Performance and loads data from a wind tunnel test of a full-scale, coaxial, hingeless rotor helicopter

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!" NAS A T ec hni ca l M e m o randum 8 13 2 9 U SAAR ADC OM T R B 1 -A- 2 7 , t ' C _ AXZAL e H _ I(G B L _ S $ _ UTO. _ EISL Z CO L _ ]_B (_ ASA) 3 5 0 p l ie A15 / t tF A 0 1 CS CL 0 1A Unc . l. a= s i!_j .e ' L _g_ A W . ] . t _ D Tl J b i bl._ L 'I'_ T 0 ¥ A _ ULL'- S C A[_ , G3 / U Z 08 32 5 ,. - | i i i i i i i ml ml i * )1

_ P e rformance andLoadsDatafroma "

Coaxial,Hingeless RotorHe l icopter _ '

g mm l l i | i i , i J __i Wind TunnelTest of a Full-Scale, J i i i i =

, Fo rt F. Fel ker III "

_, : _. , .---- , ' .'. A v i ati onRese ar ch - _ . _. _ Uni t ed St at esA r my and Development i . . NationalAeronauticsand Command ' SpaceAdministration NASA Te _hn l e al Memorandum81329 U S AARADCOM TR B 1-A-2 7

Performance andLoadsDatafroma

Wind TunnelTest of a Full-Scale,

Coaxial,Hing e less RotorHe,copter _

Fort F. Felker II !, Aerom e chanlcsLaboratory AVRADCOM R e_e arch and Technology Laboratories Ames R _ earch Center , Moff e tt Field, California _ i Na t io n a l Aero n a u tics a nd U nited S ta te s A r m y _ S p aceAd m inistration Aviation Research and D e velopment : " Ame s Re s ear c hCe _ er C omm and Mo ff ettField , Cali f ornia 94 0 35

i

PERFORMANCE ANDLOADS DATAFROM A WI NDTUNN E L TESTOF

A FULL-SCALE,COAX I AL,H I NGELESS ROTOR HEL I COPTER

Fo r t F. Fel k e r , III ' _

AmesResearch Cen t e r

and

Ae r o m ech a n t c s Labo r a to ry

AVRADCOM ReSearch and Techno l og y Labo r a t or i es _

SU MM ARY

A t es t o f a f u ll- sca l e XH-59 A A dv a ncing B l ade Conce pt He l icop t er w as con-

ducted i n AmesRese a r ch Center ' s 40- b y 80-Foot Wt nd Tunnel . Th e helicop t e r

w a s t es t ed wit h t he ro t or o n a nd off , ro t or hub fa trtng s on a nd o ff, i n t e r - ro t or sh af t f a i r i ng on and of f, ro t o r i ns tr u m e n ta ti on m odu l e on and o f f, and a u x i l i ary propu l sion th r us t o n a n d o ff , The i n v es ti ga ti o n w a s a cco mp lishe d ove r _ n a dv a nce rati o ra nge o f 0 . 25 t o 0.45 w i t h t he roto r o n and fr om 60 t o 180 kn o t s wit h t he r o t o r off. Thts r epo rt p r ese nts d ata o n a e r od ynam ic f orces and m o m e nt s , r o t o r l o a ds , r o t o r c o ntr o l p o siti o ns an d vib r ati o n f op th e XH - 5g A as w e ll a s t he a erod yna m i c p er f o rm a n ce o f the i so l ated r otor.

\

L i s t o f S ym bols

a spee d o f sound, ft / s ec

A1 lon g it ud i na l c y cl i c blade p it c h , de g

b t ot a l numbero f r o t o r blades

B1 l a te r a l c y cl i c blade pitch, de g

c , 75 bl a de cho r d at 7 5 % r a d i us, ft

ro t or d r a g coeff i c i e nt, ro t or d raq / pS ( Il R) 2 , ,

C DR / o

CLR / o ro t or lif t coeff i c i ent, r o t o r ltft / pS (nR) 2

CMx /o ro t or roll i ng mome nt coeff i c i en t , rotor r o l ling

m o m e nt / pS ( fir) 2 R

C My / o rot o rpitchingmoment coefficient,rotorpitching

moment / pS ( fiR) 2 R

C MZ / o r o t o ryawin g m o ment c o effici e nt, r o tory a wing

m o m e nt / pS (_R) 2 R

% / 0 rot o r p o _ e r c o ef f ici e nt, t o ta l turb os haf t

e n g in e p o w e r / pS ( _IR) 3

% 0 /0 r o t o rn on ld e al po w e r c oe ffici e nt

C yR / o r o t o r s ld e f o rcec o effici e nt, r o t o r s i de f o r c e / pS(IIR) 2

D drag, Ib

L l i f t, lb

r oll i ng mo m en t, ft- lb

M p it c h i n g m o m en t,ft-l b

Mat adva n cin g tip Mach number,Mat = Mtun + Mtl p

Mtl p r o t o rtip r o tati o nal M a ch number,(IR / a

Mtun fr e e s tr e am Mach number,Mtu n • V / a

N yawing m o m e nt, ft-lb

" q fr ee s tr e am d y na mi c pre ssu r e , p V2 / 2 , l b / ft 2

L i St. of S y mboT s (con t inu e d)

n loc a l bl a de r a dtus, f t

R ro t o r r ad i us, f t

S ro t or re f ere n ce area, S = bC o 75R

V f ree stream veloci t y , f t / sec

Y s t de force, lb

a n g le of at t ac k, d e g

S haf t angle Of a tt ack, deg

IJ ro t o r a dvance r a tt o, V / o R

n ro t or r o tati o n al s peed, r a d / s ec

blade a ztmuth, deg, coun t er - clock w is e ts postttve a s

v t e a ed from ab o ve, ze r o w tt h I n str umen t ed bla d e po t n tt ng a f t

p a t P denstt y , slugs / f t 3

o rotor sol i d ity, o = b c.75 / _ R

e rot or bl a de p ttth, deg

Subs cP tpt s

u up p er ro t or

1_ er ro t or

( )' prtm e, diffe r en t i al between u p pe r and lo w e r r o t ors

,S "' t i ;

, ;_ IN TR O D UC T ION

T he high- s pe e d c apa b i l ity o f m od e rn he l ic op te r _can be l imit ed by the

ra p idincrea se in r o t o r p o wer r eq uir e m e nts that acc o mpani e s r e tr e ating bl ade _,I s t a ll a nd a dv a n c in gbl a de co m p ressi b l l ity d ra g . I n o r de r t o r ed u c eth e co m- pr es si b l l lty dr a g t he r o t o r' s r o t a ti o n a l s p e e d mus t be re d uced,but t h . s o nly _.). ag g rav a t e sthe p r o blem o f r e tr ea ting b l a de si a l1 .

