BLUE EDGETM : THE DESIGN, DEVELOPMENT AND TESTING OF A NEW BLADE CONCEPT

P. Rauch*, M. Gervais*, P. Cranga*, A. Baud*, J-F. Hirsch*, A. Walter**, P. Beaumier***

*EUROCOPTER, International Airport Marseille-Provence, 13725 Marignane Cedex, France

**EUROCOPTER, 2 avenue Marcel Cachin, 93123 La Courneuve Cedex, France
***ONERA, 8 rue des Vertugadins, 92190 Meudon, France
patrice.rauch@eurocopter.com

ABSTRACT
TM
The Blue Edge programme is an initiative to develop new rotors allowing the reduction of noise generated from Blade-
Vortex Interaction (BVI). In 1999, a scaled model of a new blade concept featuring a double-swept configuration underwent
wind tunnel testing and the results were conclusive. At the end of 2000, a new project was launched in order to test a full-
scale blade in flight. The programme addressed ambitious technical objectives early in order to ensure excellent flight
performance while retaining acoustic benefits obtained in the wind tunnel. This paper reviews the engineering, manufacturing
and testing activities performed to meet this ambitious target. The new Blue EdgeTM blade was first tested on a whirl tower
for vibration and performance, before finally being tested in flight on board an EC155 in 2007. Main flight test results will be
covered in this paper and a special focus will be placed on the significant noise reductions which were measured.

NOTATION1
INTRODUCTION
ERATO Etude d’un Rotor Aéroacoustique
In the frame of “Bluecopter® Technology”, a new
Technologiquement Optimisé
initiative in the helicopter industry to provide advanced
ONERA Office National d’Etudes et de Recherches
solutions for the protection of the environment, Eurocopter
Aérospatiales
has developed new technologies which will be installed
DLR Deutsches Zentrum für Luft-and Raumfahrt
progressively on future helicopters as they mature. Even
DGAC Direction Générale de l’Aviation Civile
though Eurocopter has made significant efforts in the past to
DNW German-Dutch Wind Tunnels
reduce the noise levels of its helicopters and has been able to
be a leader in that area [1], noise mitigation remains an
BVI Blade-Vortex Interaction
increasingly important factor in an effort to win public
CAD Computer-Aided Design
acceptance of the helicopter. In particular, for helicopters that
CFD Computational Fluid Dynamics
fly over populated areas, it is of major importance to further
CSM Computational Structural Mechanics
reduce the noise generated from Blade-Vortex Interaction
σ
Ct/σ Ratio of non-dimensioned thrust coefficient to
(BVI) which occurs in certain flight configurations, and in
solidity
particular during approaches at low speeds. The new rotor
Czm Non-dimensioned lift coefficient
technologies developed in the Bluecopter® frame propose a
EPNL Effective Perceived Noise Level, EPNdB
passive and an active approach to BVI noise reduction,
FEA Finite Element Analysis
known respectively as Blue EdgeTM and Blue PulseTM. The
FM Figure of Merit
Blue PulseTM active rotor, based on piezo-driven flap modules
HOGE Hover Out of Ground Effect
on the trailing edge, address both external noise reduction and
HIGE Hover In Ground Effect
passenger vibration comfort. This technology has been flying
SPL Sound Pressure Level
since 2005, showing a noise reduction of up to 5 dB ([2] and
TAS True Air Speed
[3]); flight testing of this concept is currently running on an
TPNL Tone-corrected Perceived Noise Level, TPNdB
EC145. Blue EdgeTM (1) is a passive concept, based on a
double-swept shape of the blade. This concept has been
initially launched within the ERATO(2) project, a cooperation
between ONERA, DLR and Eurocopter to develop new rotors
to reduce BVI noise. In 1999, a scaled blade demonstrated
1 very promising results during wind tunnel testing. At the end
Presented at the American Helicopter Society 67th Annual
Forum, Virginia Beach, VA, May 3-5, 2011. Copyright © 2011 by of 2000, Eurocopter signed a research agreement with
the American Helicopter Society International, Inc. All rights ONERA that was supported by the DGAC in order to develop
reserved. a full-scale blade for flight testing.
(1)
Patented by Eurocopter and ONERA (Patent Application successfully tested in the DNW-LLF wind-tunnel for low
FR 04 00529 21.01.2004) speed conditions (Figure 2) and in the Modane S1MA wind-
(2) tunnel at high speed. Demonstration was made that an
Patented by ONERA and DLR (Patent Application
average noise reduction of 4-5 dBA could be reached
FR 9711230 10.09.1997)
especially in low speed descent conditions compared to a
BLUE EDGETM DESIGN PROCESS reference design representative of conventional rotor blades
(7AD rotor): for these conditions, BVI noise could be
The programme was subdivided into four major phases,
significantly reduced mainly thanks to the forward-backward
providing clear progression and knowledge capitalisation
sweep concept of the ERATO blade.
during each phase.
The four phases may be summarized as follows:
• Phase 1: Selection of candidates. Starting from lessons
learnt with ERATO project, a design phase was launched
in order to significantly improve the hover performance 7AD
and some observed dynamic behaviour. Numerical
simulations in aerodynamics, acoustics and dynamics
were mainly used in this optimization loop in order to
select the candidate which offered the best compromise
ERATO
between all these significant objectives.
• Phase 2: Technology and structural design. After the
selection of a candidate, the team was fully in a position
to launch the structural design, dynamics optimization, Figure 1. ERATO project: 7AD and ERATO blade
strength assessment, detailed design and manufacturing geometry
tools.
• Phase 3: Validation of the design. Manufacturing began
in this phase, followed by ground demonstration tests in
order to validate the design and to obtain the flight
clearance for the blade.
• Phase 4: Flight demonstration on EC155 Demonstrator
in order to validate the aerodynamic, acoustic and
dynamic characteristics and performance.

