NASA Technical Memorandum 84281

1
\

A Mathematical Model of a Single

Main Rotor Helicopter for Piloted
Simulation
Peter D. Talbot, Bruce E. Tinling,
William A. Decker, and Robert T. N. Chen

September 1982

NASA

National Aeronautics and

Space Administration

...

NASA Technical Memorandum 84283

A Mathematical Model of a Single

Main Rotor Helicopter for Piloted
Simulation
Peter D. Talbot
Bruce E. Tinling
William A. Decker
Robert T. N. Chen, Ames Research Center, Moffett,Field, California

National Aeronautics and

Space Administration

Ames Research Center

Moffett Field California 94035

CONTENTS
Page

...................................
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIMULATION MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main r o t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T a i l rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rotor R o t a t i o n a l Degree of Freedom and RPM Governing . . . . . . . . . .
C o n t r o l Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Atmospheric Turbulence . . . . . . . . . . . . . . . . . . . . . . . . .
L i n e a r i z e d Six-Degree-of-Freedom Model . . . . . . . . . . . . . . . . .
SuMMAEtY

.
0

I
c,

APPENDICES
A Notation
B
C
D
E
F
G

H
I

..............................
Axissystems . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Rotor F l a p p i n g Dynamics and F o r c e and Moment C a l c u l a t i o n . . . .
T a i l Rotor Flapping and Force C a l c u l a t i o n . . . . . . . . . . . . . .
Empennage F o r c e s and Moments . . . . . . . . . . . . . . . . . . . .
C a l c u l a t i o n of F u s e l a g e F o r c e s and Moments . . . . . . . . . . . . .
RPM Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit C o n t r o l s and C y c l i c C o n t r o l Phasing . . . . . . . . . . . . .
L i n e a r i z e d Six-Degree-of-Freedom
Dynamics

13
15
23

28
32

35

37

R e p r e s e n t a t i o n of H e l i c o p t e r

.............................
J C o n f i g u r a t i o n D e s c r i p t i o n Requirements . . . . . . . . . . . . . . .
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

iii

39
41
46

TABLES

Page

.............
.................

1-1

Elements of the Linearized Equations of Motion

40

J-1

Configuration Description Requirements

42

FIGURES

Page

Block Diagram Showing P r i n c i p a l Elements of S i n g l e Rotor H e l i c o p t e r

M o d e l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T y p i c a l V a r i a t i o n of Empennage L i f t and Drag C o e f f i c i e n t s

Block Diagram of RPM Governor

.......
.....................

S t r u c t u r e of C o n t r o l System Model

...................

B- 1

The Hub-Wind Axis System w i t h Main Rotor F o r c e , Moment, and V e l o c i t y

Components Defined

B-2

Hub-Body, A i r c r a f t

D- 1

T a i l Rotor Forces and Moments

.........................
Reference and Body-c.g. Axis Systems . . . . . . . .
.....................

vii

14
24

A MATHEMATICAL MODEL OF A SINGLE MAIN ROTOR HELICOPTER

FOR PILOTED SIMULATION

P e t e r D. T a l b o t , Bruce E. T i n l i n g , W i l l i a m A. Decker, and Robert T. N . Chen

Ames Research C e n t e r
SUMMARY
4

T h i s r e p o r t documents a h e l i c o p t e r mathematical model s u i t a b l e f o r p i l o t e d

s i m u l a t i o n of f l y i n g q u a l i t i e s . The mathematical model i s a n o n l i n e a r , t o t a l f o r c e
model h a s t e n d e g r e e s of
and moment model of a s i n g l e main r o t o r h e l i c o p t e r .
freedom: s i x rigid-body, t h r e e r o t o r - f l a p p i n g , and t h e r o t o r r o t a t i o n a l d e g r e e s of
freedom. The r o t o r model assumes r i g i d b l a d e s w i t h r o t o r f o r c e s and moments r a d i a l l y
i n t e g r a t e d and summed a b o u t t h e azimuth. The f u s e l a g e aerodynamic model u s e s a
d e t a i l e d r e p r e s e n t a t i o n over a nominal a n g l e of a t t a c k and s i d e s l i p range of ?15",
and i t u s e s a s i m p l i f i e d c u r v e f i t a t l a r g e a n g l e s of a t t a c k o r s i d e s l i p .
Stabilizi n g s u r f a c e aerodynamics are modeled with a l i f t c u r v e s l o p e between s t a l l l i m i t s and
a g e n e r a l c u r v e f i t f o r l a r g e a n g l e s of a t t a c k . A g e n e r a l i z e d s t a b i l i t y and c o n t r o l
augmentation system i s d e s c r i b e d . A d d i t i o n a l computer s u b r o u t i n e s p r o v i d e o p t i o n s
f o r a s i m p l i f i e d engine/governor model, atmospheric t u r b u l e n c e , and a l i n e a r i z e d
six-degree-of-freedom dynamic model f o r s t a b i l i t y and c o n t r o l a n a l y s i s .

me

I N TRODUC T I ON

An expanded f l y i n g - q u a l i t i e s d a t a b a s e i s needed f o r u s e i n d e v e l o p i n g d e s i g n
c r i t e r i a f o r f u t u r e h e l i c o p t e r s . A safe and c o s t - e f f e c t i v e way t o e s t a b l i s h s u c h a
d a t a b a s e i s t o conduct e x p l o r a t o r y i n v e s t i g a t i o n s u s i n g p i l o t e d ground-based simul a t o r s , and t h e n t o s u b s t a n t i a t e t h e r e s u l t s i n f l i g h t u s i n g v a r i a b l e s t a b i l i t y
research h e l i c o p t e r s .
A m a t h e m a t i c a l model s u i t a b l e f o r real-time p i l o t e d s i m u l a t i o n of s i n g l e r o t o r
h e l i c o p t e r s h a s been implemented a t Ames Research Center. A s d e s c r i b e d i n r e f e r ence 1, s i m u l a t i o n models used a t Ames Research Center c o n s i s t of a common c o r e of
rigid-body e q u a t i o n s and an aerodynamic model t h a t p r o v i d e s t h e aerodynamic f o r c e s
and moments. T h i s r e p o r t documents t h e e q u a t i o n s used i n t h e aerodynamic model.

*F

The r e p o r t c o n s i s t s of a b r i e f d e s c r i p t i o n of t h e o v e r a l l model and i t s compon e n t s and a p p e n d i c e s t h a t d e t a i l t h e e q u a t i o n s used i n the model and t h e p a r a m e t e r s

required t o describe a helicopter configuration.

..%$.

SIMULATION MODEL
The o v e r a l l arrangement of t h e s i m u l a t i o n model i s shown i n f i g u r e 1. The
p r i n c i p a l assumptions and c o n s i d e r a t i o n s employed i n developing each element of t h e
model a r e given i n t h e main body of t h e r e p o r t ; d e t a i l e d e q u a t i o n s f o r t h e f o r c e s
and moments a r e g i v e n i n t h e appendices. The model e l e m e n t s , denoted T i i n f i g u r e 1, are r e q u i r e d t o a c h i e v e t r a n s f e r of v e l o c i t i e s , f o r c e s , and moments from

a,

0
p

&
4

t4

al

.d

rn

rn

d
al

16

'd

.I4

..

$.
one a x i s system t o a n o t h e r ; i n some i n s t a n c e s , t o account f o r aerodynamic i n t e r f e r ence e f f e c t s between model components. These elements are d e s c r i b e d i n t h e append i c e s where r e q u i r e d .

i
I

The n o t a t i o n employed i s l i s t e d i n appendix A, and a d e s c r i p t i o n of t h e v a r i o u s

a x i s systems i s given i n appendix B. The v a r i a b l e names i n t h e FORTRAN coding f o r
t h e computer program have been chosen t o be e a s i l y i d e n t i f i a b l e from t h e n o t a t i o n
used h e r e i n . Through t h i s mnemonic d z v i c e , e q u a t i o n s I n the appendix can be i d e n t i f i e d i n the computer program l i s t i n g s .

Main Rotor

?A

r,

The development of t h e e q u a t i o n s d e s c r i b i n g t h e dynamics and t h e f o r c e s and

moments a c t i n g on t h e main r o t o r are given i n d e t a i l i n r e f e r e n c e s 2 and 3 . T h i s
mathematical r e p r e s e n t a t i o n e x p l i c i t l y a c c o u n t s f o r t h e dynamic e f f e c t of r o t o r modes,
such as r o t o r - b l a d e f l a p p i n g , which can b e i n a frequency r a n g e which i s i m p o r t a n t i n
s t u d i e s of f l y i n g q u a l i t i e s . For t h e r o t o r model d e s c r i b e d i n t h i s r e p o r t , t h e f l a p p i n g dynamics were approximated u s i n g a t i p - p a t h p l a n e r e p r e s e n t a t i o n .
The f l a p p i n g e q u a t i o n of motion of t h e r o t o r b l a d e w a s f i r s t developed u s i n g t h e
f o l l o w i n g assumptions. The assumptions are s i m i l a r t o t h o s e used f o r t h e "classicall'
e q u a t i o n s ( r e f s . 4 and 5).

1. The r o t o r b l a d e w a s r i g i d i n bending and t o r s i o n , and t h e t w i s t of t h e b l a d e

was linear.
2. The f l a p p i n g a n g l e and i n f l o w a n g l e were assumed t o b e s m a l l and t h e analys i s u t i l i z e d a simple s t r i p t h e o r y .
3 . The e f f e c t s of t h e a i r c r a f t motion on t h e b l a d e f l a p p i n g were l i m i t e d t o
t h e a n g u l a r r a t e p and q , and t h e
t h o s e due t o t h e a n g u l a r a c c e l e r a t i o n
and
normal a c c e l e r a t i o n .

4,

4 . The r e v e r s e d flow r e g i o n w a s ignored and t h e c o m p r e s s i b i l i t y and s t a l l

e f f e c t s disregarded.

>

5.

The i n f l o w w a s assumed t o b e uniform and no i n f l o w dynamics were used.

6.

The t i p - l o s s f a c t o r was assumed t o b e 1.

The f l a p p i n g e q u a t i o n s of motion e x p l i c i t l y c o n t a i n t h e primary d e s i g n parame t e r s , namely: f l a p p i n g h i n g e r e s t r a i n t , h i n g e o f f s e t , b l a d e Lock number, and p i t c h f l a p c o u p l i n g . The b l a d e f l a p p i n g i n t h o s e e q u a t i o n s w a s then approximated by t h e
f i r s t harmonic terms w i t h time-varying c o e f f i c i e n t s , t h a t i s ,

7.

B(t) = a o ( t ) - a l ( t ) c o s $

b l ( t ) s i n $.

