.2-3
() ze=Tvo
9.2.2.3
(a)
MuMXu)Fi2F-(Zu)FiXF+(Xu)Ri2R-(Zu)RiXR
^
dMFljS
+
du
dM*
MHUB
L +
s.
3
du
(b) ^^{x^)Flzr(z^)Fl^(x^)JZB-{zw)J^
+
I
V
fdMnc
l
da
da.
^WHUBF
^ HUBR
+
da
aMHUBF
da
aMHUBB
where
ZwFs<ZwlF
(d)
Mg=-Iyy
9.2-4
'
9.2.3
Coefficient of the Characteristic Equation
In the case of tandem rotor helicopters, the coefficients

of the characteristic equation can be further simplified
as compared to these presented in Section 8.2, thus:
A =
XuZ^M
B - XuZiMo+XutZirMd+Z^MO)
C- Xu(ZwM0 + Z^M)tX-(Zw^-Mw-Z6)
D= Xu(Zw.M-MvrZ6)-t-X(ZuMw--M,.Zvr)
VMUZ6-
W^ZQ-XQM^
E= XglZuM^-MyZ^ + ZetX^Mu-XuM^)
9.2.4
The stability roots of the above characteristic equation

can be extracte-i by using the numerical procedures given
in Section 8.5.
9.2.5
Numerical Comparison of the "Rapid Stability

Method" With the "Formal Solution"
-
Tables I through III show a comparison of the results

calculated using the "rapid stability method", as
described above, versus the results obtained by the
"formal method" presented in Sections 7 and 8.
9.2-5
TABLE I
NUMERICAL COMPARISON OF THE SIMPLIFIED VERSUS
FORMAL STABILITY METHOD FOR TANDEM ROTOR HELICOPTERS,
FORWARD CG. POSITION (13.37 OF ROTOR RADIUS)
Stability
Variables
*u
X
u
*w
Xyf
*e
*e
x
0
Zu
Zw
Simplified
Method
-40.44
-885.92
62.27
-39.98
-885,92
62.46
0
-28500.00
-2911.71
0
-28500.00
-2908.07
0
36.90
0
37.75
-844.97
1201.53
0
-936.61
-885.92
-876.09
182603.60
0
-865.26
1093.75
0
MQ
-355707.54
-366075.77
Mfl
A
-158041.00
-158041.00
Zir
z
Formal
Method
e
H
ze
Mu
M^
M^
B
C
D
E
A,
A2
A3l4
-931.05
-885.92
-876.09
183591.15
0
1
3.34666
0.91761
-0.07531
-0.17053
.30793
-3.04303
-0.30578
K). 297471
9.2-6
3.37389
1.17531
-0.06211
-0.17671
0.29411
-2.97905
-0.34447
+0.288141
TABLE II
MID CG. POSITION (1.4% OF ROTOR RADIUS)
Stability
Variables
Formal
Method
Simplified
Method
-2621,65
-42.47
-885.92
73.16
0
-28500.00
-2615.32
0
50.87
0
51.64
Zyr
-931.34
Zir
-885.92
-937.38
-885.92
-756.08
187093.24
0
-1002.71
-756.08
182603.60
0
-1020.18
Myr
Mvr
4360.70
0
4481.17
0
Mg
Mg
-371145.70
-158041.00
-384178.22
-158041.00
Xu
*ii
*w*
V
*0
*0
X0
zu
Z
Z0
20
Mu
-43.06
-885.92
73.00
0
-28500.00
A
B
C
1
3.44800
-3.21600
1
3.48843
-3.10744
A,
A2
-0.25950
-0.16290
0.88759
-4.22781
-0.24420
-0.16533
0.83944
-4.21420
AM
-0.05389
K).20500i
-0.05691
+0.208591
9.2-7
TABLE III
AFT C.G. POSITION (6.9% OF ROTOR RADIUS)
Stability
Variables
Formal
Method
Simplified
Method
Xu
*vr
*w-
-88.27
-885.92
83.91
0
-88.14
-885.92
84.11
0
Xfl
-28500.00
-28500.00
x$
x
9
0
*9
-2198.48
0
53.70
-933.18
-885.92
-706.28
189190.60
0
-2197.29
0
53.67
-940.29
-885.92
-706.28
182603.60
0
Mu
-895.19
-923.53
Mw
Mw
M0
6596.49
0
6696.55
0
-398042.50
-414506.48
Mg
-158041.00
-158041.00
1
3.68372
-5.58366
Xu
Zu
Zvr
Z^r
Z
z
A
B
C
1
3.67096
-5.92492
-0.67904
-0.10712
-0.63996
1.30714
1.25017
-4.86168
-4.81644
-0.05814
+0.11608i
-0.05873
+0.12413i
A,
A2
A3,4
9.2-8
-0.11355
The sample helicopter under consideration is a tandem

rotor configuration operating at a tip speed ratio of
fi = 0.3 and MT =0.8. The design parameters selected
for the sample helicopter are the same as those used in
the sample trim calculation presented in Section 10.2.
In order to examine the most critical variations of the
pertinent stability parameters for tanc.em rotor helicopters, this comparison is based upon a wide range of
C.G. travel.
The tables presented in this section show that the
results obtained using the "rapid stability method" are
well within the tolerable limits of those obtained by
the "formal method".
9.2-9
SECTION 10.
SAMPLE CALCULATIONS
In order to better illustrate the stability methods

presented in the previous sections, sample calculations are
herein performed for both single and tandem rotor helicopters.
For each helicopter configuration, the computations
are performed according to the sequence of operations outlined
in the previous sections. Specifically, the sample calculations are initiated with the aircraft trim computations
followed by local and total stability derivatives and are
ended with the solution of the stability characteristic
equation and analog computations of aircraft response.
10.1
SINGLE RO'lOP. HELICOPTER

The sample single rotor helicopter considered is a
medium utility type aircraft as illustrated in Figure i
of Section 3.3. It consists of a preconed, two-bladed
teetering main rotor and a rigid tail rotor. The
horizontal tailplane has no end plates and is of NACA
0015 symmetric series. The fuselage shape, shown here
in Figure 1, resembles that of the configuration D of
Reference 1. Hence, the mode] test data corresponding
to this configuration is utilized to obtain the required
fuselage characteristics for the sample helicopter.
These data have been appropriately nondimensionalized
and are presented in Figure 2.
The aircraft operating conditions assumed in this
sample calculation correspond to a forward speed of
V0 = 207 ft/sec,a rotor tip speed of &R 690 ft/sec,
and a pressure altitude cot responding .... sea level
standard day.
10.1.1 Trim Calculation for a Single Rotor Helicopter

The sample trim calculation for a single rotor helicopter is performed utilizing the analytical procedure
outlined in Subsection 5.1.2 as follows:
(a)
Determine the required helicopter design parameter

as shown in Table I.
10.1-1
CN
C/3
z
o -
4J
a
c
u
H
r-i
0J
o
0
DCS
1)
.-*
GO
c
c/}
0)
r-4
en
QJ
u
14-1
o
QJ
a
x:
0)
cd
cu
0)
d0
10.1-2
FUS
-0.02
0.22
C0FUS
0.1
0.14
FUS
-0.08
-0.12
-16
-12
-8
-4
orFUS - DEGREES
Figure 2.

(jBf-0).
10.1-3
FUS
Vus0-012
Cr
-0.004
-0.008
L6
-;
aFUS - DEGREES
Figure 2.
(Concluded).
10.1-4
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I*-
*<
if"
(b)
Determine the following operating condition for

the sample aircraft:
V0
= 207 ft/sec
(fiR)p = 690 ft/sec

(ARITR"
713.8 ft/sec
Altitude = Sea level

standard day ( p = 0.002378
slug/ft3)
Then compute
Vox
(M)
T
V0+(flR)F
207
VeS
(ftR)TR
(M \
^T'TR
690 .
0>8
Vo+(flR)TR
207-_- _= 0.29
13,8
VS
=
1118
MTR
<lo
207
"
207 + 718.80
U18
~t />vo = h * 0.002378x
(207)
= 50.9 lb/ft2
(T.F.)F = [p TTR2 (flR)2]F
= n 89
82
= 0.002378 x 3.14 x 222

x 6902 = 1.72 x 106 lb
(T.F.)TR= [p TTR2 (&R)2]TR = 0.002378 x 3.14 x 4.32

x 713.82 - 7.03 x 106lb
(c)
Obtain fuselage lift and drag coefficients for

a
FUS
Ujing Figure 2, and assuming aFUS
10.1-6
= 0, obtain
CUFUS = -0.0060
CDFUS
= 0.158
Using the values for AZFUS and AXFUS from

step (a) and q0 from step (b), compute
(d)
LFUS
= CLFU.q0 Az
OPUS
= CoFUSQo
us
us
AXFS
= -0.006 x 50.9 x 144.5

= -44.1 lb
= 0.158 x 50.9 x 48
= 386 lb
Calculate the first approximation for the main

rotor lift and drag forces, thus:
LF = W-LFUS
DF
^-Dpus
= 5300 + 44.1 = 5344.1 lb

"386 lb
Also compute the corresponding rotor lift and

drag coefficients
.[
(k)
L 1
MT.F.)(TJF
(S&) =[7-^1 =
a F L(T.F.)crJF
(e)
53441
i.72xl0bx0.051
= 0#0609
- 386
= -0.0044C
1# 72^06x0.051
Using Reference 2, calculate the chart values of

rotor lift anu drag coefficients corresponding
to rotor solidity <r =0.1, thus:
(Aa)F^F-0.l =0.051-0.1 = 0.049

[(^)0I1 -(-)
- 0.0609
10.1-7
[<->
] [
* 0.1 c
L
Cn
r '
ACT
-049 (0.0609)2 = -0.0034

2(0.3)2
= -0.0044 +
(f)
Using the values of [(CL'/a-)Q|] , [(CD7<r)0|l

from step (e) and d\f1 /JL? , M'TF
from step's (a)
and (b), enter Figure 44 of Reference 2 and
Figure 3 of Section 5.3 and obtain the first
approximations for the following main rotor trim
parameters:
KW F =
oF
\
-8.2 = -0.143 rad
= 3.7 - 0.0646 rad

- 4.75 - 0.0829 rad
= 1.60 = 0.027 rad
<H
- 7.1 - 0.124 rad
XF
- -0.052
'F
= 0.00356
(g)
Calculate main rotor angle of attack

rotor torque (QF) as follows:
(ac )
and
-Cp'ItecW^T^)]
2^ a J
= -0.143--Q'049 vO.069 = -0.160 rad - -9.16

2x(0.3)2
QF =[-^(T.F.)<TR]F
- 0.00356 x 1.72 x!06x0.051x 22 = 6870 ft/lb
10.1-8
(h)
Using Section 7.6 or the pertinent test data,

obtain the following downwash interference
factors:
FFUS
FT
1#0
FTR
Then compute the downwash interference factors
and 6
FUS
T>
TR using the values of XF from
step (f) and aCp from step (g), respectively.
Thus
=FUS=*T
TRSL0 <t0n
C-/TV
- l.o[tan(-9.16)+0'Q52 ] = 0.012 rad =0.688
(i)
Using the design parameters and the initial trim

values obtained in the steps above, determine the
relationship between aFUS and CMpus from the
following equation:
[ *x L - ez D+ ^^- (a, +ac-i)]F +q0[*xSa(i-)]T

a FUS"
-UxD4jfzUF -q0xSo)T
C
MFUSq
apus
Ax
PUS ^FUS
' '
-(Jxr ^ZL)F -q0(J?xSa)T
^FUS
-5.35x386+50.9x16.62x21.4x3.81x0.012
5.35x5344.1+50.9x16.62x21.4x3.81
+50.9x48x39x CMFUS
5.35x5344.1+50.9x16.62x21.4x3.81
10.1-9
012
aFUS
= - 0.0247 + 0.976 CMpus

