N A S A TECHNICAL NOTE

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FLIGHT TESTS OF A ONE-MAN

HELICOPTER A N D A COMPARISON OF
ITS HANDLING QUALITIES WITH THOSE
OF LARGER VTOL AIRCRAFT

by Terrell W. Feistel and Fred J. Drinkwater III

Ames Research Center
Moffett Field, Cali$

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. OCTOBER 1965

 TECH LIBRARY KAFB, NM

FLIGHT TESTS O F A ONE-MAN HELICOPTER AND A COMPARISON

O F ITS HANDLING QUALITIES WITH THOSE O F

LARGER VTOL AIRCRAFT

By Terrell W. Feistel and Fred J. Drinkwater I11

Ames Research Center

Moffett Field, Calif.

NATIONAL AERONAUT ICs AND SPACE ADMlN ISTRAT ION

For sale by the Clearinghouse for Federal Scientific and Technical Information
Springfield, Virginia 22151- Price $1.00
 FLIGHT TESTS OF A ONE-i" HELICOPTER AND A COMPARISON

OF I T S HANDLING QUALITIES WITH THOSE O F

LARGER VTOL AIRCRAFT

By T e r r e l l W. F e i s t e l and Fred J. Drinkwater I11

Ames Research Center

SUMMARY

A l i m i t e d f l i g h t t e s t program has been accomplished w i t h a one-man H i l l e r

YROE-1 "Rotorcycle" ( g r o s s wt 2 500 l b ) t o h e l p determine c r i t e r i a f o r t h e
handling q u a l i t i e s i n hover of WOL a i r c r a f t as a f f e c t e d by g r o s s weight.

The g e n e r a l l y h i g h o r d e r s of l o n g i t u d i n a l and l a t e r a l c o n t r o l power and

damping i n h e r e n t w e r e found t o b e s a t i s f a c t o r y . The h i g h d i r e c t i o n a l c o n t r o l
s e n s i t i v i t y , combined w i t h h i g h yaw response i n one d i r e c t i o n , w a s considered
p o t e n t i a l l y dangerous. The l a t e r a l c o n t r o l power f o r t h i s c r a f t i s approxi-
mately t h e same as t h a t found necessary f o r s a t i s f a c t o r y c o n t r o l w i t h similar
damping i n t e s t s of two o t h e r VTOL a i r c r a f t w i t h s u b s t a n t i a l l y g r e a t e r g r o s s
weight.

INTRODUCTION

The NASA has, i n r e c e n t y e a r s , been studying handling q u a l i t i e s c r i t e r i a

f o r V/STOL a i r c r a f t ( r e f . 1). A major q u e s t i o n i s , how do s a t i s f a c t o r y and
u n s a t i s f a c t o r y l i m i t s f o r hovering c o n t r o l power and damping v a r y w i t h s i z e
and g r o s s weight? One form of s c a l i n g c r i t e r i a i s p r e s e n t e d i n r e f e r e n c e 2.
Only l i m i t e d f l i g h t v e r i f i c a t i o n of t h e s e c r i t e r i a i s a v a i l a b l e , c h i e f l y w i t h
v e h i c l e s i n t h e 3000-4000 pound g r o s s weight category (see, e.g., r e f . 3 ) .
The H i l l e r YROE-1 Rotorcycle, w i t h a g r o s s weight of approximately 500 pounds,
i s a t t h e bottom end of t h e weight spectrum f o r manned a i r c r a f t and a n o r d e r
of magnitude away f r o m t h e X-14A (used i n r e f . 3 ) . It w a s s e l e c t e d f o r
i n v e s t i g a t i n g c o n t r o l power requirements a t low g r o s s weights i n hope t h a t ,
t h e r e b y , some l i g h t would be shed on t h e i n f l u e n c e of s i z e and weight.

