Aerodynamic characteristics of a powered tilt-proprotor wind tunnel model

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NASA TECHi , ;ICAL NASAT M X-7 2 818

M S M O m A N D U M (0PYN0.

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AI _O DYNAM IC CHARAC T I _ ISTICS OF A POWERED TILT..PROPR O TOR

WI ND-TUNNEL MODE.

John C. W ils o n, R a y mond E.Mineck, a n d Carl E .Freeman

Langley Direct o r a te,

U.S. ArmyAir Mobility R & D Lab

( N_S_-T _- X- 728 1 8 ) _ ZE OD Y N_IC N 7 6 - 27213 • CH_._A C T_BI_CTICS CE _ IOWE_ L D II L T-P_C [ BC T C_ W IND IUNNE [ _OD E I ( _A- c _ ) 273 p HC $ 9 .6C CS C l 01 C Unclas G 3 / _ 5 _5 C S.

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4 T _t le an d S b t t t le 5 R e p o r t Dd l e AERODYNAMIC CHARACTERISTICS OF A POWERED TILT- March 1976 PROPROTOR WIND-TUNNEL MODEL 6 Pe" o rm,ng O r _n, . _ ,, on Co_e l A u tho r ( s) 8 P c , fa r ming C ) rga n, z _ h on R ep cs r t _o *Jo h n C . Wils on, R aym ond E . Mi ne c k, a nd Carl E . F r e e ma n 10 Work Uni t No.

,, Pe. o .....gOrg_, . _, , on N_ea . d A_d r os_ 5 0 5-11"41" 10 ' - .( NASA L a n gley Research C e nter , I Cx_n tra c t or G r a, _ D_o J Hampt o n , VA 23665 i 1 3 T ype o f Repo r t an ' J P:, r ,o_ C_._ • ,_I I _ Spons or ,rig Agencv Name an d Add r _s T ech_ical Mem o randu m National Aeronautics& Spcce Administration 14 Sp onsor m g A_ n c v C o de Washington,DC 20546 15 Su pp lem e n tar y No t es *U.S.Army Air Mobility R&D Lab LangleyDirectorate 16 Ab strac t A n i nve sti g atio n w a s c _ n d u ct ed i n t he La ngle y V / S T OLt unnel t o de t e r m i ne t he pe rf o rma nce, st ab ility and con tr o l , a nd r o t o r-wa ke i n t e r ac ti on eff ec ts o f a p o weredtilt-pr o pr o t o r aircraftm o delwith gimbal-h u b r o t o rs. T ests .

were conducted at representative flightconditlons for hover,helicopter, transition, and airplanef l ight. Ferceand moment data were obtainedfor the completemodeland for each of the two rotors. In additionto wind-speed variation, the angleof attack,angleof sideslip,rotorspeed,rotor collective pitch,longitu d inal cyclicpitch,r o tor pylon angle,and configu- rationgeometry were varied. The resu l ts,presented in graphicalform, are available in tabularf o rm to facilitate the vali d ation of analytical meth o dsof definingthe aer o dynamic characteristics of tilt-proprotor configurations. For the most part,the data are presented in this report without e xten s ive a n aly seso r cor r elations with theory.

7. Key Words ($ u tg ,K. ted bv Author(s) l 18. O = tt h button Statement Ti I t- p r o protor " Wi nd -t unn el te s t s U nclassified - Unlimited { r Wa l 1 c o rrecti - _ ns , w - , I / Unc l a ss i fle d Uncla ss i fled i L . 270 $8.50 _ '_ ' _ I 1 I T I AERODYNAMIC CHARACTERISTICS OFA POWERED TILT- P RO P ROTOR WIND-TUNNEL MODEL John C . Wi l son, Raymond E . Mineck, and Car l E. Freeman Langley Di rectorate U.S. Army Air Mobility R&D Laboratory NASA Langley Research Center Hampton, Virginia 23665 SU MM A RY An in v estigation was c o n o ucted in the Langley V / STOL tunnel to determine the performance, stability and control, and rotor-wake interac Li on effects of a powered tilt-proprotor aircraft mode l with gimbal-hub rotors. Tests were con- ducted at representative flight conditions for hover, helicopter, transition and airplane f l ight. Force and moment data were obtained for the complete model and for each of the two rotors. In addition to wind-speed variation, the angle ! o f attack, angle o f s ides l ip, rotor speed, rotor collective pitch, longitudinal cyclic pitch, rotor py l on angle, and configuration gcometry were varied. Th_ results a.'e presented in graphica l f o rm; they are also available in tabular form through a supplement to the present report to facilitate the validation of analytical methods of defining the aerodynamic characteristics of tilt-proprotor configurations.

It was found that the existing correction procedure for open and closed test-section configurations resulted in noticeable differences ip corrected aerodynamic data.

INTR O DUCTION The ti l t-proprotor VT OL aircraft c o nfi gu ration offer s a means of combinin g the lift e ffici e ncy o f the h e licopter i n h o ver with the cruise efficiency of the pro p el l er-driven aircraft in f o r ward fli g ht. Two r o tor concepts which are candidate s f o r the tilt-pr op r o t o r c o nfi gu ration are the thre e -bladed- g imbaled r o t o r c o nce p t a n d the t h re e -bladed-ri g id, so ft-in- p la n e, rotor c o ncept. The evaluati o n of the s e ca n didat es req u ired a e rodynamic te s t s as in ref e rence 1 to __ p r ov ide data d e scribin g ba s e l i n e trim characteristic s ,f o rce s and moment s , and _.

stability and control derivatives, to identify and explore potential problem areas, and to provide an experimental base for the validation of analytical methods of deriving stability and control characteristics. The flight range of partic'Jiarinterest is the low-speed / transition-flightfrom helicopter mode through low-speed proprotor mode, where the rotor shafts are essentially horizontal.

A wind-tunnel investigationwas undertaken to evaluate the aerodynamics of the gimbaled rotor version of the tilt-proprotorconfiguration. A powered l / lO- scale model was tested in the Langley V / STOL tunnel. The rotors were driven through a common transmission by two electric motors. The model had three force and moment measuring balances: one t_ measure total loads and one in each pylon to measure rotor loads. Variations were made of angle of attack, wind speed, angle of yaw, pylon tilt angle, rotor speed, collective pitch, longi- tudinal cyclic pitch, elevator angle, horizontal tail incidence, and flap / aileron angle.

The capability of the model to provide data was facilitated by three balances, remote actuation of rotor controls for collective and cyclic pitch, strain gages on the rotor blades, and variation of configuration, i.e., pylon tilt angle, empennage, and removal of rotors. The data presented herein will permit the assessment of rotor wake effects on the wing and horizontal tail.

Both gross and net hover performance, as affected by airframe download, ground proximity and flap / aileron settings were obtained. Control power as affected by differential collective pitch, mean longitudinal cyclic pitch, differential longitudinalcyclic pitch, and elevator angle were evaluated from hover through- out the transition flight speed range. Some testing was made with the horizontal and vertical tails off. This provided data to evaluate the influence of the rotor wake on the tail contributions to pitching-moment and yawing-moment characteristics. Stability derivatives related to angle of attack and angle of sideslip can also be determin e d from the data which is presented in graphical form. Comprehensivetabulations of the data are available in a supplement to this report. A request form for the supplement is found in the back of this rep o rt. F o r th e m o st p art, the d ata in _his r e p o rt ar e presented with o ut c o rrelati o nwith the o ry.