I n t h e developmenk of t h e e q u a t i o n s f o r f o r c e s and moments, t h e same s e t of

b a s i c a s s u m p t i m s ( 1 through 7 above) , d i s c u s s e d i n c o n j u n c t i o n w i t h t h e development
of t h e t i p - p a t h p l a n e dynamic e q u a t i o n s , w a s u t i l i z e d . 'rhus, aerc,dynamically,
momentum t h e o r y w a s used i n c o n j u n c t i o n w i t h t h e uniform i n f l o w ; s i m p l e s t r i p t h e o r y
w a s u t i i i z e d and t h e b l a d e f o r c e s were a n a l y t i c a l l y i n t e g r a t e . 1 over t h e r a d i u s .
Because t h e r e v e r s e d flow r e g i o n and the s t a l l and c o m p r e s s i b i l i t y e f f e c t s w e r e
i g n o r e d , t h e t o t a l r o t o r f o r c e s and moments were a g a i n a n a l y t i c a L l y o b t a i n e d by
3

summing t h e c o n t r i b u t i o n s , t o each b l a d e , that w e r e a n a l y t i c a l f u n c t i o n s of t h e

azimuth. Because of t h e s e assumptions and s i m p l i f i c a t i o n s , t h e r e s u l t s of the analysis are v a l i d only f o r a l i m i t e d r a n g e of f l i g h t c o n d i t i o n s . N e v e r t h e l e s s , a p r e v i o u s s t u d y ( r e f . 5) has shown t h a t t h i s t y p e of a n a l y s i s i s v a l i d f o r s t a b i l i t y and
c o n t r o l i n v e s t i g a t i o n s of t h e r o t o r c r a f t up t o an advance r a t i o of about 0.3.
Also,
s i m i l a r t o t h e development of t h e t i p - p a t h p l a n e dynamic e q u a t i o n s , t h e s e r o t o r
f o r c e s and moments were f i r s t o b t a i n e d i n t h e wind-hub c o o r d i n a t e system. They were
then transformed i n t o t h e hub-body system ( s e e appendix C ) .

The f o r c e s and moments t h u s developed c o n t a i n p e r i o d i c terms; t h e h i g h e s t harmonic terms correspond d i r e c t l y t o t h e number of r o t o r b l a d e s . For example, f o r a
three-bladed r o t o r , t h e f o r c e and moment e q u a t i o n s c o n t a i n o n l y t h r e e / r e v o l u t i o n
harmonic terms, and f o r a four-bladed r o t o r , f o u r / r e v o l u t i o n harmonic terms. The
frequency of t h e s e harmonic terms i s s u f f i c i e n t l y h i g h t o b e of n o i n t e r e s t t o hand l i n g q u a l i t y i n v e s t i g a t i o n s . These t e r m s have t h e r e f o r e been d e l e t e d . The r e s u l t i n g f o r c e and moment e x p r e s s i o n s a r e g i v e n i n appendix C.

-'

A development t o modify t h e s e f o r c e s and moment e q u a t i o n s t o i n c l u d e t h e e f f e c t s

of nonuniform i n f l o w , similar t o t h e development f o r t h e f l a p p i n g e q u a t i o n s i n r e f e r e n c e s 6 and 7 , i s i n p r o g r e s s . These e q u a t i o n s , a l o n g w i t h t h e modified t i p - p a t h
p l a n e r e p r e s e n t a t i o n g i v e n i n r e f e r e n c e 7 w i l l l a t e r s u p e r s e d e t h o s e shown i n
appendix C.

T a i l Rotor

The t a i l r o t o r w a s modeled a s a t e e t e r i n g r o t o r w i t h o u t c y c l i c p i t c h . For t h i s

c a s e , t h e f o r c e s i n t h e wind-hub system may b e o b t a i n e d from t h e e x p r e s s i o n s d e r i v e d
f o r t h e main r o t o r by s e t t i n g t h e l a t e r a l and l o n g i t u d i n a l c y c l i c p i t c h terms (Alc
and Blc)

equal t o zero.

F u r t h e r , s i n c e t h e t a i l r o t o r f l a p p i n g frequency i s much

h i g h e r than t h a t of t h e main r o t o r system, t h e t i p - p a t h p l a n e dynamics may b e

n e g l e c t e d . Thus, f o r t a i l r o t o r a p p l i c a t i o n s , t h e f i r s t and second d e r i v a t i v e s of
t h e b l a d e - f l a p p i n g n o n r o t a t i n g c o o r d i n a t ..
e s are set e q u a l t o z e r o i n t h e f o r c e equat i o n s (io = i 1 = 61 = 0 and 20 = 81 = b l = 0 ) . The r e s u l t i s a s e t of b a s i c q u a s i s t a t i c f o r c e e x p r e s s i o n s s i m i l a r t o t h o s e i n c l a s s i c a l work ( r e f s . 3 and 4 ) .
The l o c a l flow a t t h e t a i l r o t o r i n c l u d e s t h e e f f e c t of downwash from t h e main
r o t o r system. The method employed t o e s t i m a t e t h i s downwash and t h e e q u a t i o n s f o r
t a i l r o t o r f o r c e s a r e g i v e n i n appendix D.

Empennage
-3

The l i f t and d r a g f o r c e s on t h e v e r t i c a l f i n and h o r i z o n t a l t a i l are approximated f o r a l l a n g l e of a t t a c k and s i d e s l i p , i n c l u d i n g rearward f l i g h t . P r o v i s i o n i s

made f o r t h e a d d i t i o n of terms due t o main r o t o r - i n d u c e d v e l o c i t i e s a t t h e h o r i z o n t a l
t a i l , and t a i l r o t o r v e l o c i t i e s a t t h e v e r t i c a l f i n .

The p r i n c i p a l assumptions made i n d e v e l o p i n g t h e e x p r e s s i o n s f o r t h e f o r c e s and

moments due t o t h e v e r t i c a l f i n and h o r i z o n t a l t a i l are as f o l l o w s :
1. The l i f t and d r a g f o r c e s a r e a p p l i e d a t t h e q u a r t e r chord of each s u r f a c e
a t t h e spanwise l o c a t i o n of t h e c e n t e r of area.

-:

I
-I

2.

The a i r f o i l p r o f i l e s are symmetrical.

3. The l i f t c u r v e s l o p e p r i o r t o s t a l l i s g i v e n by s i m p l e l i f t i n g - l i n e t h e o r y
assuming an e l l i p t i c a l l i f t d i s t r i b u t i o n w i t h uniform downwash. C o r r e c t i o n s are
a p p l i e d f o r s i d e s l i p and f o r sweep of t h e v e r t i c a l f i n .

4 . Maximum l i f t c o e f f i c i e n t i s s p e c i f i e d ; however, i f t h e l i f t c u r v e i ss l oassumed

pe is
such t h a t t h i s v a l u e i s n o t reached a t a n a n g l e of attack of ~ / 4 C, b a x

t o o c c u r a t t h i s a n g l e of attack.

5.

P o s t s t a l l v a r i a t i o n of l i f t c o e f f i c i e n t i s based on

Cbax

d e c r e a s i n g by

20% as t h e a n g l e of a t t a c k i s i n c r e a s e d by 20%, and f o l l o w i n g a p a r t i c u l a r v a r i a t i o n

t h e r e a f t e r t o r e a c h z e r o l i f t a t an a n g l e of a t t a c k of ~ / 2 .

6.

L i f t c o e f f i c i e n t i n rearward f l i g h t i s 80% of t h a t i n forward f l i g h t .

The p r o f i l e drag c o e f f i c i e n t v a r i e s w i t h a n g l e of a t t a c k and r e a c h e s a

7.
v a l u e of 1 when a = 2 7 ~ 1 2 .

8. The induced d r a g c o e f f i c i e n t v a r i e s a s t h e s q u a r e of t h e c a l c u l a t e d l i f t
coefficient .
A t y p i c a l v a r i a t i o n of t h e l i f t and d r a g c o e f f i c i e n t s f o r an empennage s u r f a c e
i s shown i n f i g u r e 2. Expressions f o r c a l c u l a t i n g t h e empennage f o r c e s and t h e
r e q u i r e d t r a n s f o r m a t i o n s f o r v e l o c i t i e s and f o r c e s a r e g i v e n i n appendix E.

F i g u r e 2 . - T y p i c a l v a r i a t i o n of empennage l i f t and d r a g c o e f f i c i e n t s .

Fuselage
The aerodynamic model of t h e f u s e l a g e must f u l f i l l two requirements. The f i r s t
i s t o p r o v i d e an e s t i m a t e of t h e f o r c e s and moments a t s m a l l a n g l e s of a t t a c k and

s i d e s l i p t h a t w i l l b e encountered a t s u b s t a n t i a l forward speeds. T h i s p r o v i d e s a

r e p r e s e n t a t i o n of t h e important e f f e c t s of f u s e l a g e aerodynamics on performance and
s t a b i l i t y a t t h e s e speeds. The second requirement i s t o p r o v i d e a c o n t i n u o u s variat i o n of f o r c e s and moments over t h e e n t i r e r a n g e of a n g l e of a t t a c k and s i d e s l i p
(0" t o +180) t h a t can be encountered i n approach t o h o v e r i n g f l i g h t o r i n hover.
C o n t i n u i t y i s r e q u i r e d t o avoid sudden u n r e a l i s t i c l i n e a r o r a n g u l a r a c c e l e r a t i o n s
i n r e s p o n s e t o a small change i n a t t i t u d e . Accuracy of t h e model a t extreme a t t i t u d e s i s c o n s i d e r e d t o be of secondary importance, s i n c e t h e f u s e l a g e f o r c e s a t t h e s e
speeds are v e r y s m a l l compared t o t h e r o t o r f o r c e s .
A t e c h n i q u e has been developed t o p r o v i d e a c o n t i n u o u s model by f i t t i n g t y p i tal v a r i a t i o n s of t h e f o r c e s and moments through d a t a p o i n t s o b t a i n e d a t s p e c i f i c
widely s e p a r a t e d a n g l e s of a t t a c k and s i d e s l i p i n a wind t u n n e l ( s e e r e f . 8 ) . Howe v e r , even t h i s s p a r s e l e v e l of t e s t d a t a f o r t h e f u s e l a g e i s t y p i c a l l y u n a v a i l a b l e
and a n a l t e r n a t i v e t e c h n i q u e must b e employed.