DESCRIPTION OF TEST A R T I C U

The H i l l e r YROE-1 Rotorcycle ( f i g . 1) w a s o r i g i n a l l y designed f o r t h e

Armed S e r v i c e s as a simple, c o l l a p s i b l e , one-man h e l i c o p t e r f o r o b s e r v a t i o n
and l i a i s o n purposes. F i g u r e 2'shows a three-view s k e t c h of t h e v e h i c l e . A s
flown, i t s g r o s s weight w a s 515 pounds. The power p l a n t i s a 4 - c y l i n d e r ,
2 - c y c l e , Nelson engine of 43 hp. The c r a f t i s d e s c r i b e d i n d e t a i l i n refer-
ences 4 and 5 and r e s u l t s of p r e v i o u s Navy f l i g h t t e s t s are g i v e n i n r e f e r -
ences 6 and 7.

- .___- - - _ - F ~~

'Figure 2 was s u p p l i e d by t h e H i l l e r A i r c r a f t COT., Inc.

I
1l11l1l1lI1l111111lI I I1 I I

For the NASA f l i g h t t e s t s a small i n s t r u m e n t a t i o n package w a s hung i n a

box underneath t h e p i l o t as shown i n f i g u r e 1. The package contained a h i g h -
frequency t r a n s m i t t e r t h a t t e l e m e t e r e d information on three channels, and a
s i n g l e - a x i s rate-measuring gyro which could b e o r i e n t e d along any one of the
t h r e e axes. A p o t e n t i o m e t e r w a s a l s o included f o r measuring t h e p o s i t i o n of
t h e c o n t r o l b e i n g considered and a b u t t o n on t h e c o n t r o l s t i c k allowed t h e
p i l o t t o s i g n a l the start of a maneuver.

METHOD OF DATA mDUCTION

The maneuver f o r o b t a i n i n g t h e c o n t r o l power-damping d a t a c o n s i s t e d of a

c o n t r o l reversal i n p u t t o t h e c o n t r o l a f f e c t i n g t h e axis b e i n g considered
ending i n a f i x e d c o n t r o l d e f l e c t i o n h e l d f o r 1 - 2 seconds. Thus, t h e f i r s t
d e r i v a t i v e of t h e r e s u l t a n t angular v e l o c i t y abaut t h e given axis, as t h i s
v e l o c i t y p a s s e s through zero a f t e r t h e reversal, r e p r e s e n t s the a n g u l a r a c c e l -
e r a t i o n corresponding t o t h e c o n t r o l d e f l e c t i o n . The m a x i m e x c u r s i o n of t h e
a n g u l a r v e l o c i t y ( w i t h t h e c o n t r o l s t i l l h e l d f i x e d ) , when compared t o t h e
p r e v i o u s l y determined angular a c c e l e r a t i o n , i n d i c a t e s t h e approximate v e l o c i t y
damping, 1/~, about t h e axis. See r e f e r e n c e 8 f o r an a n a l y s i s of t h i s method.
The angular a c c e l e r a t i o n corresponding t o t o t a l c o n t r o l d e f l e c t i o n w a s d e t e r -
mined b y p l o t t i n g a c c e l e r a t i o n s measured a g a i n s t p e r c e n t d e f l e c t i o n and f a i r -
i n g a s t r a i g h t l i n e through a l l t h e p o i n t s (assuming a l i n e a r v a r i a t i o n of
i n i t i a l a n g u l a r a c c e l e r a t i o n w i t h c o n t r o l d e f l e c t i o n ) . The p i l o t r a t i n g s were
based on t a s k s d e s c r i b e d i n t h e P i l o t Comments s e c t i o n .

RESULTS AND DISCUSSION

Since t o t a l c o n t r o l power r e q u i r e d f o r a given t a s k i n c l u d e s t h a t f o r

c o r r e c t i n g d i s t u r b i n g i n p u t s , it w i l l depend on t h e t y p e of VTOL a i r c r a f t
because of i n h e r e n t d i f f e r e n c e s i n g u s t s e n s i t i v i t y , e t c . I n s p i t e of t h i s
it i s of i n t e r e s t t o examine c o n t r o l power requirements f o r a wide range of
VTOL a i r c r a f t t o observe any g r o s s t r e n d of t h e e f f e c t of s i z e .