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SYMBO L S

A sketch of the axis systems used in this investigation showing the positive direction of forces, moments, and angles is presented in figure I.

Force and momentdata are referred to both stability axis and body axis systems.

A nominal center of gravity was defined as the origin of both axis systems, it should be noted that the position of the center of gravity would change as the pylon angle changes on the full-scale aircraft. The rotor force and momentdata are referredto the rotorshaftaxis systemwith the moment center located 22.16cm !8.725in.) from the rotorhub towardsthe conversionaxis (centerof pylon rotation).

The physicalquantities in this paperare given in both the International Systemof Units (Sl) and the U.S. Customary Units. Factorsrelatingthese two systemsof units are presented in reference2. The symbolsand coefficients are as follows(symbols enclosedIn parenthesis are used in the data tabulations).

als lateralflapping, deg A rotordisk area,_R2, m2 (ft 2) b2 AR aspectratio,T b wing span,m (in.)

bls l o ngitudinal flapping, d e g br n u m ber o f r o torblades BIs(BIAV ) averagelongitudinal cyclicpitchof left and right rotors, measuredfrom shaft, B1SR + BlSL , deg . BIsL(BIL) l e ft r o torl on gitudinal cyclicpitch,measuredfrom shaft,deg • BI SR (B I R ) ri gh t r oto r long lt ud i n a l c y cl i c p i t c h,meas u redfrom shaft,d e g L c local chor d , m (in . ) E mean aerodynamic chord,m (in.)

cr rotor bladechord, cm (in.)

FD CD(CD) drag coefficient,_ (stability axis) CL 2 CDo profiledrag coefficient, CD - reAR H CH rotordrag forcecoefficient,p_AVT 2 MX C_(CRM,CR) rolling-moment coefficient aboutthe centerof gravity, (CRMfor body axis, CR for stability axis) q Sb C_,s(CRS) slipstream rolling-moment coefficient aboutthe center of gravity, Mx (stability axis) FL CL(CL) lift coefficient, FL CL,s(CLS) slipstream lift coefficient, FL CL,vT(CLVT) lift coefficient, p_AVT _ dCL CL_ lift-curve slope, My Cm(CPM,CM) pitching-moment coefficient aboutthe centerof gravity, q S_ (CPMfor L ody axis, CM for stability axis) Cm,s(CMS) slip s tream pitching-moment coefficient about the centerof gravity, My (stability axis) Mz Cn(CYM,CYW) yawlng-m o ment c o efficient ab o ut the center o f gravity, q®Sb (CYMf o r s tability axi s ,CYW for b od y ax i s )

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Cn,s(CYMS) slipstream yawing-mnment coefficient about the center of gravity, M z qsSb (stability axis) FN CNF(CNF) normal-force coefficient, qoS (body axis) QL + QR CQ(CQAV) average rotor torque coefficient, 2 2p_ARV T' TL + TR CT averagerotorthrustcoefficient, 2(p_VT2) -F D CX,s(CXS ) slipstream propulsive forcecoefficient,qss Fy Cy(CY) side-force coefficient,_ , or rotorside-forcecoefficient, Y

p AV T

Fy Cy,s(CSFS ) slipstream side-force coefficient, D rotordiameter, m (ft) e span efficiency factor FA(AF) axialforce,N (Ibf) F D drag f o rce,N (Ibf) FL lift force,N (Ibf) F N(N F) norm al f o r ce ,N ( I bf ) Fy ( S F ) s i d e f o r ce, N (lbf ) h heightfrom g r ou n d t o r o t o rh ub , m (ft) H rotordrag force at hub, N (Ibf) it tail incidence with respectto body axis,deg Mx(RM) rollingmoment aboutthe centerof gravity,N-m (in.-Ibf) My(PM) pitching moment about the centerof gravity,N-m (i_.-Ibf) Mz(YM) yawingmoment aboutthe center of gravity,N-m (in.-Ibf) N rotorspeed,revolutions per minute PML left pylonpitchingmoment,N-m (in.-Ibf) PMR rightpylon pitchingmoment,R-m (in.-Ibf) QL(QL) left rotortorque,N-m (in.-Ibf) QR(QR) right rotortorque,N-m (in.-Ibf) TL + TR qs(QS) slipstream dynamicpressure, q_ + 2A ' N / m2 (lbf / ft2) l q_(Q) "ee-stream dynamicpressure, _ p® V 2 , N / m2 (Ibf / ft 2) r radialdistancefrom hub , m (ft) R r o t o rradius,m (ft) RM L l e f t p y lon r o11 1n gm ome n t , N-m (in.-lbf) RM R ri ght pylon r oll l n g mo m en t,N-m (I n .- Ib f) S wl n g a r ea ,m2 (ft 2) t atr f o t l thi c kness, m ( ft )

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TL(TL) left rotor thrust,N (]bf) TR(TR) rightrotorthrust,N (Ibf) V= fr ee -stream velo c ity, m / sec (ft / sec) VFs(V,FS) full-scale flightspeed, 3600 V= ( tipspeed scale factorof 0.6), kts 6080 V T ti p s peed,_R, m / se c (f t / sec ) X , Y ,Z a x es Y rotorside forceat hub, N (Ibf) _(ALC) angleof attack (corrected for tunnelwall boundaryeffects), deg A_(DALF) angle-of-attack changecaused by tunnelwall boundaryeffects,deg _ p pyl on a n gle,a n glebetweenmodel reference and pylon s haft axis,deg B a n gie o f s ideslip, de g 6 a a iler onde flection, trailinge d ge down p o sitive, deg 6 e el e v a to r d ef le ction, de g 6f f lap d ef le ctl on , d eg _ 3 pit ch fl ap coup lingangle, d eg AB c d iffere n ti a l b lad e coll e c ti v e pi tc h ,e cL - e cR , d e g OcL + OcR - e c ( THA) average blade collec t ive pitch , me a suredat tip Z , deg

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' ' ! 1 1 , I %L (T HL ) l eftro t or c ollectivepitchat bladetip, deg 0cR rightrotorcollective pitchat blade tip, deg etw bladetwist,deg V _(Mb) r o toradvanceratio, p_ free-stream density,kg / n 3 (slugs / ft 3) brCrR rotor solidity, T ¢ r o ll angle, d eg rotor s pee d ,rad / sec Notatio n : CG ce n terof gravity M O DEL ANDAPPARATUS Drawings o f the mo d e l are pr es ented in figure s 2 a n d 3. Geometriccharac- teristic s are de s cri b edin Table I. The model had a f o rward s weptwing with plain flapsand ailer o n s and a propr o tor nacelle(hereafter referredt o as pyl o n)at e a ch wing tip. The pyl o ns,ca n ted o utward4° fr o m the vertic a l,c o uldbe manually adj u st ed with s uppo rtstr u tst o angleso f 0° ( airplane), IS ° , 30° , 4 5 a , 6 0 ° , 7_ ° , an d 90 ° (he l ic op ter).The f l aps a nd ailer ons c ouldb e set with the trai l ingedge do wn 0 °, 20°, S 0°, an d 6 2 ° , an d o n that ai l er o n o n l y, trai l inged g e up 20°. The ho ri zon t al s tabi l i ze r, whi ch co u ldbe manually a d j us t edto i nc i d e nce set ti ngso f 0e a nd + _ . 5 e , w a s lo c a ted a b o u t ha l f w ay up the vert l c als t a bl l i z er and w as e q uipped wlth a rem otel y ad ju s tab le elev at o r .