.,_' " One S o lutiont o this di l emm a Is, t o us e two cou h ter-rotating r o t o r s wlth _4 t _ e a ch l iftin g pred om inant l y o n its a d vancing s id e . S ince th e retreating s id e o f • e a ch r o tor i s u nlo a ded ,b l a d e S t a l l • i s less o f a pr ob l em a n d t he r o tor'sr o t a - ti o nal s p eea ca n b e r e duce d ,w h ich h e lp s a11 ev i a tecompr e s s ibility d rag as :__ w ell . T w o XH - B gA D e m onst r a ti o n Rese a r ch Hellcopte rs w e r e b ui l t by S i ko r s ky '_ Aircraftund e r Army Spons o r s hi p u s ing thi s A d v a n cingBl a d e Co nc e pt (ABC). A _ • t h r ee - v i e wdr a wing o f t he h e li cop teras m o difi e df o r wi nd tunnel testingi s

p re s ente d a s figure I. Readersw ho de s ire a dditi o nalinf o rmati o n o n the ABC

P

_ con c ept a re r e ferred t o r e f e r en ce s I- 6.

i_; . On e disadvan t ag e o f this c o nfi g urati o n i s the l ar gep ara s it e dra g o f th e ._ r o t o rh ubs a n d i n t e r-r o t o r sh a ft. Th e hu b d ra g is p ro p o rti o n a l t o the hub's swept fr on t a l al ' e a (r e f e r e nc e7 ) a n d t h e AB C , with tw o hub s in s t ead of o n e , • h a s t wi ce t h e hub s w ep t fr on t a la r e a o f a con v en t lon a l helicopte r o f s lm ll a r ( h l nge l ess) co nstru c ti o n . In a dd itiont o t h l s is t h e d r ag d u e t o t he int e r- r o t o r s haft. I n an e ff o rt t o re d uc e t h e hub' s para sl tedrag a I / 5 - sc ale m o d e l wl nd tun nel t e st wa s conduc t ed t o Iden t lf yth e d r a g r educ ti onpo t en tial o f fa i r i ngthe r oto r hu b s and I nt e r-r o t o r s haft o f the XH- B gA (ref e r en c e 8 ).

• M a n y f a iring con fi gu r a ti ons w e re t es t ed a n d one w a s selec t ed f o r f u11-sc a l e : wl nd t unnel t e sti n g.

1"b Th l s rel )oJ 't p resentst h e _ u l t s o f a fu ll-_c a le wl n c L tu nn el .tes _-e_ a n

XN . 5 gAh e llcopte_cond u ctedin Am e s Research C enter ' s4( I. by BO- F oo t Wlnd

T unnel. T h e objectiv e sof the test wer e to (I) provi de a dv a n ce dt_nolo . qy

data n e c ess aryfor a s ses s mentof a potentially viabl e ml ss ion - orl e nte d ABC

v e hicl e ,i n cludinghub d r ag r e ductionand rotor / tail / propulslon s y s t em int e r- f e r e nc e alleviatio n, and ( 2 ) provid e data with which to int e rpr e t,clarify , an d aug me n t fli g ht t es t result s as w e ll as provid e a ba se fo r corr e latio n of e xisting I / 5- scal e m od e l t es t data . The t es t wa s c o n d uctedov e r an advanc e

ratio ran ge o f 0.26 to 0. 4 5 with the ro t oron and fro m 60 to 180 knot s with th e

r otor off. Data I S present e dfor a e rodynamic forc es an d m o ment s , roto r control

po s ition s ,rotorstructuralload_, an d vibration of th e X H- S gA as well a s th e

!

a e r o dy n a m i c p er f om a n c e o f the isolatedrotor.

EXPE RIM E N TAL E Q U IPM ENT AN D PRO C ED U RE S i

Desc ription of Wlnd Tunnel and Balance 1

The 40- by 80- F ootWln d Tunn e l is o f the close d -thr oa t, s ingl e -return typ e

with a s pe e d ca p ability ex te n di n gt o 1 8 0 k n o ts, M o d el f o r ces and m o me n tswere ) m e a s uredby a s lx-compon e nt m e cha r ,. , l balance. Balanc ese n_Itl v ltie s w e re a S fo l 1 ow s :

Scal e S e ns ItI v l ty

L ift*, I b 5

D r a_, Ib I

Sid e Forc e* , Ib I

P ltchlngM omen t, ft- l b 1 6 0

R olI Ing Mom e nt, ft-lb 8 5

Ya w ingMoment,ft-lb 24

* two balance s u s ed to mea s uretotal force

9ascription of Model

General - - Sev er_l p ho t o gr aphs of t he ABC ihstall ed i n t he wi nd t unn el t es t sect i on a re pr e sen t ed a s f i gure 2. N o t e t he f a trl ng s in s t alled over t he ro t or hubs a nd in t er -roto r shaf t in figure s 2( a ) and 2 ( b). T h e he li cop t e r w as modi - fied b y t he addi t ion of tw o s tr u t s and f a t r t n gs in ptac e of t h e matn l andtng gear so t h at i t cou l d be m oun t ed on t he w t n d tunne l' s s tr u t m ode l su p p o r t s y s t em. Figu r e 2(f) pr esen t s a c l ose - up v i e w of t he m ode l su pp ort s t ru t s.

