.

NASA Technical Memorandum 84351

" I

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I

A Mathematical Simulation Model ,I

of a CH-47B Helicopter
Jeanine M. Weber, Tung Y. Liu and William Chung-
I i
Volume I

August 1984
 /

" Technical Memorandum 84351 ,{.

'i
"l

A Mathematical Simulation Model

' of a CH-47B Helicopter
JeanineM Weber, Ames Research Center, Moffett Field, California
TungY LiuandWilliamChung, Computer Sciences Corporation, Mountain View, California i

NSA
N;lh( )n;tl Aer_ )rlitl lhr :c,;;trod
:-}l.)ar:e A(lmmlrqr;_t_r)n
Ames Research Center
t,,/1()ff_,tt F _;;Irt (;,qhfr)rr,r,q rig():_r,

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 TABLE OF CONTENTS

Page

SUMMARY ..................................... l

NOMENCLATURE .................................. 1 I
i 4'

INTRODUCTION .................................. 2 _
i

MATHEMATICAL MODEL DESCRIPTION ......................... 3 i

Rotors ................................... 3 _
FuSelage Aerodynamics ........................... 13
Engine and Governor ............................ 16
Mechanical Controls ......................... 17
Stability Augmentation System ....................... 18
Electronic Control System ......................... 19
Slung Load ................................. 20

OPERATIONAL CONSIDERATIONS ........................... 24

CONCLUSIONS ................................... 24

APPENDIX A: FLAPPING AND CONING EQUATIONS ................... 25

APPENDIX B: INFLOW DYNAMICS SOLUTION ..................... 28

' REFERENCES ................................... 31

TABLES ..................................... 32

FIGURES ..................................... 95
 ,_ .f /

SUMMARY

I A nonlinear simulation model of the CH-47B helicopter, developed by the Boeing

Vertol Company (ref. I), has been adapted for use in the NASA Ames Research Center _'
(ARC) simulation facility. The model represents the specific configuration of the ARC _i
variable stability CH-47B helicopter (fig. 1) and will be used in ground simulation I
research and to expedite and verify flight experiment design. _

Modeling of the helicopter uses a total force approach in six rigid body degrees
of freedom. Rotor dynamics are simulated using the Wheatley-Bailey equations,
including steady-state flapping dynamics. Also included in the model is the option
for simulation of external suspension, slung-load equations of motion.

Validation of the model (discussed in Volume II of this report) has been accom-
plished using static and dynamic data from the original Boeing Yertol mathematical
model and flight test data from references 2 and 3, as reproduced in reference 4. The
model is appropriate for use in real-time piloted simulation and is implemented on the
ARC Sigma IX computer where it may be operated with a digital cycle time of 0.03 sec.

NOMENCLATURE

AERO fuselage aerodynamics subroutine

ARC Ames Research Center

BV Boeing Vertol Company

c.g. center of gravity

CONTROL mechanical control system subroutine

DCPT differential collective pitch trim

ECS electronic control system

ENGINE engine and governor subroutine

N_ change in helicopter yawing moment per sideslip angle

" rpm revolutions per minute

ROTOR rotor dynamics subroutine

SAS stability augmentatio, system

SLING sling load dynamics subroutine

 0

I_.
1
SNP shaft-normal-plane J
i
i' SNPW shaft-nornm]-plane-wind
q

V equivalent velocity _,
eq

INTRODUCTION _ _i

_: At Ames Research Center (ARC), the CH-47B provides a unique capability for generic , I

flight research in flight controls and displays for rotorcraft and VTOL aircraft. In _i
addition to the existing potential for variable-stability flight, a programmable dis-
I play system and a variable force-feel system are being developed. The purpose of this
mathematical model development is to provide the capability for real-time simulation
_° and for the preliminary check-out of in-flight research experiments for the variable-
i stability CH-47B helicopter. _i
1
Subroutines that comprise the mathematical model describe the rotor systems,
fuselage aerodynamics, engine and governor, mechanical control system, the option for
either an electronic control system or the basic stability augmentation system (SAS),
and the option for externally suspended, slung-load dynamics. Forward and rear rotor
dynamics are simulated in a shaft-normal-plane-wind (SNPW) reference frame with the
Wheatley-Bailey (modified tip path plane) equations of references 5, 6, and 7. Steady
state flapping dynamic_ are represented with these equations; however, in-plane
motions are neglected. Forces and moments at the rotor hubs are then calculated as a
function of rotor aerodynamic conditions and dynamics, after which they are resolved
to the helicopter center of gravity. Six rigid-body forces and moments resulting
from fuselage aerodynamics are found from tabular data interpolated as a function of
fuselage angle of attack and sideslip angle.

Each engine is represented with nonlinear, second-order dynamics; left and right
engine models are identical, yet are modeled separately. The fuel control system and
gas generator are each modeled as a first-order system, the latter including a variable
time constant dependent upon power and power error. The engine governor, whose pur-
pose is to regulate rotor rpm, is modeled as a linear, third-order system.

Modeling of the hardware from the cockpit controls to the swashplate comprises
tile mechanical controls subroutine. Included are upstream limiters on each control
input, first- and second-stage mixing, swashplate limits, and swiveling and pivoting
actuation dynamics (first order).

Stability augmentation in the form of longitudinal, lateral, and directional rate

damping is modeled. Additional features of the directional SAS include turn coordina-
tion and feedback of sideslip angle to obtain a stable yawing moment change with
" sideslip (NB).

The provision for an electronic control system (ECS) model has been included in

report, the information necessary to integrate such a subroutine into the simulation
model is discussed in the section concerning the ECS.

A mode] of an externally suspended, slung load has been developed and is available
for use with the helicopter simulation mode]. Three state variables, defining the
i this program.
position ot the Although
load and nosuspension
specific ECS configuration
cables relative to has
the been documentedare in
helicopter, this
represented

____ " "-'*" 2-_" _'a_k_*e".. _ °";*" _ " _ _ _e.._

 with nonlinear, second-order equations of motion. Thus, the combined system (hell- ,q
copter and slung load), is represented with nine coupled, differential equations !i
_'% modeling the two rigid bodies.
i'' 6,

_ The specifications of the real-time simulation model are presented in this

I" report, organized by subroutine. Documentation of each subroutine is characterized I.

by an engineering explanation, input/output variable lists, and the definition of 11

! , computer mnemonics in terms of engineering variables. The subroutines are discussed q,
: in the following order: rotor dynamics (ROTOR), fuselage aerodynamics (AERO), engine _i
and governor (ENGINE), mechanical control system (CONTROl.), stability augmentation I
system (SAS), electronic control system (ECS) and slung-load dynamics (SLING). I

Operational considerations are discussed, including the specification of input

constants and other information necessary for a piloted simulation using a simulator
! cab and a visual display.

!_ Finally, in Volume II of this report, results of the ARC static and dynamic model
i•
E validation are discussed. ARC static trim and stability derivative data are tabulated;
also, ARC dynamic data are compared with a Boeing Vertol Company (BV) model and CH-47
flight-test data from references 2 and 3 (reproduced in ref. 4).

MATHEMATICAL MODEL DESCRIPTION

Rotors

Wheatley-Bailey (modified tip-path plane) equations (refs. 5, 6, and 7) form the

basis for the simulation of the rotors in this mathematical model. In subroutine
ROTOR, total forces and moments resulting from each helicopter rotor are computed in
the SNPW reference frame. These are then transformed to the body reference frame at
the helicopter center of gravity (c.g.) for incorporation into the six degree-of-
freedom rigid-body equations (which are part of the established Ames simulation
facility and are known as subroutine SMART (refs. 8 and 9)). _

Figure 2 shows a signal flow diagram of the rotor subroutine (in terms of com-
puter mnemonics), including variable inputs and outputs to and from other model sub-
routines. The equations are executed sequentially as indicated by the numbered
modules in the figure. Since the calculation of rotor hub forces and moments is
required for this model, it is necessary to perform transformations between the heli-
copter body and the SNPW reference frames. To do this, the position of the actual
rotor c.g. relative to the actual helicopter c.g. (fig. 3) is computed using equa-
tion (i),

SLFR,SLRR ;F,R ;F,Rx AXc.g ./12"

q

SDFR,SDRR dF,R = dF,R X - AYc.g./12 (I)

SHFR, SHRR hF,R hF,R AZc. g. /12

where the positions oY the baseline rotor c.g. relative to the base]ine helicopter
c.g. are given by:

! 3
 I
_= 0 ft ' _ _= I,
" Fx x
td dR O. 0 fc

h Fx_ .49 ft_ •h R:_ 2.16 ft

The vector , Ilj

!
p g°I
is the position in inches of the c.g. of the 3ctual helicopter relative to the base-
line specifications. Baseline helicopter c.g. positions are

c'g_ = 1331.1n2n ]

ilggJ Ll1"2 inJ

and the sign conventions are as given in figure 4.

To compute forces and moments at the rotor hub, helicopter body-axis velocities
(from subroutine SMART, rigid-body dynamics model) are transformed from the body 0
reference frame to the rotor SNPW reference frame. Representation of the body axis
velocities at the rotor hubs is given in equation (2).
. .im a . i,

UFR1,URR1 1Fl,UR1 u ,, 0 -hF, R -dF, R pBI

VFRI,VRR1 v F l'VR1 = VBI + 0 qB (2) ;

hF'R _F,R

WFRI,WRRI wF w -_F 0 rBl

'WR I ;I dF,R ,R l

Body-axis velocities (at the rotor hub) are transformed (eq. (3)) from the body to
the SNP reference frame through shaft incidence angles iF,i R (fig. 5).

UFR2,URR2 cos ' 0 sin u F 1 ,UR,

UF2'UR; IF'R iF'R

VFR2 ,VRR2 v = 0 I 0 (3)

F2 'VR2 VFl 'VR I

_ WFR2,WRR2 -sin ' 0 wF ,WRl

WF2 ,WR2 IF, R cos iF, R I

The rotor SNP may be considered an intermediate reference frame between the helicopter
body
_ and SNPW reference frames.
 ' .s t

ORIGIN/,,L i:':.',' :,:, 11

/.ip,.
OF POORQUJ,,,.,,,' t
"t

Rotor sideslip angle is defined by equation (4), 'i

BETAFR VF, R 2
' = arctan---- (4) _
BETAP.R BF,R uF ,R2

and
l SNP translational velocities are effectively resolved (eqs. (5) and (6)) through i
• 8F,R into the SNPW reference frame, as shown in figure 6. Rotor-hub forces and I
moments are eventually computed in this frame, as indicated in the figure. _,

, UFR ,
I/ 2 (5) ,
URRUF'R= rU ,R + VF,R
WFR

WRR WF, R = WF,R2 (6)

Next, helicopter-body angular velocities (from SMART) are transformed (eqs. (7)
and (8)) to the SNPW reference lrame as shown in figure 6.

PFR p: cos _F
' cos iF sin _F' cos _F' sin iF ,

QFR q -sin BF cos iF cos gF sin BF

F[ = ' ' ' sin iF (7)

RFR, rFl -sin iF 0 cos iF

I

! ! !

PRR[PR -cos BR cos iR -sin BR -cos BR sin PB

I ! l

QRRIqR = -sin 13R cos iR cos gR -sin gR sin iR qB (8)

RRRIr R sin iR 0 -cos iR rB

Rotor angular velocity is corrected for helicopter yaw rate in equation (9):

OMEGFR
!
f2F,R = _F,R rF,R (9)
OMEGRR
i

and rotor tip speed is calculated based on this rpm in equation (]0):

VTIPFR

' VTIPRR VTiPF ,R = RBF,R :;F,R (]0)

Advance ratio and the free stream component of inflow ratio are calculated in equa-
tions (11) and (12):

5
 ORIGINAL P_,_.. ',, II

OF POOR QUe_LJJ"_ {'t

AMUFR UF, R -I
AMURR
'_IF'R = RBF ,R (_',R,. - rF ' R) (1]) ([
,i
ALMPFR WF, R
X' = (12)

ALMPRR F,R RBF,R(_t_,R - rF,R)

' ]

Prior to their usage in computations (i,e., for flapping coefficients and rotor _'i
forces and moments), the pilot's control inputs are transformed to the SNPW reference
frame and corrected for control phasing angle (_p) and pitch-flap coupling (_3)' Thus, ]
it is unnecessary to make these corrections during the actual c reputation of these !
quantities (as noted in the flapping assumptions which follow). Longitudinal and
lateral cyclic pitch in the SNP reference frame (from subroutine CONTROL) are trans-
formed to the SNPW reference frame in equations (13) and (14).

AICFRI

rA]I
BICFRI[B{c[ F2

AICRRI
= cos BF

in BF'

COS B_
, -sin 8

cos B_]IB' FIIC

S in _R
v!
A,
ICF

_C
(13)
iI

= (]4)

[A{cR']
BICRRI [
L-sin _R cos 8ii _CR] I

Although the pitch-flap coupling and control phasing angles are zero in the current i
configuration of the ARC CH-47B, the capability for these variations has been included
in the simu]ation model. The purpose of the control phasing angle, _p, is to offset
the lead of the blade relative to the pitch hinge, which was introduced by pitch-flap
(_3) coupling (fig. 7, taken from ref. lO). In equations (]5) and (16), rotor cyclic
pitch positions are transformed through control phasing angle, %p (fig. 8).

AICFR2 A[CF2 os _PF -sin _p _CFI

= (15)
B'
BICFR2
LB' tin *PF cos _PFJ icrlJ

AICRR2 A'_CF2 'os _PR

= (16) ,

In equation (17), rotor cyclic and co]]ective positions are corrected for 63
(ref. i]).

,i

!
 2
@RIGId'' ;'..... . ,]
OF POOR Q,;: ...... _'

AICFR,AICRR A,_ A[C aIF,R

"_F.R _,R2
' (17)
BICFR,BICRR B,_F.R = BzC _,R2 + K _F,R bZF,R ,,,,

THOFR,THORR 00F,R 0'

0F,R _ .a°F'R.

where K_F, R = -tan(63F,R)' 4,

Rotor degrees of freedom are limited to feathering and the computation of steady
• state flapping and coning coefficients. No in-plane (lead-lag) degree of freedom has
been considered. Flapping and coning coefficients are computed by solving a 3×3 linear H
system of algebraic equations, and are developed based upon the following simplifying
assumptions (ref. I):

I. Only the first harmonic terms are used. i

2. There is a uniform inflow, i

3. No reverse flow is considered.

4. Identical forms for the front and rear rotors are used. q

5. There are no pitch-flap coupling effects (the control inputs are corrected
in this regard).

6. There is a zero tip-loss factor.

7. There is a negligible hinge offset.

8. Rigid blades are used.

9. There are no compressibility effects.

I0. There is a constant rotor airfoil-section lift-curve slope.

Ii. The rotor airfoil-section drag varies only with rotor angle of attack.

Steady-state flapping and coning angles are found by solving equation (18) with
Cramer's Rule. (The derivation of these equations is given in appendix A.)