- -1'415
' FUS
55 92
'
CMpus
Superimpose the linear relationship between a^s*

and CMpgs from the above equation on the experimental fuselage pitching moment curve CMFUS
vs apus anc* obtain the point of intersection
as shown in Figure 3. This point yields the
fuselage trim angle of attack
aFUS
(j)
- -3.2 - -0.0558 rad
Using apus from step (i), enter the fuselage

charts of Figure 2 and obtain the following
fuselage characteristics.
= -0.0073
LFUS
CM
= -0.032
-- 0.158
FUS
DFUS
= 0.0077
NFUS
= -0.0057
CY
FUS
= -0.002
CY._...
us
Then compute the corresponding fuselage forces and

moments, thus:
Wus = CLFUS
q A
= -0.0073 x 50,9 x 144.5
Fus 0 z Fus
= -53.7 ib
DFussCoFusqoAxFus
YFUS
=C
YFUSQOAYFUS
0.158 x 50.9 x 48 = 386 lb
= -0.0057 x 50.9 x 160.7
* -46.6 lb
M
Fus=CMrusq0A
Fus
JFUS
FUS
= -0.032 x 50.9 x 48 x 39
= -3050 ft-lb
10.1-10
00
culat ed and t
tching Moment
CO
4J
CO
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-C
vj"
o
^
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N
_1
rff
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<f
1
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JZ to
2
5
M
00
1
ERIMENTi
f..
CM
1
W iT5 W W
Ik
tO to
CM
CO
O
o
I
Ik
10.1-11
CM
O
i
Q)
4J r-t
0)
^ CO
l
C
&T!
vO
li
o
8u
ositio
mental
Supe
Expe
VA
^FUS
"
^FUSqOAXFus^FUS
= -0.002 x 50.9 x 48 x 39 = -191 ft-lb

N
FUS
NFuc.ÔAXFUS ^FUS
= 0.0077 x 50.0 x 48 x 39 = 734 ft-lb

(k)
Using the values of NFU3 from step (j) and QF

from step (g),determine tail rotor thrust and
tail rotor lift coefficient, thus
.
'
NFUS+QF __ 734 + 6870

_JA
28
TR
272
lb
*TR
T
(ki - r
1 =
272
a ' TR L (T.F.) or J
7.03 x 104 v n 10S
(1)
= 0.0368
With the values of 0,TR , /xTR> and MTTR from

steps (a) and (b), (CL'AT) TR
from step (h),and
(QC)IR
= 0, enter the appropriate performance
charts of Reference 2 (interpolate between the
charts if necessary), and obtain the following
tail rotor parameters:
[(!?) ]
1*1
O-
= 0.0020,
XTR= 0.007
* 0.0011,
(075)
-
TR
TR
=2.2
Then compute
* TR
o- o.i
2^
<y
TR
= 0.0020+(MQ5;Qr?j) (0.0368)2 = 0.00204

2x(0.29)*
10.1-12
C"
0TRS[ifi.(T.F.)cr]Tp = 0.00204x7.03xl04x0.105-15.1 lb
OfR*[-^r(T.F.)crR]TR = 0.0011x7.03xl04x0.105x4. 3
17
34.9 ft-lb
(m)
From the trim values obtained in the steps above,

determine the horizontal tail plane characteristics as follows:
a = a
Fus + Fus =
aT = a+iT-T
CUT = aTaT
^T
s(CD
^ o
213)
+ -%-) = 0,01+ ''

= 0.0134
^T
3.14x4.23
!"TrCLTq0ST
(n)
.0.0438+0-0.012
-0.0058 rad - -3.2
J.81 (-0.0558) = -0.213
2
c
-0.0558 + 0.012 = -0.0438 rad

-2.51
-0.213 x 50.9 x 21.4 = -232 lb
DT=C0TqoST =
0.0134 x 50.9 x 21.4 - 14.6 lb
Assuming A,F s <f> = YXR - /c = 0> solve

simultaneously the X and Z equations from Section
4.0 to obtain a better approximation for the main
rotor lift and drag, thus
K, = Wa-lFUS(a~FUS)-LT(o-T)+DFUS-f DT + DTR
= 5300(-0.0438) + 53.7(-0.0558) + 232(-0.0558)

+ 386 -f 14.6 + 15.1 - 168 lb
K2 = DFUS(a-<fFUS) + DT(a-T)+DTR(a-TR) + LFUS+LT-W
= 386(-0.0558) + 14.6(-0.0558) + 15. K-0.0558)

-53.7 -232 - 5300 - -5610 lb
10.1-13
M-K2
14a2
DF = LFa-K,
168(-0.0438)+5610
lf(-0.0438)2
m 5590 lb
= 5590(-0.0438) - 168 = -413 lb
Then obtain
(k) = f(2k) 1J = [-^-1=
5590
= 0.0637
<T F
L o- o.i F L(T.F)crJF I.72xl06x0.051
(D')
-[ D 1 - 413
= -0.00471
LCT.F.)<rJF
1.72xl(rx0.051
2
r(ft, J].[&'.^(^)
1J
L
2
L <r0..
<r
2M
a-
=-0.00471+ '049 2O(0.0637)2=-0.00361

2x(0.3)
(o)
Repeat steps (f) through (n) with the new values

of [(CL'/<r)0 ,] F and [(C D '/o-)0J ] F from step (n)
until convergence is achieved, yielding the final
trim values as shown in Table II below:
10.1-14
*r~
T3
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to
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CM
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rH
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m r-l
O
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li
II
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rH
IH
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m
r^
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li
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u
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00 .
O
r-N. v
CO >*
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II
II
X
00
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<r
CO
m o
00
o
^fw
li
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in o
vO
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II
ik
Ik
u.
-I
Ik
,Q
ik
<?
w>
Ik
10.1-15
CD'
Ik
ik
Ik
(p)
Using the final trim values frcm Table II,

calculate main rotor side force, thus:
+ ~4~ kb, + -g-a0o, -y/i.Xa0-/x a0o, +-ô,b, + -g^Xb,)]F

= 1.72xl06x0.051x5.73(_3xO.3xO.l?6xO.n67S
2
4
+^xO, 126x0.0288+|x0.09x0.126x0.0288
-1x0.056x0.0288+1x0.0675x0.0846
4
6
+2x0.3x0.056x0.0675-0.09x0.0675x0.0846
2
+1x0.3x0.0846x0.0288-1x0.09x0.056x0.0288)
4
8
= 129 lb
(q)
Also compute the main rotor lateral cyclic A|F

(from the rolling moment equation) and aircraft
roll altitude <f> (from the side force equation)
using the final trim values as follows:
A,_ =
"2
ebft M,
[.,IL+1^,]
=
-5.35 x 129-5 x 274 + 1 x 15.8 x 0.0625 + 191

5.35 x 5620
= -0.0621 rad - -3.56
10.1-16
(LA,+Y)F+YFUS4-TTR
W
. -5620 x 0.0621 + 129 -49,1 + 274,
[
5300
'
- -0.000924 rad = -0.0529
(r) Finally, compute the main rotor longitudinal cyclic

pitch
B, = a-ac + iF= -0.0414 + 0.164 = 0.123 rad
= 7.05
10.1.2
Stability Derivatives for a Single Rotor

Helicopter
The numerical procedure for computing the stability

derivatives for a single rotor helicopter is very
similar to that presented in Section 10.2.2 for the
sample tandem rotor configuration The main rotor
and the tail rotor derivatives for the sample single
rotor helicopter are obtained by following the numerical procedures for the front rotor of the tandem
rotor configuration of Section 10.2.2 and by utilizing
the appropriate trim conditions presented in Table II.
The required fuselage derivatives are computed by
graphically obtaining slopes to the fuselage data of
Figure 2, and utilizing equations presented in Subsection 10.2.2.3, The horizontal tail plane derivatives are obtained from Reference 3.
The total stability derivatives for the sample single
rotor helicopter for the six degrees of freedom of
aircraft coupled motion are presented in Table III.
This table also includes .he control derivatives
required for aircraft response calculations.
10.1-17
g
M
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u
ac
0s
r-4
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CM
omoO>fri-iOC0Or-iOO OO O O
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CM
1
00
1
vt
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so
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10.1-18
10.1.3
Stability Characteristic Equation
The stability characteristic equation for the sample

single rotor helicopter can be obtained by utilizing
the total aircraft stability derivatives presented in
Table III and by following the analytical procedure
outlined in Section 8. The numerical procedures for
obtaining the coefficients of the characteristic
equation extracting the stability roots and the
analysis of the roots are exactly the same as those
for the tandem rotor configuration presented in Section
10.2.3. Therefore, these numerical procedures will not
be duplicated here.
The computations of aircraft stability characteristics
involving more than three degrees of freedom of aircraft motion are most conveniently performed utilizing a
digital or analog computer program. A typical analog
computer program for predicting the response characteristics due to control inputs of a single rotor helicopter is described below.
10.1.4
Aircraft Response
Presented in this section are typical computations for

the sample single rotor helicopter response due to
control inputs. These computations were performed with
the aid of the Pace 231R analog computer and include
six degrees of freedom of coupled aircraft motion and
two degrees of freedom of a stabilization device. The
input forcing functions (step or pulse inputs) are the
pilot's longitudinal and lateral cyclic controls which
are programmed to be activated independently or
simultaneously. The analog computer schematic diagram
representing the equations of motion of the aircraft
and the stabilization device is shown in Figure 4.
The sample calculation was performed utilizing the
total helicopter stability derivatives presented in
Table III, These derivatives were normalized by the
coefficient of the highest order variable, e.g., the
X equation was divided by X(j, the M equation was
divided by Mg, etc. In addition, appropriate scaling
factors were utilized. The resulting settings of the
potentiometers P and Q shown in Figure 4 are presented
in Table IV.
10.1-19
LEGEND
SYVB.
POT.
-C^
_5_:
-^-
10 H
^V-f\x-'Lf\
'^?
[~
00 >-i
r~ z^"
,-x ',''
TP0
r-
-J , $
U"iV
"'0^
00
M >
'-<2b
M"
^7
I I
T
>
rii-t^v^-S^-1
=MBHS>-
Lts
FIGURE 4
l< . I - VI.
ANALOG
COMPUTER SCHEMATIC
I
i
r1 ,.jr
-1
14"
"
W^
<S>
:*-?
*.,:
2 i.-0.
1
'
'-.'oVw-
T\
200*
^
L
i as
4-i'os*
_J
.-0 <
. -.
y%>4]V ^bjj-
:~
>
OC .,'" ' C'N
-^;i _ E>
/TP#A
.1
IC'CN
<-->-&>
OC , *
-^5 o
OOI.,
IU*>
TABLE IV
ANALOG COMPUTER POTENTIOMETER SETTINGS
Setting
Pot.
No.
Setting
Pot.
No.
P10
0.0805
P20
0.0158
P30
Q10
0.0274
Q20
0.5455
Q30
0.2000
Pll
0.0271
P21
0.0012
P31
0.5000
0.0053
Qll
0.6805
Q21
0.3374
Q31
0.1400
P02
0.1667
PI 2
0.1000
P22
0.3074
P32
1.0000
Q02
0.J62
Q12
0.0169
Q22
0.3333
Q32
P03
0.0070
PI 3
0.2629
P23
0.2393
P33
0.0174
Q03
0.3475
Q13
0.1997
Q23
0.0158
Q33
0.6740
P04
0.0966
PI 4
0.5123
P24
0.0043
P34
1.0000
QC4
0.1667
Q14
0.8333
Q24
0.0211
Q34
0.1875
P05
0.0330
PI 5
0.1000
P25
0.4560
P35
0.3750
Q05
0.8352
Q15
0.1534
Q25
0.456C
Q35
P06
0.3591
PI 6
0.0834
P26
0.1061
P36
1.0000
Q06
0.1270
Q16
Q26
0.3024
Q36
1.0000
P07
0.0657
PI 7
0.1836
P27
0.1000
P37
0.5000
Q07
0.1000
Q17
0.0568
Q27
0.4025
Q37
0,1000
P08
0.2503
PI 8
0.0834
P28
0.4382
P38
0.1406
Q08
0.2503
Q18
0.8737
Q28
0.0668
Q38
0.1000
P09
0.1860
P19
0.1266
P29
0.9665
P39
0.0502
^09
0.0174
Q19
1.0000
Q29
0.6579
Q39
0.2433
Setting
Pot.
No.
POO
0.7114
Q00
0.7114
P01
0.0154
Q01
Pot.
No.
10.1-21
Setting
Typical time history traces of the aircraft response