The model employed h e r e i n r e l i e s on s e p a r a t e r e p r e s e n t a t i o n s f o r a n g l e s of

a t t a c k and s i d e s l i p i n t h e range from -15" t o 15' and from 230" t o +180". C o n t i n u i t y
i s provided by a l i n e a r i n t e r p o l a t i o n f o r f o r c e s and moments i n t h e a n g l e range n o t
covered. The f o r c e s and moments f o r t h e lower a n g l e r a n g e are o b t a i n e d from t e s t
d a t a o r from estimates based on d a t a from similar f u s e l a g e s .
The d a t a f o r t h e h i g h
a n g l e of a t t a c k and s i d e s l i p range are based on t h e e s t i m a t e d magnitude and l o c a t i o n
of t h e d r a g f o r c e v e c t o r when t h e f u s e l a g e i s i n a 90" c r o s s f l o w , and on an approximation t o i t s observed v a r i a t i o n s w i t h a t t i t u d e from wind-tunnel tests of b o d i e s of
revolution.
Details of t h e procedure f o r e s t i m a t i n g f u s e l a g e f o r c e s and moments are g i v e n i n
appendix F.

Rotor R o t a t i o n a l Degree of Freedom and RPM Governing

An o p t i o n i s a v a i l a b l e which p r o v i d e s f o r a r o t a t i o n a l d e g r e e of freedom f o r t h e
r o t o r . When t h i s o p t i o n i s u s e d , t h e main r o t o r and t h e t a i l r o t o r r o t a t i o n a l s p e e d s
vary a c c o r d i n g t o t h e c u r r e n t t o r q u e r e q u i r e m e n t s and t h e e n g i n e power a v a i l a b l e .
The i n i t i a l trim c o n d i t i o n s e s t a b l i s h b a s e l i n e v a l u e s of r o t o r speeds and e n g i n e
t o r q u e . D e v i a t i o n s from t h e s e b a s e l i n e v a l u e s change the r o t o r t o r q u e r e q u i r e m e n t s
and, hence, r o t o r s p e e d . These changes i n speed c a u s e t h e rpm governor t o v a r y t h e
f u e l f l o w t o t h e engine t o change t h e power t o m a i n t a i n t h e d e s i r e d a n g u l a r rate. A
b l o c k diagram of t h e r p m governor i s shown i n f i g u r e 3 . F u r t h e r d e t a i l s of the
dynamic model f o r t h i s d e g r e e of freedom and t h e rpm governor a r e given i n
appendix G.
/
(MAIN AND TAIL ROTOR
Q ~ o
THROTTLE
TORQUE REQUIRED)
(0N/O FF)

-Ai2
GOVERNOR

G (SI

%ET

=a,

KE

AHP
-m

550 wf

s2

-An
As2

s1

F i g u r e 3 . - Block diagram of rpm governor.

C o n t r o l Systems
The h e l i c o p t e r model h a s a g e n e r a l i z e d c o n t r o l system t h a t a c c e p t s i n p u t s from
t h e p i l o t , f a c i l i t a t e s c o n t r o l augmentation and s t a b i l i t y augmentation, and p r o v i d e s
f o r mechanical c o n t r o l mixing o r phasing of t h e c y c l i c i n p u t s . A b l o c k diagram of
t h i s system i s shown i n f i g u r e 4 . The c o n t r o l augmentation system employs a
*

6
4

6ap

C p j K8

XO

13

eP4 K M 3 b

+ DIRECTIONAL
,

LATERAL CYCLIC CONTROL

LONGITUDINAL CYCLIC CONTROL
COLLECTIVE CONTROL

CYCLIC
CONTROL +
PHASING
-,AIRCRAFT
AND
*DYNAMICS
GEARING
AND
+
RIGGING

AIRCRAFT
STATE, X

XO

CROSS-FEED AND
FEED FORWARD GAINS

FEEDBACK GAINS

XO

X = (u, w, 0 , 8 , v, p, 4, r ) T

F i g u r e 4 . - S t r u c t u r e of c o n t r o l system model.

c-

s t r u c t u r e t h a t p e r m i t s implementation of c r o s s f e e d s from each of t h e f o u r c o c k p i t

c o n t r o l s ; namely, l o n g i t u d i n a l and l a t e r a l c y c l i c s t i c k , c o l l e c t i v e s t i c k , and
d i r e c t i o n a l p e d a l s . The feedback g a i n s t r u c t u r e of t h e s t a b i l i t y augmentation system
p e r m i t s feedback p r o p o r t i o n a l t o any element of t h e s t a t e v e c t o r t o each of t h e f o u r
c o n t r o l s . The e n t i r e c o n t r o l s t r u c t u r e a l s o f a c i l i t a t e s g a i n s c h e d u l i n g a s f u n c t i o n s
of t h e f l i g h t p a r a m e t e r s , such a s a i r s p e e d .

3.

D e t a i l s c o n c e r n i n g t h e z e r o p o s i t i o n and s i g n c o n v e n t i o n of t h e c o c k p i t c o n t r o l s
and t h e mechanical c y c l i c c o n t r o l phasing l o g i c are g i v e n i n appendix H.

Atmospheric Turbulence
The r e p r e s e n t a t i o n of atmospheric t u r b u l e n c e i s based on t h e Dryden model and i s
d e s c r i b e d i n MIL-F-8785B ( r e f . 9 ) . The i n p u t s r e q u i r e d f o r t h i s model a r e t h e a i r c r a f t v e l o c i t y r e l a t i v e t o t h e a i r mass, t h e t u r b u l e n c e scale l e n g t h s , and t h e r m s

g u s t l e v e l s . For t h i s r e p r e s e n t a t i o n , scale l e n g t h and t h e wind v e l o c i t y can b e

s p e c i f i e d as f u n c t i o n s of a l t i t u d e . The rms g u s t l e v e l s are dependent upon wind
velocity.
L i n e a r i z e d Six-Degree-of-Freedom

Model

A computer s u b r o u t i n e i s a v a i l a b l e t h a t g e n e r a t e s t h e c o e f f i c i e n t s of a l i n e a r ,
f i r s t - o r d e r set of d i f f e r e n t i a l e q u a t i o n s t h a t r e p r e s e n t s t h e r i g i d body dynamics of
t h e h e l i c o p t e r f o r small p e r t u r b a t i o n s from a f i x e d o p e r a t i n g p o i n t . The p r i n c i p a l
assumption n e c e s s a r y t o g e n e r a t e t h i s l i n e a r s e t of e q u a t i o n s i s that t h e h e l i c o p t e r
i n i t i a l a n g u l a r rates a r e z e r o . The d i f f e r e n t i a l e q u a t i o n s are of t h e form:

[FIX

[GI6

where x r e p r e s e n t s p e r t u r b a t i o n s from t r i m of the s t a t e v a r i a b l e s u , w, q , 8 , v ,

p , $, and r ; and 6 r e p r e s e n t s t h e c o c t r o l d i s p l a c e m e n t s from t r i m A s e , A6,, Asa,
The g e n e r a t i o n of t h e F and G matrices and a d e s c r i p t i o n of each element
and A $ .
i s given i n appendix I.

APPENDIX A

NOTATION

b l a d e l i f t - c u r v e s l o p e , p e r rad
b l a d e c o n i n g a n g l e measured from hub p l a n e i n t h e hub-wind a x e s system, r a d
l o n g i t u d i n a l f i r s t - h a r m o n i c f l a p p i n g c o e f f i c i e n t measured from t h e hub
p l a n e i n t h e wind-hub a x e s system, r a d
l o n g i t u d i n a l f i r s t - h a r m o n i c f l a p p i n g c o e f f i c i e n t measured from t h e hub
p l a n e i n t h e hub-body a x e s system, r a d
l a t e r a l c y c l i c p i t c h measured from hub p l a n e i n t h e wind-wub a x e s system,
rad

l a t e r a l c y c l i c p i t c h measured from hub p l a n e i n t h e hub-body a x e s system,

rad
AR

a s p e c t r a t i o , span2/area

bl

l a t e r a l f i r s t - h a r m o n i c f l a p p i n g c o e f f i c i e n t measured from hub p l a n e i n t h e

wind-hub a x e s system, r a d

bh

l a t e r a l f i r s t - h a r m o n i c f l a p p i n g c o e f f i c i e n t measured from hub p l a n e i n t h e

hub-body a x e s system, r a d

BL

l a t e r a l d i s t a n c e ( b u t t l i n e ) i n t h e f u s e l a g e a x e s system, m ( f t )
l o n g i t u d i n a l c y c l i c p i t c h measured from hub p l a n e i n t h e wind-hub a x e s
system, r a d

BIS

l o n g i t u d i n a l c y c l i c p i t c h measured from hub p l a n e i n t h e hub-body a x e s

system, r a d

blade chord, m ( f t )

cn

control gearing constants, n = 1 t o 8

CB,
CAIs)

c y c l i c control rigging constants, rad

drag coefficient
CL

l i f t coefficient
maximum l i f t c o e f f i c i e n t

CT

rotor thrust coefficient

drag force, N (lb)

, T / p (,rrR2)

(RR)

damping m a t r i x i n f l a p p i n g d i f f e r e n t i a l e q u a t i o n s
flapping hinge o f f s e t , m(ft)
g r a v i t a t i o n a l a c c e l e r a t i o n , m/sec2 ( f t / s e c 2 )
r o t o r f o r c e normal t o s h a f t , p o s i t i v e downwind, N ( l b )
i n c i d e n c e of v e r t i c a l f i n , p o s i t i v e f o r l e a d i n g edge t o t h e l e f t , r a d
i n c i d e n c e of h o r i z o n t a l s t a b i l i z e r , p o s i t i v e f o r l e a d i n g edge up, r a d
forward t i l t of r o t o r s h a f t w . r . t .

f u s e l a g e , p o s i t i v e forward, r a d

r o t o r b l a d e moment of i n e r t i a a b o u t f l a p p i n g h i n g e , kg-m2 ( s l u g - f t 2 )
r o t o r moment of i n e r t i a about s h a f t
f a c t o r t o account f o r f r a c t i o n of v e r t i c a l t a i l i n t a i l r o t o r wake
f l a p p i n g s p r i n g c o n s t a n t , N-m/rad
pitch-flap coupling r a t i o ,

4 tan

(lb-ft/rad)

6,

s p r i n g matrix i n f l a p p i n g d i f f e r e n t i a l equations
f u s e l a g e r o l l i n g moment, n-m (f t - l b )
f u s e l a g e l i f t , N (lb)

r o l l i n g moment, p i t c h i n g moment, and yawing moment, r e s p e c t i v e l y , N-m

(ft-lb)

r o t o r b l a d e mass, kg ( s l u g s )
b l a d e weight moment about f l a p p i n g h i n g e , N-m

(lb-ft)

number of b l a d e s
r o l l , p i t c h , and yaw r a t e s i n t h e body-c.g.

a x e s system, r a d / s e c

r o l l , p i t c h , and yaw r a t e s i n t h e body-c.g.

mass, r a d / s e c

a x e s system r e l a t i v e t o t h e a i r

r o l l , p i t c h , and yaw r a t e s i n t h e hub-body a x e s system, r a d / s e c

r a t i o of f l a p p i n g frequency t o r o t o r system a n g u l a r v e l o c i t y
dynamic p r e s s u r e ,