The ambitious challenges inherent to this programme

made it difficult to set hard targets relative to each objective
but during each phase a right balance of all attributes was
required before going further and finally achieving the final
flight demonstration. Specific emphasis was of course placed
on acoustic behaviour, but a strong focus was also placed on
improving fundamental rotor capabilities in order to provide
wide ranging benefits across all aspects relating to aircraft
performance and cost.

A dedicated team was created with representatives from Figure 2. ERATO rotor in the DNW
each key area through which the blade would ultimately be
designed, manufactured and tested. This multi-disciplinary
approach gave wider joint ownership to the team and
stimulated a creative spirit, which was necessary during The only noticeable penalty observed on the ERATO
certain critical phases of such an innovative design. The design was an early stall occurrence in hover, with reduced
project was also the right platform to implement a range of performance at high lift coefficients and which was observed
simulation and design tools which could later be applied to experimentally. The analysis of the hover performance of the
other applications. ERATO rotor done using CFD tools found the origin of this
poor hover performance in the small amount of chord on the
Aerodynamics & Acoustics airfoils located in the outer part of the blade, resulting in a
thrust-weighted solidity which was too low and a blade tip
The origin of the Blue EdgeTM programme lies in the prone to stall (Figure 3).
French-German ERATO project [4] which aimed at designing
and testing an acoustically-optimized four-bladed model scale
rotor, while maintaining good aerodynamic performance in
forward flight. The blade design illustrated in Figure 1 was
 C0