due to pulse inputs of the longitudinal and lateral
cyclic controls B|c and A|c are shown in Figures 5
and 6, respectively* The results presented in these
figures include the effect of the stability augmentation system on the coupled modes of aircraft motion.
Figure 5 shows the coupled longitudinal and lateral
aircraft response due to a longitudinal cyclic control
pulse input of B|c = lc applied over a one-second time
period. Examining the results of Figure 5a, it can
be noted that the aircraft response in pitch and vertical perturbation velocity is represented by a stable
oscillation. Specifically, after following a foursecond oscillation in pitch, the aircraft attains a
steady state pitch altitude of about 3 degrees nose
down. Furthermore, the perturbations in vertical
velocity do not exceed a maximum value of about 2.5
ft/sec. The effect of the longitudinal cyclic input
on aircraft lateral response in roll, yaw, and lateral
velocity can be seen from the results of Figure 5b.
Jt can be noted that each of these lateral variables
is affected by the application of the longitudinal
cyclic control, indicating appreciable cross-coupling
between aircraft longitudinal and lateral response
modes. For example, it can be seen that the aircraft
roll altitude < is of the same order of magnitude as
the pitch altitude 9 . Also, the aircraft response
in roll and in lateral perturbation velocity is
represented by a slow convergence and a damped
oscillation, respectively. The divergence in yaw
altitude is present since no heading stabilization
was applied.
The effect of lateral cyclic control pulse input of
A|C = 1, applied over a one-second period, on the
aircraft coupled response is shown in Figure 6.
Figure 6a indicates that the helicopter attains a
maximum roll altitude of 12 in about 2.5 seconds
after the control disturbance, and then it gradually
converges toward a steady state roll. The lateral
perturbation velocity is represented by a damped
oscillation having a maximum amplitude of about
10 ft/sec. The aircraft pitch altitude and vertical
10.1-22
NOSE 12
UP
6
9
(DEGREES)
0
-6
NOSE
DOWN-12
10
:T r
h
!
vr
(FT/SEC) 0
-5
-10
NOSE
DOWN
B 'c
(DEGREES)
-I i
'
'
j-ONE SEC. PIJLSE
-2
ONE SEC
NOSE
UP
-3
Figure 5a.
Single Rotor Response Due to Longi

tudinal Control Input-Coupled Six
Degrees oi Freedom.
10.1-23
RIGHT 12 i
I
(DEGREES)
LEFT -6
RIGHT
v
(FT/SEC)
1
0
LEFT -i
RIGHT
i
9
6
(DEGREES)
NOSE
DOWN
-1
>- ONE SEC. PULSE
(DEGREES) 0
-1
-2
ONE SEC. -*1
.
NOSE -3
UP
Figure 5b.
Single Rotor Response Due to Long!

tudinal Control Input-Coupled Six
Degrees of Freedom.
10.1-24
RIGHT 12 r~
4>
(DEGREES)
0
LEFT
-6
RIGHT 12
6
_^^"
"
(FT/SEC)
0
LEFT
v>
-6
RIGHT 18
y
12
(DEGREES)
6
0
RIGHT
ONE SEC. PULSE
(DEGREES)
1
-2
ONE SEC.
LEFT
-3
Figure 6a.

Degrees ot Freedom.
10.1-25
NOSE 1.0
UP
0.5
^J
9
(DEGREES)
-0.5
NOSE
DOWN -1.0
RIGHT
ONE S EC. PULS
A,
(DEGREES)
-1
-2
ONE SEC
LcFT
-^^
-3
Figure 6b.

Degrees of Freedom.
10.1-26
perturbation velocity, as shown in Figure 6b, are only

slightly affected by the lateral control input. Thus,
comparing Figures 5 and 6, it can be inferred that the
longitudinal control input introduces appreciably
larger cross-coupling between the longitudinal and
lateral response modes of the sample helicopter than
the lateral control input.
10.1-27
REFERENCES
1.
Sweet, G. E., Jenkins, J. L., Jr., Wind Tunnel Investigation of the Drag and Static Stability Characteristics
of Four Helicopter Fuselage Models, NASA Technical Note
TND-1363, National Aeronautics and Space Administration,
Washington, D.C., July 1962.
2.
Tanner, W. H., Charts for Estimating Rotary Wing Performance in Hover and at High Forward Speeds, NASA
3.

Revised July 1963.
10.1-29
10.2
TANDEM ROTOR HELICOPTER

The tandem rotor helicopter considered in this sample
calculation is a heavy utility type aircraft as illustrated in Figure 2 of Section 3.3. It consists
of three-bladed, freely flapping, front and rear rotcrs
of identical geometry. The front and rear roto?: shafts
are inclined forward relative to the fuselage datum
line through angles of iF = -9 and iR = -4,
respectively. The rotor shaft dihedral (D is
therefore
r = iF-iR=-9-(-4) = -5'
The aircraft has no horizontal or vertical tail planes.

The fuselage shape resembles that shown in Figure 1.
The fuselage characteristics of the samp-e tandem rotor
helicopter are presented in coefficient form in Figure
2. These data have been nondimensionalized in exactly
the same manner as the fuselage data for the sample
single rotor helicopter presented in Subsection 10.1.1.
It should be noted that the data presented in Figure 2
do not pertain to any existing tandem rotor helicopter
but are presented herein only for the qualitative
indication of trends and illustrative purposes.
The longitudinal control is applied through a ?ffferential collective pitch, i.e., reduction of collective
pitch on front rotor head, and increase of collective
pitch on rear rotor head for nose-down control. The
longitudinal cyclic controls B|F and Bi on front and
rear rotors, respectively, remain fixed for a particular
flight condition. These controls are automatically
preset as functions of forward speed.
The aircraft operating conditions assumed in this
sample calculation correspond to a torward speed of
V = 207 ft/sec, rotor tip speed of (R)F(flR)R
- 690 ft/sec,and a pressure altitude corresponding to
sea level standard day conditions.
10.2-1
u
u
a
o
u
r-)
QJ
X
u
o
4J
O
p*
E
a)
C
CO
QJ
i-l
c/)
<U
u
o
0)
a
ca
u,'
9
QJ
S,
0)
00
10.2-2
U.U4
0
l-FUS
-0.04
-n HQ
0.40
CD FUS
0.20
0.15
0.05
CM FUS
-0.05
-n i s
-12
-8
-4
aFUS - DEGREES
Figure 2.

Sample Tandem Rotor Helicopter.
10.2-3
12
O.Olr
YFUS
-0.01
0.008
0.006
CN FUS
0.004
0.002
0
\
n new
0
-0.002
cx FUS
-0.004
n nrvt
-12
-8-4
0
a FUS - DEGREES
Figure 2.
(Concluded).
10.2-4
12
The longitudinal cyclic controls on front and rear

rotors are fixed at B|F =5 and B|R = 3C respectively.
10.2.1
Trim Calculation for a Tandern Rotor Helicopter
The sample trim calculation for a tandem rotor helicopter is performed utilizing the analytical procedure
outlined in Subsection 5.2.2 as follows:
(a)

tandem rotor configuration as shown in Table I.
TABLE I
DESIGN PARAMETERS FOR THE SAMPLE TANDEM ROTOR HELICOPTER
Fus elage
*otor
Rear
Front
8,
5.73
5.73
*FUS
121.6 ft2
-9
-4
Av
"YFUS
511.6 ft2
B,
O"
0.1
0.1
0.667 ft
0.667 ft
29.5 ft
29.5 ft
*x 20 ft
ZFUS
566.8 ft2
51 ft
Fuselage aerodynamic
characteristics are
presented in Figure
2.
-18.92 ft
XY
*z
-6.1 ft
-10.7 ft
Ms 114.96 slug-ft
FUS
28500 lb
114.96 slug-ft
10.2-5
(b)
Establish the following helicopter operating

conditions:
V0
= 207 ft/sec
R - 690 ft/sec
Altitude = sea level standard dav
(ô = 0.002378 slug/ft3)
Then compute
V0
&R
Vj-flR
Vs
T.F.
207
690
207 690
1118
0.3
=/3TTR (^.R)
0.8
- 0.002378 x 3.14 x 29.52 x 6902

= 3.09 x 106
Qos-o"/V02
(c)
0.002378 x 2072 - 50.9 lb/ft2
Obtain CLFUS anc* ^DFUS from the appropriate

fuselage characteristic charts for a =aFUS = 0.
For the sample helicopter configuration,assume a
slightly positive fuselage angle of attack to
achieve the required propulsive force. Thus,
assuming a = aFUS = 1.6 , enter Figure 2 and
obtain
CLFUS
Q'OIJ
^Dpus
~ 0-35
Then calculate
LFus=CLFUSqoAZFUS
- -0.01 x 50.9 x 566.8
DFus=CoFusqoAXFUS
= 0.35 x 50.9 x 121.6 -- 2170 lb
10.2-6
-289 lb
(d)
From the Z-force equation, compute (CL'/OOF

assuming arbitrary values for (CL'/cr)R, thus :
CjJ
*
. W-LFUS+DFUSgFus
(T.F.)o-
,CL\
*
28500 + 289
3.09 x 106 x 0.1
^ R
0.0932 -(-h)
R
The calculated results are shown in Table II below.

TABLL II
LIFT DISTRIBUTIONS ON FRONT AND REAR ROTORS
*.
Calculations
<>F
0.03
0.0932-0.03
0.0632
0.05
0.0932-0.05
0.0432
0.06
0.0932-0.06
0.0332
Using the value of a from step (c) and assuming

initially that F - eR = FUS - 0, compute the
first approximations for front and rear rotor
angles of attack, thus :
aCf =a +(i-B, -c)F - l,60-9-3 - -10.4
aCf? =a +(i-B, -c)R= I.60-4o-5 - -7.4
10.2-7
(e)
From the Xforce equation, calculate (CD7cr) TQTAL

using the results obtained in steps (c) and (d),
thus:
" TOTAL
"
""L (T.F.)cr
)
J""(7
*" R
2170
- -0.00702
6
3.09 x 10 x 0.1
Then compute
ACT
= a- -0.1 - 0.1-0.1 = 0
N0l]=[C-^^)]-7.4R
2fjL
cr R
L
(f)
0JJ
Using valves of (C|_Vo-)F, [(<*c)0.i]tF ' ^L/O*)R i and

[(ac)0J]F from steps (d) and (e), enter Figure 44
of Reference 1 and obtain the corresponding values
of [(CD'/cr)0l]Fand [(CDV<r)0il]R.
Then, for La - 0
(step (e)), obtain
(|?) F .[$O.I ]
a
* cr 'R
lv cr 'o.i J0
10.2-8
and
?) +&)
!%) TOTAL
er
a
The drag distribution between the two rotors and

the total drag corresponding to the assumed lift
distributions of step (d) are presented in Table
III below.
TABLE III
DRAG DISTRIBUTIONS ON FRONT AND REAR ROTORS
[tecUF. -10.4
KVL = -7.4
lift
(Sftj
TOTAL
0.0632
-0.0055
0.03
-0.0018
-0.0073
0.0432
-0.0043
0.05
-0.0025
-0.0068
0.0332
-0.0035
0.06
-0.0025
-0.0060
(g)
Using the values from steps (e) and (f), obtain plots
of (CL'/cr)F(, (C0hr)K , (CL7<T)R , (CD'/<r)R, and (CDVO-)TOTAL
versus (Co'/or)TOTAL as shown in Figure 3. Also draw a
straight line of (CD^T)TOTAL = (Co'/or) TOTAL At tîe
point of intersection of this straight line with the
horizontal line corresponding to (CDVa) TOTAL = (CD/")TOTAL
read off
0.048,
-0.0047
10.2-9
0.065
i
C1
0.055
(JlL)
0.045
f\
0.035
'>
,CL\
<7
0.025
-0.001
-0.003
Co,
-0.005
-0.007
TOTAL
-0.009
-0.0074 -0.0070 -0.0066 -0.0062 -0.0058
1
Figure 3.
- ' TOTAL
Auxiliary Chares for Obtaining First Approximation

for Lift and Drag Distribution on Front and Rear
Rotors.
10.2-10
and
(^)
= 0.045,
(^)
= -0.0023
Then for ACT = 0, obtain the chart values for the