+_:" The he li c opt e r 's pi t c h a tt i t ude (r et or sh aft a ng l e of atta ck) wa s r emo t e ly con tr o ll ed us i ng an ex t end a b l e nose s tr u t . The t h r ee S t ru t s wh i ch sup p or t t he m ode l o n t he w tnd t unne l ba l ance w ere f a ired t o mtnt m tze t he ex tra neous a t r l o a ds a pp li ed t o t he b a lance. The m i d p o i n t be tw ee n t he tw o ro t o n S wa s 5 feet above t he t unne l c en t er lt ne. P o w er for t he ro t ors wa s supp l ted b y tw o PT6T - 3 t u r bo - shaf t eng i nes producing a t o t a l o f 150 0 HI _ . The nace ll e -m oun t ed engtn e s f or auxi lia r y propu l s i on w e r e J60 -P 3A ¢ ur b o _ ie t s w hich p roduce 3 000 l bs. of t hrus t e a ch. Gener al s p ec i f i c ati ons of t h e XH - SSA a re p rese nt ed i n T a b l e 1.

S ix ro t or con t ro l s were re m o t e ly ope r a te d fr om t he con t ro l roo n l b y e l ec t ro - m e ch a n i c al a c t ua t o r s. The s t x ro t or c on tr o l s w ere c o ll e c t :l ye, lat er al c y c lic , and l ongi t ud i n al cycltc f or each rot:o r . The re lat ionships b e t: w een t hese co n- tr o l s and t he ro t or b la de p it ch w ere a s fo ll o w s:

Collec t ive: @o = e o u + eo _

, i i

E

L ong itu din a l C y cll c : A ! - A lu + A1 £

Later a l C ycl t c: Bt = Btu + B t _

Dlffer e n t lal Collective: Oo' _ 8ou " _o_-.-

Di ff e r enti a l Lon g i t udi n a l C y C l i c: A I' • Alu - AI _ .

Olff e rentlalLateralCyclic : BI' : Bl u - BI_'

z

T h e r efo r e the blade p itch on the up pe r r o t o rw a s :

" (eo + 0o') - (AI + AI') co s _ - (BI +BI') s in )u

blad e p itch o r l th e l o w e r rotorwas :

e j _ = (eo - eo) - (AI - AI') co s Yj _ - (BI - BI') s i n kb_

R otor Bl a des - T h e XH-B g A u sed. thr ee 1 8 - foo t. r ad t .us ro t o r bl.ade ¢ o n e a c h r o t o r, The upper ro t o r ro t a t ed t n t h e coun t er - c l oc kwi se d i rec ti on, and th e lo w er ro t o r r o t a t ed i n the c l ockw i se d i rect i on. The uppe r a nd l o w er r o t o r s w ere in dexed s uch that whe n th = . in s t rume nt ed blad e o f t he u pp er r o t o r wa s at ) = 0 °, the In - s t rumen t ed b l a de of t he l o w er ro t o r w a s a t _ = 300° . The r oto r b l a des we r e a tt ached to the h ubs w it hou t f l a p or l ea d - l a g hi n g es, us i ng on ly pit c h be a r - tng s. T he b l a des w e re a tt a c h ed wtt h 3° of precone a n d 1.4 ° o f p rel a g . The bl a des w e r e ta pe r ed in both plan f om a nd thi ckne ss , The p l an fom t ape r w a s 1t r e a t wtt h a r oto r cho r d t o t ip cho r d r a ti o of 2:1 , A d r a wi ng of t he bl a de t n p l a n v t e w is presen t ed a s f i g ur e 3 . The sp a n wt se v a ri a tion o f bl a de t h i ck-

n ess to chord rati o i s p; ese nt ed as f i gu r e 4. The airfo il c o nt ou r at 201&

i 213 A a i r f o il a t 62 % radius . T h i s t r a nstt t oned t o a N ACA 230 1 2(64) ai rfoi l at " ra d iu s wa s a N A C A 63(23 0 )224 A a irfoil t ape ri ng in th ick n ess t o a NACA 6 3 ( 2 30) .

)li .:": 7 2 % radi u swhi c h w a s h e ld co nst a ntt o th e tip ( fi g . 3). The bl a d e s h ad -1 0 ° !_ ' o f n onl in ea r twist . T h e twist d istributi o n i s p r ese nt ed as figu r e 5. T h e

k L ?

prim ary s t ru c tu P n l e l e m ent t n t h _ bl a d e 5 w a_ _ full _ p _n - . t t-l _n l u m _ l _Or . with b or on. _ omp _ t te r et n fo r c e mefl.t b on d e d ' _.o th _ u ppe r a nd l owe _ " _ u P _ q c e _ . of the spa r t o . 4 n c r_ e tho fla pwt se stlffn o sQ . A h o neyc om b co r e cov e r e d w tth a f ibe rglas s s k t , Wa s a t t ached to t he s p ar t o q tve th e bl a des t h e t n a e ro d yn a m i c shape. Figure 6 presents a dr a wing of a t y p i c a l bl a de sec t ion . Th e b la de ' s n at u r a l f requenc y dtag r am ts p r esunted a s f tgure 7. Th e sp an wt S e di s tribu t io n of rotor b l ade p r op e r t i e s are given t n Tab l e 2 .

,Desc, r, tptton of Hub Fat rtngs _i

F i gu r e 8 p r e s en t s a sketch of t he ro t or hub f at n t n gs t hat we r e t ested.

The upper a n d l o we r rotor hub fa tr t ngs w e re 31 . 8 ¢ t;h t ck e lli p s o i d s . These f a t r tngs h a d a di a mete r of 4 . 17 feet . The In t e r - r oto r shaft f airin g w_ s a 43 ¢ thick NACA 4 - d t g t t g e rt es sym ffte _ ;r t c atPf ot l . The I nter - roto r s ll a f t f a tr tn g wa s mounted t o t he u p p e r an d l O We r ro t or hubs w t t h be a H _ q S an d wa s free t o r o t a t e a bou t t he ro t o r cen t e r l lne . I t was exp e cted that t he f at P tn g wou l d, therefo r e, rota t e t o a t r atl tn g edg e af t o r ien t a ti o n , a lt gned wt th t he free s tf 'e a m. Ho w - ever, tt w a s no t ed duri n g t he w t nd t u nn e l t e st that t he fe trtn g d t d no t e 11 gn tt se lf wt t h the w tnd and wa s skewed about 30 ° Pe lat tve t o th e free stre a m et t he r to th e l eft of' t o t h e r tght . Th t s f atl ure t o altgn ttSe l f w as eviden t wh en t e sti ng both w tt _ h the hubs rot a ti n g and t h e hubs no t r o tat tng w he n t es ti ng wtt h t he ro t or bl ades off . The s k e w al so con tin ued w he n t e s ti n g wtt h the ro t or b la de s on . In a n effor t t o e li m i n at e t he s ke w of the I nte r- r otor sh a f t f a t r t h g, a n ex te nded trat1 111g edge ta b wa s at t a ched t o t he fa i r in g (see f t g .

