NASA Contractor Report 166525

UTRC Report R84-915774-24

Analytic Investigation of Helicopter Rotor Blade Appended Aeroelastic Devices

Richard L. Bielawa
United Technologies Research Center EastHartfond, CT m 1 i N

Prepared for Ames Research Center under Contract NASZ-11008

National Aeronautics and Space Administration

Amas ResearchCenter MoftettField. California 94035

PREFACE

The r e s u l t s described h e r e i n were performed by United Technologies Research Center (UTRC) under c o n t r a c t NAS2-11008, "Analytic I n v e s t i g a t i o n of H e l i c o p t e r Rotor Blade Appended A e r o e l a s t i c Devices.'' This c o n t r a c t was through t h e Ames Research Center of N A S A with M r . Robert H. Stroub a c t i n g a s c o n t r a c t monitor. The program manager f o r t h i s s t u d y was D r . Richard L . Bielawa. The s t u d y made e x t e n s i v e use of the GOOOPA a e r o e l a s t i c a n a l y s i s developed by U T R C f o r NASA Langley Research Center and t h e S t r u c t u r e s Laboratory of t h e USRTL (AVRADCOM) under c o n t r a c t NAS1-16058.

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TABLE OF CONTEXTS

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PREFACE LIST OF FIGURES AKD TABLES

SUMMARY
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INTRODUCTION Background Description of Aeroelastic Devices Analysis Requirements LIST OF SYMBOLS MATHEMATICAL DEVELOPMEKT Torsionally Active Devices Harmonically Dilational Airfoil Tip RESULTS Baseline Rotor Configuration Trimmed Flight Conditions Passive Tuned Tab Control Coupled Tab All-Flying Torsion Tip Harmonically Dilational Airfoil Tip CONCLUSIONS AND RECOMMENDATIONS REFERENCES

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F i g u r e No. 1. 2.

Title

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P i c t o r i a l of Tuned T r a i l i n g Edge Tab P i c t o r i d of T r a i l i n g Edge Tab Coupled t o Blade C o n t r o l Loads P i c t o r i a l of All-Flying Torsion Tip P i c t o r i a l of H e l i c o p t e r Rotor Disk i n Forward F l i g h t Showing C o n f l i c t i n g Requirements f o r Blade Tip S e c t i o n s P i c t o r i a l of Harmonically Deformable A i r f o i l Tip Geometrical and Mechanical Modeling of t h e T o r s i o n a l l y Active Devices Schematic of E x c i t a t i o n Scheme f o r Harmonically Deformable A i r f o i l Tip Spanwise V a r i a t i o n of 1/2PTP F l a t w i s e Bending Moment f o r Trimmed B a s e l i n e Cases Spanwise V a r i a t i o n of 1/2PTP Edgewise Bending Moment f o r Trimmed B a s e l i n e Cases Spanwise V a r i a t i o n of 4P F l a t w i s e Bending Moment f o r Trimmed B a s e l i n e Cases Spanwise V a r i a t i o n of 4P Edgewise Bending Moment f o r

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Trimmed Baseline Cases

12. S i m p l i f i e d C o n c e p t u a l i z a t i o n of t h e P a s s i v e Tuned Tab R e s u l t s of S i m p l i f i e d Analysis--Effect of P a s s i v e Tab Spanwise Location on Root Vertical S h e a r s , p 0 . 4 , C /0=.09 T V a r i a t i o n s i n Components of 4P Hub Shear w i t h P a s s i v e Tuned Tab Mass, 90 m / s F l i g h t Speed ( ~ 0 . 4 ) V a r i a t i o n s i n Components o f 4P Hub Shear w i t h P a s s i v e Tuned Tab Uncoupled Tab Frequency, 90 m/s F l i g h t Speed (v-0.407)
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L I S T OF FIGURES A N D TABLES

c o n t inued F i g u r e No. 16. Title V a r i a t i o n s i n Components of 4P Hub Shear w i t h P a s s i v e Tuned Tab Mass Center Location, 90 m / s F l i g h t Speed ( p - 0 . 4 ) E f f e c t of O f f s e t Moment and Spring Rate on Operation of All-Flying T i p Preliminary Analysis Page
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E f f e c t of L i n e a r l y Combined O f f s e t Moment and Spring Rate on Equilibrium Loading Moment f o r All-Flying Tip Preliminary Analysis

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V a r i a t i o n of LID, w i t h Spring Rate f o r All-Flying Tip Preliminary Analysis Comparison of L/D,

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Quasi-Static

vs.