Table I i s a summary of t h e p e r t i n e n t parameters determined. It shows

m a x i m u m c o n t r o l power ( i n terms of i n i t i a l a n g u l a r a c c e l e r a t i o n ) , a n g u l a r r a t e
damping ( i n terms of t h e r e c i p r o c a l of the t i m e c o n s t a n t , l / - i - ) , c o n t r o l s e n s i -
t i v i t y ( i n terms of i n i t i a l a c c e l e r a t i o n p e r i n c h of c o n t r o l d e f l e c t i o n ) , and
t h e p i l o t r a t i n g f o r the visual hovering t a s k ( f o r b o t h maximum c o n t r o l power
and s e n s i t i v i t y , where a v a i l a b l e ) on t h e Cooper S c a l e ( t a b l e I1 and r e f . 9 )
f o r each of t h e three axes (two p i l o t r a t i n g s are shown; p i l o t A b e i n g t h e
p r o j e c t p i l o t and p i l o t B a v i s i t i n g NASA p i l o t who made only one f l i g h t ) .
For the d i r e c t i o n a l c a s e values are shown f o r r i g h t yaw only. A l s o shown are
t h e implied v a l u e s of t h e c o n t r o l power, damping, and s e n s i t i v i t y c a l l e d o u t
i n t h e proposed V/STOL s p e c i f i c a t i o n s ( r e f . 2 ) . These have been converted
from t h e response v a l u e s l i s t e d by assuming a " s t e p " i n p u t t o t h e c o n t r o l .
For comparison similar d a t a are shown, i n p a r a l l e l grouping, f o r t h e minimal
s a t i s f a c t o r y (P.R. = 3.5) r a t i n g i n t h e v a r i a b l e s t a b i l i t y X-14A (used i n
r e f . 3 ) . A l s o shown i n t h e "damping" column are t h e nominal moments of i n e r t i a
of t h e two c r a f t i n s l u g - f t 2 .
 Lateral Characteristic s

Figure 3 shows a p l o t of t h e i n i t i a l a c c e l e r a t i o n i n roll f o r f u l l con-

t r o l d e f l e c t i o n ( i . e . , c o n t r o l power) and f o r one inch of c o n t r o l t r a v e l ( i . e . ,
s e n s i t i v i t y ) versus g r o s s weight f o r f o u r v e h i c l e s : t h e YROE-1 h e l i c o p t e r
( W = 515 l b ) , t h e X-14A d e f l e c t e d j e t VTOL ( W = 3880 l b , r e f . 3 ) , t h e Hawker
P-1127 d e f l e c t e d j e t VTOL ( W = 12,500 l b ) , and t h e XC-142A t i l t - w i n g VTOL
t r a n s p o r t ( W = 37,500 l b , r e f . 10). Data f o r t h e l a t t e r two were supplied by
t h e manufacturer. P i l o t r a t i n g s f o r t h e v i s u a l hovering t a s k , where a v a i l a b l e ,
a r e shown i n p a r e n t h e s e s next t o t h e d a t a p o i n t s ; f o r t h e YROE-1, t h e r a t i n g s
of t h e p r o j e c t p i l o t only a r e shown. The l a c k of v a r i a t i o n with g r o s s weight
of c o n t r o l power r e q u i r e d t o o b t a i n a s a t i s f a c t o r y (P.R. = 3-1/2) r a t i n g f o r
t h i s important "X" a x i s i s of i n t e r e s t . For t h e YROE-1, t h e p i l o t r a t i n g of
u n s a t i s f a c t o r y f o r s e n s i t i v i t y i n roll (and a l s o i n p i t c h ) w a s given because
of t o o l i t t l e s e n s i t i v i t y ( t o o much s t i c k t r a v e l , +7 i n . i n roll). Pilot
r a t i n g s f o r s e n s i t i v i t y i n t h e P-1127 and f o r t h e XC-142A a r e not a v a i l a b l e .
Reference 11 w a s used t o d e r i v e a p i l o t r a t i n g f o r t h e s e n s i t i v i t y of t h e
X-14A i n roll; t h e s e n s i t i v i t y shown corresponds t o t h e 3-1/2 boundary f o r
c o n t r o l power.