C1

C2

Shock C3
zoom
C4
Flow
Separation
Figure 3. Stall of the ERATO rotor in hover (CFD C5
prediction)
Consequently, the first challenge at the beginning of the r/R
Blue EdgeTM design phase was to propose blade shapes 0 0.25 0.5 0.75 1
featuring the forward-backward sweep concept of the
Figure 4. Initial blade designs evaluated in hover
ERATO rotor promising for acoustics, while significantly
conditions (C0=reference)
improving the hover performance (Figure of Merit, FM). To
do this, several blade designs were proposed, all with
increased chord values on the outer part of the blade, and
numerically evaluated in hover conditions, using as a 7
reference the C0 rotor designed by Eurocopter (Figure 4). The C0 k-ω
numerical method used was state-of-the-art CFD in the early 6 C1
C2
1990’s, based on the ONERA elsA RANS solver using the 2- C3
5
equation k-ω turbulence model, with grids comprising C4
C5
approximately 800000 points around one blade. The result of 4
these computations, illustrated in Figure 5, was that all
proposed candidates showed improved performance 3
∆FM=0.01
compared to the C0, with a maximum FM improvement by
2
approximately 3 points.
1
The detailed investigation of the origin of the gains
concluded that FM improvement came from the increased 7
twist distribution and from the anhedral put at the blade tip
9
which was absent on the C0 blade. Following this first step, 12 13 14 15 16 17 18 19 20
the C4 candidate was selected and an optimization of its tip ZBARσ
200Ct/σ
shape was carried out. It has to be highlighted here that this Figure 5. Evaluation of initial blade designs in hover
was the first time that a CFD solver was introduced in an conditions (C0=reference)
optimization loop to design a rotor blade. The optimizer could
modify the twist and anhedral law of the blade tip (r>0.9R), Since all the optimizations carried out in this first phase
using as a cost function the maximum FM. Several designs of the design were done using a rigid blade assumption, the
came out from the optimization runs, each featuring improved next phase was to define blade structural data and repeat the
hover performance, the selection being finally made a aerodynamic and acoustic simulations using the soft blade
posteriori (outside the optimization loop) based on the noise assumption. Taken into account the elastic blade
radiated by the rotor in typical descent flight conditions, using deformations did not significantly modify the good hover
the ONERA ‘HMMAP’ aero-acoustics chain [5]: this led to performance of the optimized blade, but led to reduced
the so-called C4P-OPT candidate. acoustic gains (but still significant for descent angles higher
than 6°, see Figure 6).
 Rigid blade Soft Blade
descent angle (80 knots) descent angle (80 knots)
Figure 6. Noise level in descent flight predicted with the
HMMAP aero-acoustic chain, influence of blade
deformations
At that time of the project, the main issue was related to
torsion deformations and control loads, which were found to
be too high in high-speed forward flight. The best way to
reduce the torsion deformations - which were mainly due to
bending-torsion coupling resulting from the forward-
backward sweep concept - was to try to modify the sweep
angles of the blade. Since the radiated noise in descent flight
is highly sensitive to this parameter, reaching a good
compromise between acceptable torsion deformations and
promising noise reduction was a real challenge. In this phase,
the main modifications brought to the design were the
following: the sweep angles were changed on the final Blue
EdgeTM design and the spanwise extension of the backward
swept part of the blade was reduced. This led to a good
aerodynamic-acoustic-dynamic compromise (Figure 7), with
high expected FM in hover, and promising noise reductions in
low-speed descent flight. An assessment of the flight
conditions for which the Blue EdgeTM design was acoustically
efficient was numerically done and is illustrated in Figure 8:
it was expected that the most favourable conditions for the
Blue EdgeTM rotor would be the low speed – high descent
angle conditions (typically 60 knots with descent angle higher
than 6°).
Figure 7. Final evaluation of the Blue EdgeTM: Surface
pressure and tip streamlines in hover (CFD).
Descent angle (°)
Blue EdgeTM – C0
Horizontal speed, knots
Figure 8. Final evaluation of the Blue EdgeTM: contour
plot of noise as a delta to C0
Structural Design and Blade Strength
A preliminary design of the blade, based on the concept
of candidate C2 has been achieved by seeking to optimize
strength and dynamic behaviour while fully integrating
manufacturing constraints. This study relied on a feasibility
study conducted on a full-scale ERATO blade. The hard
points, worth being highlighted, were:
• static strength at the inversion sweep angles by the presence
of high loads in this area,
• torsional stiffening of the blade for both strength and
dynamic behaviour,
• dynamic instability of torsion/flap coupling.
During the initial stages of the design, careful
consideration was given to the most time effective way to
generate design data and investigate new design concepts.
Sections of the blade could be acceptably analysed by basic
2D theory but it was quickly obvious that such analysis had to
be supplemented by 2D section Finite Element Analysis
(FEA) in order to better assess torsion dynamic properties. As
part of this project, work was initiated to develop an in-house
blade structural optimiser code, OPTIM. This structural
optimiser based on a 2D FEA meshing of the section made it
possible to optimise the internal structure, the objective
function being for example the mass, but could be the
position of the center of gravity or other characteristics. The
inequality constraints can be the stiffness in torsion, bending
or shear, or the position of the center of gravity or center of
torsion. The optimization variables are the geometric
configuration of the internal components of the cross section
that is the shape of the spar or trailing edge, position of the
ribs, or the thickness of the skin. The technological
constraints are also taken into account, for example in order
to meet the minimum skin thickness. Such constraints are
simply translated by inequalities on the design variables. The
problem becomes a shape optimization, where at each
iteration the meshing changes and the computation time of
functions must be minimized.
As the development of the structural optimiser
progressed, it was successfully applied in the design and
demonstrated its efficiency to reduce design time.
 To optimize the static strength of the critical section, the
design work focused on routing rovings (elementary parts of
the spar made of unidirectional high performance R glass)
from the wounded loops of the root attachment. This
attachment design was imposed by the existing interface of
the hub fitted to the EC155 demonstrator (5-blade hub with
interblade damper design, see Figure 9).
Figure 9. Rotor hub for the demonstrator
The approach was to model the paths of rovings
according to the centrifugal force along the blade. To avoid
any break in the rovings path in the blade tip, this was
followed by the dissociation of the static and dynamic
balancing boxes. In order to enlarge the aeroelastic tailoring
capabilities of the design with the goal of a high torsional
stiffness of the blade, a three-box structure was adopted up to
the blade tip balancing boxes and a double box configuration