8) . Ho w ever, the ske w continued tn s p i te of t he extended tr atlt ng edge t a b .

Aft a erod y nam i c conf i gur a t i on w h tch t s free t o pi vo t about a p oint a ft of t t s a erod y namic center Is I nherent ly un sta b l e about t t s p ivo t . The p ivo t of t he I n t e r - ro t or shaft f at r t ng wa s a t t he 30 ¢ c h ord l oc at ion . I t t s t o be

O0000001-TSA11

expe ct edtha t t_-_ t _r . _?_torsl1_ft ?alrl n qw o u l d n ot l lne up wl tl l t he wind if it s a e r od.y namtc c en ter t_ f orw a r d o f 30 _ of cho r d , I t was r_p o rted i n ref er e nce g t ha t a NACA 0035 _trf o t l h a d an aer od y na mi c canter lo c a t ed 1 6 _ of cho r d aft o f t he l e adt ng edg e , Al t hou g h t he in te r.roto r sha f t fa t rtng' s atrf otl se c ti on w a s a sl i gh t l y th i cke r NACA 0043, r of , 9 i nd i c a t es th a t t h e t rend is fo r t he a erody nm_i c ce nt e r t o m ovefo rward w i t h i nc r e a sing t hickne s s. T h us, t he ava i l- a ble evidence ind i c ates t h at the a erOdyn ami Ccenter of t he i nte r . r o t o r sh a ft f ai ri ng wa s a t leas t as f a r f o rw a r d as 16 _ o f cho r d a ft of t he leadin g edge.

The fai lu r e o f t he i n t e r .ro t o r shaf t fairi ng t o p r op er l y al i gn it self wit h t he f r ee s tr e am w a s , th e r efo r e, a r esu lt of th e ae r odyna m ic c e nt e r be in g f o rwar d o f _

t

the p i vo t po i n t, The ex te nded trat l i ng edg e tab h a d l ittl e effec t o n t he o ri enta ti on of t he int er . r o t o r sh a f t fa ir i n g. The r e a son w a s th a t th e tratl_ng edge ta b w a s no t l o n g en o u gh t o m o v e t he ae r ody n a mi c c e _l :e r aft o f t he pivo t po i n t .

F i gu r e 9 presen t s a s ketch of t h e unf air ed roto r h ub wi th t he r o t o r b lad e s off a nd also sho w s t he i ns t ru m en t a ti on c an . The i ns tr umen t at i on c a n housed s ig n a l co n d i t i o nin g eq ui p ment an d sl i p ri ngs u s ed fo r a cqu irin g da ta i n t he r o tat t n g fr a m e o f r e f e r e n ce.

,Instrument a tion. a nd Dat a ,Reduction , Win d tun n el w a ll co r r e ct i ons h a ve been a p p li ed t o t h e fo r ces a nd m o m en t s m e as u r ed by t h e wi nd t unne l b a l a nce. Th i s w all co rr ec t ion i s b a s ed o n C onven - ti on al f i xed w in g t ec h n i ques, for a wi n g o f s pa n equ a l t o t he r o t o r d ta n l e t e r ( r efe r ence 10) . The w a ll co rr ec ti o n wa s a n i nc r e m en t al change tn t he angle o f _tta_k that w_ p ropQr t lan_l to t h e 1 1ft :

q

w he r e t h e c o n sta n t,O ,Q OI_ 3 1_ dnq / f t _, wa_ d etermine d ba_ ed on rotor _ nd w l nd tuh n ol Io o metrl c p a ramet e rs. T hl_ I nc r o mont a l anglo, _, w o s ad ded to th.

g eometr ic an g l eof at t a ck, _ , t o ob tain t h e co rr ec te d r o to r di s k a nqle o f attac k in f r ee a i r , a .

Balanceforces and momentswere then resolvedto thi s new wlnd-axl ss y s tem,

Tare c orrection s were analytl c all y determlnedto ac c ount for force s and

moments_roduc_dby the expogedmodel support s trut s (ref er ences If, 1 2 ). The

exposedtlp{ Of the wind tunnY_mo d el s upport s y s tem strUt s -we r eestlmatedto

have a total parasitedrag a r ea of 3.3 5 ft 2 . The falring s around the mod e l' s

s upport s trut s (extendlng f r om the tlp s of the wlnd tunnelmod e l s upport s y s tem

s trut s tO the AB C ' s maln landin gg ear wheel wells , see flg. 2 (f))were modelled

a s low aspect ratlOwin g s (A R - 1 . 26 ). An explanatlon of the equationsu s ed

to co r rectth e mea s u r e d forcesand moments for the _ffectsof the strut falr.

In_ I { p r e s ent e d10 Appendix I. The force s and momentsp r oducedby the J 6 0

auxlllarypropulslonenglne s have al s o been subtractedout of th e data p r e-

s ented h e re. The thru s twa s calcula t edfrom a thrust ver s u s exhaustpres s ure

ratiocallbr a tlon whl C h wa s p erfo rm e din an engine test cell before the wind

t u nnel t e st . A n e xplana t l o n o f t h e eq ua ti o nsu se d t o cor rect f or th e thr us t of the J 6 0 englnQ s is pres e nte d in App e ndix If .