1
2 pV2,

N/m2

(lb/ft2)
10

.
a

t o r q u e , N-m ( f t - l b )

rotor radius, m ( f t )

Laplace v a r i a b l e

area of s t a b i l i z i n g s u r f a c e , m2 ( f t 2 )

STA

l o n g i t u d i n a l l o c a t i o n i n t h e f u s e l a g e a x e s system, m ( f t )

thrust, N (lb)

l o n g i t u d i n a l , l a t e r a l , and v e r t i c a l v e l o c i t i e s i n t h e body-c.g.
a x e s , m/sec ( f t / s e c )

system of

l o n g i t u d i n a l , l a t e r a l , and v e r t i c a l v e l o c i t i e s r e l a t i v e t o t h e a i r mass i n
t h e body-c.g. system of a x e s , m / s e c ( f t / s e c )

vi

main r o t o r induced v e l o c i t y a t r o t o r d i s k , m/sec ( f t / s e c )

Wf

f u e l flow rate, N/hr ( l b / h r )

WL

v e r t i c a l l o c a t i o n i n t h e f u s e l a g e a x e s system, m ( f t )

l o n g i t u d i n a l , l a t e r a l , and v e r t i c a l f o r c e s i n t h e body-c.g.
N (Ib)

s t a b i l i z i n g s u r f a c e a n g l e of a t t a c k , r a d

a n g l e of a t t a c k f o r s t a l l , r a d

6"

rotor s i d e s l i p angle, rad

b l a d e Lock number, pacR4/Ig

equivalent r o t o r blade p r o f i l e drag coefficient

6a

l a t e r a l c y c l i c s t i c k movement, p o s i t i v e t o r i g h t , c m ( i n . )

4.

l o n g i t u d i n a l , l a t e r a l , and v e r t i c a l v e l o c i t i e s r e l a t i v e t o t h e a i r mass i n
t h e a i r mass i n t h e hub-body system of a x e s , m/sec ( f t / s e c )

&C

c o l l e c t i v e c o n t r o l i n p u t , p o s i t i v e up, c m ( i n . )
l o n g i t u d i n a l c y c l i c s t i c k movement, p o s i t i v e a f t , c m ( i n . )

6P

p e d a l movement, p o s i t i v e r i g h t , c m ( i n . )

hinge o f f s e t r a t i o , e / R

stabilizing surface l i f t efficiency factor

11

a x e s system,

Euler p i t c h angle, rad

00

blade root c o l l e c t i v e p i t c h , rad

et

t o t a l b l a d e t w i s t ( r o o t minus t i p i n c i d e n c e ) , r a d

inflow r a t i o

sweepback a n g l e of f i n , r a d

CT

WH
=

2(v2

/uH2
r o t o r advance r a t i o ,

A2)1/2

+ VH2
aR

a i r d e s n t i y , kg/m3 ( s l u g s / f t 3 >

(5

rotor solidity r a t i o , blade area/disk area

t i m e constant

Euler r o l l angle, rad

r o t o r angular v e l o c i t y , rad/sec

Sub s c r i p t s :
a x e s system r e l a t i v e t o a i r mass

body-c.g.

c.g.

c e n t e r of g r a v i t y

engine

fuselage

vertical fin

hub-body a x e s s y s t e m , hub l o c a t i o n

HS

horizon t a l s t a b i l i z e r

induced

MR

main r o t o r

p i l o t input

throttle

TR

t a i l rotor

hub-wind system of a x e s

12

APPENDIX B

AXIS SYSTEMS
Hub Wind

The hub-wind a x i s system i s used i n t h e c a l c u l a t i o n of r o t o r f o r c e s and moments.

The o r i g i n of t h e system i s t h e r o t o r hub, and t h e T ( t h r u s t ) a x i s i s a l i g n e d w i t h
t h e r o t o r s h a f t . The Hw ( h o r i z o n t a l ) a x i s is a l i g n e d w i t h t h e component of relat i v e wind normal t o t h e s h a f t a x i s , and t h e Yw ( s i d e f o r c e ) a x i s completes the
right-handed o r t h o g o n a l set. T h i s a x i s system i s shown i n f i g u r e B-1 a l o n g w i t h t h e
components of the r e l a t i v e wind.
ROTOR SHAFT
OR1ENTATION

(b) PLAN VIEW NORMAL TO

UH, V H PLANE

(a) PERSPECTIVE VIEW

F i g u r e B-1.-

The hub-wind a x i s system w i t h main r o t o r f o r c e , moment,

and v e l o c i t y components def ined.

Hub Body
The hub-body system c o i n c i d e s w i t h t h e hub-wind system when t h e s i d e s l i p a n g l e
i s z e r o . Thus, t h e T a x i s i s a l i g n e d w i t h t h e s h a f t a x i s , and t h e f o r c e HR
l i e s i n t h e X B - Z B p l a n e ( s e e f i g . B-2).

Bw

Body Center of G r a v i t y

All f o r c e s and moments are expressed r e l a t i v e t o t h e body-c.g. system f o r u s e i n

t h e six-degrees-of-freedom r i g i d body e q u a t i o n s of motion. This a x i s system h a s i t s
o r i g i n a t t h e c e n t e r of g r a v i t y w i t h the x a x i s a l i g n e d w i t h t h e l o n g i t u d i n a l a x i s
of t h e h e l i c o p t e r , and t h e z a x i s l y i n g on t h e p l a n e of symmetry ( s e e f i g . B-2).

13

HUB-BODY

'EM

AIRCRAFT REFERENCE
SYSTEM
F i g u r e B-2.-

Hub-body,

a i r c r a f t r e f e r e n c e and body-c.g.

a x i s systems.

A i r c r a f t Reference
The a i r c r a f t r e f e r e n c e axes a r e used t o l o c a t e a l l f o r c e and moment g e n e r a t i n g
components and t h e c e n t e r of g r a v i t y . The a i r c r a f t r e f e r e n c e a x e s a r e p a r a l l e l t o
t h e body-c.g. axes. The a x i s o r i g i n i s t y p i c a l l y l o c a t e d ahead and below t h e a i r c r a f t a t some a r b i t r a r y p o i n t w i t h i n t h e p l a n e of s y m m e t r y . S t a t i o n s are measured
p o s i t i v e a f t a l o n g t h e l o n g i t u d i n a l a x i s . B u t t l i n e s are l a t e r a l d i s t a n c e s , p o s i t i v e
t o t h e p i l o t ' s r i g h t . W a t e r l i n e s are measured v e r t i c a l l y , p o s i t i v e upward ( s e e
f i g . B-2).

Local Wind
The local-wind a x e s systems a r e employed f o r c a l c u l a t i o n of l i f t and d r a g
f o r c e s on t h e empennage and on t h e f u s e l a g e . For each empennage s u r f a c e , t h e o r i g i n
i s a t t h e q u a r t e r p o i n t of t h e mean aerodynamic chord, and t h e l i f t f o r c e i s normal
t o t h e r e l a t i v e wind and t o a spanwise l i n e p a s s i n g through t h e q u a r t e r chord p o i n t .

14

APPENDIX C
MAIN ROTOR FLAPPING DYNAMICS AND FORCE AND MOMENT CALCULATION
The d e r i v a t i o n of t h e t i p - p a t h p l a n e dynamic e q u a t i o n is g i v e n i n d e t a i l i n
r e f e r e n c e 2 . For t h e n o n t e e t e r i n g N-bladed r o t o r , t h e t i p - p a t h p l a n e dynamic equat i o n s are as f o l l o w s :

15

3
m

+
+

rllN

* 10
W

21-

?I*

=I*

ffl

m
0

I
N

uXlc:

Nlm

rl

+
0

3
N

[I)

u
wXlG
I

I
rl

I-

N1l*
Fl

v)

n
"w

(N

3
1
:

1w
II

8 2

nll

t!=l

:ai

II

II

ta

tY

I
N

II
tw

16

where
P2 =

+- KB +-+IBn2

yK1

g-%

and

For a two-bladed t e e t e r i n g r o t o r , t h e t i p - p a t h p l a n e r e p r e s e n t a t i o n l o s e s i t s p h y s i c a l
meaning. However, i f t h e approximation f o r b l a d e f l a p p i n g i s employed, t h a t is,
$(t) = ao(t)

I*

al(t)cos

+ - bl(t)sin +

then a.
i s t r e a t e d as a p r e s e t c o n s t a n t . The c o e f f i c i e n t s a l ( t ) and b , ( t )
t h e n b e s o l v e d f o r by s e t t i n g E = d o = S o = 0 i n e q u a t i o n ( 1 ) .

can

The f o r c e and moment e x p r e s s i o n s , w i t h t h e harmonic terms dropped t h a t correspond

t o t h e number of r o t o r b l a d e s are given below. A d e r i v a t i o n of t h e s e e q u a t i o n s i s
given i n r e f e r e n c e 2.

*MR = nb
2 pacR(QR)2

-1
2

(1

1 1

(1 -

u2
[++ 5 (1 - + [++ 4 (1 - a. [$+ (1 - E)]K~ + a, [; e ( l 2

E~)X
+ 8,

(1 - E ~ ) ( -B K~ b ~ )

61
+[
k

+1
4

(1

E)]

(?

c o s Bw

17

+ qH

0,

sin B ) ]
W

"bMB ..
-aO
g

E2)]

(i- );

18

7
- (1
4

7 a (1

E)(-

y
PH s i n

6
w

(% -

19

a,)]

Q = nb p a c R 2 (RR)

(-&

[l

(1

- (eo

Klao)

[$+ (5 - )'

- K 1a 1)

- 4

u a. + bl
-6
16 (1 -

E2)p2

+ (- PH

R s i n 6w

qH
+n cos

(')

Q +6

.
Q

[(i
- i )(> +

b,)

.)1

-e
For t h e c a s e of a two-bladed t e e t e r i n g r o t o r , t h e f o r c e s and moments c a n b e
..
o b t a i n e d by s e t t i n g E = 0 , io = a. = 0 i n t h e above e q u a t i o n s .
The r o t o r p r o f i l e d r a g c o e f f i c i e n t 6 i s r e q u i r e d i n t h e computation of Hw and
An e x p r e s s i o n f o r t h i s c o e f f i c i e n t w a s employed which p r o v i d e s a r e a s o n a b l e match

Q.
w i t h measured s e c t i o n c h a r a c t e r i s t i c s a s follows:

= 0.009

+ 0.3
20

(2s

where (6CT/aa) i s approximately e q u a l t o an averaged e q u i v a l e n t r o t o r b l a d e a n g l e

of attack.
The r o t o r i n f l o w r a t i o , d e f i n e d as
= -WH
-

cT

nR

Z(p2

+ X2)lj2

i s r e q u i r e d i n t h e computation of t h r u s t . T h i s i m p l i c i t r e l a t i o n s h i p i s s o l v e d i n
t h e computer program through a Newton-Ralphson i t e r a t i v e technique.
2

"

The main rotor-induced v e l o c i t y a t t h e d i s k i s r e q u i r e d i n subsequent c a l c u l a t i o n s of t h e r o t o r - i n d u c e d v e l o c i t i e s on t h e h e l i c o p t e r components.