was implemented up to the tip. Aside of the increase in
torsional stiffness, this definition also satisfies the objectives
of damage tolerance derived from current in-service
experience. A very simplified blade root shape was also
adopted to prevent the reduction of local torsional stiffness of
the original EC155 reference blade, due to a typical definition
in this area. Finally, to stabilize the flapping / torsion
coupling, attention was paid to the position of the center of
gravity, and more specifically, to avoid an aft location from
the aerodynamic center. This configuration is especially
critical at the outer part of the blade, where counter-weights
made with heavy alloys were added in the backward sweep of
the blade. Besides the stability aspect, these counter-weights
have the advantage of increasing the rotor inertia and
reaching the standard of autorotation of the reference blade.
The early dynamic assessment showed a significant drop
in the torsion frequency due to the strong inertia in torsion,
twice that of a conventional blade. Associated with an
aerodynamic center offset / unfavorable center of gravity, the
stability study pointed to a risk of flutter at high speed
rotation. Complementary technological iterations were
necessary to adjust the position of weights in the aft part of
the blade and to increase torsional stiffness (position of the
ribs of the multi-box structure, number and stacking of plies
for the skin, etc…). The resolution of the optimization
equation can scan many solutions in a limited time. This work
helped to restore stability to the blade at all speeds including
autorotation. A strength survey of the blade was also made at
this stage and it showed that the structural design was
satisfactory.
As mentioned in the aerodynamic section, a main issue
evidenced at that time was a fairly strong torsional response
in forward flight, represented by large deformed torsion and
very high levels of control forces. Analysis of calculated
torsional moments showed that most of the dynamics was
dominated by 1/rev and came from aerodynamic torsional
moments, especially the moment created by the shear force
due to lift applied to the external airfoil sections, for which
the offset relative to the pitch axis are very important in swept
areas of the blade. Given the important contribution of the
aerodynamic moment in the control chain (dynamic loads on
pitch link, static load on servoactuator) there could be no
question of neglecting these effects on the other components
of the rotor that would lead to limit the flight envelope of the
demonstrator.
Subsequent iterations showed that the limits of torsional
stiffness ultimately lead to degrading the mass balance and
dynamic, without substantially reducing the torsion
deformations. The choice was then a change of geometric
sweep angles. This new balance of the sweep angles reduced
the control forces and the deformation of the blade in torsion
without impairing technology and dynamic maturity of the
project. At this stage the structural design of the blade was
considered compliant with the programme objectives and a
decision was taken to enter in the detailed design.
In order to further reduce the risk and cost of the next
phases, which entail costly production investment, it was
decided from the beginning to explore all risk mitigation
capabilities available at the time of the project. The state of
the art of 3D FEA model with CFD coupling was therefore
launched in conjunction with the 3D CAD model. Blue
EdgeTM became the first blade designed to use a common 3D
CATIA model of the internal blade components for the
manufacturing process as well as a CSM/CFD modelling for
its complex analysis (CSM: Computational Structural
Mechanics). Starting from a complete CATIA model with
the composite layers for skins, ribs, spar, core fillings and
solid parts, a meshing was built with volume elements using
the IDEAS software. The model represents the complete
blade and can be truncated in order for specimens to be used
in structural fatigue tests.
In the case of fatigue test or stiffness measurement
simulations, the calculation used only one iteration loop with
applied loads such as forces or moments. In the case of a
flight loading, several linear iterations were necessary in
order to take into account the stiffening caused by the
centrifugal force. To do this, it was necessary at first to make
a first calculation with only the loading due to the centrifugal
force. This first step made it possible to recover the stiffness
matrix of each item and to reinject it in the second calculation
where all the loadings are applied. The loads are introduced in
the form of a pressure field using CFD computation. The
linear SAMCEF software abilities were used in this iteration
process and at each step the elastic deformation results were
reused in order to initiate a new CFD calculation.
Figure 10 shows the distribution of the strains on the
upper skin for a constant flap loading application.
Figure 10. Upper surface deformation under flap loading
The flight loading corresponds to hover condition for
which aerodynamic pressure loads are calculated with the
elsA CFD tool. Figure 11 shows the displacements in the X-
direction of the blade.
Figure 11. Displacement of blade in X-direction in hover
condition
Figure 12 represents the mappings of strains in the X-
direction for the skin and spar main components.
Figure 12. Strain of skin in X-direction for upper side of
skin in hover condition
The FEA model based on a 3D approach answered
positively to the objectives of this stage, with consistent
results when comparison were performed with a 2D beam
approach or with complex calculation with soft blade
assumption as mentioned in the Aerodynamics & Acoustics
section. It was used later in the validation process when
manufactured blades were available.
Manufacturing and Structural Testing
In the early phase of the project, manufacturing
constraints were placed on the design process in order to
minimize the impact of such a complex blade on
manufacturing costs. While the program focused developing a
technology demonstrator, procedures and processes used in
the manufacture and in the testing of blade were close to
those of a development that could lead to further production.
Despite its experimental nature, the level of investment in
tooling was at the height of the technical challenge of this
new blade. It ensured a high level of quality, vital to avoid
excessive dispersion that would make the result analysis more
complex.
Thus, the manufacturing processes for the blade
remained consistent with typical blades, however, some
features were introduced in materials without impacting the
main guiding principles.
Leading edge forming and main moulding tool for the
manufacturing are shown in Figure 13 and Figure 14.
Figure 13. Special forming of leading edge
Figure 14. Blade mould ready for manufacture
The benefits of the upstream involvement of
manufacturing disciplines were obvious with the first blade
manufactured. A “first time right” result, with a high level of
quality and no anomalies was the main conclusion of the post
manufacturing investigation. The first blades were dedicated
to fatigue testing and for flight, and were launched in the
same batch as the first blade. Furthermore, at the end of the
manufacturing phase it was shown that the complex blade
shape had minimum impact on manufacturing costs.