front and rear rotor drag coefficients, thus:
[(T'c,]F = <T)F - -0-0047

[<ô,]Rs<^ =-0-0023
(h)
(i)
Using the values of {CL'/<r)f , J(CDÔ")O.I]F (CL'/OOR ,

fr m ste
[(CD^C)O.I]R
P (g) and pac)o.i]F

[(ac)o.i]R
from step (e), enter Figure 44a of Reference 1 and
Figure 3 of Section 5.3 and obtain
XF
= -0.061
o,
= 4.2 o
XR
- -0.045
QIR
- 3.5
Using Section 7.6 or the pertinent test data,

obtain the following downward interference factors
KRF
=0
FFUS=
RFUS
KFR = 1.5
~ 1
Then compute the following interference angles,

using aCp and ac from step (d) and XF and X.R
from step (h):
c = 0
10.2-11
X
( tan ac - ).p
= KFR
1.5 [tan(-10.4)+5î] - 0.0297 raci = 1. 70
*FUS
tan
FFS^
X .
c--T>
r- F
RFUS
tan
<
X
c * T
r-
= ftan(-10.4)+MiL] + rtan(-7.4)+M045
I
0.3 J
L
0. 3
= 0.0399 rad = 2.29
(j)
Compute CMFUS from the pitching moment equation,

using the parameters determined above:
r
C
*FUS
FUS
(T.F)<r
r
,
a A
7 1 (Asma-Bcosa/
% *FJS Aus
-
WHJB + MHeJl
-
-JJ
(T F)a
where
=-kxÂ^)]F4^x(^)^2(î] R
-U^)-^2(^)] F-[A^)-^^-)i
*R
* <r 'J
R
- -[20(-0.0047)-6.1(0.048^
- [-18.92(-0.0023) -10. 7(0.045)1
-[-18.92(0.045)+10.7(-0.0023)] xC.0297
- 0.851
10.2-12
,CD\
'-[A&'-SZ(^)]+[SX(^)-A^H
l**& + *z&
5F"
>x(PW-f$hi
r^z'W ^
[20(0.048) f 6.1 (-0.0047)]

f[-18.:7(0.045) i- I0.7(-0.0023)]
-[-18.92(-0.0023)-10.7(0.045)] x 0.0297
= 0.0683
ebfl Ms
2
MHUBP^HUB^
(a,F+alR-BlF-BlR)
,, 0.667x3x23.4-xll4.96/4.2+3.5o-3-5o
2
57.3
-3 3 0 ft.-lb.
CM FUS
_3
'n9fo? ?Q'1L
[0-851sin(lt6)--0.0683cos(1.6o)
50 ,9x121.6x51
330
3.09xl06x0.1
- -0.0425
10.2-13
' - '- A
Also calculate
*.FUS
=l 6-2.29 =-0.69
lic = a-ccil
FUS"
(k)
Repeat steps (c) through (j) for two different

values of a . The results thus obtained for
a =1, 1.4 and 1.6 are summarized in Table IV
below.
TABLE IV
PRELIMINARY TRIM RESULTS FOR THE SAMPLE
FUS
()
1
* F
" R
FUS
CM
FUS
-0.0023 1.70 2.29 -0.0425
1.6 -0.69 0.048
-0.0047
0.045
1.4 -1.05 0.037
-0.0042
0.0562 -0.0028 1.39 2.45
0.377
-1.77 0.0322 -0.00387 0.0613 -0.0032 1.06 2.77
0.564
Plot the values of lCL7<r)F , (CD7<r)F, (CL7<r)R , (CD'/o-)R

eR,FUS
and CMFUS versus
a Fus as shown in
Figure 4,
(1)
Superimpose the available fuselage data of CMRJS

vs.QFus from Figure 2 on the corresponding plot
from step (k), as shown in Figure 5. The point
of intersection (P) of the fuselage moment* data
with the corresponding results computed in step
(k) yields the first approximation for the trim
values of aFUS and CM
, thus:
r Jg
FUS
- -0.72
CMrFUS
...
' 0.008
10.2-14
0.060
0.050
c,\
(-3*)
0.040
0.030
-0.002
-0.004
-0.006
DEGREES
1.0 -
Figure 4.
Auxiliary Charts for Obtaining Better Approximation

of the Trim Values for Front and Rear Rotors.
10.2-15
0.6
0.5
\
\
*
0.4
\ i
*V 1l
\I
0.3
\
\
0.2
II
11
FUS
0.1
jD
i
i
i
i
i
1
1
"TXT >ERTt4F.NT/ \L DATA

-0.1
-0.2
i
i
-0.3
-5
-4
-3
-2
-1
0
4
aFUS -DEGREES
Figure 5.
Auxiliary Trim Chart of
10.2-16
CMFUS
vs.aFus.
(m)
Enter QFUS from step (1) in Figure 4 and read

off the first approximations for the following
trim values:
C '
r '
(-^)F
= 0.0462, (-^D-)F - -0.0047, 6p
(-=-) = 0.0468, (-^P-)
FUS
- 0
=-0.0023,
=1.67
- 2.30
Then calculate
* = aFUS+FUS = -'72
aCf =a + (i-B,-)
QCR
(n)
a+(i-B.-)
2 30
'
1 58
1.58-9-3 = -10.42
= 1.58-40-5-1.67o q- -9.09
Repeat steps (c) through (m) using values of

U
and
FUS > *FU$ i * F ,

R from steps (1) and (m).
The results thus obtained are presented in Table V.
10.2-17
TABLE V
INTERMEDIATE TRIM RESULTS
a
1.8
FUS
cr V
cr V
cr
cr
'R
FUS
FUS
-0.73 0.0583 -0.0051 0.0359 -0.00289 2.30 2.53 -0.263
1.58 -1.07 0.041
-0.0044 0.0533 -0.0041
1.67 2.65
0.263
1.30 -1.53 0.0365 -0.0042 0.0579 -0.00443 1.52 2.83
0.434
0.510
-1.88 0.0345 -0.0041 0.0601 -0.0046
1.34 2,88
Plot the results from Table V as shown in Figure 6,

Also, superimpose the computed values of CMFUS
vs. <lFUS from Table V on the plot of Figure 5 and
obtain the point of intersection ( P). This point
of intersection yields the final fuselage trim
values of
"-85
CMFUS-
0.005
<*FUS
Entering Opus = -0.85 into Figures 2 and 6 and.

utilizing the appropriate rotor performance charts
of Reference 1 and Section 5.3, obtain the final
trim values for the sample tandem rotor helicopter
as shown in Table VI.
10.2-18
0.060
#CL\
0.050
&
0.040
0.030
-0.002
1 j
-0.004
-0.006
3.0
FUS
2.0
*R
L.
1.0
-1.8
-1.6
-1.4
-1.2
-1.0
-0.8
aFUS - DEGREES
Figure 6.
Auxiliary Charts for Obtaining Final

Trim Values for Front and Rear Rotors
10.2-1?
TABLE V;
FINAL TRIM VALUES FOR THE SAMPLE
Rotor
Front
Rear
-10.29
-9.19
FUS
-0.85(-0.0148 rad)
Si
0.0474
0.0469
FUS
2.56(0.0447 rad)
^)
-0.00473
-0.00380
&
0.0035
7(0.122 rad)
e.75
Fuselage
FUS
-577 lb
0.0031
DFUS
2170 lb
6.5
(0.113 rad)
YFUS
2.95
(0.0515 rad)
2.87
(0.0501 rad)
4.2
(0.0733 rad)
4
(0.0698 rad)
1.2
(0.0209 rad)
1.18
(0.0206 rad)
-0.061
-0.056
1.90
(0.0332 rad)
Q|
b,
FUS
FUS
FUS
1580 ft-lb
NFUS
1580 ft-lb
*FUS
-1010 ft-lb
"0.85 + 2.56 - 1.71 (0.0298 rad)
10.2-20
(o)
Calculate rotor side force (CyVo-Jfor front and

rear rotor, thus:
4H -' f [- f M?750 + J .75 D,+ |> 0.7B&I+ TX b|

+
13
6"aoG|" T/xXa"/xaoa|+4"/xa|b|+"8^Xb,J
liZlf-lxO. 3x. 122x0.0515+1x0.122x0.0209

2 L 4
3
^2x0.09x0.122x0.0209-1x0.061x0.0209
b
4
+1x0.0515x0.0733+1x0.3x0.061x0.0515
-i.09x0.0515x0.0733+1x0.3x0.0733x0,0209
4
-1x0.09x0.061x0.02091
88
J
0.00106
c
= UlT-lxO. 3x0.113x0.0501+1x0.113x0.0206
v
2 L 4
3
(^-)
+1x0.09x0.113x0.0206-1x0.056x0.0206
+1x0.0501x0.0698+1x0.3x0.056x0.0501
6
2
-0.09x0.0501x0.0696+1x0.3x0.0698x0.0206
4
-1x0.09x0.056x0.02061J
8
0.000977
10.2-21
(p)
Solve rolling and yawing moment equations of

motion and obtain A)f. and A, .thus:
X
C
R a
o-(T.R) .
2o-(T.F.)JL
<r
cr
-vSV^M#/$JvrMj
*k#,-*A]}
eb, Ms
2o-(T
[l8. 92x0.0469
6.1x0.00i06-10.7x0.000977
2.
+0.667x3x23.4 xll4.96(n nono+n n?nA)

2x0.1x3.09xl06
1010
10.7x0.0469
H
0.1x3.09xl0
6
+0.667x3x23.4^x114.96
29.5x0.0035
2x0.1x3.09x10'
-29.5x0.0031+20+0.00106+18.92x0.UU0977
1580
]}/{ 0.0474x0.0469(-20xl0.7
0.1x3.09xl06-
+_
-6. lxl 8.92) -0.667x3x23. 42xll4. 96 ["20x0.0474

L
2x.lx3,9xl06
+18.92x0.0469 j
= -0.0371 rad - -2.13
10.2-22
<r F
NFUSI +I
.Cf. (c;'
CV
ebft2Ms
cr(T.
ebft2
2<r(T.
{-[6ax0.0474+0',667x3x23'42xlX4<961[29.5x0.0035
2x0.1x3.09xl06
-29.5x0.0031+20x0.00106+18.92x0.000977
+1580 1+20x0.0474|6.1x0.00106-10.7x0.000977
L
3.09xl06J
4.0.667x3x23.42xll4.96(0jn?pg + 0-0206)
2x0.1x3.09xl06
-
101
.1\ /{ 0.0474x0.0469 | - 20x10.7

L
3.09xl06JJ/ C
-6.ivlft.Q7J-0.667x3x23.42xll4.96[20x0.0474
2x0.1x3.09xl06
>n
+18.92x0.0469
= 0.0242 rad =1.39
10.2-23
(q)
Using the Y-Force equation, solve for the

aircraft roll altitude, thus:
t,(^)R-(%)F"(^)rA.F-(^)RA,R
T
'
W
crlT.F.)
0.000977-0.00106-0.0474(-0.C371)-0.0469(0,0242)
28500
0.1x3.09xl06
= 0.00586 rad = 0.336