AF,R BF,R CF,I aOF,R 3F, R

J DF, R EF, R FF,R, , aZF,R = KF, R (18)

GF,R HF,R IF,R IblF,R LF, R

where:

121F,R 3
= _ 2 K_ F (I + U2
AF'R PaF,RCF,RRBF,R ,R F'R)

W
I
g

_'W BF, R - 0

_'I CF'R = 2_F'RK_F,R

, Oi_lGtik_,L .........

DF,R = - _ ,R
2 Kg F I R _F OF POOR Q_,.._,__:. i

2
r I _F,R
EF,R = 4 8

FF,R = KBF,R _+g F,

2
_f 4 UF,R

HF,R = -KB F,R

IF, R = 1.0

3 , _2 + 2X F - + 0 (1.2 + taF,R)
2 _F, R B [C F 2
JF,R = 20°F,R (I + F,R ) ,R ,R 2 tWF, R

i.
I KF,R 2 _F,R0°F,R,
=- 3
i
+'2tF,RuF,R +t28tWF,R _F,R
-B' [!+8 _ _F,
ICF,R2_4
_R)

i _ 0aF,RCF,RRBF,R_F, R

Using Wheatley-Bailey theory (refs. 5-7), thrust, torque, side force, and drag at
the rotor hubs are computed. Expressions for thrust and torque follow the theory as
developed for a tandem rotor helicopter using the SNPW reference frame. Expressions
for rotor side force and drag were greatly simplified by BV during their development
because the simplified forms provided a better match with flight test data than did .,
the full theoretical expressions.
 I
]
oRIGI_;_,L I ;, i'
OF pOOR Q_AL_i _
Mean rotor thrust is computed with equation (19).

F,R _, I F,R + 2 + 1 1I
CTRR1
CTFRI aF,R°F,R
2CT 2 £_ _ 00F'R _ 0tWF ,R

i - BIC (19) I
" + _F,R F,R °F,R + _ ,R F, 4,

i
i
" In coefficient form, thrust is modified owing to limits on its maximum allowable value, ,
for rotor stall, and due to ground effect. Since the maximum allowable normalized J
thrust coefficient, 2CT/ao, is 1.0, a limit is imposed if the computed value is
greater than 1.0. As a function of advanced ratio, normalized thrust coefficient is
modified as shown in figure 9 for the effects of rotor stall. This is an empirica]
correction which was derived by BV to provide a better match of the model's dynamic 'i
response with wind-tunnel test data and is selected (along with a correction to rotor i
torque) with flag NSTALL in the simulation model. Thrust coefficient is computed as
shown in equation (20)

/ 2CT \a
CTFR - I F'R ] F'ROF'R
2
(20)
CTFR CTF,R \aF,R°F,_

and if longitudinal velocity is less than 40 knots (and if the ground-effect correc-
tion is selected with flag NGREFF), thrust is modified for ground effect as a function
of altitude and airspeed. Thrust is calculated in equation (2!) I

TF'R = CTF ,R p_R_BF,R ___,R + K g.e.F, T.

RLg.e.F, (21)

where

K = 1 UF'R
U (Ug.e. = 40 knots)
geF,R ge

and Ti. g.e. is determined from figure i0 as a function of the rotor height to diameter

ratio (h/D)rotor.

9
I; OF p(.)Oi:_ (.',,: ..... "_
4,
_%. Mean aerodynamic torque required is found from equation (22)

'1
2C
CQFRI

6F'R a_F R + 0.25 IC aIF,R - 3a_l,'R ;

QF,R = I_F, R .25 _lF, R .65 aF,R 'F,R ' "
CQRRI aF,R°F,R ' i

F,R :" 2 alF,

1

(ItwF _
+ a0F,R _ ,_. + l
----_- 1F,R AI CFR)) 2 \2aF,
{iF., RR XF,R
2 - -- +
XF,R \(00F' 3 R 4 ,
Qb ) R) '

+ 8- ,R - • ,R - a2LF,R - b_F, (22) '_

As a function of rotor thrust and advance ratio, the torque coefficient is modified
for rotor s_:all (flag NSTALL) as shown in figure 11. AJso, an empirical correction
is made to the torque coefficient to attain a better match with flight-test data.
This correction, the effects of which are shown in figure 12, is calculated as a func-
tion of adva'_ce ratio and thrust coefficient (flag NTRQCR). Including the two
corrections, the aerodynamic torque coefficient is:

/2C0 \

CQFR C = [' '

"F,R } aF,R:rF,R + _,C + ,',,C (23)
CQRR QF,R \aF,R°F,R/ 2 QF,RR.s. QF,R

and the rotor torque required is

QAERFR

QAERRR QAE_, R = C QF ,R p_R_ F ,R _2 (24

Rotor sideforce is calculated with equati_-: s (25) - (27).

CYRRI aF,ROF,R aF,RC_F,R ,R IF,R i R -

CYFRI 2CYF'R = 2CTF'R blF,R + _F __ [_ (blF ' AICF,R) - _F,Ra°F,R ]

+ 2
i( a°F,R _F,RBI'(,F,R - I'50°F'R - 3_F'R - _tWF,R
I)
+ _ XF, R _IF,R - A1 + _ a0F, R ICF, R
CF ,R

_. CYFR _ [_ F,R / aV'R°t:'R (26)

, CYR, CYF,R _aF. R_; i R/ 2 ,a

lO
 e

Q
/

YFR
O_ _ _ (27)
YRR YF,R = CYF, R RBF, R F,g '

A quadratic form is assumed for blade-profile drag (eq. (28)) and the normalized-

drag (H-force) coefficient is calculated as An equation (29). "i

, DELFR _,

DELRR _F,R = _°F,R + 9_IF,RC_ F ,R (28) _,

i
I

CHFRI % 6F,R_F,R
2C ,R + (29)

. CHRRI aF,R_F,R = CTF,RalF'R 2aF,R

! Equations (30) and (31) show the calculations for rotor drag coefficient and !i-force,
respectively.

CHFR (2CHF, R _,aF,ROF, R

HFR

HF, R = CH F p_RR Q_ _ (31)

HRR ,R -F,R >2
_ ....

Rolling and pitching moments at the rotor hub resulting i:rom aerodynamic forces
are found as a function of steady-state flapping angles (eqs. (32) and (33)).

AMHBFR
I 2
AMHBRR MhubF,R = _ eF'RbF'RMWF,R _F'RaIF'R (32)

ALHBFR

l bF _2 (33)
ALHBRR LhubF,R = _ eF,R 'RMWF,R F'RbIF'R

Inflow ratio dynamics, which are modeled using the ARC local linearization pro-
gram LOLIN (ref. 12), are first order and depend upon thrust, advance ratio, and an
empirically derived rotor-on-rotor interference algorithm.

iF I WF CTF RF R
• = F _FRBF + 21/7 + 2 + 2"I/ R -+- 2
----_. (34)

iR = 'IRI{' R 'RRB
RwR + 2_,_CTR+ IR, ,,j+
2)&F + 2_
DFFRC--T_, (35)
 !

OF POOR QO_,d..ii"i" t,

i Referring to equations (34) and (35), rotor-on-rotor interference parameters DFR F

DFFR
I (rear on forward) and (forward on rear) are calculated as sho_m in equation (36)
P

!" BDFFR

!, = d'. (L- Isin BFUSJ ) + Isin ] (36) "

BDFRF DFFR (RF) _FR (RF) CF a _FUS "

where dFF R and FR F are found depending upon whether the helicopter is in forward ' I
4'

or rearward flight, in figures 13 and 1/, and CF2 is found in _:igure 15. A more _i
b
i detailed description of the LOLIN approach to solving,_ equations (34) and (35) and an
explanation of the differences between this approach and the one used originally by _'
BV, is given in appendix B.

r, Finally, rotor forces and moments at each rotor hub are transformed to the heli-
copter c.g. These forces and moments form a portion of the total forces and moments
acting on the rigid body (helicopter) and are integrated in SMART to give the trans- 'i
lational and rotational states, i

In equations (37) and (38), forces at each rotor hub are transformed from the
SNPW to the helicopter body reference frame.

XAEPFR X\E_ _ -cos _'F cos iF -sin _F cos iF sin i H_[

'h I

= ! ! I
YAERFR YAE_: -sin $F cos _F 0 YF. (37)

ZAERI_ ZAER. _ -cos _ sin iF -sin _ sin iF -co," i F TFj

! !

XAERRR ["AERq -cos _R cos iR sin BR cos iR sin iR R|

= ' ' 0 (38)

YAERRR "AEP_I -sin BR -cos BR RI

Re
ZAERRR AER_ -cos _R' sin iR sin BR' sin iR -cos i RJ ..I

Tota! moments at the helicopter c.g. due to the rotors have contributions from
two sources: (|) moments at the helicopter c.g. resulting from forces at the rotor
hub and (2) moments at the hub transformed to the c.g. Equation (39) shows the com-
putation of the first contribution, equations (40) and (41) show the computation of
the Jecond contribution, and equation (42) gives the summation of moments from each of
the two sources.

ALFRI,ALRRI "I.;,ER
F'- ,F 0 hF, R d F,R " "X
"AERF, '

AMFR 1 ,AMRR 1 MIERF ,R = "hF'R 0 - _'F,R YAERF, R (39)

' -d 0 ZAE
ANFR 1 ,ANRR 1 NAERF,R F,R _'F,R ,RF, R,

12
 / I_ r i
/
OF po0_ _'u,',,.-_"_' ' i

,l
'_, ALFR2 ""LAERFI cos BF'cos iF -sin B_ cos iF -sin il; _'hub,p']

AMFR2 _'AER. sin 6F' '

cos 8F 0 I]_ub_ (40) ,

! ,!

ANFR2 _AER. cos BF sin iF -sin _F sin iF cos iF _!GOVF i

4'

it! " " t !

ALRR2 AERR -cos 8R cos iR -sin 8R cos iR sin il ID'_ub_"

AMRR2 = -sin BR cos BR "'hub_ (41) ,

!"AEP_ ' ' 0 I, ,

ANRR2 I.AERR -cos _ sin iN -sin 8_ si_ iR -cos iR R

_;GOV..

ALARFR, ALARRR LAERF,_ LAERF ,i; ,AERF'

= ' 4- M" (42)

AMARFR, AMARRR MAERF,R MAERF, R AERF, R
T ! L_f!

ANARFR, ANARRR NAERF,R- NAERF, R .AERF,R

Total rotor forces and moments,

[XAERFR,XAERRR 1 _,M_ARFR \LARRI_1

'IYAERFR,YAERRR_ and _ AMARFR,AMARRR t
kZAERFR, ZAERRR_ [ANARFR ,ANARRI_j

are passed to the AERO subroutine for summation with the fuselage quantities calcu-
lated therein; aerodynamic forces and moments (rotor + fuselage) are transferred to
SMART as inputs

FAY and II'AN p

LFAZJ LTANJ

Table I is a list of the ROTOR subroutine variables together with constants and
conversion factors. Included is each variable, its FORTRAN mnemonic, units, common
location, if applicable, and physical description. Table 2 is a list of the variables
transferred between ROTOR and other subroutines.

, Fuselage Aerodynamics

Tabular data from rotor-off wind-tunnel tests provides the basis for fuselage
aerodynamic forces and moments. These are represented in the helicopter body refer-
ence frame and are normalized by fuselage dynamic pressure. The data are obtained
from the function tables by linear interpolation on fuselage angle of attack and
sideslip angle (fips. 16-21).

13

k_ = ............ _
r _iL _,
, i

I'
!,% To calculate fuselage angle of attack, rotor downwash velocity at the fuselage is ':
computed with an _mpirical expression, and is used to modify vertical velocity
(eq. (43))

(%_ - %F)_FRB %,
F
' = wB - (43)
WBPR wB 1 + DFR F i
Using tile vertical velocity at the fuselage, w_, fuselage angle of attack is calcu- _'
lated from equation (44). 41

_j

ALPHFS _FUS = arctan (44)

\uB/
Fuselage sideslip angle is computed in equation (45), which is somewhat simplified
:" from the helicopter sideslip angle computed in SMART. '_,
J

i BETAFS BFU S = arctan (45)

Fuselage dynamic pressure, used to normalize force and moment entries in the function
tables, is found using equation (46).

SQFS qFUS = _i p(u_ + VB2 + w_2) (46)

Q

From the function tables, the resulting forces and moments are: (D/q)FUS,
(Y/q)FUS, (L/q)FU S, (_/q)FUS' (M/q)FUS, (N/q)FUS" These quantities are then corrected
for differences in the equivalent "flat-plate area" between the actual helicopter and
the model used in the wind-tunnel tests from which the data were obtained. This

correction accounts for additional sources of drag (i.e., rotor hubs, rotor blades,
landing gear) that were not included in the wind-tunnel model.

Correction terms to be applied to the fuselage forces are calculated as shown in

equations (47)-(49), where Ale is the difference in flat-plate area; fuselage forces
are calculated in equations (50)-(52).

A(_IFus = Ale
2(tan 2 1/2 (47)
[I + (tan _FUS) BFUS ) ]

A Y = Afe tan BFUS

FUS
(tan aFUS) 2(tan BFUS )2 ] 1/2 (48) .
[i +

L_ '_ = Ale tan _FUS

2(tan 2 I_ (49)
\qJFUS [I + (tan aFUS) BFUS ) ]

XAERFS XFU S
= -qFUS [(o)
14
q FUS
+ A\qlFUS J (50)
 7

OF pO0,.: .....

YAERFS YFUS qFUS fi FUS

+ _I=_ (52) +
ZAERFS ZFUS =-qFUS _ FUS _q]= r

To make the corrections necessary for differences in c.g. position between the actual _[
" helicopter and the wind-tunnel model, this moment arm is computed as in equation (53). ,,,J

. SLCFS V ] _ I_X . g.
dc d
SDCFS ?US = - 'Yc. g. / 1 (5 3)

SHCFS IAZ c /1
?US 'g"

is the baseline model e.g. offset (fig. 22), which I'

Idcxl has the constant numerical value of ft " Yc. is

the position (in inches) of the c.g. of the actual helicopter relative to its baseline
(fig. 4). i

Using equation (54), fuselage moments are adjusted for this difference in c.g.
position,

ALARFS LFU S "(_/q IF1S 0 h d XFU _

CFUS cFU_

AMARFS MFU S = (:!/q)FUS qFUS + -hCFus 0 -£cFU S YFUS (54)

ANARFS NFU S (N/q)FU S -d _ 0 "

• cFU S cFU S _+FUS

If the helicopter is in rearward flight, the signs on XFU S, MFU S, and NFU S are
reversed to account for the aerodynamic differences at this flight condition.

• Total aerodynamic forces and moments include rotor and fuselage contributions,
which are summed at the end of the subroutine (eqs. (55) and (56)) and passed to
SMART.

FAX XFU; FkAER.. IAER

FAY YAERO I = YFU ; + ;_ R[ "-.
.AER F + ,.AERR[ (55)

FAZ ZAERO I ZFU ;]

' ZAERF :'AERRJ

15

I
 TALLAERO 1 LFUS _.ER F LAERR i!