T he m odel construc t ion , d esc r ibed tn d eta il i n r e f er e nce 3 , u t tltzed s te el, alu m inu m, w ood , a nd fibergl a ss c omp on ents. The fu s el a ge h a d a s t eel b a ckbone wi th al u m tnu m bulkhe a ds supporting a lu m tnu mf usel a ge shells f or wa rd o f t he wi ng | and fiberglass shells aft. The main gearbox for mechanically interconnecting the rotors and electric motors (rated at 21.63 KW (29 HP) each) for driving the proprotorswas in the fuselag e . The wing structure consisted of shaped woodc,; panels attached to an aluminum spar. The spar, a "torque box" formed by an aluminum channel with cover plates, contained the shafting from the main gearbox to the tip-mounted gearboxes in the pylons. The vertical stabilizers had a steel spar which attached to the fuselage steel backbone. Wooden panels provided the aerodynamic shape (airfoil) for the vertical and horizontal stabilizers. The horizontal had an aluminum spar.

The proprotors were counterotating up at the center. Each proprotor had three blades attached ta a gimbaled hub. The blades were made of steel, aluminum, and plastic foam, all covered with fiberglass. As noted in Table I, they were highly twisted. Spanwise and chordwise mass distribution and stiff- ness were dynamically scaled based on a model tip speed of 0.6 times fu11-scale tip speed. The blades were provided with strain gages for monitoring beam, chord, and torsion loadings at the 27.3 percent radius station. The gimbal hub p e rmitted f l a pp ing mo ti o n of the rotor, though hub springs moderately restrained t h e flapping motion. Flapping motion was measured on both rotors. The inter- connection of both rotors through the 90° gearboxes in the pylons, shafting in the wing, and main gearbox in the fuselage resulted in the same rate of rotation and phase relationship. Each rotor had independent controls for varying collective pitch and longitudinal cyclic pitch. Collective pitch range was -ll° to 330 (at the blade tips) and the longitudinal cyclic range +_ 1 2 °.

The model was mounted on a strain-gage balance attached to.a special sting support. The sting, shown in figure 4, by movement of the three joints in concert, kept the model on the centerline of the tunnel (for in-ground effect tests t he w hole s ting was l ow e red ) to m i n i mi z e a e r od ynamic i n terference ( effects o f t h e w alls . T h e s train-gage balanc e me asu re d a ll s ix com pon e n t s o f the total force s and moment s on the model. Angle of attack and angle of roll were mea s ured with electronic inclinometer s inside the model. In s ide each pylon the r e wa s a th r ee-c om ponen t r ot or b ala n ce to mea su r e the r oto r th ru st , r ot or pitch i ng moment, a nd r oto r r oll i ng mom ent. The mo me nt r esolv i n g cente r of the ba la nc e wa s located 22.0 cm (8.66 i n.) f rom the cente r o f the g im b a led hub.

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I Rot o rt o r qu ewas mea su r e dwith s traingage son the r o t o r s haft. El ec t ro n ic signalsfrom torque,bladestress rotorflappi n g, and pitch link load w ere passedthroughslip-rlng assemblies, one in each pylon.

Data were recordedon oscillographs and a digitaldata recording system.

The oscillographs recordedthe dynamicmeasurements pa ss ed throughthe slip- ringsand the pylo n balancesignals. The digitalsystemrecor d edthe " s tatic" data from the totalforceand moment balance,angleof attack,angleof rol;, angleof yaw, and wind speeda n d al s o recordedthe pylon straln-gage balance s ignal s ,rotorspee d ,and rotortorque s ignals.

TEST C ON DI T I O NS Thi s i n v es tigati o n wa s c ond uct ed i n t h e Langle yV / S T O L t u n n elw h ich i s a c los e d retur n ,atm os pheric tun n el. The tunnelte s t s ecti on mea s ure s4 . 4 2 m ( 1 4. 5 0ft) by 6 . 6 3 m ( 2 1 . 7 5ft ) . The mode l wa s s upp o rte d o n a s pecia ls ting which kept the model in the center o f t h e tunnelf o r the vari o u sa ngle so f p itc h ,r o11,and ya w us e d i n t he i n ve stig a ti o n. Th e st i n gc o u ld be r a i s ed o r lo were dto permitte s tingi n g r o un d effec t .

Bef o ret est i ng the m o de l i n the tunnel, t he I g t rim c o n d iti ons o f the fu1 1- s cal_ a ircr af twe r e e s tima t ed us i n g the c o m pu terprngramin reference4.

V a ria t i on o f t rim a tt i tu des a nd c on tr o l po si t i on were m a de abo ut t heset rim po siti on s. L a teri n t he test p r o gr a m( a fterRu n I / 6 ),the pr o ce d ure w a s alt e red w h e re bytrim p os iti o nwas establis h ed by varying_ r u st in a n attemptto o btain scaledlift and drag at a specified attitude.

The model was test e dwith th e rotors r em ovedfor severalpylon angle s to det e rmine t he unp o w e r e d aero d ynamic characteristics. With the rotorsinstalled , the mo d elwas test ed in th r eeflightmo d es: helicopter , co n version, and airpl a ne . F o r helicopter mode , the pylonswer e set at 9 0 ° and 75 _ and the rotor s peed wa s s et a t 1884 r_. Flap s and ailero n sw e re u s uallyset at 5 0° and 2 0 °, resp e ctively.For s ome h o vert es ts , th e flap s an d aileronsw e re varie d fro m 0° t o 6 2 Q. F o r conver s lonm od e , the pylonan g lew as set at 60 °, 30 ° , and 0°.

Rot o r s p eed wa s red uc ed to 1 6 0 4 rp m. Flap s an d aileronanglesw e re 5 0 ° and 20 °, re s p e ctively.For airplan e m o de , th e rotorsp e edwa s r edu cedt o appro x imately 1 3 7 2 rp m . T h i s lo w ro tat i ona l speed wa s allo w ed to var y f rom 1 350 t o 1 39 0 r _ in an attemptto avoidmodel vibration problems. These vibration characteristics we r e most troublesome when the empennage was removed. After Run 175, some reduction of vibrations was achievedby installing a mass in the fdselageto represent the empennage mass when the empennage was removed.

Table I] presentsa tabulation of test conditionsincluding configuration information, attitudes, controlpositions, and test run number. The effective full-scale flightspeedis shownratherthan t he actualwind speedin the tunnel.

The actualwind speedwas 60 percentof the full-scale flightspeedsince the mudel rotorswere operatedwith a tip speedof 60 percentof full-scaletip speedand the ratioof wind speedto tip speedwas a primarytest parameter.

Table Ill presentsthe configuration code nomenclature u_ed in Table II.