10.2.2 Stability Derivatives for a Tandem Rotor Helicopter
The stability derivatives for a tandem rotor helicopter
are evaluated utilizing the analytical procedure outlined in Section 7.0. These derivatives are computed at
the helicopter trim conditions as obtained in Subsection
10.2.1 above. Since the rotor solidity for the sample
tandem rotor helicopter considered is o- = 0.1, no
solidity corrections are required for the rotor
stability derivatives.
The stability derivatives for the sample tandem rotor
helicopter are computed for three degrees of freedom
of aircraft longitudinal motion. These derivatives
are obtained as follows:
102.2.1
(a)
Front Rotor Isolated Derivatives
Obtain the required front rotor trim parameters

from Subsection 10.2.1.
y.
= 0,3
MT - 0.8
0, - 0
-- 0.1
TF. - 3.09xl06
R = 690 ft/sec
10.2-24
-5% = 0.0474
T.F.)T
~'F= -0.00473
Cu\
* (~V
(3.09xl06x0al)(0.0474)
--- 14600 lb
1
(IF.;
(3,09x10^x0.1)(-0.00473)
cr 'F
- -1460 lb
(b)
9.75
= 7 = 0,122 rad
XF - -0.061
KRF
- 0
Using the trim values from step (a), enter isolated

rotor derivative charts given in Section 7.5 and
read off the following nondimensional isolated
rotor derivatives for the front rotor:
(i)
M- Derivatives
d&
I d MJ
-0.132
ax
**) - -0.137
dp.
(ii)
\d&)
= 0.0272
a
a0
/*
= 0.136
F
Qc- Derivatives
r
d$r
C
= 0.368
(*)
Ctr _
d
\lda
Jhl
= 0.020
0.23
HO - 0.20
da
10.2-25
(c)
Using the equations of Subsection 7.3.1 and the

values obtained in steps (a) and (b) above, calculate the following front rotor dimensional
derivatives:
(i)
Up - Derivatives
^LF . r(T.F.)<r] [itcLl

duF
SIR JF L
dfi
iF
6
= 3.09xl0 x0.1(_0tl32)
690
.59#1 ib.Sec/ft
jiEjiL ] rfei
R JFL dp. Jp
d uF
=
dup
3.09x10 xO.1(0.0272) = 12.2 lb-sec/ft

690
iiRp
=
dMHUBp _
(3up
0/i.p
1 (0.136> - 0.000197 rad-sec/ft

690
ebfl Ms
2
^ ao,F)
p dup
= 0.667x3x23.42xll4.96^0000197)
- 12.4 lb-sec
(ii)
ap Derivatives
tt . [,T.F. )(T
d^
-P
da c
= 3.09xl0bx0.1x0.368 - 114000 lb/rad

10.2-26
d PF
(T.F.)o- L
F
raw
DM
aac -F
= 3.09xl06x0.1x0.020 = 6180 lb/rad
-^(j-^ 0.2C
daF
daCF
0a F
flaF
0.667x3x23.42xll4.96(n?n<>
2
- 12600 ft-lb/rad
(iii)
g- Derivatives
doiF
Q
dq
- yfl(!.883-/!)JF
-L^
= 0.101 /sec
8x23.4(1.883-0.32)
Q
(iv)
IF-
Derivatives
AL *
da{f
-DP = 1460 lb/rad
= L
10.2.2.2
(a)
14600 lb/rad
Rear Rotor Isolated Derivatives
Obtain the following rear rotor trim parameters

from Subsection 10.2.1:
0.3
MT - 0.8
10.2-27
01-0
T.F. - 3.09xl06
o- - 0.1
ftR = 690 ft/sec
g) - -0.00380
l^)R= 0.0469
LR=[(T.F.)crJR (4r)R
(3.09xl06x0.1) (0.0469)
= 14500 lb
DR = MT.F.)orl (4r) - (3.09xl06x0.1)(-0.00380)
L
JR & R
= -1170 lb
(b)
0.75R
= 6 5
K FR
= 1.5
-u3
rad
R = -0.056
R = 1.90 = 0.0332 rad
Using the trim values from step (a), enter isolated

rotor derivative charts given in Section 7.5 and
read off the following nondimensional, isolated
rotor derivatives for the rear rotor:
(i)
H- - Derivatives
ran
)
d
H> R
(ii)
= -0.108
-0.120
3(4^)1
0 02 45
-rr '
1-fSjLj
- 0.138
ty R
cc - Derivatives
= 0.368
.dx )
da CR
= 0.23
10.2-28
d^r
d
= 0.026
(|2l) = 0.196
daCR
(c)

values obtained in steps (a) and (b) above, compute the following rear rotor dimensional
derivatives:
(i)
UR- Derivatives
dU
_ . ..
...
-48.4 lb-sec/ft
DR
-T-*-
duR
OUR
da,R
UR
(ii)
~ 11.0 lb-sec/ft
^MHUBR
=0.00020 rad-sec/ft r"= 12.6 lb-sec

du
qR- Derivatives
Its
daR
ll/.AAO lb/rad
1VL.J
114000
*t = 0.196
daR
(iii)
_^DR - 8030 lb/rad

-^
daR
-â
daR
= 12300
ft-lb/rad
q- Derivatives
daiR
-0.101 /sec
dq
(iv)
iR - Derivatives
01 R
10.2.2.3
(a)
1170 lb/rad
-2Â. ^
1450o
lb/rad
Fuselage Isolated Derivatives
Obtain the following fuselage trim parameter from

Subsection 10.2.1:
V0o
207 ft/sec
qn
= 1.71 - 0.' -98 rad
10.2-29
50.9 lb/ft2
Fus
FFUS
--85
-0.0148 rad
" 1-0
KRFUS
FUS = 2.56 = 0.0447 rad

LFUS
"577
lb
DFUS = 2170 lb
MFUS = 1580 ft-lb

Also determine fuselage pitching moment of inertia
IYY - 158041 slug-ft2
(b)
Using the fuselage trim values from step (a) above,

enter fuselage charts given in Figure 2, Subsection
10.2.1 and determine
a
LEUS= o.239/rad
d<*FUS
2& = o
d^FUS
dc MF
^= 0.614/rad
da FUS
(c)

values obtained in steps (a) and (b) above, compute the following rear rotor dimensional derivatives:
(i)
UFUS-
Derivatives
T^-f1"8^57" = -5'57 lb"sec/ft

<>UFUS
207
|2Eki= I" FUS= 27(2170) =
10.2-30
21
- ">-/*
dMpus_ = J_M Fus = JL(i380) = 15.3 lb-sec

A FUS
\i0
207
du
V
(ii)
aFUS- Derivatives
dam*
FUS
= q0 AZr
. l-r-^)
U
^ 'Fus ^
da
FUS
- 50.9 x 566.8 x 0.239 = 6900 lb/rad

a
Fus
daFUS
^MFUS
*
da
mm
^ PFUS
A
FUS
daFUS
..
I
, aCMFUS
A
A
Qo ^Xr.,*.
HO
"Xcne
FUSV Z~
FUS *PIK'*
FUS
daFUS
=
= 50.9x121.6x51x0.614=194000 ft-lb/rad
10.2.2.4
The total stability derivatives for the sample tandem

rotor helicopter are evaluated utilizing the analytical
procedures outlined in Section 7.1 and the isolated
derivatives computed in Subsections 10.2.2.1 through
10.2.2.3. These derivatives for three degrees of
freedom of aircraft longitudinal motion are obtained
as follows:
(a)
Xu
_ dl_F
dDF
duF
duF
Xu r -- (a-F)- -r
= -59.1x0.0298-12.2 - -14.0 lb-sec/ft
10.2-31
0aF
daF
= 114000x0.0298-6180+14600-1460x0.0298
*
- 11800 lb/rad
daF
du
KRF^ X
V0 fj.
d\) rQ
dfx R
Xu.r +Xa.(-
-)
r
du
(Xy),r
UR
""3
OUR
= -14.0 lb-sec/ft
<a~R'
duR
= -48.4(0.0298-0.0332)-11.0 = -10.8
XaR
S_i(a-R)r-a
da
3a,
+ LR+DR(a-R)
= 114000(0.0293-0.0332)-8030+14500
-1170(0.0298-0.0332) - 6090 lb/rad
dap. .
du
KpR.X
v0 fj.
d\
dfj, f
= -L.5.CQ*061+0.137) - 0.000481 rad-sec/ft

207
0.3
1C.2-32
-~"
(xu) = xu + xa
-10.8 4 6090 x 0.000481 = -7.87 lb-sec/ft
Ub
dl-Fus
dDF[)S
0<JFUS
ouFUS
= -5.57(0.0298-0.0447)-21.0
--20.9 lb-sec/ft
<>FUS
~Z
c/aFUS
(a
"Fus'_ "5
oa
Fus
LFUS+DFUS(a-FUS)
= 6900(0.0298-0.0447)-577
+2170(0.0298-0.0447) = -712 lb/rad
daFUS_
du
KFFUS
d\
y0
fi
dfj.
KRFUS
dX
y0
^L
dfi
= _ 1 (-Q-061+0U,iJ/;
,137)- 1 (-0.0564+,
.0 12)j
207^ 0.3
207^ 0.3
"
= 0.000643 rad-sec/ft
C
ddp.,.,
FUS
(Xu)FUS=XUFUS+XaFUS(-^)
-20.9 -712 x 0.000643 -21.4 lb-sec/ft
1C.2-33
"
.*.XU = (XU)F + (XU)R+(XU)CU!
= -14-7.87-21.4 - -43.3 lb-sec/ft

(b) Xy
x.
s_*_.l|M=-8858lug
(c) X^
Xiu_
=-!-Xa = -~= x 11800 = 57.0 lb-sec/ft

V0
F
207
*>
(3a r
l-i(f)l = i
* l-K RF
daF
(XJC -XuflVH =
57
- lb-sec/ft
XwR =V^XaR= 207x609
= 29 4
^-sec/ft
da
L
Oar.c
= 1-1.5 (1-^x0.23) = 0.650
(Xj
W'o =X^
^W (4^-) - 29.4 x 0.65 = 19.1 lb-sec/ft
R
da
= r^x(-712) - -3.44
**W V0X(IFUS
da FUS
da
KkFP
.,S(I-FRJ
ax )
fi oaCf
KRFUS(I
! d\
-
fi dac
= l-(l-_L-x0.23)-(l--I--x0.23) = 0.533
0.3
0.3
10.2-34
(X
*W Vus("ÛS")
'Xvr
-3-44x0-533
-1-83 lb-sec/ft
(Xvr)F+(Xw)R + (Xv^ FUS
- 57.0 - 19.1 - 1.83 - 74.3 lb-sec/ft

(d) X^
da
^ daCF
V0
= -1. 5U--1-X0.23)(15ili92)=-o.0658 sec

U
zu/
IXr' =XaRN(-^-) = ~7X6090(-0.0658)

zu/
V0
da
= -1.94 lbsec2/ft
' X^ = (Xw-)K
=-1.94 lb-sec2/ft
(e) XQ
XQ
=-W = -28500 lb/rad
(f) Xg
dX
IT)
da,
dLF
dDF
- - (a-fF) - 3
da,F
da,F
1460 x 0.0298 - 14600 = -14600 lb/rad
10.2-35
'
'
"~
- -14(-6.1)~57.0(20)-14600(-0.101)
420 lb-sec/rad
dx
dl_
<3a, .
<3a
,_
R
(H% =-rha
(a-p)-
(3DR
= 1170x(0.0298-0.0332)-14500=-14500 lb/rad
i
^X
ixd)RsxRi2R-xVRiXR+(|-) -j
- -10.8(-10.7)-29.4(-18.92)-14500(-0.101)
= 2140 lb/rad
W
^X--(X)F + (X)R-irvoa
= 42<H2140-||=y*x207x0.0298 = -2900 lb-sec/rad
(g) zu
r (3DF ,
p
0uF
di_Fi
OuF
= -(12.2x0.0298-59.1) - 58.7 lb-sec/ft

ZaFF -[|2t(-
F)+-|tt+0F-LF(a-r)lJ
L
daF
oaF
>
= -(6180 X0.0298+J14000-1460-14600x0.0298)
= -112000 lb/rad
10.2-36
u>.sZu.+Za F
58.7 lb-sec/ft
du
* (-,> + -*]
UR
ft
UUD
= -[ll.0(0.0298-0.0332)-48.4j
- 48.4 lb-sec/ft
d0
rap
* /)+it
(<:-. )+^*
aR
Ida
+DDR-Lp(
-R a-R)j
-[8030(0.0298-0.0332)+114000-1170
-14500(0.0298-0.0332)1= -113000 lb/rad
û)R=ZuR+ZaR(^)
- 48.4-113000x0.000481 = -5.95 lb-sec/ft
.
UFUS
f dDFUS .
L
v,
OuFUS
uo
<?LFUS]
0uFUS
--[21.0(0.0298-0.0447)-5.57J
- 5.88 lb-sec/ft
a FUS
,_ UEEUS (a.W+|Laa + DFUS-LFUS(a-FUS)]

[6900+2170-f 577(0.0298-0.0447)1
-9060 lb/rad
11..2-3.
immmmmmmmm
(Z
uVus
=Z
UFUS
+ ZC2
du
FUS
= 5.88-9060x0.000643 = 0.0544 lb-sec/ft