The e x p r e s s i o n
f o r t h i s v e l o c i t y i s as follows:

Transformation

T,

The c a l c u l a t i o n of t h e r o t o r f l a p p i n g dynamics and t h e r o t o r f o r c e s and moments

r e q u i r e s t h e a n g u l a r v e l o c i t i e s and a c c e l e r a t i o n s e x p r e s s e d i n t h e hub-body system of
a x e s and t h e a n g l e of s i d e s l i p a t t h e hub. I n a d d i t i o n , the c y c l i c p i t c h must b e
e x p r e s s e d i n t h e hub-wind system. The r e q u i r e d v e l o c i t i e s and a c c e l e r a t i o n s are
o b t a i n e d from t h o s e e x p r e s s e d i n t h e body-c.g. system as f o l l o w s :

pH = p c o s is + r s i n is

6,

= tuB

c o s is

+C

s i n is

rB(BL
)
c.g.

qB(WLH

WL

c.g.

+ P B ( ~ ~ ~ -. qB(sTAc,g.
~ , )

>]cos i

ST%)]sin i

'E-

-.
where is i s t h e forward t i l t of the s h a f t axis r e l a t i v e t o t h e body-c.g.
Z-axis
( s e e f i g . B-2) and STAY WL, and BL are c o o r d i n a t e s i n t h e a i r c r a f t r e f e r e n c e system
of a x e s . I t i s assumed t h a t t h e r o t o r hub l i e s i n t h e BL = 0 p l a n e .

The s i d e s l i p of t h e r o t o r i s then d e f i n e d as:

21

(B, is d e f i n e d as z e r o if VH = UH = 0.) F i n a l l y t h e c y c l i c p i t c h must b e expressed

i n t h e hub-wind a x i s system. The e x p r e s s i o n s are:
=

Als c o s

Blc =

sin

1c

Bw

+ Bls

B l s s i n Bw

Bw

COS

T2

Transformation

The r o t o r f o r c e s and moments c a l c u l a t e d i n t h e hub-wind a x e s system must b e

expressed i n t h e body-c.g. system as i n p u t s t o t h e six-degree-of-freedom rigid-body
e q u a t i o n s of motion. To accomplish this, t h e f o r c e s and moments are f i r s t expressed
i n t h e hub-body s y s t e m of axes and then t r a n f e r r e d t o t h e body-c.g. system.
The f o r c e s and moments i n t h e
t i o n as f o l l o w s :
HH = H

YH = -H

p l a n e are modified by t h e f i r s t transforma-

x-y

+ Yw

c o s 8,

c o s Bw

= -Mw

s i n 3

LH

+ YW

s i n f3

% = Mw

s i n B,

+ Lw

s i n BW

+ LW

c o s ,6

cos

Bw

The t r a n s f o r m a t i o n t o t h e body-c.g. system a c c o u n t s f o r t h e s h a f t - t i l t and t h e moment

a b o u t t h e c.g. caused by t h e r o t o r f o r c e s . The f o r c e s e x p r e s s e d i n the body-c.g.
system are:

= T sin i

Ym

= I$

s i n iS

system are:

Zm(STA c . g .

NMR = Q c o s is

= YH

MR = -T c o s iS

The moments i n t h e body-c.g.

cos i

+ LH

ST+)

%(mH

s i n is + % R ( ~ ~ g.
c.

22

- WLc . g .
+

YMR(STAc.g

.-

ST+)

APPENDIX D

TAIL ROTOR FLAPPING AND FORCE CALCULATION

The t a i l r o t o r i s assumed t o b e t e e t e r i n g w i t h a c o n s t a n t b u i l t - i n c o n i n g a o .
The a n g u l a r r a t e of t h e t a i l r o t o r i s s u f f i c i e n t l y h i g h so t h a t t h e t i p - p a t h dynamics
i n t h e f l a p p i n g e q u a t i o n s are
may b e ignored. Under t h e s e c o n d i t i o n s , a, and b,
assumed t o b e c o n s t a n t , and a s t e a d y - s t a t e s o l u t i o n of t h e e q u a t i o n s i s o b t a i n e d t o
y i e l d t h e s e q u a n t i t i e s as f o l l o w s :
-.

.
where
4

ATR

-4TR +

F)(l+ 5
2

K:TR(l

PgR)

The f o r c e s on t h e t a i l r o t o r a r e then c a l c u l a t e d as f o l l o w s :

- a

OTR

(i+ *)

KITR

21

*.

23

1
+

jJ KlTRblTR

+ -blm
-4

a
'TR

The p o s i t i v e d i r e c t i o n s f o r t a i l r o t o r t o r q u e and r o t a t i o n are shown on

f i g u r e D-1.

THRUST ALONG SHAFT

INTO PAGE

TR

ROTATION

F i g u r e D-1.-

Tail r o t o r f o r c e s and moments.

24

+ - 3A

a
TR 1TR

a o ~ b l ~ ~
6

+ -' +~ T- R

3-

ATR
alTRplTR]
3
16 K 1 ~ ~ b l ~2
~ p m 16
+

:i

The r o t o r b l a d e p r o f i l e d r a g c o e f f i c i e n t , 6 , i s r e q u i r e d i n t h e computation of
HTR and QTR. T h i s i s c a l c u l a t e d s i m i l a r l y t o t h e c a s e of t h e main r o t o r as f o l l o w s :

'.
The i n f l o w r a t i o , a s i n t h e c a s e of t h e main r o t o r , must b e c a l c u l a t e d from t h e
following relationship:

25

T h i s i m p l i c i t r e l a t i o n s h i p i s s o l v e d through a n i t e r a t i o n procedure.

Main Rotor I n t e r f e r e n c e and Transformation

T,

The c a l c u l a t i o n of the t a i l r o t o r f o r c e s and moments r e q u i r e s t h e l o c a l f l o w

v e l o c i t y components i n t h e hub-wind axes system f o r t h e t a i l r o t o r . The v e l o c i t y a t
t h e t a i l r o t o r i n c l u d e s p r o v i s i o n f o r t h e downwash c o n t r i b u t e d by t h e ' f l o w f i e l d of
t h e main r o t o r . For t h e s e c a l c u l a t i o n s , t h e t a i l r o t o r i s assumed t o l i e i n t h e
x-z plane.
The v e l o c i t i e s a t t h e r o t o r hub i n an a x i s system c o - d i r e c t i o n a l w i t h t h e
body-c.g. system are:
UTR

= u

TR = vB

wTR = w
B

+ p B ( m m - WLc . g . 1 -

rB(STATR - STA
c.g.

+ wiTR

qB(STATR - STA
)
c.g.

i s t h e downwash v e l o c i t y due t o t h e main r o t o r . The downwash

The q u a n t i t y w i
v e l o c i t y is r e p r e s e n t s i n t h e modes as a f u n c t i o n of t h e wake a n g l e x and s i d e s l i p .
The v a r i a t i o n of t h e downwash v a r i e s n o n l i n e a r l y w i t h l o c a t i o n i n t h e wake. T h e r e f o r e ,
t h e downwash must be determined uniquely f o r each l o c a t i o n from d a t a such as t h o s e
p u b l i s h e d i n r e f e r e n c e 10. The r e p r e s e n t a t i o n i n t h e model c o n s i s t s of t h e downwash
e x p r e s s e d as a f u n c t i o n of a power series i n t h e wake a n g l e a t a n g l e s of s i d e s l i p of
0", ?goo, and 180" a s f o l l o w s :

where v i i s t h e momentum-theory v a l u e of t h e r o t o r - i n d u c e d v e l o c i t y . The c o o r d i n a t e

system employed i n r e f e r e n c e 10 i s c e n t e r e d a t t h e hub, and t h e X and Y a x e s l i e i n
t h e t i p - p a t h plane. Accordingly, t h e t a i l r o t o r l o c a t i o n i n t h i s c o o r d i n a t e system
varies w i t h t h e v a l u e of a l , t h e t i l t of t h e t i p - p a t h p l a n e . I n view of t h e a p p r o x i mate n a t u r e of t h e wake estimate, which c a n v a r y widely w i t h d i s k l o a d d i s t r i b u t i o n ,
i n c l u s i o n of t h i s level of d e t a i l i s unwarranted. Accordingly, t h e downwash i s e s t i mated f o r a c o n s t a n t l o c a t i o n r e f e r e n c e d t o t h e hub-body system and t h e wake a n g l e
r e f e r r e d t o t h a t s y s t e m . Hence,

I n t e r p o l a t i o n f o r t h e v a l u e of t h e downwash a t a r b i t r a r y s i d e s l i p a n g l e s i s accomp l i s h e d as i n t h e f o l l o w i n g example, where B h a s been determined t o b e between 290":

S i m i l a r l y , when 90" < 6

270", t h e downwash i s c a l c u l a t e d as f o l l o w s :

26

--*

W iTR
=

[(?)
i

lcos B I
@=le0

(%)

f3=9 0

Isin BI]Vi

The advance r a t i o f o r t h e t a i l r o t o r , which is assumed t o b e i n the

i s then:

x-z

plane,

and t h e r o t o r s i d e s l i p a n g l e i s d e f i n e d f o r t h e t a i l r o t o r as:

Then, i n t h e hub-wind a x i s system d e f i n e d f o r t h e t a i l r o t o r , t h e a n g u l a r v e l o c i t i e s

are :

Transformation

T,

The t r a n s f o r m a t i o n t o e x p r e s s t h e t a i l r o t o r f o r c e s and moments i n t h e body-c.g.

system of a x e s i s as f o l l o w s :
XTR = - ( Y T R ) ~s i n BTR

( H T R ) ~c o s BTR

If-

27

APPENDIX E

EMPENNAGE FORCES AND MOMENTS

The e x p r e s s i o n s f o r t h e l i f t and d r a g c o e f f i c i e n t s f o r t h e v e r t i c a l f i n and t h e

h o r i z o n t a l s t a b i l i z e r are i d e n t i c a l when r e f e r e n c e d t o a l o c a l wind-axes system f o r
the p a r t i c u l a r surface.
(See appendix B.)
The c o n d i t i o n s a t t h e s t a l l of each s u r f a c e a r e d e f i n e d as f o l l o w s :

as

cLM
--

as =

a s 1.