Prior to the structural testing it was first required to check

the blade’s main characteristics in comparison to previous
FEA models. The validation of the model was based Figure 17. Fatigue test specimen with strain gages
primarily on flap, lead-lag and torsion loading (see Figure 15)
and measurements of strains gauges bonded on several
sections of the blade out of span.

Figure 15. First blade ready for stiffness measurement

Figure 16 shows the comparison of the finite element

results and the measured values using the strain gauges for a
typical section. The values are given in 10-6 deformation. The
results between model and measurement show a high level of
consistency.

Figure 18. Double sweep area fatigue testing

All these tests were successfully performed with no

premature failure. With the use of the FEA model previously
developed it was possible to validate the design and to
provide accurate data in a short timeframe which were used
by the specialists in strength analysis to define the monitoring
directives for the flight clearance.

Figure 16. Comparison FEA model with measurement Rotor Dynamics

The structural testing required the root end, the main
section and the double sweep area to be tested separately on
different test specimens. Each test only achieves the complex
loading with the inclusion of the centrifugal load in the
respective spanwise position and with the representative flap,
lag and torsion loads. The design of the specimen intended to
test the double sweep area is shown in Figure 17 with its
strain gages located on the skin. Figure 18 presents the test
bench with the different loading actuators.
The double-swept blade shape leads to an important mass
offset from the feathering axis and it makes the Blue EdgeTM
concept especially challenging for dynamics specialists. A
particular attention was paid to the modal characteristics in
order to control its aeroelastic behaviour. The structural
properties and the blade mass distribution have been both
optimized to ensure blade stability regarding the flutter
phenomenon and to get a perfect blade frequency placement.
Intensive testing was performed in laboratory (Figure 19)
and on the whirl tower (Figure 20) before undertaking the
flights. During the laboratory tests, the blade was hung,
equipped with accelerometers and then hit at appropriate the modes are highly coupled with torsion, it does not make
locations with a shock hammer. These bang tests allowed the sense to identify them by name.
identification of the blade modes in ‘free-free’ boundary
conditions and the cross-check of the blade elastic model.

Figure 21. Blade modes as a function of rotor speed

Figure 19. Check of dynamic behaviour in laboratory FLIGHT TEST RESULTS

The first flight tests were performed on an EC155
demonstrator in July 2007 (Figure 22). At the end of the
extensive flight campaign, the blade demonstrator had flown
more than 75 hours in a very large flight envelope.

Figure 20. Identification of rotor blade modes on whirl

tower
Whirl tower tests were dedicated to the study of the
dynamic behaviour of the rotor in a configuration of hub / Figure 22. Flight test on EC155 demonstrator
rotor representative of the assembly on the aircraft, especially
regarding the interblade layout of the lead-lag dampers and
the pitch control system kinematics and stiffness. The
servoactuators mounted on the aircraft were replaced by two Hover and Forward Flight Performance and Loads
electric actuators and a third hydraulic actuator to be able to The whirl tower test campaign confirmed the high
subject the blades to a pitch excitation. Frequency sweeping potential of the new blade. Figure 23 presents the rotor
were performed at different values of rotor speed and efficiency as Figure of Merit versus the non-dimensioned lift
collective pitch in order to identify the frequencies and coefficient (Czm) of the Blue EdgeTM blade compared to the
damping of the blade modes in the frequency range of interest EC155 blade. The maximum efficiency is increased by 7%.
for blade vibratory loads and fixed-frame vibrations. Both Furthermore, the FM is improved on a wide range of lift
collective and cyclic modes were identified up to 45 Hz. coefficient, meaning that the benefits will be obvious on a
Whirl tower test also makes it possible to clearly assess wide part of the flight envelop (in HOGE and HIGE).
stability margins for flutter and to ensure the safety of the first
flights. Figure 21 shows a very good agreement between the
modes identification and the frequency computation. Since
 The pitch rod dynamic loads (Figure 26) are increased with
Blue EdgeTM at low rotor loading but reduced for high
reduced weight. The frequency content of control loads was
larger than usually measured due to the higher degree of
coupling of the blade modes with torsion.