'.Zu =(Zu)F+(Zu)R+lZu)Fus
= 58.7-5.95+0.0544 = 52.8 lb-sec/ft
(h) Z^
7
s-i-7
= -i-x(-112Q00)=-541 lb-sec/ft
**> V0 F
207
(ZJ F =Z. F (4?^) - -541 x 1 = -541 lb-sec/ft
da
Zu.
- -i-x(-113000) = -546 lb-sec/ft
w = Z~
* V0 a*
207
1
^R'^R ^
7
^FUS
= 546 X
"
= J_7 Q
V0 FUS
1
^W^FUS "^^
'65 = ~355
lb_sec/ft
= JLx(-9060) = -43.8 lb-sec/ft

207
=
-^.8x0.533 = -23.3 lb-.ec/ft
- -541-355-23.3 - -919 lb-sec/ft

(i) Zjr
(7.\
-_L7
(^
JL-(-113000)(-0.0658)
= 35.9 lb-sec2/ft
.(2.\ _JL = 35.9-28500= -849 lb-sec2/ft
. .Zr-lZr'n
g
32.2
7.
10.2-38
(j)
Z
ZQ--
-Wo = -28500 x 0.0298 = -849 lb/rad
(|I) =-["4^(a-
F)4--/^l = -(14600x0.0298+1460)
L
da, F
da,F
da,F ->
= -1900 lb/rad
= 58.7(-6.1)+541x20+1900x0.101=10700 lb-sec/rad
da,
da,RJ
dalR
= -[l4500(0.0298-0.0332)+1170J
- -1120 lb/rad
"
WR
da,
dq
- 48.4(-10.7)+546(-18.92)+1120x0.101
-10700 lb-sec/rad
:.Z(ze)F+(z) +^v0
- 10700-10700+^^2x207 = 183000 lb-sec/rad
32.2
(1)
Mu
dMFUS dMF!JS
du
duFUS
dMFUS
daFUS
daFUS
du
10.2-3V
= 15.3+194000x0.000643 = 140 lb-sec

M
^ HUBF
_ 3MHU3F
du
du?
5MHUBF
da
dctf
d<
= 12.4 lb-sec
^MHUBR
_ (?MKUBR
du
duR
<3MHUBR
da
da^
du
= 12.6+12300x0.000481 = 18.5 lb-sec
.' Mu (Xb).^2F-(Zu)F *Xp+(Xu)R*ZR-(Zu)R *XR

,
dMFUS
du
<3MHUBF
<3MHUBR
du
du
= -14(-6.1)-58.7x20~7.87(-10.7)+5.95(-18.92)
+140+12.4+18.5 = -946 lb-sec
(m) M^
dMFUS _
da
(JMFUS
daFU s
daFUS
â
-- 194000x0.533 - 103000 ft-lb/rad
dMHUBF
^HUBp
<3a
daF
(?q
da
- 12600x1 = 12600 ft-lb/rad
10.2-40
d^HUBp
dMHUBp
da
d(i}
daR
da
12300x0.650 = 8000 ft-lb/rad
l*w*F iZp-(Zvr)F (Xp +(XW-)R

1
dMPUS
V0
da
(3MHUBF
*ZR -IZW)R JXR
dMHUBR
da
da
= 57(-6.1)+541x20+19.1(-10.7)+355(-18.}2)
+JL(103000+12600+8000) = 4150 lb-sec
207
(n) M^
M
w-= <xir>R
zR'{zvr)R^xR
= -1.94(-10.7)+35.9xl8.92 = 700 lb-sec2

(o) Mg
dMHUB
L =
dq
dMHUB
du
L 0
AZ
V0
HUBC
L 0
da
*F
ebft M
2
i (
da,
da
12.4(-6.1)--^xl2600x20
207
2
+0.667x3x23.4
xll4.96(01Q1)
-7650 ft-lb-sec/rad
dMHUBR
dq
dMHUBR . _ J_
du
*Z*~V0
10.2-41
^MHUBR
da
Xx
eb, Ms do,
2
dq
L)
- 18.5(-10.7)--i=x8000x(-18.92)
+0.667x3x23.42xll4.96(n ioi)
2
= -5830 ft-lb-sec/rad
.*. Mn=(Xp)
tt
a F X7zF -{'Id)
p 1 xF +(Xfl)
tf R jLzR -IZD)
tf R LXR
^MHUBp
^MHUBR
dq
0q
= 420(-6.1)-10700x20+2l40(-10.7)+10700(-18.92)
-7650-5830 = -455000 ft-lb-sec/rad
(p) Mg
M0 =-IYY
="158041 slug-ft2
The total stability derivatives for the sample tandem

rotor helicopter are summarized n Table VII below.
10.2-42
TABLE VII
SUMMARY OF THE TOTAL STABILITY DERIVATIVES FOR THE SAMPLE
\Eq.
Var\
-43.3 Ib-sec/ft
-885 slug
Z
52.8 lb-sec/ft
M
-946 lb-sec
74.3 lb-sec/ft
-919 lb-sec/ft
4150 lb-sec
-1.94 lb-sec2/ft
-849 lb-sec2/ft
700 lb-sec2
e
e
-28500 lb/rad
-849 lb/rad
-2900 lb-sec/rad
183000 lb-sec/rad -455000

ft-lb-sec/rad
10.2.3
-158041 slug-ft2
Stability Characteristic Equation
The dynamic stability of an aircraft is assessed by

examining the coefficients and the roots of the stability
characteristic equation. This characteristic equation
for the sample tandem rotor helicopter can be obtained
by following the analytical procedure outlined in
Section 8.0 and by utilizing the aircraft total stability
derivatives computed in Subsection 10.2.2.
10.2-43
10.2.3.1
(a)
Coefficients of the Characteristic Equation
Utilizing the total aircraft stability derivatives

presented in Table VI of Subsection 10.2.2, compute
the following terms:
*
134 x 106
6, =Z^Mg-M^ZQ = (-849)(-158041)
G2 = Z^M+Z^M-M^Z-M^Z
= (-919)(-158041)-849(-455000)-700(183000)
= 403 x 106
G3
=z
Mu-ZuM
~52.8(-158041)
8.34 x 106
64 = ZUM^-M,j Z^
= 52.8(700)+946(-849) = -0.766 x 106
G5 = ZvrM0-Mw-Z0-Z0Mur
= -919(-455000)-4150(183000)+349(700) -341xl06
G6 = MuZ0-ZuM
-946(183000)-52.8(-455000)
-149 x 106
G7 = ZyM^-MyZy^
52.8(4150)+946(-919)
-0.65 x 106
G8 = MuXy^-Myy-Xy
= -946(-1.94)-4150(-885) - 3.67 x 106
10.2-44
G9 = X^Mu -XuMvv"
74.3(-946)43.3(4150)
(b)
0.109 x 106
Calculate the coefficients of the characteristic

equation as follows:
A
G, Xy
134(-885?xl06 - -119xl09
- 6, Xu + 62X6+G3X^ + G4X6f
134(-43.3)403(-885)-8.34(-1.94) xlO6
-362 x 109
= G2Xu + G3Xw. + G4x + G5Xlj+G6Xvr + G7Xfli

403(-43.3)-8.34(74.3)-0.766(-2900)-341(-885)
149(-1.94) I x 106 = 287 x 10'
=64X0+65X^65X^+67X0 + 6820
-0.766(-28500)-341(-43.3)-149(74.3)
6
9
-0.65(-2900)+3.67(-849) xlO - 24.3xl0
= 67X#+69Z0
r-0.65(-28500)i0.109(-8^,/jxlOb = 18.4 x 109
(c)
Divide all the coefficients by the coefficient A-,

obtain the following stability characteristic
equation for the sample tandem rotor helicopter:
A4+3.04A3-2.4lA2-0.204A-O.I55 = 0
10.2-45
10.2.3.2
Criteria for Stability
As discussed in Section 8.4, the necessary and

sufficient conditions for stability are that all the
coefficients of the characteristic equation (B, C, D
and E) be greater than zero when A > 0, and also the
Routh discriminant R*>0.
It can be noted that in the sample case, the normalized

coefficientsC, D, and E are smaller than zero when A
and B are greater than zero. Since there is only one
sign change in the normalized coefficients A, B
E,
there will exist at least one positive (unstable) real
root.
Therefore, the sample aircraft will possess at least
one unstable aperiodic longitudinal mode, regardless
of whether the Routh discriminant is positive or
negative.
10.2.3.3
Solution of the Characteristic Equation
The solution of the stability characteristic equation

(quartic) for the sample tandem rotor helicopter can
be obtained utilizing the analytical method of
Section 8.5. The calculation procedure of this method
is as follows:
(a)
Determine the normalized coefficients (A, B

of the characteristic equation
E)
A4+BA3+CA2+DA+E =0
where
A - 1, B = 3.04, C
(b)
-2.41, D -
-0.204, E = -0.155
Calculate
S* = BD + C2-4E
- 3.04(-0.204)+(-2.41)2-4(-0.155) = 5.80794
10.2-46
R* = BCD-EB2-D2
- 3.04(-2.41)(-0.204)+0.155(3.04)2-(-0.204)2
= 2.88541
(c)
Compute
h|
= I(3S* - 4C2)
= i[3(5.80794)-4(-2.41)2 j = -1.93619
n2
= J^18CS*-16C3-27R*) = _i.l8(-2.41)(5.80794)
27
27L
-16(-2.41)3-27(2.88541)] = -3.922
vd)
Evaluate the discriminant (A)

h
4
=
(e)
K3
+
27
i^922)i
4
(-1.93619)3
27
= 3#57669
Determine the value of (Iln,-.

Since A in step (d) is greater than zero, then
nn= /-42+y^+ V-VV5"

2
Jh^L +73757669 ^/Âp- v5757S59 = 1.97933
10.2-47
(f)
Compute
= 1.97933 + 2(-241) - 0.3/267
(g)
Calculate
J3V
=
-2.41-0.37267
Al.41-0.37267.
+ ^55
= 0.05462
= JL = -0-155 = -2.83778
S
0.05462
"
7?
D B
~ S
v-S
= -0.204-3.04(0.05462)
-2.83778-0.05462
12793
5 B -77 = 3.04 - 0.12793 = 2.91207
(h)
Finally, determine the four roots of the stability

quartic, thus:
'.2
= ___L
+
2
,/U__
<-t-)-*
, - 2,91207+
2
"
.'. A, - 0.771
72.91207 *
2
'
VK
2.83778
A2 - -3.683
10.2-48
and,
AMJ- V(^-)2-^
*
*
10^2793/0.12793^ _0>05462
- -0.06396 + 0.22478i
.'. A3 = -0.0640 + 0.225 i
A4 - -0.0640 - 0.225 i
10.2.3.4
The roots of the characteristic equation computed

above consist of one positive real root (A| = 0.771),
one negative real root (Ag = -3.683), and a pair of
complex roots (A3>4 = -0.0640 + 0.225i).
The positive real root (A|) corresponds to aperiodic
divergence having time to double the amplitude of
about 0.90 sec. The negative root (A2) corresponds
to aperiodic convergence having time to half the
amplitude of about 0.188 sec, which corresponds to
a time constant of 0.272 sec. The complex pair (A 3 4 )
corresponds to a slowly convergent oscillation having
a period of about 27.9 sec. and a time to half the
amplitude of 10.8 >c. This corresponds to P frequency
of the oscillation of 0.0358 c.p.s. and a time constant
of 18.3 sec.
It can b? concluded, therefore, that the sample tandem
rotor helicopter is longitudinally unstable.
10.2-49
10.2.4
Aircraft Response
The most convenient way of computing aircraft response

due to control inputs or external disturbances is
through the use of an analog computer program. Such a
program,which is described in detail in Subsection
10.1.4,for a single rotor helicopter can be easily
applied to a variety of V/STOL aircraft by utilizing
tne appropriate total stability derivatives corresponding to the type of aircraft considered.
10.2-50
REFERENCE
*4
1.
Tanner, W. H., Charts for Estimating Rotary Wing Performance in Hover and -it Hl^h Forward Speeds, NASA
10.2-51
SECTION 11,
THEORETICAL DERIVATION OF EQUATIONS OF MOTION
The object of this section is to provide the reader

with a better explanation of theoretical aspects of
stability and control concepts and to supply a formal proof
of the equations of motions used in Section 4.
11.1
GENERALIZED EQUATIONS OF MOTIONS