TAM MAERO I = MFU S + I_ER_ + LAER_ (56) _i

I
TAN NAERO ] NFU S t.AER_ LAER." i

4_
Table 3 gives the definition of the variables, constants, and conversion factors d'
of the AERO subroutine. Table 4 lists input/output variables to and from other sub-
routines, together with required input data.

Engine and Governor

; Power is supplied to the rotor system by two Lycoming T-55-L7C turbine engines
mounted on the aft pylon. Although the representations are identical mathematically, 'i
i each engine is modeled separately. The block diagram in figure 23 illustrates =.,e
modeling method for the left engine, including the governor and forward rotor-shaft
dynamics. Nonlinear functions are shown in more detail in figures 24-30.

As shown in figure 23, trimming of the engine by zeroing _, is done while in

initial condition (I.C.) mode by setting flag ISTEADY after the rigid-body states have
been trimmed. Pilot inputs, shown on the left side of the diagram, include: positions

of the collective
lever stick (_c is fed forward intotrim
the switches
engine to(torque
compensate
may beforadjusted
rpm
.... droop); N l (compressor speed); and beep
the left and be
i on engine individually, or engine torque rotor rpm may adjusted on
both engines simultaneously). Changes in beep trimmer and collective positions modify
the fuel control actuator (N2) command. The fuel control mechanism is modeled as a
first-order system, with friction in the response represented by a deadband and by
hysteresis. Unlimited commanded power is calculated, as showal in figure 31, as the
difference between equivalent rotor rpm (NR) and the fuel control actuator position
(NR&). The term NR provides the intercept of the unlimited commanded power curve,
and_the slope of the_curve (M) is an empirically derived constant between engine fuel
flow and engine power. Feedback of NR(_ ) in the unlimited, commanded power calcula-
tion represents the governing loop of the engine, where engine power is modified to
I
i
regulate variations in rotor rpm.

As sho_ in figures 23 and 31, the topping power level of the engine is a func-
tion of NR(_ ) and the compressor speed (Nl). Three positions, STOP, GROUND, and FLY

stant rate of 0.8 in./sec. Unlimited commanded power is then topped as a function of
rotor rpm and compressor speed.

I_ are available
Gas generator
on thedynamics
NI lever;
are modeled
actuator as motion
a Sirst-order
between the with
lag positions
a tim,_
is constant
at a con-and
internal limiter, both of which are variable. The gas generator dynamics time con-
stal,t is a function of power output, modified as a function of power error. The
variable internal limiter adjusts for the engine, which powers down six times
:.. faster th_n it powers up, and is a function of power output.

The engine governor and rotor shaft dynamics, modeled as a third-order system
(fig. 23), regulate rotor rpm. Inputs to the governor and shaft dynamics model are
power available from each engine and power required for the accessories (hydraulic
systems, transmission losses, etc.). As shown in the figure, this system is driven by
the difference between resistive torque (damping plus spring torque) and rotor torque

16

)
 li

required. Rotor acceleration is the dlfference between shaft resistive torque and
engine torque available. Engine euLputs: ro_,r rnm (OMEGA), spring torque

QGOVRJ ,j'

and rotor rpm uncorrected for helicopter yaw rate

OMEGPRJ
i
are passed to the ROTOR subroutine. I

Table 5 is a list of variables computed in the ENGINE subroutine, together with

constants and conversion factors, and table 6 has ENGINE subroutine input/output
variables, and logical flags.
i
'I

Mechanical Controls J

The purpose of the CONTROL subroutine is to represent the mechanical hardware

between the cockpit controls and the rotor swashplate. A block diagram of the sub-
routine logic is shown in figure 32. Mechanical control system inputs are lateral

cyclic (6Ap), collective (_Cp), longitudinal stick (6Bp), and directional (6Rp) cock-
pit control positions. The SAS and ECS actuator inputs from the respective subrou-
tines, and selected with the flags shown in the figure, augment the appropriate
cockpit control positions. Longitudinal cyclic position is also augmented by the
differential-collective-pitch-trim (DCPT) actuator which (although this capability
has been disconnected in the ARC helicopter) may be selected in the simulation model
by setting flag IDCPT. The purpose of the DCPT actuator is to artificially provide a
stable longitudinal stick position gradient with airspeed (fig. 33). To accomplish
this, as a function of airspeed, the DCPT actuator automatically introduces a positive
pitching moment (fig. 34), requiring the pilot to move the longitudinal stick forward
to maintain trim (ref. 13).

After control-stop limiting (downstream of cockpit control-position limiting,

which is not included in the diagram), control positions are converted from inches to

degrees of equivalent swashplate, resulting in OAF,R , @CF,R , @BF,R, and @RF,R.

First-stage control mixing (longitudinal and vertical, lateral and directional) is
followed by cumulative lateral stop limiting (of the authority of differential lateral
and combined lateral inputs). Results of (vertical and lateral) second-stage mixing,
@FSP' @FPP' @RSP' AND @RPP are limited at the swashplate prior to driving the swivel-
ing and pivoting upper-boost actuators. (In order that the swashplates move smoothly
and not bind up, each is driven by a combination of swiveling and pivoting motions.
Swashplate displacement is the sum of the two inputs.) The actuation dynamics are

• modeled as first-order lags, the outputs of which, @_F,R and A'ICF, R, may be inter-
preted to be collective and lateral cyclic pitch _ng]es represented in helicopter
body axes, respectively.

As described in reference 4, longitudinal cyclic pitch angle is scheduled with

equivalent airspeed (fig. 34); actuation dynamics are modeled as a first-order lag.

17

L ................. .......... -_'__:_i_!"_ "_'_''_'_ _ °'_ ..... _,

 Mechanlcal control-system outputs are rotor hub col]active and cyclic positions

BICFRC, BICRRC _ ',

TIIOFRC,
fA1CFRC, THORRC
AICRR_} I

which are passed to the ROTOR subroutine. Table 7 is a summary of the variables used
in the CONTROL subroutine; table 8 gives subroutine input/output variables and logi-
cal flags. !
i
Stability Augmentation System

The basic augmentation of the CH-47B helicopter is modeled in the SAS subroutine.
Rate damping only is implemented in longitudinal and lateral axes (figs. 35 and 36);
the directional axis has turn coordination and N_{ stabilization in addition to rate
damping (fig. 37). Figures 38 and 39 show the directional SAS nonlinearities in
detail.

The longitudinal SAS consists of pitch-rate feedback through cascaded first-order

lag, lead-lag, and washout filters. The lateral SAS is comprised of a single first-
order lag applied to roll rate. In the N_ stabi]ization portion of the directional
SAS, sideslip angle is calculated using the pressure difference between the static
ports located on the nose of the aircraft. In an appendix to reference 4 it was
determined that this pressure difference may be represented as in equation (57)

APlstatic = (1.1)(4)sin(2y)sin(2_)q (57)

port

where _ = the angle between longitudi,la] axis and the static port line (52 °) and
q
= the dynamic pressure (= (I/2)_V2q)._ The portion of the yaw SAS rudder input cal-

culated to zero sideslip angle is given in equation (58) where KAP6R is a velocity-
dependent gain whose purpose is to wash out this rudder input at high speeds (fig. 38).

= (kp in. H20) _ "in. H2Ol (58)

DRBYAW _RB _
equiwdent QK P6 R in. pedal_ /
pedal

Directional SAS yaw damping uses simp]e filtering with, at Veq = 40 knots, a change
from a first-order lag in cascade with a lead-lag to a first-order lag in cascade with
a washout filter applied to yaw rate. Turn coordination is implemented with a fi:st-
order lag on helicopter roll rate. Computation of the SAS filtering outputs uses
subroutine FACT/UPDATE, designed to solve ordinary differential equations (ref. 14).

Augmentation in any or all of the three axes may be selected with switches
located in the CONTROL subroutine, Fl_,gs RSASQ, RSASP, and RSASR _elect the longi-
tudlnal, lateral, and directional SAS inputs, respectively.

SAS effectiveness may be demonstrated using dynamic response and stability-

derivative data. Figures 40-42 show SAS off and on responses for each of the longi-
tudinal, lateral, and directional axes in hover. Figures 43-45 and 46-48 give similar
results -_or Veq = 75 and 130 knots, respectively. More complete static and dynamic
i
i 18
I
I
 model data may be found in volume 11 of this report, which gives the validation
results. Included therein are static trim and stability derivative data as well as a
summary of dynamic check results.

Table 9 is a list of the SAS subroutine variables together with constants and
conversion factors. Included is each variable, its FORTRAN mnemonic, its units, its
common location if applicable, and its physical description. Table I0 is a list of :d
the variables transferred between SAS and other subroutines. I
4'

Electronic Control System I

Using the ECS of the CH-47B, a researcher may either implement an experimental
control system or, by designing explicit model-following laws, exercise the heli-
copter's variable-stability capability. The ECS subroutine is a model of this system;
subroutine inputs are the research pilot's cockpit control positions and the outputs
are ECS signals sent to the mechanical controls subroutine, CONTROL. No specific ECS
is documented in this report. It is anticipated that a particular ECS design will be
developed along with an individual experiment, and will be documented at that time.
However, during model validation, some simple procedures were developed which aid in
properly linking the ECS to the rest of the model. A discussion of these follows.

Prior to engaging the ECS (with flag IECSCON in subroutine CONTROL), the heli-
copter is tri_ned using the basic airframe and mechanical control system• In this
case, the SAS must be turned off before trimming, since SAS inputs alter the cockpit
control positions for trim.

When the ECS is engaged the helicopter is flown by the research pilot; therefore,
in the simulation the safety pilot's inputs to the mechanical control system are
disconnected as the ECS is turned on (see the CONTROL schematic, fig. 32). To avoid
destroying the trimmed condition of the helicopter when the safety pilot's controls
are disconnected, each trim cockpit control position is used as a bias which is added
to the appropriate ECS input (which is zero at trim, by definition); this is shown in
equations (59)-(62).

DLATTOT = DLATECS + DATOTIC (59)

DLONTOT = DLONECS + DBTOTIC (60)

DYAWTOT = DYAWECS + DRTOTIC (61)

DCOLTOT = DCOLECS + DCTr'rlC (62)

where

• "DATOTI_ _DLATP_

DBTOTIC = iDLONP _

DRTOTiC | DYAWP ]
!
_DCTOT] (_ k_COLI'_ trim

Table 11 gives the ECS subroutine input/output variable definition

19

b
mP
I

Slung Load

Subroutine SLING models a baseline, externally suspended load in three degrees of

freedom. This is accomplished by introducing three new state variables, each defined
as a relative displacement of the load and helicopter body reference frames. Addi-
tionally, terms which represent the effect of the slung load motion on the helicopter
response are computed and passed to subroutine SMART. Simulation of the slung-load '
dynamics is optional and may be selected with flag ISLING. I
4"

Figure 49 (taken from ref. i) illustrates the geometry of the slung load, its _i
attachment, and position relative to the helicopter. The baseline load data, which I
are included in the simulation model, is a "MIL-VAN" weighing 7500 lb. It is sus- _
pended ol. cables from tandem attachment points on the fuselage equally spaced about
the helicop, er c.g. It has been assumed that these attachment points may transmit no
moments between the load and the helicopter. Referring to the figure: _L, IL, and
_L are defined to be the longitudinal and lateral cable sway anglem ond the lateral
differential cable angle, respectively. '

To compute slung-load aerodynamic quantities, velocities in the helicopter body

reference frame at the slung-load c.g. are computed via equations (63)-(_5).

USL uSL = uB + (LL + RL)q B + LL_ L (63)

VSL Vse = v B - (ee + RL)P B - Leil (64)

WSL wSL = wB (65

Slung-load dynamic pressure, sideslip angle, and angle o_ attack, respectively.

are computed in equations (66)-(68).

I 2 _ + 2 I/2
SQSL qSL = _ P(uSL + vSL wSL) (66

arctan(VSL_ - _L (67)
BETSL 6SL = \"SL/

= arctanf"SL_ + (68)
ALFSL aSL \uSL ] @SL

Slung-load drag, sideforce, and yawing moment, respectively, are found from fig-
ures 50-52 as a functicn of load angle of attack and sideslip angle. These data,
normalized in the simulation model by load dynamic pressure, are taken from wind-
tunnel tests. Prior to their use in the cable angle calculations, the load aerody-
namic quantities arp ........
_ _¢,_c _he hellcopter body reference frame, as in equa-
tions (69)-(7 I).

cos 'JL + sin v (69) "

XAERSL XAE_ = -qSL SL q- SL

2O

W
 7

! oRIGINAL I" I',':*.... :

QUmt',,'
:
J o_poo_ !

t YAERSL YAERL qSl, SI, c°s VL - q

!'
r, ANARSL NAERI_ = qSL SL (7]) '

XAERL, "_mhNAERL
_

i Using and as inputs, suspension-cable angular accelerations I

are computed with the nonlinear second-order differential] equations (72)-(74), from ,,
reference i.

mLL L LI
AMULPD XAE_ _B LLL+_
L
'\%_L

_ rBiL + LL _ % .![_
L L (sin @ + sin IaL) - K_p (72)
It rBv____B
B •
I!
_t
wh
ere
'
_!il [ (mLg) 2 + XAEP
2 _ ]I/2

!' _ = mLg
_,

ALMLDD _L- mLLL + I--_L- LL PB- ---2 LL rBqB mLLL qB';L

LL

rBu B
• -- - -_- (sin $ + sin K_,_L (73)
+ rB_*L + LL LL XL) -

NAER L mLga L
COS COS --

ANULDD 5L - Jh _B 4JLL L @ SvL K66 L (74)

(During model validation, the value of K¢ was changed from the original value of
+1.8 to -0.03 to matcb BV dynamic-response data.)

Integratit,n results in cable angular velocities as in equations (75)-(77):

AMULD
"_L = IUL dt (75)

ALMLD _L = I_L at (76)

ANULD "['L = ;5I, dt (77)

21
 OF PGOF( QUALIY'_'

and cable positions as in equations (78)-(80):

AMUI. I_L= f_L dt (78) ',

ALML _L = •F_L dt (79) !

(80)
ANUL _L = f{_L dt

At a straight and level flight condition, values of _L, _L, and VL may be found
by solving equations (72), (73), and ('74) at steady state. Resulting trim values _re
given in equations (81)-(83).

=sin_ n
[si
+
ALMLIC _L_ = -# (82)
i.C.

ANULIC _ = 0 (83)
LI.C.

where I.C. represents the initial flight condition. By selecting flag ISLTRM,
initial values of the slung-load states are computed at the same time that _he heli-
copter is being trimmed.

In the original BV simulation model, the helicopter and slung load were modeled
together as a coupled nine degree-of-freedom system. However, since subroutine SMART

i was
from aesigned to handle
the original. only six(84)-(89)
Equations degrees are
of freedom,
the nine the ARC model is somewhat
degree-of-freedom modified
helicopter
I! equations of motion in the helicopter body reference frame (ref. l), where the under-
lined terms are those which arise specifically from the slung load.