Figure 4 i s another p l o t showing handling q u a l i t i e s information i n roll,

w i t h some of t h e same d a t a . The " s a t i s f a c t o r y " (P.R. = 3 - l / 2 ) and "acceptable"
(P.R. = 6-1/2)boundaries f o r l a t e r a l c h a r a c t e r i s t i c s axe shown as determined
with t h e v a r i a b l e s t a b i l i t y X-14A ( r e f . 3 ) . The boundaries are p l o t t e d w i t h
t o t a l c o n t r o l power as t h e a b s c i s s a and r a t e damping ( t h e r e c i p r o c a l of t h e
t i m e c o n s t a n t ) as t h e o r d i n a t e . Superimposed i s a p o i n t showing t h e charac-
t e r i s t i c s of t h e YROE-1 as determined by t h e s u b j e c t t e s t s ; it i s seen t o pos-
s e s s , w i t h a p i l o t r a t i n g of 3, approximately t h e same c o n t r o l power and damp-
ing i n roll as w a s r e q u i r e d by t h e X-14A f o r a s a t i s f a c t o r y p i l o t r a t i n g . The
values shown f o r t h e P-1127 correspond t o t h e c o n f i g u r a t i o n flown by a NASA
p i l o t when t h e r a t i n g of 3 - l / 2 w a s assigned. The v a l u e s f o r t h e X C - 1 4 u l are
f o r t h e unaugmented c o n f i g u r a t i o n and a r e e s t i m a t e s only.

Longitudinal C h a r a c t e r i s t i c s

Figures 5 and 6 show t h e handling q u a l i t i e s i n p i t c h . It can be seen

t h a t t h e YROE-1 ( w i t h a P.R. of 2-3) p o s s e s s e s much higher values of c o n t r o l
power and damping about t h e Y a x i s t h a n were necessary f o r s a t i s f a c t o r y
(P.R. = 3-l/2) c h a r a c t e r i s t i c s i n t h e X-14A or t h e P-1127. This combination
of c o n t r o l power and damping w a s t o o high t o be evaluated i n t h e X-14A, b u t
it i s s i g n i f i c a n t t h a t t h e p i l o t r a t i n g i n d i c a t e s l i t t l e improvement over t h e
r a t i n g s obtained a t t h e lower l e v e l s of c o n t r o l power and damping along t h e
3.5 boundary of r e f e r e n c e 3. A s i n t h e l a t e r a l case, t h e l o n g i t u d i n a l c o n t r o l
s e n s i t i v i t y w a s r a t e d a t 5 because of t h e l a r g e (+_8i n . ) s t i c k t r a v e l . The
v a l u e s shown f o r t h e XC-142A a r e e s t i m a t e s f o r t h e unaugmented c o n f i g u r a t i o n .