An aircraft in flight is subjected to:
(a)
(b)
(c)
Inertia fo..es and moments

Applied external forces and moments
Generalized con' ol forces
The inertia forces and moments arise from the

aircraft's resistance to change its state of a uniform
motion when subjected to changes of linear and angular
velocities and accelerations in space.
The applied external forces acting upon an aircraft are
of two kinds: gravitational and aerodynamic. These
forces are generally dependent on the aircraft
configuration and the particular flight condition.
Since gravity vectors do not contribute to the moments
about C.G., then the applied external moments are
entirely aerodynamic.
The generalized control forces, on the other hand, are
internal forces and are arbitrary functions of the
control commands of a human or automatic pilot. For
the purpose of the derivation of the generalized
equation of motion, it will be assumed in this
analysis that all controls are fixed.
11.1.1
The Inertia Forees and Momenta
The complete derivation of inertia forces and moments of

a rigid body in space can be found in any standard textbook on aircraft dynamics. A typical example of such an
analysis is presented on page 94 of Reference 1 and will
not be duplicated in this ^ction. However, the summary
of the final results of P
.rence 1 is presented below.
11.1-1
11.1.1.1
The Inertia Forces
vXj= W
- /
(u + qw - rv
(1)
Yj=y(0+ ru-pw)
(2)
Z r
(3)
! "g" (*" + pv-qu
11.1.1.2
The Inertia Moments
^l=PIxx-Ix2(f+P(')'r('(Iyy-Izz)
-Ixy(q-rp)- Iyz(q2-r2)
(4)
Mx= qlyy-Ixzl^-î+rpdxx-Izz
(5)
-Ixy
xv(p + rq)-Ivz(r-pq
yz
Nj = rlzz-lxz(p-qr)+pq (Iyy-Ixx)
2
2
-I^xy
xv(p -q )-Ivz(q+pr)
11.1.2
(6)
The Applied External Forces and Moments
The resultant motion of an aircraft (free body in space)

can be described by superposition of perturbation motions
about each axis. In doing so, it is essential to
maintain a right-handed (Maxwell corkscrew rule) system
11.1-2
of axes. The initial disturbance can be applied about

any axis so long as the proper cyclic order of
perturbation in positive directions is maintained.
For example, the initial disturbance and the cyclic
order of perturbation can be considered as follows:
Perturbation about X-axis, Y-axis, Z-axis
or Y-axis, Z-axis, X-axis
or Z-axis, X-axis, Y-axis
Once an initial disturbance and a certain cyclic order
of perturbation are selected, they must be maintained
throughout the analysis.
The following cyclic order of perturbation is adopted
herein:
(a)
Rotate Y-Z axes about X-axis through an

angle Xx ,
(b)
Rotate X'-Z' axes about the perturbed Y-axis,

Y', through an angle Xy,
(c)
Finally, rotate X"-YTt axes about the perturbed

Z-axis, Z", through an angle Xz ,
where ()f, (),T, etc., represent forces along appropriate

axes after first, second, or higher order cyclic
rotations; and Xx , Xy , Xz pertain to perturbation
angles of the force vectors about X, Y, and Z-axes.
11.1.2.1
The Aerodynamic and Gravitational Forces
All forces are positive if they act in the positive

direction of body axes system as described in
Section 3.
11.1-3
(a)
Rotation about X-Axis
/*x
$ t
(b)
X'=X
(7)
Y= YcosXxtZsinx
(8)
Z = ZcosXx-YsinXx
(9)
Rotation about Y'-Axis

X^_
Xyf
X'*e
+ M.
W
i
Kyi
f
z"
Xi,= X,cosXy-ZlsinXy
ylLyl
-7>
(10)
(ii)
i
Z =ZcosXy+ X sin
(12)
Xy
11.1-4
(c)
Rotation about Z"-Axis

yll
ylll
3
X III
p*
x'V
..HI
..II
..II
+M-
(13)
X =X cosx + Y smX
.11
. .11
Y =YcosXz-XsinXz
(14)
Z'- t
(15)
Substituting equations (10) through (12) into

equations (13) through (15) yields
Xm= (X'cosxy- Z1 sinXy )cos
Xz+
Y!sin
(16)
Xl
Y'=YcosX -(X'cosxv~ZsinX y )sinX

^z
(17)
-l_ -,1,
Z"=Z'cos
Xy+X'sinXy
(18)
Expanding equations (16) through (18),there follows
XHI = X1 cosXycos Xz + Y'sin
Xz
" Z1 sin
Xy
cos
11.1-5
Xz
(19)
Y^-X'cos xysin xz + Y'cos
XZ
+ Z'sin
Xysin Xz
Z^x'sinxy+Z'cosxy
(20)
(2i)
Substituting equations (7) through (9) into

equations (19) through (21) yields
Xm = XcosXyCOS xz + (Ycosxx+Zsin Xx)sinXz

-(ZcosXx-Ysin xx) sin
Xycos Xz
(22)
Y,,,s -Xcosxysinxz+iYoosxx+Zs:n %%) co$x;

+ (Zcos
Xysin Xz
(23)
Zm= XsinXy+ (Zcosxx-Ysinxx)cosXy
(24)
Xy
" Ysin
Xx
)sin
Expanding equations (22) through (24) and combining

similar terms, the generalized force equations of
disturbed motions are
xl = Xcos
"
XycosXz + Y(C0SXxsinXz^sinXxsinXyC0SXz
+ Z(sinXxsinxz -cos xxsin
Xycos Xz
YHI = - Xcos xysin Xz + Ylcos Xxcos

Z (sin
Xxcos
Xz
(25)
- sin xxsin Xy sinXz )
xz + cos xxsin Xy sin Xz )

11.1-6
(26)
Z"' = XsinXy - YsinXxcos vy+ Z cosxxcosxy
<
(27
'
The final force equations, equations (25), (26), and (27),

are now expressed as functions of undisturbed forces
X, Y, and Z and the perturbation angles xx> Xy
and x
related to the appropriate body system of axes.
Assuming c' gene ralized aircraft under consideration
to consist of single rotor (or front rotor of
tandem rotor configuration), rear rotor (of tandem
rotor configuration), fuselage, horizontal tail
plane, vertical tail, tail rotor, wings, propellers
or jet engines, the undisturbed force equations along
the body axes are
X = -DF-DR-DFUS-DW-DT-DVT-DTR
n
+ 2 Tpcos ip
i=i i
i
(28)
Y = Yr YR + YFUS- LVT+ | Yp. + TTR
Z = W-LF- LR-LFUS-LW
LT
YTR
n
- 2 lNp.cos ip. + Tp. sin ip. )
is i
'
( 29)
(30)
'
The perturbation angles about the body X, Y and Z

axes, relative to gravitational or aerodynamic forces,
are easily identified as follows:
X: = <f>
- for gravitational force vectors,
11.1-7
= A
= Q
-A
'a
" fr aerodynamic force vectors,

A..
Xy (a - j )
- for aerodynamic force vectors,
= ^
and
Xz
~/3
- for aerodynamic force vectors.
Substituting equations (28), (29), and (30), together

with the appropriate perturbation angles y , y
y
and v > into equation (25) yields
XUI= - DFcos (a-eF)cos/3s - DRcos (a-R ) coss
"
COS
FUS
â"Fus^C0S @s " Dwcos(a-w)cos)s
- DTcos(a-T)cos/9s - DTRcos (a-6TR)cos/3s
DWTCOS
n
(a-VT )cosq + (Tp.cos ipr. - Np.sin
ipr,
r
I=I
"i
i
\
i
- YF cos A|fr sin/3s + YR cos A,Rsin s
-YFussinj -TTRsin/3s + LVTsin/3s
11.1-8
Yp sin A, sin (a-F )cos/3s t YpSinA, sin (a- R )cos s
+ Wsin (p sin \f/ - LF sin A, sin/^ - LR sin A, sin /3S
-W cos <p sincos \j/ + LFcos A, sin (a- F ) cos s
+ LR cos A, sin (a- R ) cos/3s + LFussin (a-FUS )cos s

R
+ Lwsin (a -w )cos s +LTsin (a-T )cos s
(31)
+ Y'TR
)cos#
TDsin (a- TD
TR 'ww-^s
Simplifying equation (31) and dropping ( )

sign,
the final equation of motion of aerodynamic and
gravitational forces acting along body X-axis is
A+G =
-DF cos (a- F )+ (LF cos A,
-YpSinA,
)sin(a-F) cos/9s
(LpSinA, j- r'pCosA, )sin ys
-DB cos (a-0R )+lL

sinA, )sin(a-
0cosA, +YB
R-.~,
" %^R
-ILpSinA, -YRcosA,
R
ijcosjSj
),
R
LFussin(a-FUS)-DFuScos(a-FUS) coss-YFussin.
Lwsin la-w )-Dwcos (a-w
COSjQ
11.1-9
+ [LTsin(a-eT)-DTcos (a-T) cos/3s
+ [YTRsin(a-TR)-DTRcos(a-6TR) cos^s-TTRsin^
-DVTcos (a- VT )cos& + LVTsin/
+ E (Tp sin ip -Np sin ip

i=i
i
i
i
i
+ W sin < sin if/ - W cos < sin 6 cos //
(32)
Similarly, substituting equations (28), (29), and (30),

together with the appropriate perturbation angles, into
equation (26) yields
Ym= -DF cos (a-F )sin/3s-DRcos(a -R )sin
~DFuscos(a- Fus^sin^s ~Dw
cos a
( ~~w )sm*
DT cos (a-T) sins -DTRcos (a-eTR)sin&
DVTcos (a-VT)sin/3S tYFcos A,
coss
-Y cos A|R cos/5s + YFuscos/3s+ TTRcos3

ii
+ 2 YD. -LWT
e
Vl cos&-Y
8
rPsin A. sin (a- e. ) sin/?5
I=I n
'F
+ YnD sin A,l sin (a -e R )sin&S f Wsin <f>' cos ti/
R
11.1-10
+ LF sin A, cosj3s +LR sin A, cos/3s

F
+ Wcos casino sin ^ + LF cos A, sin (a- F )sin/?s
+ LRcos A, sin (a-

R
)sin s + LFussin {a- FUS)sin/3s
+ LW sin (a-w)sin/3s + LTsin (a-cT )sins
+ YTRsin(a-cTR)sin/3s
(33)
Simplifying equation (33) and dropping ( )

sign,
gravitational forces acting along body Y-axis is
YA+6=[-DFcos(a-F ) + (LFcosA| -YFsinA(
)sin(a-cF )J$inj8s
+ (LFsinA, +YF cos A, )cos/3s
+ |-DRcos(a-R) + (LRcosA, + YRsinA, )sin(a- R)Jsin>3S
+ (LRs'mA, -YRcosA, )cos/3s

R
+ [LFussin(a- Fus)-DFUScos (a -FUS)jsin& + YFUScoss
+ |^Lwsin (a-w)-Dwcos (a-w)Jsin/0s
+ ^LTsin (a-T)-DTcos (a- T)|sin/3s
11.1-11
lVin (a -
TR) - DTR
cos (a - TR)J sin/3s
n
tTTRcosj -DVTcos(a-VT)sin/5s -l_VTcos. +Z Yp.
tW sinc/> cos i// + W cos <j> sin 0 sin//
(34)
Finally, substituting equations (28), (29), and (30),

together with the appropriate perturbation angles, into
equation (27) yields
ZHI = -DFsin(a-F )-DRsin{a-R )-DFuss.n(a-FUS )
-Dwsin(a-w )-DTsin (a-eT )-DTRsin (a- TR)
-DVTsin (a-6vT ) + YFsin A, cos(a~F)
-YRsinA, cos (a-R )+Wcos < cos0
- L.F cos A,
cos (a-F )- LR cos A,
cos (a-*R )
-LFUScos (a-FUS)- Lw cos (a-W )
- L T cos (a - T ) - YTRcos (a - TR )
n
-2 { Np cos ip + T sin ip )
i=i
i
i
i
i
Simplifying equation (35) and eliminating ( ) sign,
gravitational forces acting along body Z-axis is
11.1-12
(35)
'A+G
DF sin (a-F ) + (LFcosA( -YpSinA, )cos(a-eF)|
DRsin(a-R) + (LRcosA, + YRsinA, )cos(a-R)
LnFUS
co$(a-Fllc
)+Dn-sin(a-nic
FUS' ' "'FUS
FUS)
Lwcos (a-w )+ Dwsin(a-vv )