XAERO mL JL

6B = MH qBWB - g sin 0 + rBvB - MHH (qBWB - _g sin uL) LLMH rBPB (84)

YAERO mL JL mL

+B - MH + g sin ¢ cos O + PBWB - rBu B + MHH PBWB LLMH (rBqB + qB_L) - _ g sin %L

(85)
ZAERO mL(L L + RL)

WB - (_ + MH) + g cos ¢ cos O + qBUB - PBVB + (_, + MH ) (q_ + p_)

MLL L

+ (_, + MH ) (PB_i,+ qB_e ) (86)

22

i, I II - ....... "-- - . .Oh _ ,liJ_i_i_!

)
 _ o'

I
)'
OF POL:,;; QUALfi'_' I'

. XZ (r_ - p_) + -Izz '"

"_ qB I YY
MAER-----_O
lyy + "i---- ( -y Ixx) rBPB
ly RLJL
51yy rBPB mLgRL KLp L
__/X____
I (87)

PB = LAEROIzz .
+ NAEROIxz + PBqBIxz(Ixx _ lyy + + rBqB[l_(lyy
_. - - 1 xz
2 ]
I I_z) IZZ) i

+ /(rBqB + qBCL ) + 4L----_Ixz cos _ cos @VL + h,g_,IzzX], (Ixxlz, -

i ¢ (8a)
r_ _B = _NAEROIxx + LAEROIxz + PBqB (12
XX - IXX I yy + 1 2xz ) + rBqB[Ixz(lyy - I xx - l_z)]
k

mLga_ cos 0 cos + xz 12

+ 4L----_--
Ixx _VL LL (rBqB + qB_L ) + mLqRLIxz l] Ixx Izz - x:c)
(8_)

The underlined portions of the above equations are designated as the slung-load
contributions to the helicopter body reference frame accelerations and are given in
equations (90)- (95) •

-mL - JL
UBDS fl - (qBWB sin pL) (90)
Bs MH - KLg LLM H rBPB

-mL JL mL
VBDS " = --
VBs MH PBWB LLMH (rBqB + qBVL ) _ g sin IL (91)

WBDS " = '_(LL + _') mLLL

WBS (mL + MH) (qB + PB) + (mL + M_) (PBiL + qB_e ) (92)

-SJL mLgR L _

QBDS qB S - LL lyy rBP B +--f---yyKL_ L (93)

PBDS •
pB S
=
t\ LL
(qBrB
+ .
qBVL ) 4---LV
+ mLga_ I
xz
co,_ , cos @vI

+ mLgRLlzzk (IxxTzz 12xz

L}/ - ) (94)

fmLga_ RLJLI
• FBDS r =] _7 1 cos @ cos _vL + xz (rBqB + qB_e )
BS % _ xx LL

+ mLgRLlxzl]_ /(Ixx Izz - 12

)xz (95)
J/
These contributions are added directly to the helicopter body reference frame
acceleration calculations in SMART. By executing SMART immediate]y prior to SLINC,,
the states are calculated in the same order as in the origlna] BV mode_.

23

!
 " _ ..... _ - _ _7_77 -7-_-_
........
_ ......... _ ...... .......

I Table 12 gives the SLING subroutine variable definition; table 13 is a list of

subroutine input/output varlab]es and logical flags.
i
OPERATIONAL CONSIDERATIONS ,,
i

Rea]-tlme piloted simulation using a simulator cab and visual display requires
the constant input informatien described in table 14, I

Additionally, in order that a pilot may land the helicopter model, a simple gear _
model has been devised. The landing gear subroutine is nct actually executed; rather,
subroutine BLAND has been modified so that tile ground is contacted artificially (i.e.,
the gear reaction force is prescribed to be equal to the aircraft weight) and no

! reactive moments are calculated).

i
i. CONCLUSIONS 'I
i

I A mathematical simulation model of the ARC CH-_7B helicopter has been purchased
from the Boeing Vertol Company and implemented on the ARC Sigma IX computer.
Volume I of this report includes engineering explanations of each model subroutine;
also given are the appropriate assumptions and simplifications necessary to ensure
the validity of a particular experiment.

Volume II of this report gives a comparison among ARC and BV model dynamic
response data and flight test data, together with ARC static-trim and stability-
derivative data. Successful validation of the ARC model has been completed against
BV model data. As with all mathematical models of physical systems, however, this
model is not a perfect replication of the CH-47B helicopter. This is particularly
true with a quasi-steady rotor dynamics mc_el, the type implemented herein. To repre-
sent specific aspects of the helicopter response more closely and to meet the needs
of a particular simulation experiment, it may be desirable to modify the model
described in this report.
 OR|GINAL P,_"."
.....
b' OF POOR QU_LF_I
i,
i,
_ APPENDIX A: FLAPPING AND CONING EQUATIONS ,

Using Wheatley-Bailey theory (refs. 6 and 7), flapping and coning angles are .,
computed in the shaft-normal-plane-wind reference frame. Due to pitch-flap (-oupling '
(63), the solution for coning and flapping angles (a0,al,bl) is coup]ed with the
definition of swashplate cyclic and collective pitch ang]es (Alc,Blc,O0) , as shown in _j
equations (AI)-(A7). Additionally, coning ang]e is a function of r6tor thrust, I
defined in equation (AI). q,

" AOFR
AORR ao /'0aCRB /L" (2CI"2/'-'0°
_I_ _@tw _2_° ,I"

= - - (A2) ii
AIRR al i - (_2/2) + _-- + 2 (paCRB_!)/IF,R i

BIFR 4pa0 16PF,R[I - (_2/2)]

B2RR bl = + A1 c - (A3)
311 + (U2/2)] (pacR_)/IF, R"

where

AICFR
AICRR A1c = A_c 2 + KBal (A4)

BICFR
BICRR BIc = B{c 2 + K_bl (A5)

THOFR
THORR @o = @_ + KBao (A6)

CTRRI -_o = 2 + -3- + _ + _Lk2- + -_-) - <A7)

The purpose of this appendix is to provide the algebraic steps necessary to

aecouple these equations, eventually resulting in the mode] equation (18). F, IIo_TIn_,
is the step by step decoupling of the equations, reproduced from reference 4.

1. Substituting for (2CT/ao) in the a0 equation:

So = _12___F,
pacR_ R )( { _1 +-_O0 + -_-+
0tw U[U_
Ff)0 + _)B:,]}- +'_00 + 5
Otw T_2
;0) (A8)

/psc_ \/ 400 00 @tw 2 j_o_

a° = _I_F_R)VI +-3--+ @tw + 2_200 + _20tw - 2_,B]c +-6- +---_5 - 2-) (A9)

4
 OF POOR k:'tJ.:..L:, '/ :I.,
2. Substitutln_ for O o and Bzc:

a = - (A::)
C'--_-_
pacRB/ o (0'0 + Kgao) " + 2 _2 2p :c2 + KBb :
' + 2: + + p;

aOl ....-$ K_ 7._ + a:(O.0)+ b: i

4'
:_
a cRB
[I2IF'R (_ + 3 )] (2_,K f_) "
I
A B C _i

= :)_ + : p: - 2_B_•c 2 + 2>,+ 0 tw 6 + _ (AI2)

3. After defining coefficient-_",qs indicated above, the equation has the form:

Aa 0 + Ba I + Cb: = J (A13)

4. Rearranging the aI equation:

tw :c Blc 16qF,R[I + (_2/2)][(I/4) - (P2/8)]

a: = T + --_ + 2 8 4 (_acR'_3!)/IF,Rn
(A14)

5. Substituting for L'o al:d B:,::

al = (r'_0
+ Ki3a0) -_- - ' + KBb +

_Otw ]6qF,R[I + (D2/2)][(I/4) - (U2/8)]

.... (AID)
+ + 2 (pacR_2)/IF, R

ao _ + a: . 8 _ ---

D E

.... (AI6)
2PO'0 (I 3 2) p>, _Otw ]6qF R[I + (_212)][(i/4) - (_218)1
:3 B:c 2 : "+"--'_-- + 7- + 2 (_?acR_f_)/I.F,R

26

I,.__
............... • -. •,w_._/" _- -
 6. The definition of the above coefficients results in the form of equa-
tion (A|7):

Da0 + Ea I + Fb I = K (AI7) I,

7. Substituting for A1c in the bI equation:

J
lj

4_a0 16p F [1 - (_2/2)] ]

bl = + A' + KBal - ,R (AIS)

311 + (H2/2)] ic2 (pacR_)/iF, R I

i

-4_ 16PF,R[I _ (_2/2)] lj

a0 + al(-K B) + bl(l O) = A' - (A19)
311 + (_2/2)] " ic2 (pacR_)/IF, R

H I L 'i
i
8. After the above definitions, the equation has the form:

Ga 0 + Ha I + Ib I = L (A20)

As discussed in the text, equations (A13), (A17), and (A20), which are the same as the
text matrix equation (18), are solved for a 0, a I, and b I.

27

l
i
 ORIGI!": ! •
_'-_,_I, _ .... "_ r ............

APPENDIX B: INFLOW DYNAMICS SOLUTION

In the original version of the model (developed by Boeing Vertol Company) from q

which this model was adapted, the inflow ratio was modeled by the equation (BI)
expression, including a flrst-order lag (ref. I). Past cycle values of CTF,R, )`F,R,

and _F,R were used, so no iteration on the current value of _F,R was performed i
using this implementation, q,

. , F,R FRF (FR) TR,F 1

i
i ALAMFR
ALAMRR AF ,R : )`F,R - (_,R + )2F, R )I/2 + 2(_R,F2 + )`R,F)2 1/ '%F,RS + (BI) _,

where

WF,R _ WF,R

XF'R = RB F ,R(_F,R - rF,R) RBF,RfiF,R

as defined in model equation (12).

A more exact real-time solution was obtained Oy Boris Voh, who represented the
above as a differentia] equation and solved it using a local linearization method
implemented as subroutine LOLIN (ref. 12). Following is the solution method, using
the forward rotor equation as an example:

WF
[ CTF +
DFRFCTR

][] )`Fs
I
I
(B2)

'F (_2 2 ) i/2 + 2(>R

F + )`F (B3)

wF CT F DFRFCTR
Z)`F WF + - (B4)
T)F̀_F + _F- RBF_F RBF_F 2(_12F+ )`_)i/2 2(_ + )`_)I/2

WF WF CTF ]

i,F = RBFP'F 1
T)F̀ "F RBFI2F + 2(_F +. X_)l/2 + 2_. 77
R * AR)
DFRFCTR J (B5)

Following are the definitions necessary for the application of LOLIN to this problem:

2_
 ORIC'. _ '!

OF.Pu._,,.._ ...... _ .,(

LOLIN Fngineering
Description definition definition
n

ql

Nonlinear function FN

Partial derivative of nonlinear FT '_1"

function with respect to time _'

"_iF _iv

Jacobian of system FS
?iR _i_,,
?_F ?kR

System state vector SI

Be
,

[:'ii_.
where

"'l<J
is defined above in equation (B5), the time derivative of the function,

and the four elements of the Jacobian may be calculated as in equations (B6)-(B9):

?iF I ] + i/2 - 2,3/:: (B6)

DF]
_)XF 1 FTR(_DFRF/_)_R) a°DFRF d"J_L R _]

where

?DFRF (I Isin BFU S )AdeN F

_---R--= &I-(lR/UR)-O.mD]p R

29
 .]

:°_ _IR I TF 3DFFR

_C /_F a(_DFF R D_FRCTF_F 1

2 8()J_ + %F) 2(_F ^F ) j "

where

3DFFR _ [I - Isin _FUS I]Ad_FR ,.]

eb 3%F AI-(%FIIJR)- 0"251i F

3iR = i Ii + aR°R _ CTRtR .]

Using LOLIN, equations (BI) may be solved with a Newton-Raphson numerical technique
in equations (BIO) and BII),

3_,F . 3._R [

n+l n "8iF Di; In (BIO)

_l F 31 R
det

D1F 3.\ R

ALAMRR %R = %R +
n+l n 'JiF D_F" In (Ell)
3t F S_R
det

[)I
F 3_ R

o)_. ,.;,...L P:':-:.<

30

_
 REFERENCES

I. Cogan, C.; GaJkowski, B. J.; and Garnett, Jr., T. S.: Full Flight Envelope Math
Model for 347/HLH Contro] System Analysis -- Control Document• Boeing Company,
Vertol Division, report _ _01-10148-1, 1972 • _!

2. Yamakawa, G.; and Miller, L. G.: Airworthiness and Qualification Test, Phase D, 4
CH-47B. USAASTA #66-23, 1970.

3. Albion, N.; Leet, J. R.; and Mollenkof, A.: Ground Based Flight Simulation of _
CH-47C Helicopter. Boeing Company, Vertol Division, report D8-2418-I, 1969.

4. Hackett, W. E.; Garnett, T. S.; and Borek, B. V.: Mathematical Model of the
CH-47B Helicopter Capable of Real Time Simulation of the Full Flight Envelope.
NASA CR-166458, 1983.

5. Hennessy, J. P.: Charts and Equations for the Rapid Calculation of Rotor Thrust
and Flapping Coefficients• Boeing Company, Vertol Division, report 15-A-13,
1949.

6. Wheatley, J. B.: An Aerodynamic Analysis of the Autogiro Rotor with a Comparison

Between Calculated and Experimental Results. NASA TR-487, 1934.

7. Bailey, F. J., Jr.: A Simplified Theoretical Method of Determining the Charac-

teristics of a Lifting Rotor in Forward Flight NACA TR-716, 1941

8. McFarland, R. E.: A Standard Kinematic Model for Flight Simulation at Ames.

NASA CSCR-2, 1973.

9. Sinacori, J. B.; Stapleford, Robert L.; Jewel!, Wayne F.; and Lehman, John M.:
Researcher's Guide to the NASA Ames Flight Simulator for Advanced Aircraft
(FSAA). NASA CR-2875, 1977.

i0. Radford, R. C.: The Longitudinal Stability of the CH-47A Helicopter with the
Forward Rotor Delta-Three -- Results of Flight Test Program. Boeing Company,
Vertol Division, report I14-AD-006, ]967.

Ii. Bramwell, A. R. S.: Helicopter Dynamics. John Wiley and Sons, Inc., New York,
1976.

12. Voh, B.: "LOLIN/LOLIN2," NASA Ames Program Specification (NAPS), no. 215, 1982.

13. Davis, J. M.: Stability and Control Analysis, CH-47B/CH-47C. Boeing Company,
Vertol Division, report I14-AD-603, 1966.