C h a r a c t e r i s t i c s of All-Flying Tip Using Unsteady A i r l o a d s Formulations, 90.0 m / s

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F l i g h t Speed (u=0.407), 0.15R Tip Span. 21. Comparison of Equilibrium Moment C h a r a c t e r i s t i c s f o r AllF l y i n g T i p Using A l t e r n a t e Applied Moments, 90 m/s F l i g h t Speed ( v = 0 . 4 0 7 ) , 0.10R T i p Span Comparison of L/De C h a r a c t e r i s t i c s of All-Flying Tip Using A l t e r n a t e O f f s e t Moment Schedules, 1~10.407, 0.10R Tip Span Comparison of Equilibrium Moment C h a r a c t e r i s t i c s of All-Flying Tip f o r Alternate F l i g h t Speeds and Tip Spans Comparison of L/De Characteristics of All-Flying Tip f o r A l t e r n a t e F l i g h t Speeds and Tip Spans

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Time-History Responses of All-Flying Tip f o r Alternate S p r i n g Rates, 0.15R Tip Span, ~ 0 . 4 0 7

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LIST OF FIGURES A?D TABLES continued Figure No. Title Time-History Responses of All-Flying Tip for Alternate Spring Rates, 0.10R Tip Span, ~ 0 . 4 0 7 Variation of Time-History Responses of All-Flying Tip with Flight Speed, Maximum L/De Configuration, 0.15R Tip Span Variation of Time-History Responses of All-Flying Tip with Flight Speed, Maximum L/De Configuration, 0.10R Tip Span Angle-of-Attack Time-Histories at r = 0.925R for AllFlying Tip, Maximum L/De Configuration, 0.15R Tip Span, PO. 338 Angle-of-Attack Time-Histories at r = 0.925R for AllFlying Tip, Maximum L/De Configuration, 0.15R Tip Span, p=0.407 Vibratory Blade Bending and Torsion Moment Characteristics for All-Flying Tip, 0.15R Tip Span, p=O. 338, Maximum L/De Conditions Vibratory Blade Bending and Torsion Moment Characteristics for All-Flying Tip, 0.15R Tip Span, u-0.407, Maximum L/De Conditions Variation of L/De Characteristics of Harmonically Dilational Tip with Amplitude of Perturbational Thickness Ratio, 0.15R Tip Span, p-0.407. Comparison of L/De Characteristics of Harmonically Dilational Tip for Variations in Flight Speed and Tip Span Page
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TABLES Table No. I. 11. Title Baseline (UH-60A) Rotor Blade Physical Parameters Distributions of Geometric and Mechanical Properties for Baseline Rotor Blade Selected Basic Trim Conditions for the UH-60A Blackhawk Rotor Summary of GOOOPA Trim Calculations Achieved for UH-60A Blackhawk Rotor Partial Derivatives of Performance Parameters with Respect to Coupling Gain for Control Coupled Tab, ~'0.338 Page

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AXALYTIC IhT'ESTIGATIOK OF HELICOPTER ROTOR BLADE APPENDED AEROELASTIC DEVICES