LTcos (a-T) + DTsin (a-T)
YTRcos(a-TR)fDTRsin[a-TR)J-DVTsin(a-VT)
(NpK cos ipK

1=1
11.1.2.2
+ T.r sin i r ) + W cos d> cos B

i
(36)
The Aerodynamic Moments
Aerodynamic moments are generated by aerodynamic torques

as well as by the aerodynamic forces acting on the
various aircraft components.
The aerodynamic moments due to aerodynamic forces are
expressed in terms of the displacement vector of the
force from the aircraft. C.G. and the force itself as
follows:
(37)
M; = r: x F;
where
\ *L. f+jL.T+i7.k
11,1-13
Fj = Xj i + Yj j + Zj k
and i,j,k
are unit vectors along the X, Y, Z axes
located at aircraft C.G.
The suffix i
pertains to the i
aerodynamic component
Performing vector multiplication, equation (37) can be

expressed as follows:
Mj =j(jT +Mj j +Nj k
(38)
where
i\ = Ziiv,
Yi -Y|l*Zj
Mi =xiJZi-zjAXi
Ni = Yjix. -XilY.
The aerodynamic moments due to aerodynamic torques for
a generalized aircraft configuration are
XOJ
= <&us+ -CHUBF-/HUBR+? QPJ
M0j
^W
N0;
HUBF
+ M
*JBR+QTR
(39)
(40)
(41)
NFUS + QF-Q
11.1-14
Adding all the rolling moments due to aerodynamic

forces and torques, there results
XA=-iZF||-DF cos(a-F) + (LF cos A,F-YF sin A,F)sin(a-F)J sin s
+lLFsinA,F+YFcosA|F)cos/3sJ,
-XZR|
|-DRcos(a-R) + (LR
COS A,R+YR
sin A,R)sn(a-cR)j sin s
+(LRsinAlR-YRcosAlR)cosisj
-iJLgSinla-Cyl-DtfCCMi (a-cw)j sin s
-JfzlLTsin(a-T)-DTcos(a-T) I sin s
- ^ZyJ^vT005 (a-cVT) sin s - LV7cos $ J
"*zTR{[win<a^TR>-DTR^^
"^YF|DFsinâ"F^+^'-FC05A!F"YFsinAlF)C0Sta"FM
"^YRlDRsinta-^ + (LRCosAlR+YRsinA,R)cos(a-eR)J
-iy |Lwcos(a-w)+Dwsin(a-W)
-JiYT|LTC0S(a-cT)+bTsin(a-T)|
-*YVT[DvTsin<a-*vT)J
"^YTRLYTRCS(a"TR) + DTRSln ("TR)J
(N C0S
-.?^Y
'Pj+Tp.sin iPj)J
P. Pj
u
1=1
n
+ ^FUS+^HUBF
^HUB^f* ^P|
11.1-15
Regrouping terms of equation (42), the final aerodynamic

rolling moment equation, CA > about body X-axis becomes
ZA=-J?Z |~DFcos(a-F)sin/3s + (LFsinA, +YFcosA, )cos/3s
k
+ (LFcosA|F-YFsinA! ) sin(a-cF) sin /3SJ

-^YF|
DFsin(a-F) + (LFcosA,F-YF sin Alp) cos(a-6F)J
-tz -DRcos(a-R) sin/Qs+(LRsinA| -YRcosA|Jcos s

+ (LRcosA,R+YRsinA|R)sin(a-R)sin s\
~^YR[DRsin(a-R)+(LRcosA|R4YRsinArR)cos(a-eR) I
-Kz
Lwsin (a-w)-Dwcosia-w) sins
-iY
Lwcos(a-w) + Dwsin (a-w)
Jz I LTsin (a-T)- DTcos(a-cT) Jsin s

-Y [LTcos(a-T)+DTsin (a-T) I
-lzVT [" DVTC0S (a-VT) sin s -LVTcos /3SJ
"^VvT^vTSinla-c^J
"^zTRlLYTRSin(a"TR)"DTRC0S(a"T^Jsin^s+TTRC0S^sJ
- ^ YTR [YTR COS (a-cTR) + DTR sin (a'TR)J
-2 Uzp. YPj -ffvp.tNpj cos iPj +TPj sin iPj)
+ ^FUS+ ^HUBF" ^HUBR+,^ Qpj
11.1-16
Similarly, summing all the pitching moments due to

aerodynamic forces and torques, the final aerodynamic
pitching moment equation, MA , about body Y-axis becomes
MA= + JL |DF sin (a-F)+(LFcos AjF-YF sin A, ) cos(a-*F) I
-iz
DFcos(a-F)cosj8s + (LFsin A, +YF cos A, ) sin s

-(LFcosA, -YFsin A, )sin(a-F) cos/3s
+ ix |DRsin(a-R) + (LRcosA, +YR sin A, )cos(a-R)

-KZR
DRcos(a-R)cosjs+ (LRsinAlR-YRcos A|R) sin/3s

- (LRcos A | + YRsin A.) sin (a-cR) cos s
+ x
Lwcos (a-cw) + Dwsin (a-w)j
-iz
Dwcos(a-w)-Lwsin(a-w) cos/3s
+ J?X I LTcos(a-eT) + DTsin (5-T)

-l2
+
IDJCOS
(a-T)-LTsin(a-T) cos/3s
^xVT[DvTSin(a-VT)J
-XZy
|DVT
cos(a-VT) cos/Qs-LVTsin/3s|
^^xTR[YTRC0s(a-TR)4-DTRsin(a-TR)j
~i2TRlLDTRCOs(a""TR)~YTRSin
(a_
TR^J cos /3s-f TTRsin /3S|
+ 2 [fxp.tNpjCOS ipj+Tpj siniPi)~^z?,(NPisin iPi-TPj cos iPj)J

4MFUS + MHUBF + MHUBR + QTR
11.1-17
"Finally, the aerodynamic yawing moment equation, NA,

about body 2-axis can be expressed as follows:
N
~"^xF{ Dp cos (a -c) - (LFcos A,F-YF sin A,F) sin (a-cF) sin s
-(LFsin Alp+ YF cosA,F)cos/3sJ
-YF{|-DFcos(a-F) + (LFcosA|F-YFsinA,F)sin(a-F)Jcos0j
-(LFsinA,F+YFcosA|F) sinsj
-'xR{ [DRCOS (a-cR)-(LR cos AIR+YR sin AIR) sin (o-cR) J sin s
-(LRsinA,ip-Y-n
RcosA|iB-)cos^sj
R
-lYR\[-DRCOs(a-R) + (LRcosA,R+YRsinAlR)sin(a-R)Jcos/3;
-(LRsin A,R-YRcosAlR) sin sJ
JL
Dwcos(a-w)-Lwsin(a-w) sin/3s
-L
Lwsin(a-W)-Dwcos(a-w) |cos/3s
-ix pTcos(a-T)-LTsin(a-T)Jsin/3s
J?YX LTsin(a-T)-DTcos(a-T) |cos^s
D
-*XVT[ VTCOS
(a-VT) sin s + LVTcos j3sj
->.
V
'YVT[-DVTCOS
X
"^ TR{
(a-e^) cos s 4 LVTsin sJ
[DTRC0Sta-TR) - YTRSI^ (a -cTR) J sin/3s- TTR cos /3S|
+ ^YTR|[YTRsin{a-TR)-DTRCos(a-TR)Jcos/3s-TTRsinsj
+ 2 [^xp.Ypi -^Yp.^pj cos ipj-Npj sin iP;)] + NFUS+QF-QR
1=
11.1-18
11.1.3
The Final Equations of Motion
Thr final equations of motion can now be written as

summations of all aerodynamic, gravitational and
inertia forces and moments along and about the body
axes as follows:
I
-/
K-WV0
(46)
Y = WYl -0
(47)
Z=ZA+6-Zl = 0
(48)
M = MA -Mt = 0
(50)
N = NA-N: =0
(51)
Substituting the expressions for aerodynamic, gravitational, and inertia forces and moments presented above
into equations (46) through (51) yields the final
generalized equations of motion of completely arbitrary
aircraft geometry. These equations derived for the
aircraft body system of axes are presented in Section
4.0.
11.1-19
REFERENCE
i^
1.
Etkin, Be, Dynamics of Flight, New York, John Wiley &

Sons, Inc., London, Chapman & Hall, Ltd., 1959.
I
k
t-
11.1-21
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Stability and Control Handbook for Helicopters

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Handbook
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Kisielowski, E.; Perlmutter, A, A.; Tang, J.
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USAAVLABS Technical Report 67-63

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Distribution of this document is unlimited.

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SPONSORING MILITARY ACTIVITY
U. S. Army Aviation Materiel Labs,

Fort Eustis, Virginia 23604
IS ABSTRACT
Analytical methods are presented for determining the dynamic

stability and control characteristics of generalized procedures
which are considerably simplified through the extensive use of
information presented in graphs and charts. These charts are
applicable to flight conditions from hover to high forward speeds.
The charts for low forward speeds (advance ratios, H- < 0.2) were
obtained from the rotor performance data based on classical rotor
theory. However, the high-speed charts (*M>0.3) exclude the major
assumption of classical theory and include blade compressibility,
stall, reverse flow, large inflow ratios, etc.
This handbook contains information suitable for extensive digital
and analog computer studies and also provides rapid procedures" for
predicting helicopter stability and control characteristics for
preliminary design applications.
DD / 1473
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KEY WORDS
ROLE
*T
ROLE
Helicopter
Dynamic Stability
Control
Response
Stability Derivatives
Trim
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0*

USAAVLABS TECHNICAL REPORT 67 63

S. ARMY AVIATION MATERIEL LABORATORIES

-1gs, specific11ions, Clr othtr d;lt<l ;1r< IIS<'d for :tny

l>ISPOSTTIO:"\ INST!{ UCTTOJ\:S

~u;t "":~~;,JC ~-~\

DEPARTMENT OF THE ARMY

This report has been reviewed by the U. S. Army

STABILITY AND CONTROL HANDBOOK

Dynasciences Report No. DCR-186

Analytical methods are presented for determining the

This handbook was prepared by the Dynasciences

GUIDE TO THE HANDBOOK

EVALUATION OF TRIM CONDITIONS

^Subject to future addition

The Y-Force Derivatives

*Subject to tuture addition

The Z-Force Derivat ives

The Rolling Moment ()

The Pitching Moment (M)

*Subject to future addition

The Yawing Moment (N)

Rate Derivatives ( B|c

*Subject to future addition

The Lateral Control (Aic)

Rate Derivatives (A)r and

The Directional Contrc

^Subject to future addition

The Vertical Control (0C)

--Subject to future addition

The Angular Pitching

The Lateral Flapping

Rotor Collective Pitch

Rear Rotor of a Tandem

The Angle of Attack ((lfyjs

The Forward Speed (uw)

Horizontal Tail Derivatives

The Forward Speed (uVT)

^Subject to future addition

The Angle of Attack (aVT)

Tail Rotor Derivatives .

-r^- forcr- 0.1. 0, = 0

^Subject to future addition

for cr= 0.1, 0, = o,

and MT= 0.8

for c z~- 0.1, 0, - 0,

for All Values of

Isolated Rotor Derivatives

-^ for <r = 0.1, 0,

~ for <J = 0.1, 0, = 0,

4^" for cr - 0.1, 0, - 0,

-^-for <j = 0.1, 0, - 0,

Isolated Rotor Derivatives

-5^- for a - 0.1, 0| - 0,

and MT= 0.8

for All Values of a-,

Effect of Blade Twist on the

^Subject to future addition

RAPID METHODS FOR ESTIMATING

^Subject to future addition

Numerical Comparison of the

*Subject to future addition

TANDEM ROTOR HELICOPTER.