S in c e the LangleyV / S TO L tunn e lt e st s e ctionis variab,ein co_ifiguration, testswere made with thr e ewall c o nfigurations: c l os e dt e st -o ct i o n, walls a n d ceili n gremoved(open),and closedtest sectionwith slots opened. Therewere four slots on the c_ilingand floorand six on each wall (one at each corner) which provideda porosity, when wide open,of I0 percent. Most of the te_ting becauseof safetyconsiderations was done with the closedtest sectionfor effective full-scale flightspeeds40 knots or greater. For testingwith lower wind speeds,d o wn to hover,the open test sectionwas used. At the lowerwind speeds,the data corrections for the open test sectionwere less than those _f the closedsection.

The data corrections for the influence of the closedor open test section were appliedwith the aid of the fo r m u laeof references 5 and 6 . Data obtained whe n the slots in the walls were openedhad no corrections ap pl iedsince appro- priateanalysessuch as in references 5 and 6 are not readilyavailable.

H o wever,it Is concludedIn reference 7, for the B o elng-Vertol V / STOLwind tunnel, that the slo t te d test sect i o nw l t h lO perc entpo r os i t y, as i n thi s test, shou l dha ve n e g ligi b le c o rrecti o n s .

_AT ION OFDATA The resul t s o f the p r esen t inves ti g ati on wa s p re sen te d tn t he f ollow i ng f tgu r es. The forces a nd m omen t s ar e presented tn enginee r ing units a nd in v a rious c oe ff icien t form s (see L i st o f Symbols) f o r bod y a x es a nd w in d - t u nne l stability axes. The test run numbershownprovidesa means of correlating test conditions also listedin Table II, with the selecteddata presentedin figures 5 through103. Thesefiguresare groupedas follows: Figures RotorsOff Longitudinal characteristics .................. 5 to 14 Lateralcharacteristics ..................... 15 to 21 RotorsOn Longitudinal charactersitics ................... 22 to 45 Lateralcharacteristics ..................... 46 to 58 RotorCharacteristics ......................... 59 to 77 RotorEffects Longitudinal characteristics of the model ............ 78 to 91 Lateralcharacteristics of the model............... 92 to lO0 Wind-Tunnel Test SectionConfiguration Effects............ lOl to I03 Sincethe oscillatory data recordedon the two oscillographs were used fo, - monitoring of blade loads,only the flappingangledata were extracted and shownin the figures.

RESU L TS F o r the most part the data in this reportare presented withoutdetailed analysesor correlation with theory. Such correlation is presented in reference 4. As indicated, thesedata providean experimental base for valida- tion of analytical methodsfor derivingstability and controlcharacteris..cs of the tilt-proprotor configuration tested. The presentation of the selected data will aid in the definition of otheraerodynamic characteristics, forces and moments,and stability and controlderivatives.The following sectionsare provided to describehighlights of the data presente d .

Unp o wered Aerodynamic Characteristics L on gitudinal. - Testingwith the rotorsoff was c o n d ucte d to provi d ea basis for evaluation of the incremental rotoreffectson the wing and empennage. In figure5, the pylon anglevariation from 90 ° to 0 ° indicates that the lift- curve slope CL_ increases as the pylons become more effective as end plates at the wing tips. Also notable is the substantial decrease in drag as the pylon angle is decreased. The nonlinear variation (fig. 5) of pitching moment, only for _p = 90 ° , is borne out in figure 6; though for all pylon angles, pitching-momentvariation is stable. Figure 6 shows that the effect of wind- speed variation (and the associated Reynolds number) is greatest for the high pylon angles, 75° and 90°, and only significant near stall. Though the influence of Reynolds number can be of concern for the low wind speeds of this test program, it should be less so for data away from stall which was true of most of the data.

Configuration changes, flap / aileron angles and empennage on and off, result in the data shown in figures 7 and 8. The flap / aileron deflection to 50o / 20 ° provides a large increase in lift at the expense of greater drag but does not change the pitch stability. Removal of the horizontal tail results in the unstable pitching-momentvariation. The data for the configuration with the empennage removed was used to evaluate the wing efficiency. The results are presented i ; _figures 9 and lO. Since the horizontal tail is located well above the wing plane, elevator effectiveness is not appreciably affected by changes of horizontal tail incidence, angle of attack, or flap / aileron deflection (figs. II, 12, and 13).

The windstream flow angle which would alter the true angle of attack was determined by testing the unpowered model upside down. As shown in figure 14, the angle correction is small,about 0.2°. This correction was not applied to the data.

Lateral. - As for the longitudinal aerodynamic characteristics, changes in pylon angle, horizontal-tailincidence, and aileron deflection bid not result in unexpected lateral characteristics. (See figs. 16 through 21.) The primary variable of these figures is sideslip angle. In these figures, it is evident that for moderate angles of sideslip at an angle of attack of lO ° or higher, wing stall takes place on the advanced wing panel. When the wing is not stalled, aileron effectiveness (fig. 18) is unaffected by sideslip significantly improves the yaw stability of the unpowered configuration (figs.

19 and 20); though yaw instability with the vertical tail off is moderate.

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! I , , i i Removalof only the horizontal tail (fig.2l) resultsin a reduction of th e effective dihedral.

PoweredAerodynamic Characteristics Longitudinal. - The presentation of the data in figures22 through44 in the form of coefficients basedon slipstream dynamicpressurewas done to make the data more amenableto analyses. The wide range of wind speedsand the corresponding wide rangeof dynamicpressurewould tend to obscurethe effects of test variablesif presentedin the more commonlyused coefficients based on free-stream dynamicpressure.

Figures22 through30 show all threelongitudinal _erodynamic components, lift,pitch,and propulsive forceas affectedby the variables of collective pitchangle,longitudinal cyclicpitchangle,and angleof attackfor the completemodel co n figuration, with rotorson and empennageon. The test condi- tionsand configuration characteristics comparedincludepylonangle,wind speed, and flap / aileron deflection. It can be seen that, in general,the predetermined controlpositions and attitudes for trimmedflightdid not lead to very success- ful bracketing of trimmedflightconditions with sweepsof the variablesof collective pitch, longitudinal cyclicpitch,and angle of attack, wever, the linearvariations of the data permitmoderateextrapolation and interpolation of the data.

Figures31 through45 deal with the affectsof horizontal tail and elevator;therefore, only the longitudinal components of lift and pitching momentare presented.

Lateral.- As for the previoussection,thesedata are also in the form of coefficients basedon slipstream dynamicpressure. In figures46 through53, the primaryvariableis side sl ipangle. The rangeof sideslipis from moderately positivesideslipangleto -16 ° of sideslip. Sincethe model is symmetrical aboutthe fuselagecenterline X-Z plane,the data can be expected to vary in a symmetrical fashionabout the sideslipangle of 0 ° . There is littleeffectof poweron yawing-moment stability; withoutthe verticaltail thereis moderateinstability, and with the tail,the poweredand unpowered yaw stability are similar. (Seefigs. 15 through21.)