By Richard L. Bielawa United Technologies Research Center

S U M M A R Y

A n a l y t i c e v a l u a t i o n s of f o u r d i f f e r e n t p a s s i v e a e r o e l a s t i c d e v i c e s appended t o h e l i c o p t e r r o t o r b l a d e s i s presented. The d e v i c e s c o n s i s t of a p a s s i v e tuned t a b , a c o n t r o l coupled t a b , an a l l - f l y i n g t i p and a harmonic d i l a t i o n a l a i r f o i l t i p ; each device was conceived f o r improving e i t h e r aerodynamic performance, o r reducing v i b r a t o r y c o n t r o l l o a d s o r hub s h e a r s . The e v a l u a t i o n was performed using a comprehensive r o t o r a e r o e l a s t i c a n a l y s i s ( t h e G400PA code w i t h a p p r o p r i a t e m o d i f i c a t i o n s ) , t o g e t h e r w i t h d a t a f o r a r e a l i s t i c h e l i c o p t e r r o t o r blade ( t h e UH-60A Blackhawk) i n high s p e e d f l i g h t (90 m / s , 175 k t s ) . The r e s u l t s of t h i s study show t h a t s i g n i f i c a n t performance (L/De) g a i n s can be achieved with t h e a l l - f l y i n g f r e e t i p . R e s u l t s f o r t h e harmonic d i l a t i o n a l a i r f o i l t i p show t h e p o t e n t i a l f o r moderate improvements i n LID,. F i n a l l y , t h e r e s u l t s f o r t h e p a s s i v e tuned t a b and t h e c o n t r o l coupled t a b , as configured f o r t h i s s t u d y , show t h e s e d e v i c e s t o be i m p r a c t i c a l . S e c t i o n s a r e included which d e s c r i b e t h e o p e r a t i o n of each d e v i c e , t h e required G O O O P A m o d i f i c a t i o n s , and t h e d e t a i l e d r e s u l t s obtained f o r each device.

INTRODU CT ION
Background

It has l o n g been a p p r e c i a t e d t h a t so-called conventional h e l i c o p t e r r o t o r s , both a r t i c u l a t e d and h i n g e l e s s , are I n of themselves less than optimal l i f t i n g elements f o r VTOL a i r c r a f t systems. Indeed, t h e b a s i c elements of such conventional r o t o r s o f f e r few d e s i g n o p t i o n s f o r improvements i n d y n a m l c / a e r o e l a s t i c r e l a t e d performance parameters. State-of-the-art approaches t o enhancing t h e s e parameters have t y p i c a l l y c o n s i s t e d of r e c o u r s e t o some s o r t of ingenious gadgetry. One form of such gadgetry c o n s i s t s of i n c o r p o r a t i n g i n n o v a t i v e dynamic f e a t u r e ( s ) i n t o t h e b l a d e s themselves, such a s a e r o e l a s t i c conformality (Ref. l ) , o r i n t o t h e i n t e g r a t e d r o t o r system. Examples of t h e l a t t e r are t h e Advancing Blade

Concept (Ref.2) o r t h e t i l t - r o t o r concept (Ref. 3). A second form of gadgetry c o n s i s t s of t h e appending of a s p e c i a l i z e d aeromechanical d e v i c e t o a n otherwise conventional (or i t s e l f a e r o e l a s t i c a l l y enhanced) r o t o r blade. The p r e s e n t emergence of high performance, high s t r e n g t h m a t e r i a l s , t o g e t h e r w i t h an improved a b i l i t y t o analyze and understand t h e p h y s i c s involved have made t h e implementations of such d e v i c e s more a t t r a c t i v e as design s o l u t i o n s .
An example of a r o t o r blade appended mechanical device which can be