Figure 23. Figure of Merit

The flight test results confirmed the whirl tower
measurements for HOGE performance with obvious gains in
comparison to the reference EC155 blade, this gain being
improved with higher pressure altitude. Figure 26. Pitch rod dynamic loads
The measured loads on blade are largely inside estimated
In forward flight the performance is in compliance with
flight strength limitations (Figure 27) which will enable to
prediction; the Blue EdgeTM blade requires the same level of
reach a safe life consistent with already produced composite
power as the reference blade in level flight (see Figure 24).
blades. There was no load excess for the other components of
the rotor in any flight condition.

Lead lag moment in mN

6 000

Targeted fatigue limit

Flight limitation
5 000

4 000

3 000

2 000

1 000

-
- 200 400 600 800 1 000 1 200 1 400 1 600 1 800 2 000

Flapping Moment in mN

Figure 24. Power in level flight

Figure 27. Blade measured loads
Figure 25 shows that the static control loads in static
compression are reduced with the Blue EdgeTM, especially
when the rotor is highly loaded. Airframe Vibrations
The EC155 is already well-known for its exceptionally
Pitch rod compression ∆= 100N
low vibration level and one of the key targets of the Blue
EdgeTM project was to keep this high level of comfort. It has
Ptich rod static loading (N)

to be noticed that EC155 is not equipped with anti-vibration

devices and low vibrations levels are reached thanks to a
perfect blades frequency placement and an adequate tuning of
the airframe modes in the vicinity of 5/rev.
Blue edge 100kts
Blue edge 140kts
EC155 100kts
Even if the theoretical studies and the whirl tower tests
EC155 140kts permitted to be confident in satisfactory behaviour in flight,
4000 5000 6000 7000 8000 9000 10000 11000 12000
the maiden flight of the Blue EdgeTM blades was expected
Reduced weight (kg) with great excitation. It was a real pleasure to hear in the
Figure 25. Pitch rod static loads telemetry room the flight crew saying that the vibration level
was so low that they have the feeling to be in a plane.
 The variation of vibration levels (Figure 28) as a function
of the aircraft speed is typical for a five-bladed rotor. After a
short range at low speed called transition, where hub loads
can be important due to blade vortex interactions, the
acceleration levels decrease continuously, and hit a minimum
around 140 knots. At higher speeds the vibrations barely
increases, despite the vicinity of transonic conditions at the
blade tip.
Figure 28. Airframe vertical vibration vs forward speed
The acceleration maps presented in Figure 29 for the
baseline aircraft and the aircraft equipped with Blue EdgeTM
blades highlight that the vibration levels are uniform on the
airframe and excellent in both cabin and cockpit. Vibration
levels are slightly better with Blue EdgeTM blades and the
maximum measured vibration level reaches only 0.12 g at
150 knots.
Cockpit Cabin
Figure 29. Airframe vertical vibration in level flight at
150 kt
Acoustics
As mentioned previously, the objective of this advanced
blade shape concept is to reduce BVI noise in approach. In
order to quantify the noise reduction obtained on the full-
scale demonstrator, two types of acoustic flight test
measurements were performed, focusing mainly on the
approach condition, but also covering climb and level flight
conditions.
First, a risk reduction noise test was performed in order
to qualitatively assess the acoustic characteristics of the Blue
EdgeTM concept throughout the entire flight envelope of the
aircraft. This was accomplished on both a standard EC155
rotor and on the new rotor by using a set of five near-field
microphones attached to the outside of the aircraft.
Once the full-scale concept was validated, a comparative
ground noise campaign was conducted, with both the
reference and Blue EdgeTM rotors. Many flight conditions
were tested over a five-microphone ground array, using
procedures similar to those defined for noise certification.
Near-field microphone results
Testing with microphones attached to the airframe is a
simplified way to assess the main acoustic characteristics of a
rotor. Because the aircraft is independent of a specific ground
location, this type of flight testing allows performing flight
tests throughout the entire flight envelope quickly and at low
cost. This type of measurement is also often used in testing
manoeuvring flight conditions (see for example [6]). The
main drawback of this technique is that no direct correlation
exists between the noise measured in the near-field and the
noise measured on the ground. Specifically, the directivity
characteristics that can be measured with this type of
instrumentation are quite limited. Figure 30 shows three of
the advancing side microphones that were installed on the
EC155 aircraft. Two additional microphones were located on
the horizontal tail.
In order to limit the influence of aerodynamic noise, the
microphones are installed on a swivelling weathervane and
are fitted with wind-shielding nose cones. Obviously, this
setup has some effect on the aircraft drag (and thus trim),
which influences the BVI noise characteristics, but since the
objective of this part of the test campaign is limited to a
qualitative comparison between the two rotors, this was
judged acceptable. In this paper, only results from the main
advancing side microphone (Mic #2) are presented.
 Acoustic Pressure, P (Pa)
Mic 3