14. McFarland, R. E.; and Rockkind, A. B.: FACT/UPDATE, NASA Ames Program Specifi-
cation (NAPS), no. 194, 1977.
35
:36
 I I I I I I _ "_l
_-_ I I _ _ I I I I .,13 _
I I _ "_ I I I I ,--t h
43
47

I
 49

__ 0
5O
51
 TABLE 2.- ROTOR SUBROUTINE VARIABLE DEFINITION.
i
Input variables Output variables

Common Subroutine Common Subroutine of

Variable location of origin Variable location destination

AICFRC CH(39) CONTROL ALARFR CH(52) AERO iI

BICFRC CH(37) AMARFR CH(54) 4,

BICRRC CH(36) AMARRR CH(55) 7
HCG A(176) SMART ANARFR CH(56)
ALCRRC
CH 38)ENGINE
OMEGPF I
CH(II5) ANARRR CH(53) I
CH(57)
OMEGPR CH(II6) ENGINE QAERFR CH(64) ENGINE
PB A(37) S_IART QAERRR CH(65) ENGINE
QB A(38) SMART TMGN01 CH(100) AERO
QGOVFR CH(257) ENGINE TMGN05 CH(I04)
QGOVRR CH(258) ENGINE TMGN06 CH(105) 'i
RB A (39) SMART XAERFR CH (72)
SBETFS CH(50) AERO XAERRR CH(75)
THOFRC CH(42) CONTROL YAERFR CH(73)
THORRC CH(43) CONTROL Y,_ERRR CH(76)
UB A(58) SMART ZAERFR CH(74)
VB A(59) SMART ZAERIRR CH(77)
WB A(60) SMART

Logical flags Required input data

Common Description
Flag Common
location Function Variable location

NGREFF ICH(7) Ground effect correction DXCG CH(68) Position of actual

of thrust off/on (0/i) DYCG CH(69) helicopter c.g.
NSTALL ICH(5) Rotor stall modificati:,n DZCG CH(70) relative to its
of thrust and torque reference (fig. 30)
off/on (0/i)
NTRQCR ICH(6) Empirical correction [
of rotor torque
off/on (0/])
I

,I

54
L_
 i

i TABLE 4.- AERO SUBROUTINE TRANSFER VARIABLES, INPUT DATA AND

i LOGICAL FLAGS
I
It_ut variables Output variables _,

Common Subroutine Common Subroutine of

Variable Variable
location of origin location destination

ALARFR SH(52) ROTOR BETAFS CH(59) SAS

ALARRR SH(53) i FAX A(136) SMART
AMARFR SH(54) FAY A(137)
AMARRR CH(55) FAZ A(138)

ANARFR CH(56) I TAL A(155)

ANARRR CH(57) _' TAM A(156) _r _'
TEMA gH(92) I S_IART TAN A(157)
TMGNOI CH(100) ROTOR
TMGNO5 SH(104) ROTOR
UB A(58) SMART
VB A(59) SMART
WB A(60) SMART
XAERFR CH(72) ROTOR
XAERRR CH(75) '
YAERFR CH(73)
YAERRR 8H(76)
ZAERFR CH(74) ,
ZAERRR CH(77) _r

Required Input Data

Common
Variable location Description

DXCG CH(68) Position of actual

DYCG CH(69) helicopter c.g. relative
DZCG CH(70) to its reference (fig. 30).
 u_

I= I I I I I g I II

_,._

0
•_I ,_

C 0 0 0 0 0 _ _ _ _ ,-.1
65
66
 ,q
d

TABLE 6.- ENGINE SUBROUTINE TRANSFER VARIABLES.

Input variables Output variables I

Variable Common Subroutine Common Subroutine of _'
location of origin Variable !p_a _on _dj2t_na fO_ - _'1

DCOLTOT CH(210) CONTROL OMEGPF CH(II5) ROTOR

OMEGPR CH(II6) ROTOR _'
IBEEPI Simulator cab
IBEEPI2 Simulator cab QGOVFR CH(257) ROTOR

QAERFR CH(64) ROTOR QGOVRR CH(258) ROTOR 'i

QAERRR I CH(65) ROTOR ,i

Logical flags
Common
Flag location Function

ISTEADY ICH(4) Zeros _ after rigid bod

states have been trimmed
off/on (0/i)
68
70
71
73
 11

TABLE 8.- CONTROL SUBROUTINE TRANSFER VARIABLES

Input variables Output variables ]

Common Subroutine of Common Subroutine of
Variable Variable
location origin location destination L

DCOLECS CH(275) ECS AICFRC CH(39) ROTOR

DCOLP CH(206) Simulator cab AICRRC CH(38) ROTOR
DLATECS CH(272) ECS BICFRC CH(37) ROTOR
DLATP CH(203) Simulator cab BICRRC CH(36) ROTOR
DLATSAS CH(17) SAS THOFRC CH(42) ROTOR
DLONECS CH(273) ECS THORRC CH(43) ROTOR
DLONP CH(204) Simulator cab
DLONSAS CH(18) SAS
DYAWECS CH(274) ECS
DYAWP CH(205) Simulator cab
DYAWSA_ CH(19) SAS
1AND IA(29) Simulator cab
IANU IA(30) Simulator cab
ILWD IA(33) Simulator _-_ab
IRWD IA(34) Simulator c_b
VEQ A(75) SMART

Logical flags t
Common
Flag location Function

IDCPT ICH(3) Differential collective pitch

trim off/on (0/i)
IECSCON ICH(2) Electronic control system off/on (0/i)
IMHIS --- Simulator cab off/on (0/i)
RSASP CH(282) Lateral SAS off/on (O/i)
RSASQ CH(283) Longitudinal SAS off/on (0/i)
RSASR CH(284) Directional SAS off/on (0/I)
 I

< < < < < < < o <

o o o o o o o _ _ o

o o o o o o o _ _ o '

•_ 0 ._ 0 ._ 0 ._ 0 _ ._ 0 ,_ 0 ,_ 0 _ _ _ ._ 0

o _
_ o _

Y
L

;2_ bn

_ ._ I I !

_ --_ I I I

_o

78
C C_C
0 0

_= ._ .-.
U

8O
 .I,,J

_ o

o_
 82

.._ ............................. _ -_. . _Jl_a_'" -_,.'_ '-._ ...... -_,i

f TABLE lO.- SAS SUBROUTINE TRANSFER VARIABLES
b i
! Input variables Output variables

Variable Common Subroutine Variable Common Subroutine of '1

: location of origin location destination 4,
BETAFS CH(59) AERO DLATSAS CH(17) CONTROL _
I SQFS CH(IlO) AERO DLONSAS CH(I8) CONTROL
PB A(37) SMART DYAWSAS CH(19) CONTROL
QB A(38)
RB A(39)
VEQ A(75)
QBAR A(178)
i
I

TABLE II.- ECS SUBROUTINE TRANSFER VARIABLES.

r

Input variables , Output variables

Common Subroutine of t Common TSubroutine of

,.,Variable location origin i Variable
i location I destination
,....
DCOLP CH(206) Simulator cab l DCOLECS CH(275) CONTROL
DLATP CH(203) Simulator cab l DLATECS CH(272) CONTROL
DLONP CH(204) Simulator cab IDLONECS CH(273) CONTROL
DYAWP CH(205) Simulator cab IDYAWECS CH(274) CONTROL

84
 C
0

-- i

85
,i

)
 _0

_> .,_

0 0

_ 0
8a

...... --_-:' -.--" :_I_,_,I_" _-_-o.__ ." _ _ _ ____._

 c-_ cN

_D
•_ll(D

_.._ll

W
 "FABLE 13.- SLING SUBROUTINE TRANSFER VARIABLES, INPUT DATA AND
LOGICAL _ ^r,e
[
Input variables t Output variables
Con_non Subroutine [ Common Subroutine of J
Varlablc Location of oriKi/!_ I Variable locat_on destination I
CPHI A([i) SMART r]TBDS CH( 251 ) SMART "
CTHT A(13) QBDS CH(252) _'
PB A(37) RBDS CH(253)
PBD A(55) UBDS CH(248)
PHIR A(4) VBDS CH(249)
QB A(38) WBDS CH(250)
QBD A(56)
RB A(39)
RBD A(57)
RHO2 ¢,H(IOI)
SPHI A(lO)
STHT A(12)
UB A(58)
UBD A(413)
VB A(59)
VBD A(414)
WB A(60)
XlXX A(II6)
XIXZ A(II9)
XIYY A(II7)
XIZZ A(II8) i

XMASS A(130)
!

Required Input Data ]

Variable
BJSL
Common
location
CH(266)
Desc rip tion

Moment of inertia of slung load about

]
'
load verti,'a] axis
BLSL CH(267) Average cable length below attachment
point
BRSL CH(268) Vertical distance between hook attach-
ment point and aircraft c.g.
SASL CH(297) Cable separation distance
SMSLIC Slung load mass
THESL CH(269) Angle between load x-axis and heli-
copter x-axis
WGHTSL ,S lunz_l_q__ad
'weight _, ,
Logical Flags

_Flag [ Cormnon location Function

ISLING
ISLTRM I ICH(1)
ICH(8) Slung
Slung load
load subroutine option level
trim in straight off/onflight
(0/i) off/on

I (Oil)

92
t

i
F
!.
[ TABLE 14.- REQUIRED INPUT DATA FOR OPEItATIONAI. S[MUI,AT|ONS

Variable Comnlon
location Units Physical description I

DXCG CH(68) in. Position of actual helicopter ¢

DYCG CH(69) in. c.g. relative to its refer-
_ DZCG CH(70) in. ence (fig. 30)

WAITIC A(242) Ibf Helicopter weight

XIXXIC A(243) slug-ft 2 Helicopter moments and prod-

XIYYIC A(244) slug-ft 2 uct of inertia
XIZZIC A(245) slug-ft 2
i XIXZIC A(246) slug.-ft2

YP A(172) £t copter body axes, relative

• ZP A(173) ft to c.g. of aircraft
i XP A(171) ft Position of pilot, in heli-

93
 .t
l!*,'
ORIGINAL PAGE 19
OF POOR QUALI'W

Figure i.- CH-47B helicopter.

...._;XG P;',L_t*I-"...... ,,v"_, ,"_ _,,'w

 ORIGINAL pAGE IS
OF pOOR QUALITY
r'_R'OM- INGIN| I (FROM 5)

r 7 ENG.NE
OOOVFRL! _"'T' II ",T"R' f !
TO A|RO TORQUE QGOVRR I ICf"" _IlIICIIIITRR; ITO AERO I ,
I ! AVAILABLE I / L __1 i

I,-FRI I'COMPUTERO_R]
;'''R'I I,. COMPUTE
L_....

TOTAL
t
A'FR=L
J

_RANSFORMROTO__ORMROTOR -1
------I------J
.... l ' --1 _

[
........
-i
i
IO_H AERODYNAMIC I AMPRI "I
ROTOR _ HUB MOMENTS
MOMEN 10
S AERODYNAMIC FORCES
AMFR2 1.3_ tOM

IsN.; MOMENTS
DUE
/LANFR'J
,HEL,COPTERBODYI
L.R''=!
I "EL'COPTERSODI
I _::_COPTERBoD_Sl
I"'" [ >_
FROM 1; _1 TO HUB FORCES[ LI REFERENCE FRAME) !_ J REFERENCE FRkME I I REFERENCE FRAME / I YER' I - |

, :!ii -- [iL_!i i_Ni_ill !NMLi_il--[ _N_ii_ l_l_i_ii]--ii_N_ _ iLi_i [i_Nii_] I I_NTli_D:tUpGciNASH!FEiOTO

R __.F_ O2t

A # -I I liii'F. VAIRRRI I 'i_!t ]

• .T, . / s,..WRIIIS,N0_..II IZ'RFRI'/ZA"RRII ' / . EoM
X.*_K"_[-RI/IX.*-_-"B-RI / ICOSI_RtlIcOSmRI I . _/ _"',_
• AIIMPM i | 1• AIKMIIIq / / I i / uplq
IZASRFRI
IZA[RRRI /
JSlnlF
--
cOStF. ImIR, COl;R
II .........]
_...... l--'--'',.':L--_
_ II C COMR
1
(-- J ICOSIFR! tuuamrRI I COEl_
"_ sin,cos i F sin,col iR I Cl
/ I co_
[, COMPUTE I "'AMFR : _ F4. COMPUTE' I_ _IMWFR ROTOR BLADE Y!
..... . / ROTOR/ROTOR _ INFLOW RATIO J | A. ROTOR HUB I - BMWRR MASS MOMENT I c' COUl_
_ROM.. / | INTERFERENCE AL[_'_MRR ALAMFR , AL&MRR I | PITCHING MOMENT I c|
_m..,___,...,''R I / PARAMETER I ..................... - ......... I .... I AMHBFR , AMHBRR I SBFR NUMBER OF COMI_
PIICLI(,_,_,,IPI_: I ,.-- / "REVERSE _ _ _../rn
-- ,_ _:
LONGITUDINAL _.. uo _ _"N'TIONS FOR _ _1_ | B. ROTOR hUB I SBRR BLAD.S PER HUB HE
VELOCIT" ,UUDY / ,I R_ARWARO I BDFRF I CTRR / ROLLING M _MENT
REFERENc. E f--.-_-.._.- (_uBROUTINE I IFROM 13) | SEFR FLAPPING HINGE e. COM_
FRAME' I I FLIGHT). " I BDFFR LOLINCALLED) I ......... I ALHRFR , ALHBRR I_- "'RR OFFSET (_
,' --'--., ,o,,,.,O,,R_ _ L_____-.,..-_ "= rA,C'R "1
' * " T |B I CFR / COMJ

T AEER!I [A,RR', LT.OFRj TORS

/ [RIFR] I letnRJ I IA ICRFI]"v Q_
(FROM 12) -TAN ("3) B I CRRt __
FRO-MT---- ] . I , I [TNORR[
.........., /o./ .TRANSFORMA,RFRAME
SMART

_.,_r_.n
,...... , ,...OMPUTE
| iRnJ ANGULAR RATES TO
FROM:

........ I
,,.

A. ROTOR ANGULAR
KBETF
I
_.
KBETR
I
I
,

......... I ' _ SHAFT NORMAL PLANE I ' ! F'!! R / I VELOCITY CORRECTED T [

VELOCITIES I WIND REFERENCE FRAME L--'-- T'---J I FOR HELICOPTER
' _ ROTOR
REFERENCE OMEGPF YAW RATE. CONTROL INPUTS , CHORD"
oLoLooLoLoL_
GPiPF__ OMEGFR, OME G RR
FRAME) I INCIDENCE AND ROTOR FOR PITCH-FLAP
C__..... .._ SIDESLIP ANGLES.) OMEGPR b ROTOR TIP SPEED I U FRI COUPLING AI FR

PFR I PRR VTIPFR , VTIPRR (FROM 4) BIFR

QFR IQRRt ROTOR RBFR C. ROTOR ADVANCE URR AICRF AICRR AIRR
/RFRI IRRR BLADE _ RATIO BICFR b ICRR/ BIRR

(BODY I (THROUGH
I_
SHAFT, RADIUS RBRR AMUFR
YAW RATE., AMURR WRR THOFR
I 11. CORRECT, THORRI I, _[ }
/T SRIETRR AIR RHO D. INFLOW RATIO (FROM 7)

SBETFRIcBETFR
/ CBETRR DENSITY _ (FREESTREAM
COMPONENT). [AICFR21t[AICRR21 l
(FROM 5) ALMPFR , ALMPRR |BICFR2J|[BICRR2J |THOFRC {

RRR

RFR _--- / TNORRC '.