r e a d i l y assumed t o be s t a t e - o f - t h e - a r t is t h e blade pendular absorber ( R e f . 4 ) . The blade pendular a b s o r b e r is c h a r a c t e r i z e d by being a purely dynamic d e v i c e with no d i r e c t aerodynamic i n t e r a c t i o n s and tuned t o o p e r a t e a t n x r o t o r speed f r e q u e n c i e s . As such, t h e pendular absorber is i n h e r e n t l y only a p a s s i v e v i b r a t i o n s u p p r e s s i o n device. Other blade appended dynamic d e v i c e s which do involve d i r e c t aerodynamic i n t e r a c t i o n have been conceived, b u t have n o t a s y e t been s u b j e c t e d e i t h e r t o Reasons f o r t h i s l a c k of in-depth a n a l y s i s or experimental proof-of-concept. t e c h n i c a l underpinning would i n c l u d e t h e l a c k of a p p l i c a b i l i t y of s t a t e - o f - t h e a r t production o r i e n t e d a n a l y s i s codes, and t h e d i f f i c u l t i e s i n designing and t e s t i n g workable experimental hardware. A meaningful a n a l y t i c a l s t u d y of such devices would r e q u i r e an a p p r e c i a t i o n of their germane c h a r a c t e r i s t i c s and t h e implementation of t h e s e c h a r a c t e r i s t i c s i n a proven comprehensive a e r o e l a s t i c a n a l y s i s of t h e type p r e s e n t l y u s e d for s t a t e - o f - t h e - a r t r o t o r systems. The o b j e c t i v e of t h e p r e s e n t s t u d y was, t h e r e f o r e , t o determine t h e p r a c t i c a l i t y , both a b s o l u t e and r e l a t i v e , of f o u r (4) d i f f e r e n t p a s s i v e a e r o e l a s t i c d e v i c e s appended t o h e l i c o p t e r r o t o r b l a d e s f o r improving r o t o r performance, c o n t r o l l o a d s and/or v i b r a t i o n a l l e v i a t i o n . It w a s b e l i e v e d t h a t t h e f o u r d e v i c e s s e l e c t e d f o r t h i s study could o f f e r s i g n i f i c a n t p o t e n t i a l f o r a c h i e v i n g t h e s e improvements. I t w a s hoped t h a t t h e s t u d y might a c h i e v e a s i g n i f i c a n t advance i n h e l i c o p t e r a e r o e l a s t i c s technology through t h e e x p r e s s s e l e c t i o n of only d e v i c e s which a r e both p a s s i v e and a e r o e l a s t i c a l l y r e s p o n s i v e . The emphasis on p a s s i v i t y r e f l e c t s t h e d e s i r e t o a c h i e v e g a i n s in performance, c o n t r o l l o a d s r e d u c t i o n and v i b r a t i o n a l l e v i a t i o n through t h e s i m p l i c i t y a f f o r d e d by fundamental r o t o r b l a d e a e r o e l a s t i c responses i n forward f l i g h t . There undoubtedly e x i s t e q u a l l y f e a s i b l e and p o t e n t i a l l y a t t r a c t i v e concepts f o r b l a d e appended d e v i c e s which u t i l i z e a c t i v e c o n t r o l schemes t o achieve t h e s e same improvements. However, active c o n t r o l i m p l i e s complexity i n t h e form of a d d i t i o n a l e l e c t r o n i c s and/or h y d r a u l i c s which must u l t i m a t e l y r e s u l t i n i n c r e a s e d c o s t and less a t t r a c t i v e m a i n t a i n a b i l i t y and reliability characteristics.

"Passive" appended d e v i c e s would have p o t e n t i a l l y powerful advantages accruing from c o n f i g u r a t i o n s i m p l i c i t y . However, t h e a c t u a l o p e r a t i o n of these d e v i c e s i s n e c e s s a r i l y complex s i n c e i n t i m a t e a e r o e l a s t i c i n t e r a c t i o n between t h e blade proper i s i n t e n t i o n a l l y introduced, This complexity, eoupled with t h e long-standing inadequacies of s t a t e - o f - t h e - a r t r o t o r aeroe l a s t i c s methodology, and t h e l i m i t s of materials and f a b r i c a t i o n techniques have most l i k e l y been t h e major arguments a g a i n s t t h e i n c o r p o r a t i o n o r even serious c o n s i d e r a t i o n of t h e s e devices i n h e l i c o p t e r blade d e s i g n s h e r e t o f o r e . While t h e argument of l i m i t e d material and f a b r i c a t i o n r e s o u r c e s i s an important one, i t is deemed beyond t h e scope of t h e p r e s e n t s t u d y . Nevertheless, i t i s t h e r e c e n t emergence of more e f f i c i e n t materials and c o n s t r u c t i o n techniques which h a s l e d , i n p a r t , t o t h e c h a l l e n g i n g of t h i s argument and a renewed i n t e r e s t i n such d e v i c e s . It i s f u r t h e r b e l i e v e d t h a t w i t h t h e s u b s t a n t i a l g a i n s made i n r o t o r a e r o e l a s t i c s methodology w i t h i n t h e l a s t few y e a r s , t h e argument of a n a l y s i s inadequacy i s no longer v a l i d .