IT
4

IT

IT
4

as

a1 = 1.2as

as

< -71
4

The a n g l e of a t t a c k f o r i n p u t i n t o t h e e x p r e s s i o n s f o r t h e l i f t and d r a g c o e f f i c i e n t
is:

where

ai

IT

ai = a

0 5 a < -

ai = -a

- - 2- I a < o

ai=71+a

-TI

IT

represents t h e angle-of-attack

I a < - -IT

i n p u t t o t h e l i f t and d r a g e q u a t i o n s .

The l i f t and d r a g c o e f f i c i e n t s a r e c a l c u l a t e d u s i n g t h e f o l l o w i n g e x p r e s s i o n s :
0 5 a i < as

cLo = aai

cDP

= -0.1254

+ 0.9415ai

+ 0.977525 s i n 2 a i
28

IT

0.35 < a i < 7

where

C D ~ is t h e p r o f i l e d r a g c o e f f i c i e n t .

c;
cD = DP + 0.8rAR
Depending on t h e q u a d r a n t i n which t h e a n g l e of a t t a c k l i e s , t h e l i f t c o e f f i c i e n t
f o r t h e s u r f a c e is:
n
2

O Z a < -

CL = CL,

- - ?T<

CL = -CLo

2 -

CL = -0.8CL
CL

IT
0

a<IT

IT

- . r r _ < a < -71-

0.8C~

Horizontal T a i l
The l i f t c u r v e s l o p e of t h e h o r i z o n t a l t a i l i s c a l c u l a t e d from elementary l i f t i n g l i n e t h e o r y and i s c o r r e c t e d f o r s i d e s l i p a s f o l l o w s :

Main r o t o r i n t e r f e r e n c e and t r a n s f o r m a t i o n T5- The v e l o c i t y a t the h o r i z o n t a l

This f a c t o r i s c a l c u t a i l i n c l u d e s a f a c t o r t o a c c o u n t f o r r o t o r downwash, W i H T .
l a t e d s i m i l a r l y t o t h a t calculated f o r the t a i l rotor. I n calculating the v e l o c i t i e s
a t t h e h o r i z o n t a l t a i l , t h e r e l a t i v e l y small c o n t r i b u t i o n of r o l l rate i s ignored.
The e x p r e s s i o n s f o r t h e v e l o c i t y components a t t h e h o r i z o n t a l t a i l are as f o l l o w s :

The a n g l e of a t t a c k and a n g l e of s i d e s l i p of t h e h o r i z o n t a l t a i l are then:

H S = sin-

cz)

where

29

The a n g l e iHsi s t h e i n c i d e n c e of t h e h o r i z o n t a l t a i l . Note t h a t t h e e f f e c t of a

cambered s u r f a c e may b e accounted f o r by s e l e c t i n g t h i s parameter t o d i f f e r from t h e
a n g l e of t h e chord p l a n e by a n amount e q u a l t o t h e a n g l e of attack f o r z e r o l i f t .

The f a c t o r employed t o c a l c u l a t e l i f t and d r a g f o r c e s from t h e l i f t and d r a g

c o e f f i c i e n t s is:

where t h e c o n s t a n t ~ H S i s used t o account f o r f u s e l a g e blockage o r t h e h o r i z o n t a l

t a i l area c o n s i d e r e d t o b e w i t h i n t h e f u s e l a g e .
Transformation
h o r i z o n t a l t a i l are:

T6-

The f o r c e s i n t h e body-c.g.

system of a x e s a t t r i b u t e d t o t h e

The f o r c e s a r e assumed t o a c t a t t h e q u a r t e r chord p o i n t of t h e h o r i z o n t a l t a i l

a t a spanwise l o c a t i o n c o r r e s p o n d i n g t o t h e c e n t e r of area. The moments are:

Vertical F i n

The estimate of t h e l i f t c u r v e s l o p e of t h e v e r t i c a l f i n i n c l u d e s t h e e f f e c t of
sweep a s w e l l a s of s i d e s l i p as f o l l o w s :

Transformation T7- The computation of t h e v e l o c i t y a t t h e v e r t i c a l f i n i g n o r e s

t h e s m a l l c o n t r i b u t i o n from r o l l r a t e and i n c l u d e s a t e r m i n t h e sidewash due t o t h e
induced v e l o c i t y of t h e t a i l r o t o r . The t h r e e components of v e l o c i t y a r e as f o l l o w s :

30

The c o n s t a n t kvTR can b e a d j u s t e d t o a c c o u n t f o r t h e f r a c t i o n of t h e v e r t i c a l t a i l

is computed
immersed i n t h e t a i l r o t o r wake. The main r o t o r i n t e r f e r e n c e f a c t o r wi

s i m i l a r l y t o t h e f a c t o r f o r downwash a t t h e t a i l r o t o r .
The a n g l e s of a t t a c k and s i d e s l i p of t h e v e r t i c a l f i n i n t h e l o c a l wind c o o r d i n a t e system are:

.where

As i n t h e c a s e of t h e h o r i z o n t a l t a i l , t h e a n g l e
camber of t h e v e r t i c a l f i n .

31

iF can b e a d j u s t e d t o a c c o u n t f o r

APPENDIX F

CALCULATION OF FUSELAGE FORCES AND MOME"l'S

I n c a l c u l a t i n g the f u s e l a g e f o r c e s and moments, i t i s assumed that t h e l o n g i t u d i n a l f o r c e s and moments are dependent on a n g l e of a t t a c k and t h e l a t e r a l f o r c e s and
moments are dependent on a n g l e of s i d e s l i p . The e x c e p t i o n i s t h e d r a g f o r c e , which
i s assumed t o have a c o n t r i b u t i o n from b o t h a n g l e of a t t a c k and s i d e s l i p . T h i s repr e s e n t a t i o n i s a g r o s s s i m p l i f i c a t i o n , and i f d e t a i l e d test d a t a are a v a i l a b l e on
which t o b a s e a more s o p h i s t i c a t e d r e p r e s e n t a t i o n , t h e y should be s u b s t i t u t e d .
(See,
e.g., r e f . 8 . )
Low-angle approximation

D = D,

I_

a,B = -15" t o 15"

+ DB

DB

a2D/q

= qf

aB2

B2)

High-angle approximation

s i n B cos B
s i n a1 s i n 2 ,

= qf

D = D,

sin B

(M,=90~ I s i n a I s i n a)

N = qf

+ DO

I sin BI

s i0 n B)

BI

s i n 6')

DB = q f ( D g = g o " I s i n

Phasing between t h e low-angle approximation and t h e high-angle approximation i s

based on a complex phase a n g l e and l i n e a r i n t e r p o l a t i o n . The complex phase a n g l e i s
g i v e n by :

L i n e a r i n t e r p o l a t i o n based on t h i s phase a n g l e i s employed o v e r t h e r a n g e of

15" < ITFUSI
30".

32

-.

Main r o t o r i n t e r f e r e n c e and t r a n s f o r m a t i o n Tg- The f u s e l a g e a n g l e s of a t t a c k ,

a n g l e of s i d e s l i p , and dynamic p r e s s u r e i n c l u d e a n averaged e f f e c t of r o t o r downwash.
The e x p r e s s i o n f o r downwash w a s o b t a i n e d f o r t y p i c a l s i n g l e r o t o r h e l i c o p t e r s from
a n e m p i r i c a l f i t t o d a t a p r e s e n t e d i n r e f e r e n c e 10. The v e l o c i t i e s on t h e f u s e l a g e
are as f o l l o w s :

wf =

.Where wif

WB

+ w if

i s t h e induced v e l o c i t y due t o t h e r o t o r and i s d e f i n e d as:

(F)

= 1.299

The r o t o r wake a n g l e

+ 0 . 6 7 1 ~-

1 . 1 7 2 ~+~0 . 3 5 1 ~ ~

i s d e f i n e d as:

The a n g l e s of a t t a c k and s i d e s l i p a r e then:

af = tan-

Wf
Uf

where

The dynamic p r e s s u r e on t h e f u s e l a g e i s based on t h e v e l o c i t y , i n c l u d i n g t h e e f f e c t

of r o t o r downwash.

T r a n s f o r m a t i o n T l o - The f u s e l a g e f o r c e s and moments are c a l c u l a t e d i n t h e wind

system of a x e s a b o u t t h e f u s e l a g e r e f e r e n c e p o i n t . The t r a n s f o r m a t i o n must t r a n s f e r
t h e moment t o t h e c e n t e r of g r a v i t y and e x p r e s s a l l f o r c e s and moments i n t h e body
system of axes.

33

The forces and moments i n the body-c.g.

ing equations:

Xf

-D

cos

B cos a

Yf = Y cos B
Zf = -L cos a

-Y

sin f3 s i n a

+L

system of axes are given by the follow-

sin a

D sin B

D cos B s i n a

Y sin

sin a

34

RPM GOVERNOR
The rpm governor model p r o v i d e s f o r an rpm d e g r e e of freedom w i t h simple e n g i n e
and governor dynamics. When the rpm governor o p t i o n i s u s e d , t h e main r o t o r and t a i l
r o t o r s p e e d s are changed based on c u r r e n t t o r q u e r e q u i r e m e n t s and e n g i n e power availa b l e . T r i m i n i t i a l c o n d i t i o n s e s t a b l i s h b a s e l i n e v a l u e s of r o t o r speed and e n g i n e
t o r q u e . F l i g h t v a r i a t i o n s from t h a t t r i m c o n d i t i o n r e s u l t i n changing t o r q u e r e q u i r e ments which c a u s e r o t o r speed v a r i a t i o n s which f e e d through t h e governor c o n t r o l l a w s
t o p r o v i d e f u e l flow changes. The f u e l f l o w changes p r o v i d e e n g i n e power changes
which are c o n v e r t e d t o e n g i n e t o r q u e a v a i l a b l e .
c

The rpm d e g r e e of freedom may b e d e s c r i b e d by the e q u a t i o n :

.
where :

QE = e n g i n e t o r q u e
QR = r e q u i r e d r o t o r t o r q u e
J = rotor rotational inertia

= r o t o r speed r a t e of change

Fo low f l a p p i n g h i n g e o f f s e t s , t h e r o t t i o n a l i e r t i , J , may b e a p roximated from

t h e b l a d e f l a p p i n g i n e r t i a , IB:
J = NIB

where

i s t h e number of b l a d e s .