3, COMPUTE VELOCITY 5. COMPUTE ROTOR 9. TRANSFORM CYCL"C'_ 10. TRANSFORM I

IN R_TOR SHAFT [UFR21 SIDESLIP ANGLES PITCH INPUTS INTO I CO%ITROL INPUTS (FROM 6)

COSINEsSINES
AND COSIFRS
I NIFR (RESOLvEDNORMAL
THROUGH PLANE
SHAFT FR21
WFR2|I|v ;,
II _, SIETAFR , B|TARR
AND THEIR SINES [ClISTFRJ[SB|TFR
_ I PLANESHAFT
WINDNORMAL
REFERENCE i [AICFR1]
iI
FRAME. L.__BICFRIj I PHASINGTHROUGH
ANGLE.CONTROL

oSHAFT Is..,R_
INCIDENCE
ANGLES, : : INCIDENCE
[UFR2] {URR=]
ANGLE) [URR2.;
lYnn=/
-
i AND COSINES
ISOZTrR1[CRWTFR]SB|TRR[I [A.C,R,![*_ '
,.,. oo.,..twFn,J4WRR'JJ /VFR2/ /VRR21 LWRR2J SBSTRRJ,tCBITRR

[ "
[ClIETRRJ
I |BICFRII ,Lmm
......
Ji '_CFR2J,IB CRR2

_
I

SUPRa! URn1] _ r ,-HUM:

I [pal jvF._ VRRt| 4 COMPUTE
vr, -, .... 4,
i :_NTROL SP;:P=R}IL' PHPRR1 I:
I __ ,___JL_ ....
FROM: NORMAL PLANE _ _'L'L_-" CONTROL PHASING

SMART
HELICOPTER [WFRI
COMPUTF IWRRtJ
VELOCITY REFERENCE
(r_ESOI.VEO
IN PC,OR FRAME
SHAki
THROUGH I[#,CPRCI
; CYCL;" IAICRRCh
PITCH ANGLES AND
CPHPFRJ THEIR
I =CPUPRR! 1 COMPUTE _._I
ANGULAR AT ROTOR HUB, _ ROTOR SIDESLIF j[BiCFRCJ,IBICRRCII - SINES AND POSITION O(1|
VELOCITY I COMPENSATING FOR J COSINES ROTOR HUB
AIRFRAME ANGULAR ANGLE.) L_ RELATIVE TO]
(INERTIAL REF I RATES, (BODY J-UF_R] [URR| HELICOPTER|

HELICOPTER UFRt URR1 SDFR/ SDFR ISOIIIJ

FRM)
ANOvELOCITYO_: [ !_Wi] VFR1 /
REFERENCE VRR_
*:,AME) SNFR]
SLFR} [W.RI,IWRRJ SLFR} ,_SNq
/S.F.] ElL'
C.O. (BODY _.lml_ [WFRt , /_RR1
REF FRM) [ SLRR] J
SO_RI i
J SHRRI

_ VECTOR
SCALAR } cURRENTVALUE
CYCLE COMPUTER -----"R_
_ SCALAR
VECTOR } PAST COMPUTEp
CYCLE VALUE ]i

Figure 2.- Rotor signal flow dLagram.

...... ", F:(:l,:l)I N1

't F_k ..... ' "" ..... "_ 97
 OF p()o:< (/...i,":,Lf'lF_
P,

(FROM 5)

.=,,,,llJ-'"-.. r 1 ROTOR P In;'" " '"

ICIIIITFlltl I ICIIIITRRI I TO A|RO! SOLIDITY

L
......... L .....
L SmeA_IIORR t
16 TRANSFORM ROTOR
AERODYNAMIC FORCES 13a COMPUTE ROTOR TNHUST COEFFICIENT THTWFR ROTOR
TO HELICOPTER BODY tNER OTFR , CTRR _ • BLADE
REFERENCE FRAME IVFR - LIMIT SUBJECT TO ITS MAXIMUM TNTWRR TWIST
(THROUGH SHAFT [TFR MODIFY FOR ROTOR STALL ',
(SUBROUTINE RSTALL CALLED) T
INCIDENCE AND ROTOR _ _ j
SIDESLIP ANGLES). - MODIFY DUE TO GROUND EFFECT I
NRR, COMPUTE ROTOR THRUST ALAMFR
XAERFR 1 [ X&ERRR I YRR', TFR , TRR _ (CROM 15) 4l_
I Y AERFR Y&ERRR TRR, ALAMRR
IINIRRI [Z&£RFR , ZAERRR b. COMPUTE AVERAGE SECTION PROFILE ._,
_l¢OlilRRt DRAG COEFFICIENT
: A OELFR , DELRR RBFR ROTOR " * I

Bin I R, col i R IS IN|FR |IS INIFRt _ BLADE d

ICOSlFRIIICOSlFRI c COMPUTEcoEFFICIENTROTOR
SIDEFORCE RBRR BAO_US li
sin.col iF J sin.cos I R CYFR
COMPUTE ,ROTOR
CVRR S;DEFORCE

BMWRR MASS MOMENT d COMPUte ROTOR DRAG COEFFICIENT _1--- DENSITY

CHFR , CHRR
SBFR NUMBER OF COM_UTE ROTOR DRAG _'
_j_ BMWFR
SBRR ROTOR BLADE
BLADES PER HUB YFR
HER ,, VRR
HRR RHO AIR *i

IR ! SEFFI FLAPPING HIN¢;E e COMPUTE ROTOR TORQUE COEFFICIENT t"ql" OMEGFR (FROM l_ ""= ,i

l
SERR OFFSET CQFR , CQRR OMEGRR "., i
_A I CFR MODIFY FOR ROTOR STALL
IB I CFR I (SUBROUTINE RSTALL CALLED)
_AI RR ! ITNOFR COMPUTE
TOqQUE REQUIRED
MEAN AERODYNAMIC _ SAFR ROTOR
IBtRRi ' _ SARR SECTION CL
_IDM 12) -TAN (,3) QAERFR QAERRR BLADE

[A,FRI|IAIRR I (FROMz)
I I 'TN°""! _
{S_FRj|_SIRR I i AMUFR
KqTFIKSmTR
_F
-_ lI ' AOER FAORRI AMUR.
THTWFR
I 11.CORRECT ROTOR SCFR _ 12 COMPUTE ROTOR _,'- ROTOR BLADE
I CONTROL INPUTS I CHORD SCRR FLAPPING AND THTWRR TWIST
i I FOR PITCta'FLAP CONING EQUATIONS

iI COUPLING I} !n'rnJ
}_&_FR I THE 3 • 3 LINEAR
BY DECOUPUNG ALAMFR
(FROM 4) I iAICRFI i AICRR) J_ IA1FIR) EQUATIoNsSYSTEM
OF .,41,q_-ALAMRR (FROM 15)
:_1 I SlCFR]IBICRRII StaR1
I ITNOFR]'LTNORR/J _ ' (FROM 7) O.EGFR _ *OFR
AIFR AORB,
!AIRR RBFR ROTOR BLADE
OMEGRR IBtFR LBIRR _ RBRR RADIUS

AICFR211,AICRR21 t :--

SA;'R ROTOR BLADE

_PFR! SECTION CL
I 10'TRANSFORM ] QFRJ SARR '
.|CFR,I/_.R|CR'', _ J_ _'-_ "NO AtR DENSITY
llAL I fAICFR1] I THROUGH CONTROL

'S INTO I CONTROL INPUTS / (FROM 6) PRR FIFR

FIRR MOMENT OF INERTIA
FRAME._ _ PHASING ANGLE. QRR ROTOR RLAUL

¢_"_"_t_ I FA_!C"_R_!II AICFR2] AICRR2 i

_ [BIGIqR,J[ "ICFR2J, BICRR2 J r FROM:

1
co_-'_)L-]
THOFRC

I THOFRC
THORRC
COLLECTIVE
THORRC
j
I

I FsPHpFnI SPHPRR OXCG PITCH

CN I LcP"_'_m
I CP.PR. OVCO
OZCG DIFFERENCE BETWEEN
ANGLES AND THEIR 1 COMPUTE _ HELICOPTER C.G.
SINES AND POSITION OF POSITION
_,_ COSINES
CONTROL PHASING ROTOR HUB BASELINE & ACTUAL

I HELICOPTER
RELATIVE TO CG
iSLFRXl
I I $LFR SLRIql ISO_"xl

I,liNFIq I, IIHRIq I _ POSITION OF

_. IIDFR I IORR {IHFRX I ROTOR BASELINE
HUB RELATIVE
[ILRRXJ TO HELICOPTER C Q. ,.
ISOn_Xl "
TER PAST COMPUTER
CYCLE VALUE
ppu
I ----_
_ SCALAR
VECTOR 1 ,SNnnX,
i
' _ FOLDOUTF__''_''Ir-
'"""
k_r st_;n_l flow (tia_ram,

97 P,\(;E BLANK NOT FIL,_,II,:I)

",l:(:f;I)h",'G
 , , q

OF l '
t" .... !'I
I
i

hR

4'

IR ;

IF

dF

Figure 3.- Helicopter rotor center of gravity positions relative to rotorcraft

center of gravity (ref. i).

c-g.actual

AXcg _

• c.g. basei,ne

Figure 4.- Actual versus baseline helicopter center of gravity position.

PRECF-DI,NTC,P,,_r:r- ",r.ANr_ N_OT FILMF.D

99
 Figure 5.- Reference frame transformation through shaft incidence angles.

TF
YF MhubF _ YR _= M..hubR TR

_, _'_ _'t "_ QAEROI=

""Z-.._F1

WF .WF
ZF2, ZF
ZF 2, zR _

Figure 6.- Reference frame transformation through rotor sideslip angles.

100

,).
 q

PITCH ARM ,J

.iX LEAD LAG ,,

C \ _/I/'.. r _z' HINGE
BLADE j

111" I PITCH
AXIS _,I

FORWARD

HUB _ _BLADE FLAP AXIS

WITHOUT PITCH-FLAP COUPLING

WITH PITCH-FLAP COUPLING

Figure 7.- Modificaticn of rotor swashplate arrangement for pitch-flap

coupling (ref. 11).

10l
 i+ B' B'
, ICF1 ICF

_ /

// \,,
1C F

\ /
\ /
\ /
\ /
_,=0 °

Figure 8.- Correction of cyclic pitch inputs for phasing angle, #PF"

L L02
i.
° _',2_
........
i'I OE l_'u_.,,
_...
....
_ ,,

!.
L,

• 0.25 < _ < 0.35

,_ INTERPOLATE i

,<

'. o .1 ,i

o Yz
u. ,07
I,u
I-- q
O
w

t J , .
0 .07 .1 .2 .216
CT/°I UNCORRECTED FOR ROTOR STALL

CT/O]UNCORRECTED_<0.216
<_0.25: CT/O ICORRECTED = -3.572 (CT/o)2 + 1.5494 (CT/a} - 0.02095
/__>0.35: CT/O ]CORRECTED = -2.737 (CT/a)2 + 1.2884 (CT/a) - 0.006776

0.25 <,u < 0.35: INTERPOLATE BETWEENVALUES

CT/°I UNCORRECTED > 0.21(;: CT/a ICORRECTED = CT/° IUNCORRECTED

Figure 9.- Rotor stall thrust coefficient correction (subroutine RSTALL).

 411

ii
' 1
I' OF P0_''. _ ........_t,+,+

_'r +,
+

+ + :!
"+
J
t

_+ 0 1I ,-_ I
10,000 J

i ' (h/D)ROTOR
L

Figure i0.- Altitude dependent term for thrust modification due to ground effect.

Figure Ii.- Rotor stall torque coefficient correction (subroutine RSTALL).

104
 .... _"_-- .!, .i r / Eo=IJP
i

! OF l-'o0,;
,.,
........
" " ,I
I

MODIFIED O..,j
t _ ,,,/,_CO

NMODIFIED Q '.
Q I ,

11 I
INCREASING/_ 4,

Veq

WHERE ACQF,R IS COMPUTED AS FOLLOWS:

IF ,u_<0.1: ACQF ' R = 0.000833 (0.088 - PF, R) + 0.01753 (C'FF,R - 0.0062)

IF0.1 <p_<0.2: ACQF ' R = 0.0002 (,U.F,R - 0.1)-0.00001 +0.01753 (CTF, R -0.0062)

IF 0.2 <,u _<0.3: ACQF ' R = 0.00042 (/_F, R - 0.2) + 0.000006 + 0.01753 (CTF ' R - 0.0062)

IF p > 0.3: ACQF ' R = 0.0016 (,UF, R - 0.3) + 0.000048 + 0.01753 (CTF ' R - 0.0062)

I F ACQF ' R < - 0.00001 : _CQF, R = - 0 000""

Figure 12.- Empirical correction of rotor torque coefficient

(in-line calculation).

1.80 d' (FORWARD FLIGHT)

d' (REARWARD FLIGHT)

FRF
FF R

1.50
1.00

.50 __.,,_.,......__________ ___ -..<)..-.....

-XF/,U F (FORWARD FLIGHT)

-_R/PR (REARWARD FLIGHT)

0 .5 1.0 1.5 2.0 2.5 3.0 5.0 10.0 100.0 10,000.0

Figure 13.- Rotor-on--rotor interference terms: d'_

F "forward flight) and

and d_R F (rearward flight) FR

105
 Q/ • •

!. 0 .5 1.0 1.5 2.0 2.5 3.0 5.0 10.0 100.0 10,000.0

[ Figure 14.- Rotor-on-rotor interference terms: d_, (forward flight) and

I and d_FR (rearward flight).RF

2
r

-" 3 ' ' ' ,

II_ " 1 2 3 4
- ;_/_

!I -
Ii Figure i5.- Rotor on rotor interference term.
 is i /r ,, ,f
/ /

ORIGINF_L p.!,..t._. ,._ 4'i

I OF pOOR QUALF(Y,
_-_

i
_.
_.
(ft 2)
40
_-- c_= -90 °
,,
."
..... _ = _20°
--.-- _ = _10 °

• "_%_ ''''''' C_= 0 4;

,/, ,t _
' 20 .;. ,, \\-..

r_Io" .. ..
,.'..:._
_ ._"3,,
,,.

il -90-75 ,
-20 -50, -25' 0, 25
, 50
' 75
, 90,
/3,deg
t (ft2)
30
/ r%% _,.._._ -- r-O

_,,,..,_,,
./_ .'_" j,_ .....o-0o ,\ --'--_=,u
20 /,'/ "_'¢\ ....... c_= 20 °

o,oo
"
_:-Io I, Y
_4-" I"
,,j,"! :--"...........
. .,X
"-. "_"-.\
_" i" : " _._

i 0 ....