A11 aerodynamic forc es and m o m entsare pre s ente d in wi nd axe s. The axi s

center for rotor force s an d moment sw a s on the centerllneo f the Inter - rotor

, sh aft hal fwa y b et w ee n t he t wo r o tors. I n air c raft coo rdinat es th i s p os i t i o n

1 0

A 11 o th er aer o dynamlcf or c o _ a n d m o me n tswore r es ol ve d t o t h e al r craft'sce n ter

of g r avity,wh o s e 1 ocatl o nis sh o wn on fig, I, In aircraftc oo rdinate s , the

c e nter o f gravity I s lo catedat'

F u sel a ge Station= 29 4.7

Water L in e _ i BB

Bu t t L in e = 0

Positi v edir e cti o n so f force s a nd mom e nt s ar e sh ow n in figure I0, Eng i ne t o r qu e s w e r e me a su r ed us i ng p r ess u re tra nsdu c e r s p l umbed t o t he eng i ne t o r que p r essu r e ou t pu t s , T _ 'ose t o r q u es w e r e m u lti pl i ed b y t he en gi ne outpu t sh aft 's r ot ati on a l s p eed t o ob t a i n t he po w e r ou t put , A non t dea l po w e r coef fi c i en t wa s co m puted a s follo ws :

," Cpo / O = Cp / o . o(CL R / o)2 / 2 _ + _ CDR / O

Th e p aram e terC po i s o bta i nedby s ubtractingthe p r op u ls i ve or p ara s it e pow e r and t h e idea l tfld uc ed po w e r f rom C p ; t here f ore , it i s eq u al t o t he sum o f t he rotor p r o fil e p o wer a nd no ni deal in duced po w e r losses , The a e r od y n a m i c fo r ces a nd m ome nt sof t he i sol at ed ro t o r w e r e ob t a i ned by )_! . sub tracting the f o r ces a nd mome n tsdue t o th e f us e la g e fr o m t he t ot al m e a su r ed .

B _

IX

The fo r ces an d m ome nt_ due t o t he fuse l a ge w e r e d eter m ine d fr om t e sti n g wtt h t he rotor blad e ._ o f f, Th t s ' sta re " d u e to t he fu s e lag e w a s d es c rt b e J b y pO l y no - mi a l equ a t i ons t n _ a nd q a fter t t _ e forces a nd m o m en t sdue t o the J 60 e n g in e s h a d been remo v ed . These equa ti ons a r e g i ven t n Tab l e 3 , These t a res w e r e ' 4 o bta t n ed wtt h the i n s t rument a t i on c a n In stal led on t he I nt er -r o t or sh a f t , n o ) hub f a t r i ngs, a nd t he hu b s r ot a t i ng , Ho w eve r , seve ral r oto r -on r uns w ere conducted w tth t h e hub fatr t ngs I n stal led t n pl a ce o f the I ns tr u m en t a t ion can.

_; The fuse l age tares ob t ained wt l:h t he i ns tr umen t a t ion c a n w ere a l so used t o ca l - cu l a t e t he ro t or ' forces fo r these runs . T h e r efore, t he effect of su b s ti tu ti n g t he hub f at r t ngs f or t he i nst r u m en t a ti on can t s t nc lu ded t n t he r o t o r forces and momentss i nce the fuse l age ae r od y n ami c t a r es used t o ca l cu l a t e t he ro t o r fo r ces and moments w e r e ob tai ned wtt h the i ns tr u m en tat ion can I ns t a ll ed.

_t The f ns t ru m en tatt On pa r a m e t ers cons i d er ed t n t h f s re p ort a r e lt s t ed t n Tab l e 4, i nc l ud i ng un it s a nd po siti ve d i rec ti ons. T h e actua l r ad t a l l oca ti on s of the b l ade bend i ng g a ges a r e given t n T a b l e 5 and are s h o w n on a d r a wi ng of l l t he r oto r bl ade t n ftg , 3 . The stg n a l s f r om t h e p a r a m e t ers lt s t ed t n T a b l e 4 w e r e sa m p l ed e nd digi ti zed 64 ti m es per r evo l u ti on, The t tm e h t s t o w w a s smoothed a nd ftl tered b y e limi n a ti ng subharmontcs a n d h a r mo n i cs a bove lO / r ev; a nd a co rr ec ti on for t he Besse l f il te rs t n the a m p li f i ers w as a pp lt ed .

Due to va ri ous proble m e n coun t ered dup i ng the wt nd tunne l test, t he m e a n

v a l ues of t he b l ade p i tch d a t a ( e o and A eo) are no t r e li ab l e f r o m ru n to run . Howev er , t he incremen t s of co ll ective and d i ffe r ent i a l co ll ec ti ve p it ch wit h in a run are re li a bl e .

._ ' ,. _'. , _ . _ .. _ ._. _ _ - : _ , *'- - "' : .......... ' ....................... II i t lI , o_ : m : _._ . _ --. . . , ___, _. :: o . o-- . - L --- _ . --G _-_ - _ - _ = -_ -- , _ - _..........

_ . O P ERA T IN G CONDI T IONS

!_i"' Th e ABC' s perf or manc e an d l o a ds d at a w e r e acq uir edov e r an adv an ce rati o '_!! ; range of 0. 2 5 t o 0.45 wi t h the rotor on and from 60 to 180 knotswi t h t h e r o to r o ff. Fo r the rot o r-onrun s ,the r o t o r s peed w as ad , lu s t e d t o giv e t h e de s ir e d t lp M a ch numb e r,Mtlp, and t he tunnel s peed wa s a dju s t e dt o o b t ainth e d e sir e d

s haft

_i ad v an ce rati o , u. Data w e r e t he n ac qu ir e d f o r a ma t rix of angles ,as , i_ ; '+ and rot o r li ft c oe ffi cie nt s , C L R /o . Th e o p e rai : In g c on d i t i on s at which t he

S ev e ralhub fairin g c on figurati o n s were ¢e s ted,and run s w e re c o nducted

I d ata w e re ac qu ir ed ar e s h o wn in figure 1 1 .

b o i : h with the r o torbla d e s o n and with the r o t o r bl.ade s o ff. T ab l e 6 p re se nts !_ a k e y t o th e c on figurati o n th a t was t es t ed in e ach run. R o tor-ont es tin g wa s _: co ndu c tedo v e r an a ngl e of a ttack rangeof 0 ° to I0 ° . Rotor -o ffte s ti n gwa s

a ttack o f .10 ° t o +10 ° and

_ . con duct e d ove r a n an gle o f r an ge a yaw an gle ra nge

_ o f - 15 ° t o + 1 4 ° . T h e a u x iliarypr opu l s i onen gin es w e re o p e r a t ed at fll g ht i d le . f or a1 1 r uns ex c ep t f o r r un 10.

i _

,a

R ESU LT S

Perform a nce D ata

_. Th e perf o rmance data are tabu l atedin S e ct : ion A. A dictionary o f th e

': p a r a met ers i s pr ov i ded i n T a bl e 7 . T he da ta a r e o rga n i zed b y r un n u m be r.