The main - \ ' t o r t o r q u e r e q u i r e d i s a complicated f u n c t i o n of many v a r i a b l e s

i n c l u d i n g b l a d e p i t c h s e t t i n g s , a i r s p e e d , i n f l o w v e l o c i t y , f l a p p i n g a n g l e s , and r o t o r
speed. The t o r q u e e q u a t i o n p r o v i d e s t h e n e c e s s a r y c a l c u l a t i o n . The r o t o r speed gove r n i n g of t h i s model u s e s l i n e a r c o n t r o l theory based on an o p e r a t i n g p o i n t . Thus,
t h e r o t o r speed, Q , t a k e s t h e form:
R = R,

where

R,

i s t h e trim r o t o r speed and

AR

AR

i s t h e rotor-speed v a r i a t i o n .

?*
A d e t a i l e d r e p r e s e n t a t i o n of e n g i n e t o r q u e r e q u i r e s a complicated n o n l i n e a r
f u n c t i o n of many v a r i a b l e s i n c l u d i n g o p e r a t i n g power s e t t i n g , ambient p r e s s u r e and
t e m p e r a t u r e , and f u e l flow, W f .
For t h i s s i m p l i f i e d model, rpm governing acts on
f u e l f l o w t o c o n t r o l e n g i n e t o r q u e . A g a s t u r b i n e e n g i n e produces power which must
b e c o n v e r t e d t o t o r q u e based on t h e c u r r e n t r o t o r speed.

35

I t i s i m p o r t a n t t o n o t e that t h e c u r r e n t r o t o r speed i s used, n o t t h e o p e r a t i n g

p o i n t speed, Q,,. Thus, the power-to-torque c o n v e r s i o n f a c t o r i s always changing.

The e n g i n e power response t o f u e l flow i s simply modeled as a f i r s t o r d e r l a g :

The time c o n s t a n t ,
operating point.

TE,

and g a i n , KE, are s e l e c t e d based on e n g i n e c h a r a c t e r i s t i c s and

The complete rpm d e g r e e of freedom and engine-governor model i s shown i n

f i g u r e 3.

Note t h a t a t h r o t t l e on/off s w i t c h h a s been added t o a l l o w t u r n i n g t h e power on

o r o f f . A s e p a r a t e time c o n s t a n t f o r t h e t h r o t t l e i s provided t o a l l o w f o r a l a r g e
power change time c o n s t a n t f o r t h e t h r o t t l e and a small power change t i m e c o n s t a n t
f o r normal engine o p e r a t i o n .
The governor c o n t r o l l a w is given by:
AWE = -@g1

which p r o v i d e s p r o p o r t i o n a l , i n t e g r a l , and r a t e feedback.

-s

36

APPENDIX H
COCKPIT CONTROLS AND CYCLIC CONTROL PHASING

C y c l i c , c o l l e c t i v e , and p e d a l c o n t r o l s may b e s p e c i f i e d from a z e r o p o s i t i o n

e i t h e r c e n t e r e d o r f u l l l e f t o r down. The c y c l i c c o n t r o l p o s i t i o n must b e c o n s i s t e n t
between l o n g i t u d i n a l and l a t e r a l c y c l i c , t h a t i s , c e n t e r e d o r f u l l l e f t and forward.
The z e r o p o s i t i o n of t h e c o l l e c t i v e o r p e d a l s may b e s p e c i f i e d independently. The
t a b l e below l i s t s t h e z e r o p o s i t i o n , p o s i t i v e d i r e c t i o n , and s i g n of t h e moment o r
f o r c e produced i n t h e body system of axes. A l t e r n a t e c o n t r o l z e r o p o s i t i o n convent i o n s are l i s t e d i n p a r e n t h e s e s .
Control

Zero p o s i t i o n

Longitudinal cyclic,

Centered
( f u l l forward)

Aft

+M

Lateral c y c l i c , 6,

Centered
( f u l l left)

Right

+L

C o l l e c t i v e , tic

F u l l down

UP

-Z

P e d a l s , 6p

Centered
(full left)

Right p e d a l
forward

+N

6,

Positive direction

Moment/force

The c o n t r o l g e a r i n g , r i g g i n g , and c y c l i c c o n t r o l phasing are governed by t h e following equations:

e,
'OTR
T h e terms

24

, C,,

+ c,

= C,6,

= C b
8

and C,

+c,
are t h e c o n s t a n t o r r i g g i n g terms f o r each

c o n t r o l . The terms C, through C,

can b e used t o a d j u s t f o r t h e phase a n g l e between
t h e c y c l i c c o n t r o l i n p u t and t h e r e s u l t i n g f l a p p i n g . These phase a n g l e terms may b e
s p e c i f i e d i n two ways. F i r s t , a c y c l i c c o n t r o l phase r e l a t i o n s h i p may b e s p e c i f i e d
on t h e b a s i s of main r o t o r dynamic p r o p e r t i e s :

c,

( 8 / 3 ) ~+ 2~~
(CK2)
1- (4/3)

37

c,

= C,

(s)

The terms CK1 and CK2 a r e t h e l o n g i t u d i n a l and l a t e r a l c y c l i c c o n t r o l s e n s i t i v i t i e s ,

r e s p e c t i v e l y . As an a l t e r n a t i v e , a c o n t r o l phase a n g l e , J l o , may be s p e c i f i e d , which
provides the following r e l a tionships:
C, = (CK2)cos

q0

C, = (CK2)sin Jl,,

c,

-c,

(s)

38

APPENDIX I
LINEARIZED SIX-DEGREE-OF-FREEDOM

REPRESENTATION OF HELICOPTER DYNAMICS

The linear , f i r s t - o r d e r set of d i f f e r e n t i a l e q u a t i o n s d e s c r i b i n g the r i g i d body

motion of t h e h e l i c o p t e r are of the form:

2
yr

= [FIX

[GI6

r e p r e s e n t s the p e r t u r b a t i o n s from t r i m of the s t a t e variables UB, WB, qBy

and r B ; and 6 r e p r e s e n t s t h e d e v i a t i o n s from t h e t r i m c o n t r o l p o s i t i o n s of 6,, 6,, 6,, and 6p. The l i n e a r r e p r e s e n t a t i o n i s v a l i d o n l y i f the i n i t i a l
a n g u l a r v e l o c i t i e s p ~ qBy
,
and r B are z e r o .

where

0 , VB, PB, $I,

=-

The elements of t h e F and G matrices are of two types. The f i r s t t y p e c o n s i s t s

of i n e r t i a l and g r a v i t a t i o n a l terms t h a t can b e o b t a i n e d a n a l y t i c a l l y from t h e equat i o n s of motion. The second t y p e c o n s i s t s of p a r t i a l d e r i v a t i v e s a r i s i n g from aerodynamic f o r c e s and moments. The f o r c e and moment d e r i v a t i v e s are o b t a i n e d by conside r i n g b o t h p o s i t i o n and n e g a t i v e p e r t u r b a t i o n s from t r i m . For example:

The elements of t h e
i n t a b l e 1-1.

F and G

m a t r i c e s and t h e s t a t e v a r i a b l e v e c t o r s are given

39

_-

7--r--I

a
a
ma

a
0

0.

E+

m
a

N X

3"

m
a

U
W

"

v
4

II

II

II

40

APPENDIX J

CONFIGURATION D E S C R I P T I O N REQUIREMENTS

Table J-1 l i s t s t h e p a r a m e t e r s r e q u i r e d t o d e s c r i b e a h e l i c o p t e r c o n f i g u r a t i o n
f o r u s e i n t h e computer s i m u l a t i o n . L i s t e d are t h e parameter name, a l g e b r a i c symbol,
computer mnemonic, and u n i t s f o r each parameter. I n a d d i t i o n , a n example v a l u e based
on a n AH-1G i s provided f o r each parameter. AH-1G p a r a m e t e r s are based on v a l u e s i n
r e f e r e n c e 8.

2-

41

TABLE J-1.- CONFIGURATIONDESCRIPTION REQUIREMENTS

Name

Algebraic
symbol

CmPuter
mnemonic

Units

Example
value

Main r o t o r (MR) group

MR r o t o r r a d i u s

RMR

MR chord

ROTOR

f t

CHORD

ft

22
2.25
32.88

MR r o t a t i o n a l speed

QMR

OMEGA

rad/sec

Number of b l a d e s

nb

BLADES

N-D

MR Lock number

YMR

GAMMA

N-D

5.216

EPSLN

percent/100

MR hinge o f f s e t

E:

MR f l a p p i n g s p r i n g c o n s t a n t

KB

AKBETA

lb-f t / r a d

MR p i t c h - f l a p coupling t a n g e n t of

Kl

AKONE

N-D

63

~MR
a

THETT

rad

-0.17453

AOP

rad

0.048

MR s o l i d i t y

UMR

SIGMA

N-D

0.0651

MR l i f t curve s l o p e

aMR

ASLOPE

rad

6.28

CTM

N-D

0.165

MR b l a d e t w i s t
MR precone a n g l e ( r e q u i r e d f o r
teetering rotor)

MR maximum t h r u s t

OMR

Tmax

MR l o n g i t u d i n a l s h a f t t i l t ( p o s i t i v e
forward)

iS

CIS

rad

MR hub s t a t i o n l i n e

STAH

STAH

in.

200

MR hub w a t e r l i n e

WLH

WLH

in.

152.76

TR r a d i u s

RTR

RTR

f t

TR r o t a t i o n a l speed

QTR

OMTR

r a d 1sec

TR Lock number

YTR

GAMATR

N-D

2.2337

TR s o l i d i t y

OTR

STR

N-D

0.105

FKITR

N-D

0.5773

AOTR

rad

0.02618

THETR

rad

ATR

rad

6.28

TR hub s t a t i o n l i n e

a~~
STAm

STATR

in.

520.7

TR hub w a t e r l i n e

WLTR

WLTR

in.

118.27

T a i l r o t o r (TR) group

TR p i t c h - f l a p coupling t a n g e n t of

4.25
168.44

63

TR precone
TR b l a d e t w i s t
TR l i f t curve s l o p e

OTR

~TR

42

-9

TABLE J-1.

Continued

A1geb ra i c
symbol

Name

C ompu t e r
mnemonic

Units

Examp l e
value

A i r c r a f t mass and i n e r t i a
A i r c r a f t weight

WAITIC

lb

8000

A i r c r a f t roll i n e r t i a

XIXXIC

slug-f t

2700

Aircraft pitch inertia

XIYYIC

slug-f t

12800

A i r c r a f t yaw i n e r t i a

XIZZIC

slug-f t

10800

A i r c r a f t c r o s s product of i n e r t i a

XIXZIC

slug-f t

950

C e n t e r of g r a v i t y s t a t i o n l i n e

STACG

in.

196

C e n t e r of g r a v i t y w a t e r l i n e

WLCG

in.

73

C e n t e r of g r a v i t y b u t t l i n e

BLCG

in.

Fus aerodynamic r e f e r e n c e p o i n t
s t a ti o n l i n e

STAACF

in.