-10 ' ' _ J _ ' _ J

-90 -75 -50 -25 0 25 50 75 90
/3,deg

Figure 16.- Fuselage drag data (table: FDOQT).

107
 'J" _ 1 _

(ft 21

600 ,,,_ _
,fo.._':...... \ _ _
t.- ....
400 _ . ".',,_
-, _, ---- c_=- 90 ° I
--_ "... _% ..... _ = -IU ° q,
_ "._' _ --'-- c_= -10
"_ "':' '4 ....... 0° "_
200 _. "._.._
,,

-200 _

-400 ',:,x "..

_. *%'° °'_S
....
S
%% _* SS
% •

-600 I J , i I J _/" _ ,P
-90 -75 -50 -25 0 25 50 75 90
3, deg
(ft 21
600

= 90 °

400 --.-- c_=

o_= 10°
20°
_ ",_._, ....... o_= 5°
"_. "_'_ -- o_= 0 °

200
>'T_ o

-200 ,_.

-400

-600 1 L L __ i l L _ L a
-90 -75 -50 -25 0 25 50 75 90
3, deg

Figure 17.- Fuselage sldeforce data (table: FYOQT).

]08 ) ;
 • J

i
o f
i'}

i ',

[r OF F'_..,
L/ (ft2 ' '_ '
_, 200 "
l ---- o_= -90
_ ....._ = -20"
• --'--cx -- -10" '1
.,''',,. ..,.'... ...,,, _ = 0 °

/ ,. -- ...\,
• ,:." ",

=
u. -200 / / ,/.." "-',,, x. :
_ //.. %

. ,,,,",,X,
l° o•• •

-400 _'

-600 I , , , i , , ,
-90 -75 -50 -25 0 25 50 75 90
/3, deg
(ft 2
200 • ,*•••,o
.. ••°°•

• ,° ,•

..'" j._'_.,, "'...'" ../'""_ "...

• / _-" _ ",, "-.I s,," _ -_. "_ .

•""/,," / ""-- x ",".,". i

<,>
u,,. • ..."/;"
I/ /i \ \ "','..
,,','.".
200
..'/,,/ \ ,_....
-z">" I \ ,,,,,
/ 0o "'.
,_" / ---<_: ', 'k..
.....
--'-- o_= 5°
10 ° _._..... _
-400 ...... _ = 20 °

l _ a = 90 °
-600 i , i __L i c._____j
-90-75 -50 -25 0 25 50 75 90
/3, deg

Figure 18.- Fuselage lift data (table: LTOQT).

I O9

,)
 OF PO0:_ _,,. ,.! ....

(ft 3)
100,
---- _x= -90 °
..... _ = _20°
--.-- _ = _10 °

O9

it.

,o _ "11
/
-90-75 -50 -25 0 25 50 75 90
_, deg
(ft 3)
100 _= 90°
c_= 20 °
_= 10°
_= 5°

_.o
J L_

-5o v,,_,
......
_-'%, ,'_
,(/
/
-100 --- i , L I............. ,
-90 -75 -50 -25 0 25 50 75 90
13,deg

Figure ]9.- Fuselage rolling moment data (tab]e: FLOQT).

b
i_ 110
 _,...... 4i

(ft3)
-250 _ "_'_ __
tl,

"
_'i

-5qo
I "\
/l ,i

:_ -7_0 --- _ =

_cr II cx=-10°
_ = _20 _'

-1000 _ _ = -90°

-1250 l

-1500 L J ; L- L j_.__..i_..____--L------J
-90 -75 -50 -25 0 25 50 75 90
(3,deg

(ft 3) i'
2000

....... _=90 °
/'\. __.-- (_= 20'_

15oo / -..\\ .... _--_o' :

1ooo /
/ \\
/ ,, "\
It. / I _ •

_E_ / / ,, x
, , '\\
./ ._ %%% •
500 ./,, / \ __.._...._
0 --_= L'_-- "--_ _- : " _-_ _

-500 _._.._;__.......,_._x_._.L_ t _ ___L.-.---_

-90-75 -50 -25 0 25 50 75 90
/j, deg

Figure 20.-- Fuselage pitching moment data (table: FMOQT).

111 ,!
 .... : r , -7::7.

i (ft 3)
i "_ 400
i'I' [
.\ • _I

_. 200 /' \ i \
, ,,,_ /I I-
:_-',_
l ./, ... \.. 4a

/ ....... _ = _90 °
; -200 "\'.-- ..... ._-J __.__ _ = _20 °
i J .... 0°
_' -400 ...... = = i = J , i ,, J 'i'
_ -90-75 -50 -25 0 25 50 75 90 .i
!: /3. deg
L (ft 3)

ii ,oo
---- _=90 °
i o<=20°

50 / -.-
....... _ = _
/s _ __ _ = 0 o

,,.,.
.............
....?..<.,,,
zT_ v"A
_.ooo° I= ool of° ** =oolJ.
_ _ ..... _ I _

-50 _-

100 i _ i , _ = = .j
-90 -75 -50 -25 0 25 50 75 90
_,deg

Figure 2[.- Fuselage yawing moment data (table: FNOQT).

C.g. actual

C/ " .
'g'model
c_

Figure 22.- Actual helicopter versus wind

tunnel mode| center of gravity.

112

l
 ORiC:i(;',L !,
OF POOR Qu_:_{i_

_RLI.P] BEEP TRIMMER

(LEF I ENGINf MOTOR & L IMITS
()NIY) _ FULL CONTROL SYSTEM
'1() t:C2 [ 44_- "] N2 LEVER ANGLE
Bf. EP TNIMME R
-f%-7_.J /-L_t.OU...EEPER
0C) '.) _1.. INGO3L

IBQTH ENGINES) "FEP ?IIC,

1
r-T-]
I N2 LEVER DEADBAND
FT-
N2 ERROR

ACTUATOR
COMM ACTUATOR (t C 1,5 75

17'5'5/-II- ANGLE
" N
.... "-'l N 0 ARM 7["_"-_--'-m N2Lt:VER r_
(7 "--_--" EN2 COMMANDANGLE.._ ,N
N2a, I /I 2"r r---5,ec-_, *10 POSI,ION ....

,=T=.ovL
o _--J 1 _
j__' =ool ,,,Q,.v:.. T L______ ?N, :0 I__.______J ....I-- L_
_oo..
,20o _ I *' 09 -,',u,.
EN_,NE
TR,M
20
LOOP _ = " "-- =''''
FUEL CONTROL
I
S c BIAS N2 LEVER ANGLE L, MOTOR & LIMITS _
DCQIAS

1 _7-,.;f:::l THROUG.
,,_
L
.o, "c
! 2','
o°o_,o, - "'"°l "_'° I
k
,..uo,
21.91

NR o

ENG14L
DAMPING

GAS (JENERATOR BOVK2 i

TORQUE _

i
:M_-_"_- _'-"_:_ p=_//_, __, AVA.LA_LEr\__A
r .l_. TORQUE.OV..,....
LOw=. ""PE" / ,.,,;;_l_,,,
ENGINE)

_-- ] XOBLOiNV

- 7L I_
•E N_'_
u_ 100 IIVAmABLE
LIMITSPOWER _.ovR, - 1%JRB .
Tf3ROUE

o._ooo
POWlr RT
(FROM REAR
ROTOR ) - _,,_.._o..==
I, E27T

!_,NR

OMEGA ACCESSORY ft Ib
POWER _19,000 _c _
t/_-_RE E
TPL_ TOPPING
POWER REQUIRED _ ,' _J
_"_"-" OMIGRFI
Pace
ENGINE APR
GROUND ANGLE " r__

CONDITION
LEVER _5_,,_-,--_)% "v
ENGL¥t L i 0h J
1
--
ENG20L = L_ GAS
TIMEGENERATOR
CONSTANT

PE RCENT TOPPING --- P_ i_

POWER 400 , 3000
o3 _ _owT

" .u,,
OMEGA _ ;
_ra_d/1_:) _Pwr MOQIFIE R

DAY TOPPING PWR )

1500, • 15OO

GOVERNOR
E_EDSACK
_OOP

Figure 23.- Engine, governor, and shaft dynami(_ block diagram.

________
FOLDOUT
FRAME - ..=,..., -;,_,.._,_.._. _ o..ac"
11), _
-- i;
 F /r,/

I'
(_'. |

FUEl. CON I ROE ,%YSf_M

N 2 ERROR ' '

• ACTUATOR
DkADBAND COMM ACTUATOR 15 75
(_C t 7___-- t N2 LEVER _ ...... 1

• r _'----'_ er _ _ O POSITION p (/b //_ ANGLE (,,2) R,.., | i

r- J-_--_ -io ACT,EL_ . .. _ q

=,auL I _,
-;!?" , I °•'
FUEL CONTROL I ;;
[ L-----'-_I | "2., oo o_ MOTOR & LIMITS I -.... *" !

N:_ _1
J!
jf'_
ENG14L ,i
OAMPING _"

TORQUE r_ -,_

BOVK2 I
b_ -=-==! SPRING I
TORQUE _ V-_ [ '_':F _ {

RESISTIV
t GO. T

POW E RLL'I-_ L HP REQUIRED

GOVK I GAENFR

"=-'_ UPPER 1/_ "2Ref

1t ENGINE) E(_"PF

j LIM 1/OMEGA TORQUERJ '_---_. 5:'

_F_ VARIABLE POWE R
I_NG27L LIMITS
: - _ [_ i00 pj TORQUE
Ch_OVP" _ I"ITURB i', -
0 "" 3000 IFROM REAR
POWERT ROTOR) XITURBI
i E27T

POWER
TOPPING REQUIRED sec 1/!_RE F
POWER Pacc OMEGRIrl
ACCESSORY
APR 99 f)O0 ft Ib

TIME CONSTANT
V_ 7s-g-3

__ TAUPWRL

40_. 3Cu_
_WT
TAUPT

_Pw_MODIFIER
10

1500. .1500

GOVERNOR FEEOBACK LOOP

¥ernor, and shaft dynamics block diagram.

 t

t'%
" l
,1¸

60 _

-
i 50 9.1 !i
Z_ 40 llI
_. Ill

; =i
_'_20
;. zN
V
10

i i i i I i l i
0 1 2 3 4 5 6 7 8 9

6CTOT. deg(DCOLTOT)

Figure 24.- Computation of N2_ C as a function of 6CTOT .

30 '"i

,It
' ¢3
Z
IJJ
..I 20 _
L_
Z

ll:
Z

0 | __ l l I I l I l I

10 20 30 40 50 60 70 80 90
_2, deg(ENG13L ENG13R)

Figure 25.- Determination of fuel control actuator position, NR_.

"I i--r
, , ",,.,[,_G
,°
PAGE P,LANK NOT FIL,_IEI)

115

i )'
 I:

'" ORIL_(_qALPP,'2_'_
i"
OF POOR QUALiI,,/
lq

1.0

L_
.5o _
-- .75
.25

• o. , ! I I
F,-
0 1000 2000 3000
PL, R (POWERLPOWERR)

Figure 26.- Power dynamics time constant (table: POWT, TAUPT).

200O

1500

z
1000

Z
W

50O

I ! I
0 1000 2000 3000
PL, R (POWERL POWERR)

Figure 27.- Variable power limits (table: POWERT, E27T).

116

L .......... ' _ ._ _ : -_:-__-:_" : "I_'_2"_" °'_ ...... _._,

 O'

O;.... ,.....
% OF POOR Q_,.',

_ 1.0

9[ _
•8 _

.7
o
N
_ .6
Z
_ ..j .5
0

r_ .4 ,:
U.I
.3
.2
.1

0 .1 .2 .4 .5 .6 .7 .8 .9 1.0
N1,% (ENGLV1LENGLVIR)

Figure 28.- N z lever topping power correction term (table: ENGVLT, E2OT).

IOF

t- -1500
, ,
-500
,
500
,
1500
PERL, R

Figure 29.- T modifier (in-line calculation).

pwr .
 ORI_!N/_£ _"_ ' 1
OF PO0_ Q,.;;.Lii,_? '

-t

.75
2 /
N .50

O .25

-/ 0
I// I
10
I
20 25
1 )
30
_} rad/soc

Figure 30.- Percent topping power (table: OMEGAT, POMEGT).

T
m" TOPPING "
IJJ t
POWER
O
(3.
C3

z
< \
O
o
a

.,,.I
Z I ,_

NR NR NR
Cmin. ¢ NRCmax.
N R, rad/sec

PCOMMANDED = M (N R
(UNLIMITED) -NR¢)
M = 955 HP/rad/sec

Figure 31.- Unlimited commanded power calculation.

]18
 UPPEI_

CUMULAT,VE S,,AS.
P'.ATE %C
,.c.co. _A..AL
STICK LA..AL STOPS
r ,.,,_.--_ ,'OSI,ION
LIM,TS
] +4_._/--
] F--"
_Ap O m,
1 LIMITER 'HTRYF - THTFIP TFI

DLATP AlCAF + / -16,5 J ON|PT2

THTRYFUL _ THTFSPUL '
0 THTRYFLL J THTFSPLI. (FO_
• O DLATUL RC

o _ IEC$CON t
y RSASP Oi.-TU. A,CA. sw,v
hAEcs hAsAs _TF = 7.85"
DLATECS DLATSAS THTTF

S ;'ICK +
IECSCON LIMITER

_Cp 0 1 _) : ._ _) tJFPP ' '

DCOLP 0_ THTOCF i + [_-_1.65 I L__

0 y OCOLTOT THTFPPLL
THTFPPUL (FOR
TI

IECSCON
O _d 1 .COLUL
OCOCl,.k THTOCR RO
PIVC

_C!cs _ v r /[ _.o,r- 60 //-- -

DCOLECS n VkEt'
? "_t_l,:_i" J 1-20_

TF"M SCHEDULE
'_BDcP) 1 i LONGrrUDINAL CYC
Veq _ _(in)_

IDCPT 0 ,,_)5DCPT
BDC P LONGITUDINAL I
IECSCON 0,_ "r STIC K

5Bp O _: I_ I- [______.J THTBF

DLONTOT] _ t
DLON'P"_0 _ /" '_BToT -I. THTOBF

O A01 I OAO DL_- I"1_1 THTBR I+ THTLCR THTRSP

=' THTRSPUL T
,yIECSCON
BECS h BSAS
(_RSASQ UTR = 7.85 THTTR THTRSPLL (REAl:
0 I
DLONEC$ /' _ I £ I DLONLL
DLONSAS -e.RO" THTOBR
de9 /BR I _:
ROOT COLLECTIVE : _.++? ('RSP _'1 "-'/1165
" ' SWI_,

IlrCSC_;_ PEDAL

I WITH _C FULL DOWN

OVAWp o"-'-"
-_
o
O, t
1 _ ,_'v
(_11
lECSCON 10
r_
O
] ...__3.60, '
O,&WUL
OYAWLL
iOYAWTOT_
_ AICRR
"RR
THTRR
; _X,/THTRYR, _
_ - . -L__,___T;
HTI _
' +

YTN
j.Rpp
_:1
I +4e3e/--I

ij//T,.. ;.65_J
I
r---

I "rRP
L__

_ THTRYRLL _ -_ TF'.tRPPLL
y RSASR THTRYRUL THTRPPUL T
FIRST STAGE SECON _ _:_AGE (REAl=
5Ri_cs 5R_;AS MIXING MIXING PIV(
DVAWS-S owwecs

" v_ _- _._L__--_--
(kt._ 6o _2o
FOLDOUT FRAME
,tlRure 32.- ,Mechat_[c;_l control sy£tem £chemat[{.:,

_Jl'_LJ: ,';. , " ' "j I I_

OF POOR QUALiiY

L_ .............. "
 - r ....................... I
d

UPPER BOOST
I, ATIVE SWASH PLATE ACTUATION
bL STOPS POSITION LIMITS DYNAMICS

__3 . =+,;_s___/__._....
!_ "_L__. "OF' I"°, I
-- __]TH'IrRYF
o.-p:= -- _ _+ T.rFSl= I/
/-'-11's" IJ II__J
_FSPS+1ITHil,Sp0 OTHOF.C
("',) ¢ <,=n
/ THTmUL TFS,
-- ,.,,.,L- (FORWARD -- -- =- j T.OF.¢, 2'
ROTOR
I---- " ]

_I'F ,

,,,s_
)'/ THTLCF
5 "EPP
y
THTFPP v - .
S_,VEL,NG)
/ ,__ THTFI_PD HALF DAICFRC
(deg) _ (tad)
"i
_3 : " _AICFRC l
THTFPPUL TFPP
THTFPPLL (FORWARD
ROTOR i i
PIVOTING)

;--

-, -1.
13.Or-: 2.ve
............