_' C ontrol and Loads Data

i+" The con tr ol a nd l o a ds d ata ar e t abul at ed i n Sec ti on B. The oscill at o r y i++ (o n e - h a lf pea k - t o - pe a k) a nd me an loads , t he blade pit ch co ntr ol se ttin gs, an d T " . " - : , th e one-h a l f pe a k- t o - pea k a ccele r a t i o n s ar e p r esen t ed . A d i c ti on ary o f th e . , , p aram e ter s i s pr esen t ed i n T a ble 8. The d ata are o r g a n i zed by r un numb e r.

O etotled L o a ds Data

De t a i l e d lo a ds d a t a are g t ven t n S ec t to n C . The fir s t . 1 0 h a rmon i cs an d th e t tm e h i s t or y over one revolu ti o n a re presen te d fo r th e bl a de bend tn g m om e n t s, ptt ch ltn k lo a ds, and up p er ro t o r shaf t s tr ess , A d i c ti o nary of t h e p aramet ers t s prov t ded t n T a ble s 7 an d 8 o The pit ch lt nk load g i v e n tn th e de tatl ed l o a ds pre s en tati on ts th a t of the red, t n s tru m en _ . ed b l a de , As ] previ ousl y no t ed, w hen the i ns t ru m en t ed bl ade of t he upper rotor w a s a t _ = . .. t

0°, t he ins tr u m en t ed b l ade of t he lowe r _ o t o r was a t _ = 300°, . t

P]otted Data

s elec t ed pe r fo r mance and l o a ds data a r e plotted in Sec t ion D. A d i c t io -

nar y of t he pa r ame t ers is p r ovided in Tabl e s 7 and 8 . Fu s e l a ge aerod y na mi c ch at ' a c tert s ti c$, rotor p erfor m a n ce, ro t or l o a ds, an d at r f r ame v i b rati on p lo t s

are presented . The data points a r e designa t ed b y c ir c l es on t he plo t s . The

m ajori ty of the plo t s present i sog r ams for a p a rticula r quan tit y as a functton

o f rotor l ift and rotor drag, a t a g i ven advance ra ti o . The con t ou rs are i n -

terpolated fro m the valu e s of t he quant ty a t t he data po i n t s , T h e parameter

_ , c v i n th e uppe r l e ft-ha n d co r ne r o f t he p l o t s i s the rm s e r ror of th e es timat e

: I

o f t h e q uantityat the data p o int s ba s ed o n the inter po lat e d c o nt o ur s .

- -'I! 4

t_ : 14

REFERENC E S

1, Rudde11, h , a ,, et a l, " Adv a ncin g B lade Concept (ABC) Technoloq y Demonst r a -

t o r," U S AA V RAD C OM- T R- 81 -D- 5 , Fo rt Eu s tls,Vir g ini a ,A p ril I g B 1.

2 . Rud e l l ,A.J., "Advanci n g Blad e Co nce p t (AB C )D e v e l op m e nt," Pap e r N o . 10 12 , pr ese nt e dat the 32 nd AH S Na t i o nal F orum,W ash ingt o n,D.C., May 19 76 .

3 . Klin g loff,R.F., "RigidC o axial (AB C )R o t o r Sy s tem Stabilityand C o ntr o l

Characteri s tic S ," Pap e r N o . I (}4 5 , p r es entedat the 32 nd AHS Nati o nal Fo rum, Wa s hi n g t on, D.C., May Ig 76 .

4. A bb e , J .T . L ., a nd Bl a c kwell, R.H. , "Ad v a nc i n g B la de Co n cep t ( AB C) Dyna - '_ mic s ," Paper N o . 77 . 33 - 3 1, pre se ntedat the 3 3rd AH S Nati o nal F orum, J_ Wa sh ing t o n ,D.C.,May 19 77 .

5. R u dde l l., A.J., an d Macrin o ,J.A. , "AdvancingBlade C o ncept (ABC)High

Speed Devel o pfnent," Pap e r N o . B0 - 5 7 , pre se nt e d a t th e 36 th AHS Nati o nal F orum,Wa s hington,D.C., May 1980.

6 . Stroub,R. H ., F alar s ki,M.D., McCl o ud,J.L., and So derman,P.T., "An

: ' Inve s ti g ati o n o f a Fu11-ScaleAdvancin g Blade C o nceptRo t:o r S y S tema t High Advanc e Ra t i oS ,"NA S A TM X- B 2 ,081,Augu s t,19 7 1.

7 . S he e hy,T,W., a n d Clark,D.R.j "A Meth o d f o r PredictingHelic o pterHub

Drag, "USAAMRDL T R- 75 -4 8 ,January 1 976 .

8 . Felk e r,F.F,, "Hub Drag Re d ucti o nby the U s e o f Fair l ng s ,"pr ese ntedt o

the L os Angele s Cha p t e r o f t h e AHS, January 1 98 1,t o b e publi s he d .

R E FE R ENC E S(CONTINUED)

g. Bu1 1 1va n t,W, K ., " Tes t so f th e NA C A 00 2B a nd 00 3 B Alrf o il s in t he F u1 1 - Scale Wind T unn e l,"NACA TR- 7 0 8 , 1 941.

1 0. Pope , A . , an d Har p e r,a.J., " Lo w Speed W i n d T un nel Tes t i n g ,"J o hn W lle y

and S o n s , Inc. , 19 66

11. Noe r ne r, S . F . , " F l ' ui d -Dynamic Dra g ," Se co nd E di t i o n,H oe rne r Fl u id Dynamics,1 965 .

1 2 . H oe rn e r,S. F . , " F l u id-D y n a m l c Lift," H o erne rF lui d Dyn a mic s ,1 975 .

,i i r

i,i_ l ' m

I

• _ . ,_. _ _

_.: .,..,,_." ,__, / Z_,_ _,__ ...., , ....... - . " " - " o o- & 'T _T# '_o ..... _ ..... °

'I

1.9

L ,.,.-- -- ,_.-,.,,,., ..... o' _ ' _ '. - I , I I I I I I I I I I I I I ,,, , + , _ , + , o :_, _ + ,++ ;:_ + " + + °

22 i

I /

2 3

# .... • ,..

_i _i _ 8

• |_ ,.