Directional Characteristics

Because of t h e unusual circumstances involved, no comparison p l o t s a r e

shown f o r t h e d i r e c t i o n a l c h a r a c t e r i s t i c s . Too much c o n t r o l power

3
 I 1l1l1l11l1l1l11l11111 I I I I l l l I _. . . ..

(approximately 6 r a d i a n s / s e c 2 i n hover near sea l e v e l ) i s a v a i l a b l e t o t h e

r i g h t ( a i d i n g r o t o r t o r q u e ) along w i t h a n extremely h i g h s e n s i t i v i t y (approxi-
mately 3 radians/sec2/in. corresponding t o 2 i n . p e d a l t r a v e l ) , which were
given p i l o t r a t i n g s of 6 and 7, r e s p e c t i v e l y . The p i l o t must be h i g h l y compe-
t e n t t o f l y t h e v e h i c l e s u c c e s s f u l l y because of t h i s high s e n s i t i v i t y and
c o n t r o l power i n yaw. I n t h e opposite d i r e c t i o n ( t o t h e l e f t , countering
r o t o r t o r q u e ) no a c c u r a t e measurements could be t a k e n s i n c e c o n t r o l power i s
marginal and v a r i e s considerably with f l i g h t c o n d i t i o n as a r e s u l t of t h e
varying power i n p u t t o t h e r o t o r accompanied by t h e varying t a i l r o t o r thrust
r e q u i r e d and a v a i l a b l e ( i n r e f . 8, f i g . 2, it i s shown t h a t , f o r d e n s i t y a l t i -
t u d e s i n excess of approximately 3000 f t , i n s u f f i c i e n t d i r e c t i o n a l c o n t r o l
e x i s t s t o counteract r o t o r torque).

PILOT COMMENTS

The p i l o t r a t i n g s of c o n t r o l power, s e n s i t i v i t y , and damping provided

i n t h i s r e p o r t a r e based on t h e v e h i c l e c h a r a c t e r i s t i c s when hovering and
maneuvering a t l o w speeds i n a r e l a t i v e l y confined a r e a .

Lateral-control power i s not t h e same f o r l e f t and r i g h t i n p u t s , and

r o l l - p i t c h c r o s s coupling e x i s t s f o r abrupt c o n t r o l displacements. P i t c h and
r o l l c y c l i c c o n t r o l displacements a r e excessive and t h e low c o n t r o l s e n s i t i v -
i t y c o n t r i b u t e s t o a f e e l i n g of s l u g g i s h p i t c h and roll response, It a l s o
f e e l s as though t h e r e i s a delay i n t h e c o n t r o l response from t h e time a s t e p
i n p u t i s a p p l i e d t o t h e time t h e response i s f e l t . F u l l l a t e r a l c o n t r o l w a s
o f t e n used i n roll r e v e r s a l maneuvers about t h e hover condition; however,
p r e c i s i o n hovering over a spot w a s accomplished wit'n very s m a l l l a t e r a l -
control inputs.

Longitudinal c o n t r o l power w a s never l i m i t i n g i n any maneuver. F u l l

c o n t r o l w a s used for t h e most abrupt quick s t o p s , b u t , as w a s noted f o r t h e
l a t e r a l c o n t r o l , t h e r e w a s a l a g i n t h e response of t h e h e l i c o p t e r t o abrupt
c o n t r o l i n p u t s . These e f f e c t s , which a r e s i m i l a r t o those of t h e l a r g e r
H i l l e r 12E, a r e r e p o r t e d l y due t o t h e c h a r a c t e r i s t i c s of t h e servo-paddle-
r o t o r c y c l i c - c o n t r o l system. The p i t c h c y c l i c - c o n t r o l displacement i s uncom-
f o r t a b l y l a r g e , p a r t i c u l a r l y f o r an overhead c y c l i c s t i c k . There w a s n o o b j e c -
t i o n a b l e f r i c t i o n i n t h e c y c l i c c o n t r o l and t h e f o r c e s were very d e s i r a b l e .
Adequate c o n t r o l c e n t e r i n g was a v a i l a b l e , and t h e r o t o r feedback through t h e
c y c l i c s t i c k w a s only n o t i c e d when abrupt c o n t r o l i n p u t s were used.

P i t c h and roll damping appeared h i g h and considerable s t a b i l i t y i n t e r m s

of a roll o r p i t c h r e s t o r i n g moment as a f u n c t i o n of forward or sideward speed
was present.