} f _ i

i

\ I

Differential collective pitci_angle and differential cyclic pitch angles excursions resulted in the data shown in figures 54 through 57. Configuration and test conditions varied for these data include pylon angle, wind speed, and height above ground (in hover). Figu: ' e58 shows rolling-moment characteristics due to roll angle, in and out of ground effect. Though the data are erratic because of complex flow beneath the model, it appears that as height above the ground is decreased, roll stability varies from neutral stability to negative stability at moderate heights to positive stability at the minimum height above the ground. According to reference 4, there is more than adequate control power (that is, differential collective pitch) to compensat o for the unstable rolling moment.

Rotor Aerodynamic Characteristics Rotor performance characLeristics of thrust, torque, "H" force, "Y" force and flapping angles are presented in figures 59 through 77. The primary variables are collective pitch angle, longitudinal cyclic pitch, and angle of attack. The effects of configuration and test conditions include the effects of pylon angle, wind speed, and angle of attack. The H and Y force component data that are shown were obtained by correcting the rotor balancepitching and yawing- moment data for the effect of cyclic flapping and the resultantnub spring moments.

There were minor differences in thrust and torque measurements between left and right rotors attributable to balance inaccuracy, differences in control settings (collective and cyclic pitch angles) and suspected differences in elastic properties of the rotor blades. However, the average values of thrust and torque tend to reduce the influence of these differences. The flapping angle d ata shown was obtained from the oscillograph records and were subject to errors on the order of +l ° . As for previous data, the general linearity of the data suggest that moderate extrapolation and interpolation is justified.

Rotor Effects LonBitudinal. - A purpose of this test program was to establish the effects of the tilt-proprotorperfomance and rotor wake on the total tilt-proprotor configuration, Figures 78 through gl are presented to do this with comparisons of unpowered and powered longitudinal configurationdata; though figures 78 and 79 are presented strictlyfor the poweredflightin hover. In figure78, it can be se"n that when out of groundeffect (whenthe rotoris approximately two rotordie_leters aboveground leve l ),the grossrotorthrust requiredto hover is Id p_ cent greaterthan the net requiredthrust (fordesign flap / aileron setLingof 50 ° / 50 ° ). The lO percentis essentially a lossdue to a down loading of w'i_g panelsbelowthe rotor. This is consistent with the resultsshownin reference 8. As the heightabovethe ground is decreased, the thrust loss is decrease(i eventually becominga net thrustgain (3 percent)at minimumheight aboveground. Figure79 indicates that the flap / aileron deflection design setting:if 50 o / 50 ° may not be optimumbecausedeflection of 62 o / 62 ° will reduce the thrustlossmoderately. The reduction of projectedarea is almost negligible; therefore, the benefitaccruesfrom alteration of flow patterns beneaththe wing.

Figure80 through91 providethe comparison of unpowered and powered chara:teristics utilizing coefficients based on windstream dynamicpressurefor flightspeedsof 80 knotsor higher. In general,pitch stability with the horiz_ntal tail on was not affectedappreciably for all pylonangles. With tail ¢_f, rotorthrusttendsto stabilize pitch.

Lateral. - ThP l ateralaerodynamic characteristics, unpoweredand powered, are shownir_ figures92 throughlO0. The sweepsof sideslipangle for these data were limitedby the vibration problemwhich occurredwhen testingwith the verticaltail off. The problemwas reducedby addingmass to the fuselagetail cone. However,the amountof data obtainedwas limitedby the problem;as a result,the comparison_ of characteristics for verticaltail on and off are fewerthan desired, in general,the figuresindicatethat the rotorsprovidea c on tribution tc , J ire c tional stabllit_andfor the lowerflight speedsand high py l on a n gl e _ , t he r o t o rs d ecr e a s eth e effective dihedral. For higher flight s pee ds (th a ti s , increa s ing t o 120 kn o tsand higher)an d as pyl o n angle is decrea"e d , the r o t o reffectbec o mesneg l igible. F o r a moderaterangeof si d e- sli_ ab o ut0°, the d irecti o nal s tabilityis somewhatles s than that at greater sideslipa ng le s . Thi s can be attribute d t o the re du ce d dynamicpres s ureat the t ail du e tc t _,_ w a k e o f t h e f us el a ge . T h ere are no evi d e ntnon linear variations o f yawinnmome n t, no r s ignificant d iffere n ce s betweenu n p o weredan d p o were d i ya_ : ing-moment variati ons (whichmight be m o re likelyat l o wer pyl o nangle s )which

i

| would indicatesignificant rotor-wake effect as the tail enters the wake of the rotorat high sideslipangle.

Wind-Tunnel T est-Section C onfiguration Effects The LangleyV / STOLtunneltest-section configuration was varied at low wind speedsto evaluatethe influence of jet boundaryon the model longitudinal characteristics. Comparisons of thesecharacteristics for the three test-section configurations are shownin figureslOl throughI03. The data for the closed test section(solidwalls,ceilingand floor in place)and for the open test section(sidewalls and ceilingraisedwith enly the floor in place)were corrected with the computational procedures describedin references5 and 6.

Unfortunately, comparable wall-correction procedures for the slottedtunneltest section(forside-by-side rotors)are not available. However,for some tunnels, it is believed(refs.7 and g) that slottedwalls with a lO percentporosity can greatlyreducethe wall effects. In figure lOl, lift coefficients obtained with the slottedtest _ectionfall betweenthe corrected data of the othertwo test sections. Wherethis is not the case, figureslOl(a)and lOl(c),the data for the closedand slottedtunnelsin figure lOl(a)can be discounted because of the likelihood that flow recirculation, i.e.,upstreamstandingvortex,is adversely affecting the dat_ and in figurelO](c),the data for the slotted test sectionwere obtainedwith an incorrect settingof collective pitch. It can be concludedthat the corrections made with the analyticalprocedures of references 5 and 6 were not whollysuccessful.

1 7 r_

i

C ON CLU DI N G REMARKS A w i nd-t un nel in ve sti g ati o n o f a pow e r e dm o de l with a t il t -pr o pr o tor and gimbalhub rotorswas c o n d ucte d to determineaerodynamic performance, stabi l ity and control,a,_ rotorwake interaction effectson the model components. Data were obtainedfor many combinations of test con d iti o ns, controlpositions,and configura t i on .For the most part,the data are presentedin this reportwithout extensive analyses o r correlations wi t h theory.

The te s tsin the LangleyV / STOLtunnelpr o videdan o pportunity t o evaluate t hreewin d -tunne l te s t-s e cti o n c o nfigura t i on s f o r the de t erminati o n o f the aerodynamic inf l uence o f win d -stream b o un d aryc o nfigurati o n.I t wa s f o und that the exi s tingc o rrecti o n pr o ce d ure f o r o pen an d cl os edte s t-secti o n c o nfigurations re s ulte d in no ticeable differences in c o rrected aer od ynamic d ata.

| I

R EFERENCES

I. Mag ee ,J o hn P .; Tayl o r, Ro bertB.; McHu g h,FrankJ.; Mil l er,Nels o n;and Le o n,N.: Wind TunnelTest of a Powered,Tilt-RotorPerformance Model.