; . ORIGIN A LPA G EI S

OF POO R qUALITY

• - • ," u "- " ' o ..... _ . 8 + . , o ., - ............................_ ..................... - : . ..... _ ..... . . , ..... - H , p.- '. o ' ' . . , , _ ,o , , . , _ . . _ e . . o o oo 1 _ " _ " v . ' . .

} / _ , ' " Fi g ur e 2(e) ,Cl ose-up V £ e w of Ro tor H ub s !, ! , > , i

ORIGINAl.PA G EI S

OF P G ORQUALITY

.... F iSu _ e 2( _ ). Close-up Vie w of Model Suppor t Struts 3 6

3 T

2 8

20-

I

1 2 ....

i

8,"

4 "

I I I I ........ i

0 .2 .4 ,6 , 8 1 , O

r l R

Figure 4, B LADETHICKNESSDISTRIBUTION

.j ..........

• r .... _ .

G i i

• 4

ii i I

' .0

'i

. 4

I .... I I I I

0 ,2 .4 .e .8 1.0

r / R

Figure5. BLADE TWISTDISTRIBUTION

3 '

0 100 200 300 400 500 600 700 800

_ TIP SPEED,ft / sec

Figure 7. BLADE NATURAL FREQUEN C Y DIAGRAM

-, ." , i 2 " WIND

I

'! 'Jl r _ - TRAILIN G EDGE

• _N ii!

3 '

INTER-ROTOR S H AFT FAIRIN G

I

Figure8. SKETCH OF HUB F AIRIN G $ q

t

!

!_ 42

................................................, ,, _,,_,__ _i]r_ ri ,.... r , ii - + ' ._ ................ .... _---.... . _ '..... _"__-" ..... ..... "..... ".......... "........ _ " ............. _--_ .......... _l-.......... '_ ...... _-__'-_ ' ........ __f"....... ' _: ":" i " _ .

I CM z

CyR

CDR

CMy CMX

J i

° _ SHAFT

Figure 10. SKETCH OF FORCES A N D MOMENTS

SHOWING POSITIVE DIRECTIO N S !

A PPE ND I X L

Equ a t ions Us e d t o Co rre ct f op Fo r ce s a nd Mom e nt sP roduced b y ExposedModel.

' _ Suppor _ St r u t s .

i ::; The strut f a trt n g s w ere c a nted 34° do w n r e l a ttve to t he ho ri zon t a l . The _ l t ft an d d ra g for c e _ o n t he f atrtng s we r e c al cu l a t ed as f o l lo w s:

= y a w ang l e , d _ g, pos t tHve nose righ t

! - _ a = corrected a ngle of a t t a ck

' - - " " _ _ ' l "R F " s u bscri p l ' d e not : es ri g htstr u t f a iri n g

I_ " LF" subsc ri p td e n o t es left s tr u t fairing

ORF = cos 3 4 ° a +s i n 34° _

<,_ t

a LF = c . eS . 3 4 ° a- s i n 34°

;= 3 .

CLR F = 0 . 02698 aRF + 1 .8 s in aRF I s in aRFI

CLL F = O. 02 6 9 8 a LF + 1. R s in = LF I s in aLF I

= LiftR F = 5 . 22 q C L R F

LtftL F = 5 . 22 q C L L F

CDL F = 0 . 02698 aRF te n (O _ F / 2) + 1 . 8 s i n aRF Ist n = RFI (i ndu c ed)

+ 0;02002 + 0 . 016457 CLRF 2 ( pr of i le)

CDL F = 0 . 02698 o H . F t an (cq . F / 2) + 1 . 8 s i n aLF Ist n = LFI (i nduced)

+ 0.02 00 2 + 0 . 0 16457 C LLF 2 ( pr o fil e)

•: O ra g R F = 5.22 q C D R F

D ra g L F = 5.22 q CDL F

4 6

= ' i

D ragRF I = 0.294 7 q ( fuselag e / falring int e rf e r en ce }

D raq LFI = 0. 294 7 q ( f usel a ge /f air ing i n te r f e r ence)

Dra g N T = 0.7 5 q (n ose str u t tip dra g }

Draq RF T= 1. 5 q ( s truttip dra g }

Dr ag L F T = 1. 5 q (s trutti p d rag)

T h e c o rr e cti o n s mad e t o th e aircraftf o rc es and m o m e nt sd u e t o the lift and drag o n t he f a iringsw e r e a_ f o ll o w:

" U " sub sc ri p t mean s unc o rrect e d

"C" s ub sc riptm e a ns c o rr e cted :'

Lift c = Lift u - c os 3 4 ° (LiftRF+ LiftL F )

Dragc = Dragc - ( Dra g R F + D r ag RF I + Dra g R F T

+ DragLF + DragLF I + DragLF T + DragNT)

Side Fo r ce c + Sid e Fo rc e u - s in 3 4 ° (LiftRF- LiftLF)

Pitching M o m e ntc = Pitching M o mentu 3 4 ° LiftRF (Xc os a cos _

]

+ Y s i n _ - Z s i n a ) + cos 3 4 ° LiftL F ( Xc os a c o s

- Y s l n , - Z s i n a) + ( DragR F + Drag LF) (Xs l na + Z cos a) i

i

+ ( Dra g R F I + Dra q L F i) ( X I s in a + Z I c os a )

+ (DragR F T + Drag LFT)(X T s i n a + ZT co s a)

]

+ DragN T (Z N cos a - XN s i n a) 1

4 7 1

• R olli n gM om entG - Rollin g Mom e nt u + cos 34° Lift RF (ycos@ -Xsin $ co s _ )

- cos 34 ° LiftL F (Yc os @ +Ysin @ co s _) + sin 34 ° Z c os

(Lif t RF - L ift LF )

Yawin g M o m en tc = Yawin g M o m en t u - Dr agRF ( co s _ - X s in _ cos _ ) + Dra g L F

(Y c os@ + X s i n _ cos _) + 2 Dra g R F I X l s in _ c o s a

- Y T c o s $ (Dra g R FT - Drag LFT) + XT s i n $ cos

(DragR F T- Dra g L F T)- DraqNT XN s in

T h e d i me n s i o n sX , X T , XN e tc. ar e th e d i s tanc es (in f ee t)b e tweenthe aircraft !_ moment re so lving cent e r (aircraft c.g.) and the location s o f th e variou s fill :

and drag producingcompon e nt s , s uch a s the s i_rut fairing,the s trut fairing

b tip, etc.