D e s c r i p t i o n of Selected A e r o e l a s t i c Devices Four ( 4 ) a e r o e l a s t i c d e v i c e s were s e l e c t e d f o r a n a l y s i s based upon t h e i r conformity t o t h e c h a r a c t e r i s t i c s discussed above. The d e v i c e s a r e a l l p a s s i v e i n t h e sense that they a r e a c t i v a t e d by t h e r o t o r o p e r a t i n g i n i t s normal f l i g h t envelope w i t h o u t r e q u i r i n g o v e r t a c t i v a t i o n by t h e p i l o t , and t h a t they do n o t use any o t h e r energy source except t h a t a r i s i n g from r o t o r r o t a t i o n . The d e v i c e s seek e i t h e r t o enhance performance, reduce c o n t r o l loads, and/or a l l e v i a t e v i b r a t i o n .

1.

Tuned T r a i l ing Edge Tab_

One scheme which could provide v i b r a t i o n a l l e v i a t i o n i s a Tuned ( T r a i l i n g Edge) Tab concept. The o b j e c t i v e of t h i s t a b i s t o create harmonic a i r l o a d i n g of f a v o r a b l e amplitude and phase t o v e c t o r a l l y c a n c e l the i n h e r e n t harmonic a i r l o a d i n g which a c t s as a source of main r o t o r vibration.
A schematic of t h e p a s s i v e t a b concept i s shown i n Figure 1. P h y s i c a l l y , t h e p a s s i v e blade t a b i s appended near t o t h e t r a i l i n g edge of a s t a n d a r d r o t o r b l a d e by some hinge c o n f i g u r a t i o n so t h a t t h e t a b can d e f l e c t f r e e l y about t h e hinge. The hinge could be mechanical i n n a t u r e w i t h b e a r i n g s , e t c . , or i t could be made of a composite material t h a t h a s a l a r g e s t r a i n a l l o w a b l e such t h a t t h e t a b i s a c t u a l l y "taped" t o t h e blade by t h e composite hinge. The l a t i t u d e i n s e l e c t i n g t h e s p r i n g r a t e of t h e t a b about t h e hinge would provide dynamic tuning c a p a b i l i t y ; t h e s p r i n g r a t e could be provided e i t h e r mechanically or by t h e e l a s t i c i t y of t h e material f o r a composite hinge.