AFFDLTR-71-62,vol. V, Oct. 1971 2. Mecht l y,E. A.: T h e Internati o nal System o f Units - P hysica l Constants an d C o nversi o n Fact o rs. NASA S P -70 1 2(Revised), 1972 3 . Marr, R . L.; Fo r d ,D. G.; and Fergu s on, S . W.: Analysis o f the Wind T unnelTest o f a Tilt RotorP o weredForce M o del. Bell Helicopter C o . Rep. BHC 3 0 1 -099-004, June 1 9 74 4. Li v ingst o n, Charle s L., et. al.: A Stabi l ity and C o ntrolPrediction Meth o df o r H e l ic o pters and St o ppableR o t o rAircraft. AFFDLTR-6 9 -123, March 19 7 0 5. H ey so n,HarryH.: FORT RAN P r og ram s f o r Calc u lati n g Wi n d Tunnel Boundary Interference.NASA TM X- 17 4 0 , 1969 6 . Hey so n, H a rry H .: Use o f Sup er po sltion in D i g ita l C o mput e r s t o Obtain Wlnd Tunnel I n terference F act o r s f o r Arbitrary C o nfig u rati o ns, With P articu l ar Referencet o V / STOLM od el s . NASA TR R- 3 02, 1 96 9 7. H arri s , F ran kl inD.: Articu l ated R o t o r Bl ad eFl appi ng M o ti on at Low Advance R ati o . a. o f the Am.Hel.S o c.,v o1 . I, n o . I , Jan. 1 972 8 . F r adenbu r g , Evan A .: Ae r od y na mi c Facto r s I nfluenc l ng Ove r allHove r P erf o rm an ce.AGARD Co nfere n ce P r o cee d i ngs 1 1 1, O n Aer od y n amic s o f R ot aryWi n g s ,Sep. 7 Z.

9 . Kra f t , E. M .; an d Lo , C . F.: A Ge neral S olut i on f o r Ll f t In te rf e r e n ce I n R e cta ngul ar Ve nti l ated Wi nd Tun nels . A I M P a p er 73-Z09, 1973 ) 19 TAB L E I GEOMETRY Wing Horizontaltail Verticaltail Airfoil,root 64-318,a=O.8 64A012 64A0]5 tip 64-318,a=O. 8 64A008 64A008 Span,m (ft) 1.958 (6.425) 1.015 (3.33) Area,m2 (ft 2) .656 (7.06) .232 (2.50) .190 (2.05) Aspectratio 5.85 4.5 l.6 Chord, root,cm (in.) 3 9.9 (15.7) tip, cm (in.) 27.2 (I0.7) mac, cm (in.) 33.9 (13.34) 23.0 (9.07) 35.3 (13.90) Z o . 5 ° ,0 ° ,+ 5° 0 ° In c i dence . 6 ° 17 ° 3 5 ° Lead i ng - edge s w eep 2 ° 0° -- Dihedral Flap area .0369(.397) Flap chord .275c Flaperonarea .0275(.296) Fl aper o nc ho r d .2 75 c Elevat o rarea .0 3 7 3 (. 5 1 ) E levat o r ch o rd .2 6 5c R oto r Blades 3 D i a m e t e r , c m ( i n.) _ 1 52.4 (60.0) D i sk ar ea / r o t o r , m _ ( ft 2) 1 .825 (]9 . 64) Sol i d it y , o , 1275

B1 o de ch o rd. U , .) I 0.2

Twi st Air fo i l sect i on 64-212 , a -0 .3 P r econe 2.67 ° 6 3 -25 ° 20 , _ F } l I t T a bl e II RU N SCHEDU L ESUMMA R Y * P itchangle sa re ap pr ox i m ate Run i Run type (sweep) Wall s V F S o C o nfiguration R P M h / D n o.

i 1 C oll e c ti v e Up 0 S) 1-2- 6 18 8 4 2 .00 3 Cyclic ( 4 Collect.& cyclic 7; I-2- 5 S " 4; I- 2 - 3 1604 7 C o l I ecti v e ( 8 " _ ) 1- - 1 188 4 g Cyclic I -2-6 T 1 0 C oll e c tiv e 1. 8 3 11 C yc l tc 12 Co ll e cti ve 20 14 Y a w (*P itch = l ° ) 13 Pitch I (I S ) Vo i d ..........

16 C o llective 40 17 P itch 40 (18) V old ...........

1 9 Y a w ( P itch- -I °) 40 2 0 Collectiv e D own 2 0 2 1 " 40 22 Pit c h 23 Cyclic 24 Di ffer e n t ial Coll 1. 84 25 D1ffere n tla l Cycl 2 6 Ya w (Pi tch - - 2 o) 27 Eleva t o r (28) Vo t d - _- ........

30 Ya w (Pitch - - 2 °) 3 1 Co ll ective 29 Pi t c h t 0 2 - 0 - 6 32 " (33) Votd ...........

34 Yaw (Pitch • 2 0 ) I

(35) Vold ............

36 Pt t ch 3 7 " 1 -2-6 40 Yaw (Pttch • 2°) 41 C ollec t ive 120 42 " 120 2 1 : !

I e T able II (c ontinued) *Pitch!n(. .

I no. Run Run type (sweep) Walls VFS _p Configuration I RPM h / D i .. ,,,.

43 Collective Down lO0 90 l-2- F 1884 1.84 44 Elevator i J 45 Cyclic

I

46 Differential Coll.

47 Pitch t I

48 Cyc l lc 80 I' 4 9 Wind s peed 4 0 / 1 2 0 7 5 I - 2 -5 16 0 4 5 0 " 40 / 12n 1884 51 Collec ti v e 40 5 2 Pit c h 5 3 Elevato r 5 4 Cyclic 55 Differential C oll . I 56 Differ e n t ia l Cy cl . , r !

57 Collec t i v e 8n 5 8 P itch 59 El e va t o r 6 0 Cyc l ic _ r i 61 Col Iec tl ve 120 62 Pitch 63 E le v ator 64 Cyclic 65 Di ff e r ent i al C oll .

66 Dl ffere nt l al Cy cl . I r 1 , ' l 67 Collec t lve Up 0 90 6 - 2 - 6 68 Cy cl ic 69 Diff e r en t i al Cycl. !

70 Roll L r 71 Dl ff e r e nt lal C oll .

72 Collec tiv e ' i 1 ._ 73 Pi t c h i 7 4 Cyclic 75 Roll ) i 76 Eleva t o r 77 Di ff e r en t i a l Coll . _i .83 78 Collec t i v e 79 Roll ) .83 80 Collective ! . 67 i • um m • m_ i. m e