X = 4.845 ft XT = 4.683 ft

Y = 2 . 925 ft Y T = 4.1 6 7 ft

Z = 3 . 4 75 ft ZT = 4 . 4 ft

X i = 4 . 9 76 ft XN = 8.4 ft

X I = 3 .0 55 ft ZN = 4 . 25 ft

4 8

;'_- ,i ...... c_,, '_ ....... " ........... i_=i ...... " " :"" _- _.... " " " ............... I II II I ":""' " ,i .... , ........ .- ...... :_.._:.,:.,_- - • "'.'_-- -.,. _ :,,- _-_" ",_'..". ' -- ........

" ' A P P EN DIXII

_T E qu ati on s U s ed to Co rr_t f o r t h e T h rust o f t h e d6 0 E n g i nes , The J 6 0 e n g in es o n the AB C w e r e c a l i b rat ed in an eng in e test ce l l b e f o r e th e win d t unne l tes t . Th i s c a l lbratl onr d e fln ed t he r e latl onsh l p be tw eens tatic

-!_

l th r us t a nd exh a ust p r essu r e r a ti o (EP R ) . Du ri ng th e wi n d t unne l t e _t, t h e m e asu r ed ErR and t he test cell ca li b r a ti on w e r e used t o calcul at e t he s tati c t thr us t o f e a c h engi n e. Thts v al ue f or the s t a t ic t h ru s t w as a n a lyti c ally " co rr ec t e d t o a ccou ntf or t he e ff ec t on th e t h r us t o f t he n onze r o v e l oc ityi n the tunnel.

Th ru s t = 6 ( TEp R + A T M) ( Ibs)

w he r e 6 = b ar o m e tri cp r es s u r e (i n Hg) / 29 . 92

TE p R = s tatic thru s tca T cu l ated , f.r. o m t h ru s t v s . E rR ca l ibrati o n, I b s

A T M = co rrecti o nt o thru s t due t o n o n ze r. o wind ve lo city, lb s

The va l ue o f TEPR a s a functi o n o f th e mea s ured EP R wa s deter m inedby a linear i'

interp o lati o n b e tweenthe neare s ttwo value so f EPR and T Ep R in the f o l lo wing

t able:

T

EPR EPR

, !

1. 0 0

1 . 063 200

1. 1 29 40 0

1 . 198 600

1 . 267 800

i ,

, 1 . 337 1 000

,, , 1.410 1 20 0

il 1.486 1 4 00

1 .564 1600

1.64 1 1800

_ , 1.719 20 00

iI_ : , • 1.796 2200

_ - " 1 .873 2400

=_ 1.9 4 8 260 0

2.022 28 00

2 . 098 3000

I "W.'I

t

_ 49 t

Th e valu e o f . AT M Wa s al s o d e t erm in e d b y 11n e a p Int e rpol a ti o n, Th e

I nt er p ola ti o n fo r tunne l Mech.nu, _ e r , Mtu n, was pe r f or med ft_t and th e

In t erpo lat ion for EPRw a s perfo rme d next . _

!

_ TMa s a Func t ton o f M t un and ErR

M tun

0 0.05 0.1 0.15 0.2 0. 2B 0. 3

1.0 0 0 0 0 0 0 0

1 . 1 0 - 22 -40 -54 - 64 - 72 -72

1 . 2 0 -40 - 71 - 96 - 113 -127 - 127

EPR 1 . 3 0 - 57 - 1 0 1 - 135 -160 - 17 g - 179

1. 4 - 2 . 0 0 - 6 4 - 114 - 155 -1 83 - 202 - 205

2 . 1 0 - 64 - 114 - 155 - 183 -202 - 192

A f t e r t he t h r us t of e a ch 0 60 eng i ne h ad been c a l cu l a t ed b y t he a bove m e t hod, i t he fo r ces a nd momen t sp r oduced b y t he eng i nes we r e r e m ovedf r o m t he measu r ed f o r ces and m o m e nt sus i ng t_ e fo ll ow i ng equ a ti ons:

"c ° ' me a nsco r rec t ed

"u ° ° mean s u n correc t ed

Ltftc - Ltf t u - stn a (TR + TL)

Dra g c - Dragu + cos a (TR + TL)

Pit ching Mome n t c . Pitchin g Mo m e nt u ; (TR + TL) (1. 88 stn a cos a + cos a

(1.21 + 1.88 stn a )

Rolltn g Momen t c = Rolltn g M omen t u - 4.42 (TL + TR) stn Q

Yawin g Momen t c -Yawtng Momen t u - 4.42 (TR + TL) c os a

l Th r ee e rr o r s a r e eviden t tn th ese equ a t io ns which ha ve n o t been c o rr e ct ed t n t he : data presented t n th t s paper.

(1) t h e .nd e r l tn_ d "." st gn tn th _ pttch l nq t n o me n t e quat to n _hou ld be a "+" s t,qn a n d t h e u n derl ; n _d "+ " s tqn s ho u l d b e a " - " , _ tqn, (2) th e under l in e d ". " stg n t n th e y aw tn_ l m ome n t e qu at ton s hould b e a " + " s t qn , (3) t he e f f e ct on t h e ot r c ra f t f o r c e s a nd m o me n t sdue t o a t ec r a ft y a w a n g le cha n g es h a ve no t been tnclud e d tn th e se equ at ion s , Th e e f fec t of t h e se er r ors on the dat a p r esen t ed he r e h as b e en ev a lu a t ed, a n d

tn no case does th e effect of a n y e r ro r exceed 2 _ o f th e da t a p r esented , The

onl y excep t ion to th ts ts tn Run 10, where signi f ican t a m oun t s o f auxiliar y

propulsion thrus t we r e used ,

At _ c _a i _ Pe rf or ma nce D a_a

" , _ . _ _; Q _ , , _ , V I

F ' Fi_O_ i NG P ACE R I _ L AN K NOTFILMED

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