Yaw c o n t r o l power during hovering w a s high t o t h e r i g h t b u t j u s t adequate

t o t h e l e f t a t normal rpm. It w a s easy t o l o s e a l l d i r e c t i o n a l c o n t r o l power
t o t h e l e f t i f t h e r o t o r rpm w a s allowed t o decay t o t h e lower r o t o r speed
normal o p e r a t i n g l i m i t . Yaw c o n t r o l w a s t o o s e n s i t i v e i n normal hover and w a s
considered t o be dangerous for g e n e r a l use because of t h e rocker-plate t y p e

4
of rudder p e d a l s and t h e very high p e d a l s e n s i t i v i t y , Yaw r a t e damping
appeared t o be high enough and usable yaw r a t e s were not l i m i t e d by t h e rate
damping or c o n t r o l power a t h i g h r o t o r rpm.

I n g e n e r a l , t h e r e w a s a tendency t o operate t h i s s m a l l h e l i c o p t e r i n a
much t i g h t e r p a t t e r n t h a n even t h e UH-12E ( t h r e e p l a c e , 2800 l b g r o s s w t )
h e l i c o p t e r . T r a n s i t i o n s t o and from a hover were easily done a t high rates
and t h e s m a l l s i z e of t h e h e l i c o p t e r minimized t h e judgment needed t o keep a
s a f e d i s t a n c e from o b s t a c l e s . Operating and observing t h i s small h e l i c o p t e r
f l y i n confined areas i n d i c a t e s t h a t it w a s being flown d i f f e r e n t l y t h a n a
h e l i c o p t e r of even 2 8 0 0 - p o ~ dg r o s s weight. Turns and t r a n s i t i o n s t o and from
hover were done much quicker t h a n i s normally done w i t h t h e l a r g e r h e l i c o p t e r s .
The c y c l i c - c o n t r o l power and rate damping d i d not l i m i t t h e maneuverability of
t h e YROE-1 i n and about t h e v i s u a l hover condition. The high yaw c o n t r o l sen-
s i t i v i t y r e q u i r e d more t h a n normal p i l o t a t t e n t i o n and c o n s i d e r a b l e familiar-
i z a t i o n time.

CONCLUDING REMEiRKs

The m o s t s i g n i f i c a n t d a t a obtained i s t h a t r e p r e s e n t i n g t h e l a t e r a l
c h a r a c t e r i s t i c s . This i n d i c a t e s t h a t approximately t h e same l a t e r a l c o n t r o l
power i s r e q u i r e d f o r t h i s v e h i c l e as f o r t h o s e of much h i g h e r g r o s s weights
t o achieve a s a t i s f a c t o r y p i l o t r a t i n g . The i n d i c a t i o n would seem t o be t h a t
minimum c o n t r o l power requirements should be based p r i m a r i l y on t h e t a s k t o be
performed r a t h e r t h a n on t h e g r o s s weight o r s i z e , as such.

The d a t a obtained about t h e o t h e r two axes i s l e s s conclusive. Appar-

e n t l y , t h e high c o n t r o l power a v a i l a b l e l o n g i t u d i n a l l y i s i n e f f e c t i v e because
of t h e l a r g e s t i c k movements necessary w i t h consequent low s e n s i t i v i t y .
D i r e c t i o n a l l y , t h e low c o n t r o l power i n t h e d i r e c t i o n opposing r o t o r torque
and high c o n t r o l power i n t h e opposite d i r e c t i o n , combined w i t h extremely high
c o n t r o l s e n s i t i v i t y , a r e e s s e n t i a l l y p e c u l i a r t o t h i s v e h i c l e and make t h e
r e s u l t s i n a p p l i c a b l e i n any g e n e r a l sense.