Mic 2 Time, t
Mic 1
Figure 31. Near-field acoustic pressure for reference
rotor at 60 knots, -8° glideslope
The following figure shows the pressure time signal of
the Blue EdgeTM rotor in the same flight condition (60 knots,
-8°), on the same scale for pressure and time.
Figure 30. Near-field microphone installation

Acoustic Pressure, P (Pa)

Using the near-field microphone setup, flight conditions
were flown to encompass airspeeds from 50 to 145 knots,
with rates-of-climb/descent from +1200 to -1500 feet per
minute. The matrix of flight conditions was more densely
populated for low-speed approach flight conditions. All
points were achieved with both the reference and Blue
EdgeTM rotor, with an emphasis on matching the flight
parameters as closely as possible (airspeed, aerodynamic
glideslope, outside air temperature, weight, and rotor speed).

The results confirmed that the new blades have no Time, t

significant impact on the noise characteristics in climb or
level flight conditions. A slight increase in noise was noticed
for high-speed, shallow descent conditions. This result had
been anticipated before the flight by the noise prediction
model. This increase in noise was low enough so that it was
unlikely to be perceived on the ground.
As expected, the main gains were found in low-speed
approach conditions. The results showed that for the baseline
rotor, the high BVI region is found at airspeeds between 50
and 90 knots, for descent angles between 3° and 9°. The
maximum BVI is experienced at 60 knots and -6° to -8°
aerodynamic glideslope. The following figure shows the
acoustic pressure measured at microphone #2 for two rotor
revolutions, for the baseline rotor in a condition of 60 knots
and -8° aerodynamic glideslope.
Figure 31 clearly shows the strong impulsive peaks
associated with multiple blade-vortex interactions. It can be
seen that each blade interacts with three or four vortices at
each passing, resulting in the strongly impulsive signal.
Clearly, the signal on Figure 31 would propagate very
efficiently to the far-field and yield high noise levels.
Figure 32. Near-field acoustic pressure for Blue EdgeTM
rotor at 60 knots, -8° glideslope
The comparison of Figure 31 and Figure 32, clearly
shows that BVI noise has been almost eliminated on the new
rotor. The impulsive peaks associated with BVI are no longer
present. In fact, the analysis of the data from the flight test
showed that the new blade was successful in completely
eliminating strong BVI noise content from the entire region
between 50 and 90 knots, for descent angles between 3° and
9°.
This is presented in the following figure, which shows
the difference in measured near-field levels between the
baseline and Blue EdgeTM rotors in the range of descending
flight conditions that were tested. The results are presented in
A-weighted sound pressure level for microphone #2.
 0 The ground measurement results confirmed the near-field
measurements, showing that the Blue EdgeTM rotor
0
-250 successfully reduced BVI noise for all descending flight
conditions. Similarly to the near-field results, the best noise
Rate of descent (ft/min)

-500 reduction was achieved in conditions where BVI noise was

the highest on the reference rotor (e.g., 60 knots, -8°
-750 -3° -6 glideslope). In that condition, an average noise reduction of 3
to 4 EPNdB was measured over the seven microphones
-1000
(covering ±300m). On a single microphone, the maximum
gain was approximately 5 EPNdB. Sample tone-corrected
perceived noise level time-histories for that microphone are
-1250 -12
-6° Difference in shown in Figure 34, for both rotors.
-12° level, dBA
-9°
-1500
60 80 100 120 140
True Airspeed (kt) Baseline
5 TPNdB
Figure 33. Difference between near-field A-weighted Blue EdgeTM
sound pressure levels for the two rotors (negative values
where the reference rotor is louder)
Figure 33 shows that aside from a very slight increase in