( 81) Vo i d

I 82 Ro11 .6 7 83 Collec t lve . 53 _ 84 Cy cll c 85 " 86 RolI i r 87 E lev at o r ql _ ' 1 , 84 , T a bl e II (c o ntinued) * I Run Run type (sweep) Walls VFS _p Configuration RPM I h /D

l

No. .,_, B 8 C o liectlve Dewn lO0 90' 2 -0-( ' 1 884 ]. 8 4 89 P itc h ' _ _ _ I 9 0 Coll e ct i v e ! 4 0 75 2-0 - 5 I g l P itc h 1 i 92 Col lect i v e _ 0 I 93 Pi tch 8 0 ' I' if i 94 Co ll ect i ve ; 1 20 60 1 - 2 - 4 1 604 95 P itch l _ : 96 E l eva t o r , i 9 7 Cyclic g8 Diff e r e ntial Coll. I 9g Differ en tia l Cycl.( I) lO0 C o l l ectiv e 14 0 ) I01 P itch 10 2 Ele va t o r i_ ' 1 0 3 C o ll e ctiv e 1 2 0 3 0 1-2 -2 I I0 4 Pitch I0 5 Eleva t o r l_ Cyclic I07 D iff e r e nti a l Cycl. I) i 1 0 8 C ol l e ctiv e ) 6 0 2 - 0 - 4 log Pitch I I I 0 C o ll e ctiv e 1 40 i 111 Pitch ! 140 I ' 112 C ollec ti ve ' 120 30 2- 0 - 2 113 " ! i 114 " 115 Pttch , , , I) 116 Coll e c ti ve 80 75 1-2- 5 1 884 118 Eleva t or 117 Pi t c h _ 119 C ollective 12 n 2 - 0 - 5 , 120 Pitch 120 ; 121 Collectlv e 80 122 Pitch 80 _I li 123 Collective i 20 90 2- 0 -6 124 Pitch 20 125 Co ll ective 40 126 Pttch 40 I I 127 Yaw (Pitch = lO _ 20 , t 120 Yaw (Pitch - - I ) , J' 40 11 , (129) Votd ' 1-2-6 r ROTORS OF _ ....

13 _ Pitch _ 80 90 3 - 2 - 6 0 1.84 132 " 1 _ 0

'"1 B "° I 1 8 1

T abl e II ( c o nti nued) R Unno.Run typ e { swee p) Walls V F S _p Configuration RPH h / D 1 3 3 Yaw (P it c h • 0 u ) Dow n 160 ' gOI "3-2-61 0 " 1.84 13 4 Yaw (P it c h - _ ) 1 2 0 1 3 5 Y a w ( P itch = 3 5 0 160 13 6 Yaw ( Pitch I_) i 137 Y a w (P itch= -l_ 138 El e vator (13g) Vold 1 4 0 Pitch 141 Ya w ( P itch - 0 °) 142 Ya w (Pitch • 50) i I 143 El e vator 120 i 144 " 160 3 - 3 - 6 145 Pitch 160 I ! r 1 4 6 " 1 2 0 7 5 3 - 2 - 5 1 4 7 " 160 I 148 Ya w (P itch • 1°) _ j 1 49 Yaw (Pit c h = 10 o) • l i 15 0 Pit ch 1 20 60 3 -?- 4 1 5 2 Ya w { P itch = 1° ) 1 60 153 Pitch 120 45 3-2 - 3 165 Y a w { P itch - 1 °) 1 6 0 156 Pi t c h 1 20 3 0 3 -2-2 158 Yaw (Pitch • I °) 157 " l _ r ) _ ) 15 9 Pitch 0 3-2-I 16 0 Elevat or 3 - Z - 1 16 1 Y aw (Pi t c h • 1°) 3 - 2 - I 162 P itch 4 - 0 - I !6 3 Ya w (Pi t c h - 1°) ( 4 - 0 - 1 1 6 4 " 30 4 - 0 - 2 165 P i tch 30 4 - 0 - 2 i 166 " 60 4- 0 - 4 167 Ya w (P i tch = I °) 60 4 - 0 - 4 168 Pit ch 90 4- 0 -6 169 Y a w (Pttch l , _

17o Yaw (Pi t c h : , , ,-)

171 " (172 I ) Void ......... I ' (173, " ..........

um i o m r (175' i " ' I_ " q " "" ' r

(174, " "I "" 1 i V " "'

Table II (continued) n o .R U n i R u n ty p e (s wee p) Wa VFS P C on fig ur ation RPM h / D_ T SECOND TEST PHASE 176 " Collective 40 O l -2-6 1884 1.34 1 78 Y aw (P it ch = -I °) 1 / 9 Pit c h I-1-6 j 1 8 0 " 8 0 5 I - I-5 I 1 8 l " l -1-5 l 182 " I-2 - 5 i 183 C oll ec t i v e _ I 1 8 4 Yaw ( Pitch = 1 1 °) .

1 85 . C o llec t ive 1 20 0 I-2- 4 1604 186 I P itch I

t

1 8 7 J Yaw (Pitch- 80) 188 I Pitch l-l-4

18 9 1 " 1 - 1- 2

190 " 160 I-I-2 19 1 Yaw (P itc h = 11 °) 12 0 I - 2-2 19 2 I C ollec ti v e | 1 9 3 _ P itch 1 9 4 I C o lle c ti ve 160 195 Cyclic |

196 El e v a to r l

19 7 : R ol l ta r e 0 0 198 ' Yaw (P it c h - 3 0) 160 1 60 4 , 1 99 Ro l l t a r e 0 0 l 200 Pitch 160 160 4 ( 2 0 1 Roll tare 0 l - 2-1 0 , 202 Thru s t calibrati on 0 0 ( 203 Collec ti ve 1 20 1 604 I 204 PI tch l I 205 Yaw (P itch = 11 °) _ t 2 08 C oll e ct iv e 1 60 i 20 7 P it ch / !

209 T hr ust calibrati o n 0 !

208 Yaw (P i tch - 30) 1 )

2 1o " o t

211 P i tch 120 l - l - 1 1604 , 212 Elev at or 120 | ) 213 P i tch 160 _ , 214 El e v a to r I 215 Collec t ive 5-2-1 1372 t 216 P i t c h J * 217 Elev a tor I 21 9 P itch f ) 2 2 0 Eleva t or 1-2 - 1 i 6 olle c t t ve 120

, ,. I I i

T a b le II (c ontin ued) no.RUnRun type (sweep) Wa l ls VFS p Configuration RPM h / I i : 222 : Pitch Down 120 l -2-1 ]372 ] 223 Ele v ator o ) / 224 Y aw ( Pitch= I I i 225 Collective 180 226 Pitch 227 Y aw ( Pitch= l°) | 228 Elevator 160 1604 229 Elevator 120 1604 230 Pitch 120 ]-l-I 1 372 2 31 " 1 80 I 232 " 160 5-1-I 233 " 1 80 5-I- I 234 Yaw (Pitch= 8°) 160 5-2-I 235 Yaw (Pitch 2° ) 180 236 Pitch 160 237 " 160 238 " 180 239 Yaw (Pitch= I0°) 120 9-2-I 240 Pitch 9-2-I 241 " 0 2-0-2 1604 242 " 24 3 " 60 244 Yaw (Pitch= I 0 ° ) 20 2-4-2 245 Pi_c h 20 ' 246 " 60 I 247 Yaw (Pitch= 2 ° ) 60 248 Pitch 1 20 2-4-I 249 Yaw (Pitch= 11 0) 120 250 Pitch 160 25 1 Yaw (Pitch= 2 0 ) 160 252 Pitch 120 0 2-4-4 2 53 Yaw (P itch= 8°) | 254 Pitch 255 Yaw (Pitch= 1 1° ) 25 6 C ol lective Up 0 I -2-6 25 7 Pitch 20 258 " 30 259 " 40 260 " 50 2 6 1 " 6 0 2 6 2 " 20 1 -I- 6 2 6 3 " 3 0 264 " 40 265 " 50 266 Y aw (P it ch = - 3 °) 40 f T abl e II ( co n tin ued) no. R UnR u n type ( sweep ) Walls V F S _p C o nfiguratio n RPfl h / D m 2 6 7 Pitch U p 20 9 0 2-4- 6 1 88 4 1. 8 4 268 " i 3 0 2 69 " 40 i 270 " ' 50 I 271 Yaw ( P i t c h= - 3 ° ) i ' 4 0 i .