It i s t o be noted t h a t undue emphasis should not be p l a c e d on making

comparisons of t o t a l c o n t r o l power requirements between d i s s i m i l a r t y p e s of
VTOL v e h i c l e s ( i . e . , h e l i c o p t e r , d e f l e c t e d j e t , tilt wing, e t c . ) , because of
i n h e r e n t d i f f e r e n c e s i n s e l f - d i s t u r b i n g c h a r a c t e r i s t i c s , ground e f f e c t s , g u s t
s e n s i t i v i t y , t r i m requirements, e t c . The comparisons made here a r e p r e s e n t e d
p r i m a r i l y t o provide a convenient c a t a l o g i n g of a v a i l a b l e d a t a on VTOL air-
c r a f t covering a wide range of g r o s s weights and t o p o i n t out t h a t no g r o s s
t r e n d of varying c o n t r o l power requirements with i n c r e a s i n g weight i s obvious.

Ames Research Center

National Aeronautics and Space Administration
Moffett F i e l d , C a l i f . , March 16, 1965

5
 REFERENCES

1. Anderson, S e t h B.: An Examination of Handling Q u a l i t i e s C r i t e r i a f o r

V/STOL A i r c r a f t . NASA TN D-331, 1960.

2. Anon. : Recommendations f o r V/STOL Handling Qualities. AGARD Rep. 408,

o c t . 1962.

3. R o l l s , Stewart L.; and Drinkwater, Fred J., 111: A F l i g h t Determination

of t h e A t t i t u d e Control Power and Damping Requirements f o r a Visual
Hovering Task i n t h e Variable S t a b i l i t y and Control X-14A Research
Vehicle. NASA TN D-1328, 1962.

4. Anon.: D e t a i l S p e c i f i c a t i o n s f o r Model YROE-1 Rotorcycle. NAVORD Rep.

SD-5l.B (Aer-AC-0411, June 23, 1959, r e v . Oct. 1960, H i l l e r A i r c r a f t
Cory.).

5. H a l l , F. : C h a r a c t e r i s t i c s and Performance Report. Eng. Rep. 60-46,

H i l l e r A i r c r a f t Corp., May 4, 1960.

6. Anon.: A i r c r a f t and Engine Performance and S t a b i l i t y and Control T r i a l s

of t h e Model YROE-1 Rotorcycle. Rep. 1, P r o j e c t TED PTR F&-42102.2,
FT 23-390, Naval A i r Test Center, Patuxent River, Md. , Oct. 13, 1960.

7 . Taylor, F. W.; Hamilton, C. B.; and Segner, D. R . : Contractor's Struc-

t u r a l and Aerodynamic Demonstration of Model YROE-1 Rotorcycle.
Rep. 1, F i n a l Report, P r o j e c t TED PTR AC-42102.1, FT 36-556, Naval A i r
T e s t Center, Patuxent River, Md., Dee. 28, 1959.

8. Creer, Brent Y.; Stewart, John D.; Merrick, Robert B.; and Drinkwater,
Fred J., 111: A P i l o t Opinion Study of L a t e r a l Control Requirements
f o r Fighter-Type A i r c r a f t , Appen. A. NASA MEMO 1-29-59A, 1959.

9. Cooper, George E . : Understanding and I n t e r p r e t i n g P i l o t Opinion. Aero.

Engr. Rev., v o l . 16, no. 3, March 1957, pp. 47-51, 56.
10. S h i e l d s , M. E. : Estimated F l y i n g Q u a l i t i e s XC-142A V/STOL A s s a u l t
Transport. LTV Rep. 2-53310/4R939, LTV Vought Aeronautics Div.,
May 22, 1964.

11. R o l l s , Stewart L.; Drinkwater, Fred J., 111; and I n n i s , Robert C . :

E f f e c t s of L a t e r a l Control C h a r a c t e r i s t i c s on Hovering a J e t L i f t
VTOL A i r c r a f t . NASA TN D-2701, 1965.