PNLT (TPNdB)
noise in high-speed shallow descending flight, there is a
drastic reduction of sound level in the region where the
reference rotor experiences high BVI noise. Note that these
results were observed on the other microphones as well.
These near-field results therefore provided the first
confirmation that the double-swept planform concept is Overhead Position
indeed beneficial throughout the entire descending flight
envelope, in effect eliminating the high BVI region typical of
the ‘fried-egg’ plot.
50 55 60 65 70 75
Time (sec.)
Ground microphone results
Figure 34. Sample PNLT time-history for baseline and
Although the near-field microphone test results Blue EdgeTM rotors at 60 knots, -8° glideslope
confirmed that the new planform is successful at greatly
reducing the levels of BVI noise, they do not provide Figure 34 shows that the baseline rotor exhibits a
quantifiable results representative of what can be expected on maximum noise which occurs before the aircraft reaches the
the ground, nor do they provide extensive directivity overhead position, which is typical for an approach case with
characteristics of the new rotor in the far-field. In order to strong BVI noise. Note that this sample case represents a
obtain this level of information, a comparative flight was sideline microphone, and that the overhead position
performed using microphones on the ground. mentioned on the graph refers to the point at which the
aircraft crosses the microphone array. The figure shows that
The test, performed in 2008, was in general accordance the large increase in noise due to BVI noise is eliminated on
with international noise certification regulations ([7] and [8]) the Blue EdgeTM rotor, for which the maximum noise occurs
concerning the acoustic instrumentation, trajectory, flight when the aircraft is closest to the microphone. Note also that
parameter, and weather conditions. Considering the added the noise reduction is not limited to the time used for
cost and complexity of ground noise measurements compared computed the EPNL (10 dB-down points, see [7]), but also
to near-field microphones, a reduced test matrix was extends throughout the complete approach procedure.
performed, using the results of the first campaign to target the
most interesting flight conditions. Each flight condition was The possible increase of noise measured in high-speed
repeated two to six times and performed for both the forward flight with near-field microphones was, as expected,
reference and Blue EdgeTM rotors. In total, approximately less pronounced using ground microphones. Indeed, the
eleven hours of acoustic flight test were performed. results showed that the noise was slightly reduced on sideline
microphones and slightly increased on the centerline
Five 1.2m-height microphones were installed microphone, resulting in a negligible impact on the average of
perpendicular to the flight track at lateral distances of 0m, all microphones.
±75m, ±150m, and ±300m. This setup allows a good
directivity characterisation of steady-state procedures for this The most interesting feature of the ground noise
type of aircraft. The details of the real-time noise measurement was the directivity of BVI noise. Here the
measurement instrumentation used for the test have double-swept blade completely changes the characteristics of
previously been described in [9]. the measured noise. Indeed, the main gains resulting from the
new blade were measured on the centerline and retreating
sides. This is caused by the fact that the parallel interaction
on the straight blade, which propagates to the advancing side,
is now limited to the small backward-swept region at the end
of the Blue EdgeTM blade. In addition to a significant
reduction in the BVI noise levels, this change in geometry of
the interaction also causes different acoustic phasing effects,
which tend to shift the BVI directivity further on the
advancing side (almost perpendicular to the flight track).
Therefore, no BVI noise content is perceived at all on the
centerline or retreating side of the aircraft. BVI acoustic
phasing effects are discussed in [10].
One of the most important implications of the ground
noise measurements concerns the fact that the Blue EdgeTM
blades seem to offer a better potential for safe and repeatable
noise abatement procedures. Indeed, for most helicopters a
low-noise approach involves a segment of steep descent
coupled with fairly strong deceleration. This is done in order
to avoid the high BVI noise region by flying in conditions
where most of the main rotor wake is above the rotor. These
procedures are often difficult to fly, with steep conditions
close to autorotation, and can be uncomfortable for
passengers. The results of the two noise tests have shown
that the high BVI noise region typical of a straight blade is
mostly eliminated with the Blue EdgeTM blades. A noise
abatement procedure could therefore be performed by a very
slight adaptation of existing approach procedures. This topic
is subject to further research.
CONCLUSION
The initial aim of this programme was to demonstrate
that with this double-swept concept it was possible to reach
excellent flight performance while retaining acoustic benefits
obtained on a scaled blade. In this regard, the flight test
results of this blade fit to the objective. They can be
summarized as follows:
• An average noise reduction of 3 to 4 EPNdB was
measured in low-speed descending flight, up to a
maximum of 5 EPNdB on a single microphone position
• Impulsive noise associated with BVI was mostly
eliminated over a large region of the flight envelope,
offering a better potential for safe and repeatable noise
abatement procedures
• The airframe vibration levels remain exceptionally low
with this blade shape
• Static control loads are slightly reduced. Dynamic loads
are increased for low rotor loading and decreased for
highly loaded flight cases
• Hover performance is showing obvious benefits in
comparison to the baseline rotor. In forward flight,
performance is in compliance with prediction and very
similar to the reference
• The complex blade shape has a minimum impact on
manufacturing costs and its design is compliant with
existing serial blade strength.
Blue EdgeTM has reached a high level of technology maturity
and is being considered as a possible candidate for new civil
model of helicopters for which the objective to sharply reduce
noise is a major concern especially in urban operation. It may
be also possible to introduce such concept in military
application.
ACKNOWLEDGMENTS
The authors would like to thank the support of the DGAC
in the successful completion of the Blue EdgeTM programme.
These results would not be possible without the initial work
performed in the frame of ERATO project with ONERA and
DLR. The successful programme is the reflection of the
efforts of a whole team involving all the actors in
Engineering, Manufacturing, Ground and Flight Test inside
Eurocopter, ONERA and DLR, to whom thanks are extended.
Photo Credits: Eurocopter, ONERA, DLR, DNW
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