LONGITUDINAL CYCLIC
TRIM SCHEDULE
,------
:
DBICFRCN
_

:1 ,lc ,B.,
rLcFS+
TLCF
-

11
:
DBICFRC
(deg) '
_ -BICFRC,
/ (rad) _
,
I
 _ D.C.P. AUGMENTED
J I _LONGITUDINAL CYCLIC
1 POSITION GRADIENT
FORWARD 1 11"_ (STABLE)

r
. _BDcP
AFT _ NATURAL LONGITUDINAL " I
jCYCLIC POSITION

I I ___. GRADI ENT

j (UNSTABLE)
0 50 100 150 200

AIRSPEED ,;
(knots) i

Figure 33.- Longitudinal cyclic position gradient stabilization with

differential collective pitch trim.

2.35 /,E)
2.0 --
k-
rL
o
E3
.E
Q.

O 1.0
n_

I I t
0 50 100 150 200
Veq, knots
VEQ

Figure 34.- Longitudinal cyclic differential collective pitch input

(table : VDCP, DCPTT).

;'!,'I':(:I'U)INt; PA(;E BLANK NOT FILMED-

.I

121
 t

Kq?_
B r I = 0.37 sec rr32 == 3.6
2.0 sec
sec r4 = 20 sec LONGITUDINAL SAS
ACTUATOR LIMITS

+16,0 in. EQUIV. STICK 1 r 2 s+ 1 r4s 8BsA S I

rad/sec PITCH RATE r1s+ 1 r 3 s+ 1 r4 s + 1 DLOI_$A$ "
in. "J_
GKQDB T1 T2, T3 T4 -1.7 *-_ 1.7
ALONLIM

Figure 35.- Longitudinal stability augmentation system.

KP_A r5 = 0.05 sec LATERAL LIMITS

ACTUATOR SAS

p_._B+4.0in.
rad/sec EQUIV. ST:CK
ROLL RATE PBG r5s1 + 1' I1_ 8AsAs
-/I-1"01DLATSAS
in.
GKPDS T5 -1.0 _ 1.0
ALATLIM

Figure 36.- Lateral stability augmentation system.

[22
 ]
OF F'Ot.,,i _, ......

I=1.1 ( )=in[2×52°1
} s,','r,c,,oR',"
PRESSURE DIFFERENCE
•
PRESSURE
QBAR
= :. ----- 1
CK q,
SAS PORT
ACTUATOR d!
_JRit in. DYNAMICS i
SIOESLIP SAS
flFUSELAGE
BETAF$ [

DRB-YAW I rR5 s + 1 ' DRBYAWI: ..._i i[;.

-1.57,, +1.57 TR5 ' 'J
(rad) -1.7in. " +1.7
DBYXT

K_p 8r in, H20

_VE _ •in._EDAL 8R/3 DBYAWT ';,,

VEQ I VEL! GKDPDR DBYAW

•
VEQ$ST
GKDPT
SIDESLIP SAS

DIRECTIONAL SAS
ACTUATOR LIMITS

PB
P rad/sec ROLL RATE
" 15'77in'EQUIV'PEDAL l PB1
= " 111TR6 8RPs+I DPYAW
_- _--=-- 1 __ DYAWSAS
_RSA
S-_
GKPDR TR6- TR6
3.2 _c _ .6__ -1.68
-1.68 ,. 1.68
TURN CO-ORDINATION ADIRLIM

rR3 - 1.6 sec

rR4 = 3.2 sec DRYAW ,8R r

1 Veq < 40kn._ r R44S+1 _

rR1
r I'''n EOU,VALENT
PEDAL
1___='1_° _ I 2('R3'+11
"""" IO.<,W_
GKRDR TR1 rR s
L __z__
R-B I r_ _rRlS+l_"_ _ rR2=3-2sec Wl_
Veq ?_40knots { rR2s+ 1 IDRYA
TR2
RATE DAMPING

Figure 37.- Directional stability augmentation system.

'I

123

t
_. ORIC.iN#.L _"'..
.5 OF POOR QL,;.,'...... ,

e_ .4

,.r .3 L.
c_

m .2
0,.

¢y-
a. .1
v

l I l J

0 60 1O0 146 200

Veq, knots

Figure 38.- Velocity dependent sideslip SAS gain (table: VEQSST, GKDPT).

q3. .952 L/J

-.952

_ o[//_ /I/'
-1.7(_ L. 1 J
-1.7 -.68 0 .68 1.7

6R_ I UNLIMITED

Figure 39.- Sideslip SAS actuator limits.

124 '_
P
I
 :w d

. 1}_

_ Oi:_ i._,

IN
+1!

t -1 -._--.I A A I I I 1 I I I I J .-L--J__.L I I l i I I., I I L J

+1

.i L.

ff

-1 I l I I I I I t I 1 I I _J__t I I I I I ; I I I I t

+25

•_ 0- °
_ -

-25 _ i ; i i J i i i i i 1 i _- i i i i i i l J J i i J l

+5-

,_ 0
--------r'_,

-5 -- I J I l I l I I I I I I I , I I I 1 I 1 I i I I I 1
0 ,5 10 0 5 10
t, sec t, sec
SAS OFF SAS ON
6 B = 0.25 in. X 1 s_ PULSE 6B = 1 in. × 1 s_ PULSE
Mq =-1.1 Mq = -1.1
-.....

Figure 40.- Longitudinal axis dynamic response SAS OFF and ON;
hover, weight = 33,000 lb, nominal c.g. position.

125
 'i

+11 #,

,Q" 4j

- !
-I I I ! _..... i _ J . I ] l I i i I i i i i i J

! +.5

i
Q.

-.5 J l J J I - 2_ _.1 _ L I I I I I I l 1 I I J i

p i

-50 II lilllillllllt

+5

.E

_5 1 J I 1 I I 1 1 I I 1 I I 1 I I 1 I 1 1 1 ! I 1 I I

0 5 10 0 5 10
t, $ec t, sec
SAS OFF SAS ON
,5A = 0.25 in. × 1 $ec PULSE 8A = 1 in. X 1 sec PULSE
Lp = -1.28 Lp = -2.16

Figure 41.- Lateral axis dynamic response, SAS OFF and On;
hover, weight = 33,000 ]b, nomlnal e.g. position,

12_
 ' 7.7/.... ,_r_!l,

ORIGIN,e,L
{-q:;:....
,,
.i Ii
orPoorQu,,Lkg+ '*

_ 0 ..__r__

+.5r- _ ql

-.5 I 1 t J i t _ 1 I I I I l F I l I ! _ _ I I L I 41

+.5
L.

L,.

r -

_,5 L i l i I I , , , i l l = i , l , _ = = t l l l i i I

+100
_-
_-

-100 t t t l _ t J a I i t l I ¢ t t t t t l I 1 1 t _ I

.£
+5[

-5
0
l t I t J
5
t l

t, sec
l i i
10
1 L 1 L
0
I I | t t
5
t

t, sec
l t t I
10
1 I t

SAS OFF SAS ON

6R = 0.25 in. X 1 sec PULSE _R = 1 in. × 1 sec PULSE
N r = -0.09 N_ = 0.0001 Nr = -0.32 N_ = 0.0001

Figure 42.- Directional axis dynamic response SAS OFF and On;
hover, weight = 33,000 Ib, nominal c.g. position.

t27

U
i i

_ L.... '

+1 r OF i_J<,_ L .,.'., ; , l-

eI
1
_IL_ l I i I 1 1 I I I I ,,1 d l i I 1 1 I I I 1 1 I i i
li

+1-

_ ,

-1 I I I I I I 1 I I I 1 l i i i I I i I I 1 I I I 1 I i

+25

=
"_ 0 / °
_ -

__25 I I I I I I 1 -1 1 1 I I I I I I I I I I I I I I I I

+5 -

e-
"_ 0 _

r - V'I
L -

F -5
0
l J J l l
5
i I I I l
10
I I I
0
i I 1 i I
5
1 I 1 I
10
I I I J

t, sec t, sec
SAS OFF SAS ON
6B = 0.25 in. X 1 sec PULSE 68 = 1 in. X 1 sec PULSE
Mq = -1.63 Mq = -1.63

Figure 43.- Longitudinal axis dynamic response SAS OFF and On;
Veq = 75 knots, weight = 33,000 ]b, nomlna! c.g. position.

128

,),
i -- - m ....... =... h • --. .... . . . -- , -- • .mdid_
 Figure 44.- Lateral axis dynamic response SAS OFF and ON;
Veq = 75 knots, weight = 33,000 Ib, nominal c.g. position•

129

..)
 PAGE Ill
,.;i<_t._!_'hYL .1

PoorQuAuw ,l

IN -

_ o -.-¢-%
+.5-__ j _
k.
-
-
'1
- 1
-,5 1 J I 1 I I I I I I I 1 J , t 1 t I I I I 1 I 1 I J. i _:
i
i

-_ o _

-.5 1 I I 1 t I I l I I I I I I t I I I I I t I I I 1 I

+100

-- !

-100 IIIllllllllll IllJllilllllt

+5 -

'-- ':cl: 0 __l-I

-5 I 1 1 1 t I i 1 I i t I I 1 t : __], I I 1 I I t t i I

0 5 10 0 5 10
t, $ec t,sec
SAS OFF SAS ON
6 R = 0.25 in. × 1 sec PULSE 8 R = 1 in. × 1 $ec PULSE
Nr = -0.062 N/3 = 0.148 N r = -0.062 N/3 = 1.38

Figure 45.- Directlonal axis dynamlc response SAS OFF and ON;
Veq = 75 knots, weight = 33,000 Ib, nominal c.g. position.

130 J
 e

;q Oi: _,_ Q3ALITY

.t
"_ +1 -

.ff

-1 J t t I I I I t l t J I I l l t I I 1 I | I I I 1 I _i

+1

!,
i . ¢J

i _
, L

o" ,i
I

-1 1 i l I i 1 l i 1 l i i i _L._J__I 1 t I I I 1 I I I t

+25

-o 0
J I

-25 L i t 1 i i _ i _ , , 1 1 i i 1 i 1 1 i t ] i j

+5 ;

e-

,_ O_
c,O

- ___r-!
-5 [ I t I I 1 I I I I 1 ] __ 1 1 I 1 I I I I I I 1 1 I
0 5 10 0 5 10
t, sec t, sec
SAS OFF SAS ON
6B = 0.25 in. X 1 sec PULSE _B = 1 in, × 1 sec PULSE
Mq = -1.68 Mq = -1.68

Figure 46.- Longitudinal axis dynaml_- response SAS OFF and ON;
Veq 130 knots, weight = 33,000 ]b, nominal c.g. position.
 a) 4

i _Jl(IL_ll',.,
<_.,_-;
r<f..
_- ....
• ,
OF POOR QUALi_Y
' +1
lJ
, IN
E
_ -
°Q" --

-1 I 1 I I I I I 1 1 -J 1 I J l 1 I I I_ I I i ! I I I I t_

,D

i --

-1 ' I I I I I I I 1 I I I I 1 I 1 I I I I 1 1 I I I 1 I

+50 -

o -
r

-50 1 l i J I L I I _J___L__L _ I I 1 I I I 1 I J I i J i

._=
a: 0 _'J'--_
oO

--5

0
l l I l I

5
l

t, sec
I I J I

10
i I I f
0
I I l i 1

5
I I

t, sec
I i I

10
I I J

SAS OFF SAS ON

6 A = 0.25 in. X 1 sec PULSE _A = 1 in. X 1 sec PULSE
Lp = -0.93 Lp = -1.83

Figure 47.- Lateral axis dynamic response SAS OFF and ON;
V = 130 knots, weight = 33,000 Ib, nominal c.g. position.
eq

1 '32
Figure 48.- Directional axis dynamic response SAS OFF and ON;
V = 130 knots, weight = 33,000 ]b, nominal c.g. position.
eq
 _Q W
I
1 ORIGINAL PAGE I,_.) ,
_% OF POOR QUALI'Ii_

XBOOy

TI
I
ql

0SL LONGITUDINAL GEOMETRY

ZLOAD
'_BOOY

LATER,_L GEOMETRY

XBODY

XLOAD

ZLOAD

i ZBODY

DIRECTIONAL GEOMETRY

YBODY

YLOAD

Figure 49.- Slung load geometry (fig. 6.1 of ref. I).

i 1'34 1
......................... _._,!
 ' ' 7:7
_l_i_ _ _"_=m_IZWJ-_- - "_"7 - I

. ]I

OF PO0_ I_t;;,i...__V "l

70:.....
;::-:
:;_,_..

--J
40 _e, = 0°

_ 20 _SL=2o_..__ / °
-- 10 . . _SL = 10°_--____
10 20 30 40 50 60 70 80 90
_'o I
/_SL,deg g;

Figure 50.- Slung load drag force (table: SLDQT). .

-50 \ ___....J_ _ _ 1,,o

I \ x\ _ __._--------- SL Uo
-100 "_ -'---°_SL= 20
..I

-150_ "_

-200 ---:-_._ ....

0 10 20 30 40 50 60 70 80 90
_SL' deg

Figure 51,- Slung load side force (table: SLYQT).

100 ""-
/\

5°i \\
-50

._l -100

z -15o

-250 o_SL= 0°
-300
0 10 20 30 40 50 60 70 80 90
_,SL deg

Figure 52.- Slung-load yawing moment (table: SI,N(_T).

,I

1_5