6
 TAB= I.- SUMMARY OF THE PERTINENT PARAIVlETERS DETERMINED

I Pilot ratings
Control power, Damping, Sensitivity,
-radians/sec2 -1/T = l / s e c -radians/secZ/in. , Control 'ens'-
i power tivity
Mode A/C I
I'
Flight AGARD Flight
test spec. A B A B
value ' ( r e f . 2) value value I ( r e f . 2) ,
YROE- 1
1.7 1 3.9 0.24 ' 1.3 3 4 5 4 '
T -L ^_^^ 1 I

Longitudinal/
satisfactory)

YROE-1 I
2.0 2.4 'e
,
(-In'? 1170)

( - I z~ 80)
.25
i

.6 i2-1/2 5 ' E
( t o o low]

--
l

(-Pitch) ' X- 1 4 A .11 I -25 (3-1/2)

I
I

I Directional t o r que high)

( -Yaw) 1

X-14A -5 .7 1.0 2.4 .17 .23 (3-1/2) (n.a.>

(minimal

I s a t i s f a c t o r y) ("Izz 3 2920)
 TABU 11.- PIL9T OPINION RATING SCHEDULE

~~~

Primary
mission Can b e
Description
rating rating a cc omp 1ished landed

I 1 E x c e l l e n t , i n c l u d e s optimum Yes Yes

2 Good, p l e a s a n t t o f l y Yes Yes
Unsatisfactory
operat i o n 3 S a t i s f a c t o r y , b u t w i t h some m i l d l y
unpleasant c h a r a c t e r i s t i c s Yes I Yes

l 4 Acceptable, b u t w i t h unpleasant
characteristics Yes Yes
Unacceptable f o r normal o p e r a t i o n Doubtful Yes
Acceptable f o r emergency c o n d i t i o n
1 I only* Doubtful Yes
I
I I. 7 Unacceptable even f o r emergency
condition*
No 1Unsatisfactory ' 8 Unacceptable - dangerous
operation
9 Unacceptable- unc o n t r o l l a bl e

?ailwe of a s t a b i l i t y augmenter
 A-31028
Figure 1.- YROE-1 Rotorcycle in hovering flight.
\D
Figure 2.- Three-view drawing of test vehicle.
 @ Full deflection
I (- Total control power)

iI

i-
I
I
One inch
( w Control sensitivity)

I I I

i
IROE-I 1 ~ x - 1 4 ~

ti i RR .N 5
(Too low)
P.R.- 4

Io2 2 4 6 8 IO3 2 4 6 8 lo4 2 4 6 8 1

Gross weight, W, Ib

Figure 3 .- Lateral control characteristics ( - visual hovering task).

P
P
 -4

-3

-2

-I

I
0 I 2 3 4 5

Lateral control power, 6, radians/sec

2

Figure 4.- Lateral handling characteristics.

12
 3 I
I
I 0 Full deflection
(- Total control power)
(u
0 E One inch
a,
(-Control sensitivity)
>
UJ

C I
0
0 2
E
L
:8
C
.
.-0
.
I-

Ea,
FYROE-I'

Z3 P.R.- 5
(Too low)
I 1 1 1 1

IO2 2 4 6 8 IO3 2 4 6 8 IO' 2 4 6 8 1

Gross weight, W , Ib

Figure 5.- Longitudinal c o n t r o l c h a r a c t e r i s t i c s ( - v i s u a l hovering t a s k ) .

 - 2.4 I I I
fROE-I (P.R.m 2 - 3 ) -

- 2.0

- 1.6

- 1.2

I
m P-1127 ( P . R . - 3 2 ) -
U7
(Est. d a m p i n g ) I

- X-14A (Ref. 3 )
I I
Unaug.
@ XC-142A (Est.)
-
(P.R.I.. 4)
-

0 .4 .8 I.2 I .6 2.o
.. 2
Longitudinal control power, 8, radians/sec

Figure 6.- Longitudinal handling characteristics.

14 NASA-Langley, 1965 A-857

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