200

Fus aerodynamic r e f e r e n c e p o i n t
w a t e r 1i n e

WLACF

in.

54

D1

f t2

Fuselage (Fus)

Fus d r a g ,

c1 =

B = 0

5.5

Fus d r a g , v a r i a t i o n w i t h

ci

D2

f t2/rad

-4.01

Fus d r a g , v a r i a t i o n w i t h

a2

D3

f t /rad2

41.56

Fus d r a g , v a r i a t i o n w i t h

B2

D4

f t2/rad2

141.16

Fus d r a g , cx = 90"

D5

f t2

84.7

Fus d r a g , 6 = 90"

D6

f t2

156.1

XLO

ft2

-4.11

XL1

f t2/rad

15.64

Y1

f t2/rad

93.85

YL1

ft3/rad

246.31

YL2

ft3

Fus l i f t , a =

LO
-

= 0

Fus l i f t , v a r i a t i o n w i t h

a (L/q)

Fus s i d e f o r c e , v a r i a t i o n w i t h

aa

Fus r o l l i n g moment, v a r i a t i o n w i t h
B

a (Y/q)
a6
a(R/q)
at3

Fus r o l l i n g moment, B = 90"

43

TABLE J-1.- Continued.

Algebraic
symbol

Name

Fus p i t c h moment, a = B = 0

Fus p i t c h moment, v a r i a t i o n w i t h

aa

MI

Fus p i t c h moment, a = 90

Fus yaw moment, v a r i a t i o n w i t h

a (M/q)
4 a=90

f3

a (N/q)

Fus yaw moment, B = 90

Computer
mnemonic

Units

Example
value

-6.901

XM1

ftj

xM2

f t 3/ r a d

280.405

xM3

ft3

300
m

xN1

f t 3/ r a d

-913.35

xN2

ft3

-600

H o r i z o n t a l s t a b i l i z e r (HS)
HS s t a t i o n

STAHS

STAHS

in.

398.5

HS w a t e r l i n e

WLHS

WLHS

in.

56.0

HS i n c i d e n c e a n g l e

iHS

AIHS

rad

HS area

sHS

SHS

ft2

14.7

HS aspect r a t i o

ARHS

ARHS

N-D

3.0

HS maximum l i f t curve s l o p e

CLMHS

N-D

1.2

N-D

0.8

XKVMR

N-D

1.0

ImaxHS
HS dynamic p r e s s u r e ratio

HS

Main r o t o r induced v e l o c i t y e f f e c t
a t HS

K~~~

Vertical f i n (VF)
VF s ta t i o n l i n e

STAVF

STAVF

in.

50 1

Vertical f i n waterline

WLVF

WLVF

in.

84

VF I n c i d e n c e a n g l e

iVF

AIFF

rad

VF area

SVF

SF

ft2

18.6

VF aspect r a t i o

ARVF

AFtF

N-D

1.56

VF sweep a n g l e

AF
C
ImaxVF

ALMF

rad

0.7853

CLMF

N-D

1.2

VF dynamic p r e s s u r e r a t i o

qVF

VNF

N-D

0.9

T a i l r o t o r induced v e l o c i t y e f f e c t
a t VF

k~~~

XKVTR

N-D

0.9

VF maximum l i f t curve s l o p e

44

-?
s
c

TABLE J-1.-

Name

Concluded.

Algebraic
symbol

Computer
mnemonic

Units

Example
value

Controls

&

Swashplate l a t e r a l c y c l i c p i t c h f o r
zero lateral cyclic s t i c k

CAI S

rad

0.0

Swashplate l o n g i t u d i n a l c y c l i c p i t c h
f o r zero longitudinal cyclic s t i c k

CB1

CBIS

rad

0.0

Longitudinal c y c l i c control
sensitivity

CKl

CK1

rad/in.

0.03927

Lateral c y c l i c c o n t r o l s e n s i t i v i t y

CK,

CK2

rad/in.

0.02618

Main r o t o r r o o t c o l l e c t i v e p i t c h f o r
zero c o l l e c t i v e s t i c k

C,

c5

rad

0.1501

Main r o t o r c o l l e c t i v e c o n t r o l
sensitivity

C6

C6

rad/in.

0.036652

T a i l rotor root collective pitch for

zero pedal position

C,

c7

rad

0.11781

Pedal s e n s i t i v i t y

C8

rad/in.

0.08055

45

REFERENCES

l . 1 .

2.

' 3.
4.

S i n a c o r i , J. B.; S t a p l e f o r d , R. L.; Jewell, W. F.; and Lehman, J. M.:

R e s e a r c h e r ' s Guide t o the NASA Ames F l i g h t S i m u l a t o r f o r Advanced A i r c r a f t
(FSAA), NASA CR-2875, Aug. 1977.
Chen, R. T. N.:
A S i m p l i f i e d Rotor System Mathematical Model f a r P i l o t e d F l i g h t
Dynamics S i m u l a t i o n , NASA TM-78575, May 1979.
Chen, R. T. N.:
E f f e c t s of Primary Rotor P a r a m e t e r s on F l a p p i n g Dynamics, NASA
TP-1431, Jan. 1980.

Gessow, A.; and Meyers, J r . , G. D.:

Ungar Pub. Co. (New York), 1952.

Aerodynamics of t h e H e l i c o p t e r .

Frederick
L

and C u r t i s s , J r . , H. C.:
Aerodynamic C h a r a c t e r i s t i c s of H e l i c o p t e r
Dept. of Aerospace and Mechanical Eng. Rep. 659, P r i n c e t o n Univ.,

5.

Seckel, E.;
Rotors.
196 2.

6.

White, F.; and Blake, B. B.:

Improved Method of P r e d i c t i n g H e l i c o p t e r C o n t r o l
Response and Gust S e n s i t i v i t y . Paper 79-25, 3 5 t h Ann. N a t . Forum of t h e AHS,
Wash., D.C., May 1979.

7.

Chen, R. T. N.:
S e l e c t i o n of Some Rotor P a r a m e t e r s t o Reduce P i t c h - R o l l Coupling
of H e l i c o p t e r F l i g h t Dynamics. P r e p r i n t No. 1-6, p a p e r p r e s e n t e d a t t h e AHS
N a t i o n a l S p e c i a l i s t ' s Meeting on Rotor System Design, P h i l a d e l p h i a , Penn.,
Oct. 22-24, 1980.

8.

Davis, J . M . ; B e n n e t t , R. L.; and Blankenship, B. L.:

R o t o r c r a f t F l i g h t Simulat i o n w i t h A e r o e l a s t i c Rotor and Improved Aerodynamic R e p r e s e n t a t i o n , Vol. 1 E n g i n e e r ' s Manual, USAAMRDL-TR-74-1OA, J u n e 1974.

9.

M i l i t a r y S p e c i f i c a t i o n , F l y i n g Q u a l i t i e s of P i l o t e d A i r p l a n e s , MIL-F-8785B(ASG),
Aug. 1969.

10.

Jewel, J r . , J . W . ; and Heyson, H. H.:

C h a r t s of Induced V e l o c i t i e s Near a L i f t i n g R o t o r , NASA MEMO 4-15-59LY May 1959.

-?

46

2. Govmmrnt Acclrion

1. Report No.

No.

3. Rucipient's Catalog No.

NASA TM-84281

5. Report Date

4. Title and Subtitle

SeDtember 1982

A MATHEMATICAL MODEL OF A SINGLE MAIN ROTOR

HELICOPTER FOR PILOTED SIMULATION

6. Performing Orgniration codr

8. Performing Organization Report No.

7. Author(s1

P e t e r D. T a l b o t , Bruce E. T i n l i n g ,
W i l l i a m A. Decker, and Robert T. N . Chen
b
r

,,

A-9033
10. Work Unit No.

9. PerformingOrganizationName and Address

T-6292Y

NASA Ames Research C e n t e r

M o f f e t t F i e l d , C a l i f o r n i a 94035

No.

11. Contract or Grant

. 13. Type of Report and Pari4 Cotmod

12. Sponsoring Agency Name and Address

T e c h n i c a l Memorandum

N a t i o n a l A e r o n a u t i c s and Space A d m i n i s t r a t i o n
Washington, D.C. 20546

14. Sponrorir) Agency

Code

15. Supplementary Notes

P o i n t of Contact: W i l l i a m A. Decker, Mail S t o p 211-2, NASA Ames Research

C e n t e r , M o f f e t t F i e l d , CA 94035 (415) 965-5362 o r FTS 448-5362
~~

~~

16. Abstract

T h i s r e p o r t documents a h e l i c o p t e r mathematical model s u i t a b l e f o r

p i l o t e d s i m u l a t i o n of f l y i n g q u a l i t i e s . The mathematical model i s a nonl i n e a r , t o t a l f o r c e and moment model of a s i n g l e main r o t o r h e l i c o p t e r . The
model h a s t e n d e g r e e s of freedom:
s i x rigid-body, t h r e e r o t o r - f l a p p i n g , and
t h e r o t o r r o t a t i o n a l d e g r e e s of freedom. The r o t o r model assumes r i g i d
b l a d e s w i t h r o t o r f o r c e s and moments r a d i a l l y i n t e g r a t e d and summed a b o u t
the azimuth.
The f u s e l a g e aerodynamic model u s e s a d e t a i l e d r e p r e s e n t a t i o n
o v e r a nominal a n g l e of a t t a c k and s i d e s l i p r a n g e of +15", and i t u s e s a
s i m p l i f i e d c u r v e f i t a t l a r g e a n g l e s of a t t a c k o r s i d e s l i p . S t a b i l i z i n g
s u r f a c e aerodynamics a r e modeled w i t h a l i f t c u r v e s l o p e between s t a l l
l i m i t s and a g e n e r a l c u r v e f i t f o r l a r g e a n g l e s of a t t a c k . A g e n e r a l i z e d
s t a b i l i t y and c o n t r o l augmentation system i s d e s c r i b e d . A d d i t i o n a l computer
s u b r o u t i n e s p r o v i d e o p t i o n s f o r a s i m p l i f i e d engine/governor model, atmop h e r i c t u r b u l e n c e , and a l i n e a r i z e d six-degree-of-freedom
dynamic model f o r
s t a b i l i t y and c o n t r o l a n a l y s i s .

7. Key Words 6uggestd by Authorlsl)

Helicopter
F l i g h t s i m u l a t i o n ; Handling q u a l i t i e s
H e l i c o p t e r aerodynamics
H e l i c o p t e r f l i g h t dynamics
H e l i c o p t e r s t a b i l i t y and c o n t r o l augm e n t a t i o n sy st e m
Unclassified

18. Distribution Statement

Unlimited

Unclassified

S u b j e c t Category

55

*For =le by the National Technical Information Stvice. Springfield, Virginia 22161

08

A04