272 Pitch Ope n - 20 1-2- 6 273 " Sl o ts 30 : 274 " 40 275 " 5 0 27 6 " i' 60 I 277 " D o om 20 ' 278 " 30 i 2 79 " i 4 0 280 " 50 281 " ( Aut o ) 80 282 " ( Climb ) 80 2 8 3 " ( Clim b) r 40 284 C o llective Up 0 5-2- 6 285 " (6_ / 6_= 20 / 20) 9 -2- 6 286 " ('" _ 5 0 / 5 0) 6 -2-6 28 7 " ( " = 62 / 62 ) 9-2-6 2 8(3 R o lI ( ( SF / ( SA= 5,0 1 50) 6 -2- 6 ' 289 1.0 290 " " i .83 291 " " I .67 2 g 2 " , ( ' ' i .53 293 Pitch D o wn 60 I-2-6 1.84 294 " 50 , r 1-2- 6 ' 295 " 120 60 I-2-4 1604 296 Yaw (Pitch= 8 ° ) I 60 I-2-4 297 P itc h ' 3 0 I- 2 - 2 298 Ya w (P itch= II °) _ i 2 99 Pitch _ I 30 0 Y a w ( Pitch = 3°) . I I 3 01 Pitch 302 " 303 " 3 0 4 " (3 0 5) Vo i d .if j _" _ l Ill r " I I _ _ o ' ' 4 ......

Table II (continued) n o . ,, VFS

R u" iR un , pe( s-- p) Wa lls I C on f , ,u rat , o° , , 0

. • i 1 l ROTORSOFF 3 06 Pitch D_ wn 60 90 3 - ? -6 0 I. 84 30 7 " 1 20 3-2-6 308 " 8 0 3 - 1 - 6 309 " 1 60 3- I -6 31 0 " 80 7 5 3-I -5 311 " 3 - 1- 5 312 " 3-2-5 313 ) Yaw (P itch= I0°) _ _ 3- 2 - 5 3 1 4 Pitch 6 0 90 3-2-6 315 i " 1 20 i 31 6 Yaw (P itc h = -I ° ) 60 i 317 " 1 2 0 ' ; 318 P it ch 80 _ r 3-I- 6 31 9 " 120 60 3-I-4 32 0 " 60 3-2-4 I . 8 3 3 2 1 Yaw (P itc h = 7°) 6 0 3- 2 - 4 , 32 2 P it ch 30 3 - 2- 2 3 2 3 Yaw ( Pitc h = 11 °) / 3- 2-2

324! Pit c , t 3-I-2

32s I " ! o 3-1-I

3 26 " i 3 -2- I 32 7 " 3 2 8 Y aw I Pi t ch= 1 _) ) i

32 9 z ) ' , '

330 " ( " 8o) 1 6 0 6 - 2 - I 331 Pitch l , 3 3 2 E lev at o r I i 3 3 3 " 1 334 1 P itc h ( ups i de d o wn ) .'

3 35 ) " 6 0 3 3 6 i Yaw (P i tc h = 80 ) 1 60 9 - 2 - 1 (RT a ll . d _m) ' t | 337 Yaw (Pi t ch = 8°) 1 6 0 g - _ - I i ( LT al l . d _) I i . . i ' (33 8) Vo i d 1- , " i) Ir Ip .

T able II - (continu e d ) no . RU n Run ty pe (s wee p) Wal l s VFS _p C on fig u ration RP M h / L.

r 339 P itch Down 80 75 3-2-5 0 1.83 3 40 " 120 60 3-2-4 I 34 1 " 3 0 3 -2-2 3 42 " 4-4-2 I 3 43 " i L I 3 44 Yaw (P itch= 0 °) = I !

345 P itc h 0 4-4-I j 346 " i / 34 7 Yaw (Pitch= I I° ) 348 Yaw (Pi tch = 9 o) I 6 - 4 - ] : 3 49 Pitc h , 6 -4-I 350 " 60 4-4 - 4 35 1 Ya w (P it ch = 8°) I ' 60 4 - 4 - 4 352 P i tch 60 90 4 - 4 - 6 353 Yaw (P i tch = - I °) 60 354 " 12 0 i 35 5 Pitch 1 20 ' I r 3 5 6 " 60 75 4-4-5 ; 3 57 " ' _} u I 358 Ya w (P it ch = 1 0 °) 80 359 Pitch _r 160 , , , Ir Table Ill Configuration Code A-B-C If A = 1 6F / 6 A = 5 0 1 2 0 2 H o ri zo ntal tail o ff, _F I 6A= 50 / 20 3 R o t o rs o ff , _F / _A = 50 / 20 4 Vertica l tail o ff, 6F / 6A= 50 / 20 5 _ F / 6A = 0 / 0 6 R o t o r s o ff, 6 F / _A = 0 / 0 g Fla p / A il e r o n se tting so ther t h a n 5 0 / 2 0 , 5 0 / 5 0, 0 / 0 If B = 0 H o ri z ontal tail o ff l H o ri z ontal tail i n cide n ce = - 50 2 H o ri zon tal tail incidence = 0° 3 H o ri zo ntal tail incidence = +50 4 Verticaltail o ff If C = 1 P y lon a ngle = 0° 2 P y lon angle = 300 3 P y lon a ngle = 450 4 Pylon angle = 600 , S P y lon a ngle = '750 ,, 6 Pylon angle = 900

, 1

30 o FL

l / _

f i

J - z i !1 \

Figure L - Systemof axes. Positivedire c tionsof forces, m oments, and a ngles a re indicat e db y a rrows.

!

i _ )m o P A OE BL _ N Or r tt _

i i

• i

Control axis i Shaftaxis

i_ / --- 7

Shafta xi s S ha ft a xi s y ..... - ..- - _ "- "" TI p I _ h P lan e • _ p path _ )| a ne RI _ RML Fi gure L - C oncluded, x "_ , l_ . / + , . , , " - .......

. . --- - _-:-_ ..,_ _ A

!°

-- J ..... i

• i

! I I 1 _ : + I O. I 6 ( 4 .00)

J_

I

I

0 9.02 14.81 20.8:5 26.16 :3 8.10 I (0) (3. _ ) (583) (8.20) (1030) (15,00) 7 0. 48 76 . 20 . .12 . 5 " 87 "

-1 /- _ ' / -' "

(b) Detail s of the proprotor blade Figure2. - Co n cluded.

q

1 1 1 I " "

i ..... " o 8 1

_ 1e 8_ I _ °

l l I !

. i

' ' T ! , 1 _ , |

i •

, _ I T 1

o I • i i I I I

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• • ! , ' , 0 if_ _ * _ --- -- _-i_ i . , • I I - _' I i , . . e

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• I - " I : r _ -- - ' " J " I i " i t " " I ; ' 1 ' _ ' _ " ; " I 1 ' 1 ........

il , o

t

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