The b a s i s of t h e concept a s o u t l i n e d i n F i g u r e 1 i s simple: When a r o t o r blade t a b d e f l e c t s i t c r e a t e s an incremental a i r l o a d and p i t c h i n g moment on t h e r o t o r blade a s a r e s u l t of t h e i n c r e a s e d camber. The p i t c h i n g moment a l s o c r e a t e s an a d d i t i o n a l a i r l o a d on t h e r o t o r b l a d e by e l a s t i c t w i s t i n g t o create an incremental angle-of-attack. The importance of t h i s source of a i r l o a d i n g i s c l o s e l y t i e d t o t h e blade t o r s i o n a l s t i f f n e s s and n a t u r a l frequency, T h i s source of incremental a i r l o a d i n g i s secondary t o t h a t obtained from t h e e f f e c t i v e camber change for t h i s concept. When t h e t a b d e f l e c t s harmonically, t h e a i r l o a d s and p i t c h i n g moment c r e a t e d by t h e t a b d e f l e c t i o n a r e a l s o harmonic. Therefore, t o d e r i v e b e n e f i t from t h e t a b , t h e t a b motion m u s t be c o r r e c t l y phased t o c a n c e l t h e i n h e r e n t harmonic a i r l o a d i n g t h a t excites t h e blade f l a t w i s e modes and produces vibration. The d r i v i n g f o r c e s on t h e t a b are i t s own i n e r t i a l l o a d i n g as t h e b l a d e f l a p s and p i t c h e s (both as a r i g i d body and f l e x i b l y ) and t h e aerodynamics a r i s i n g from blade and t a b motion. By i n c r e a s i n g t h e o f f s e t of t h e t a b center of g r a v i t y from t h e hinge t h e i n e r t i a l f o r c i n g can be i n c r e a s e d . For a t a b l o c a t e d a t t h e b l a d e t i p , most of t h e v e r t i c a l harmonic motion would come from t h e response of t h e f l e x i b l e f l a t w i s e modes and n e a r l y a l l of t h e t o r s i o n motion would be due t o t h e response of t h e b l a d e f i r s t t o r s i o n mode. Hence, t h e r e is a d i r e c t r e l a t i o n s h i p between t h e motion t h a t i s i n e r t i a l l y f o r c i n g t h e t a b t o d e f l e c t and t h e v i b r a t i o n t h a t i s a r e s u l t of that same motion. Therefore, t h e s u c c e s s of t h i s concept h i n g e s on c o r r e c t l y s i z i n g and p l a c i n g t h e t a b along t h e r o t o r b l a d e span and choosing its mass and n a t u r a l frequency so t h a t t h e maximum v e c t o r a l c a n c e l l a t i o n of i n h e r e n t harmonic a i r l o a d i n g is achieved.

ALTERNATE IMPiEMENTATlON SCHEMES

MECHANICAL HINGE

COMPOSITE MATERIAL HINGE

Figure 1. Pictorial of Tuned Trailing Edge Tab

2.

T r a i l i n g Edge Tab Coupled t o Blade Control Loads

The s e l e c t i o n of a i r f o i l s f o r h e l i c o p t e r main r o t o r b l a d e s is l i m i t e d t o those a i r f o i l s which have low p i t c h i n g moments because a i r f o i l s having high p i t c h i n g moments cause e x c e s s i v e blade p i t c h c o n t r o l system v i b r a t o r y l o a d s and high blade t o r s i o n a l d e f l e c t i o n s i n forward f l i g h t , The s e l e c t i o n of a i r f o i l s has t h e r e f o r e been c o n s t r a i n e d t o t h e use of symmetrical a i r f o i l s or a t b e s t , a i r f o i l s having 2 p e r c e n t of camber. I n a d d i t i o n t o t h i s fundamental c o n s t r a i n t , h e l i c o p t e r maximum speeds are f r e q u e n t l y l i m i t e d by t h e r a p i d growth of v i b r a t o r y c o n t r o l l o a d s as b l a d e s t a l l i s approached, p a r t i c u l a r l y i n maneuvering f l i g h t . I f t h e s e c o n s t r a i n t s could be e l i m i n a t e d , a i r f o i l s w i t h high camber could be employed and could be s e l e c t e d t o o p e r a t e a t t h e i r optimum l i f t c o e f f i c i e n t s t o d e l a y s t a l l i n g and consequently i n c r e a s e t h e maximum h e l i c o p t e r c r u i s e speed f o r a given r o t o r blade loading. The achievement of h i g h e r blade l o a d i n g s through t h e use of cambered a i r f o i l s would a l s o permit o p e r a t i o n of t h e r o t o r a t reduced r o t o r n o i s e . Reduction of r o t o r n o i s e i s emerging a s a major requirement f o r c i v i l h e l i c o p t e r s , p a r t i c u l a r l y those i n t h e 20,000 pounds and l a r g e r s i z e c l a s s e s because of l o c a l and f e d e r a l n o i s e r e g u l a t i o n s , The r e d u c t i o n of blade c o n t r o l s y s t e m l o a d s h a s t h e p o t e n t i a l f o r providing s e v e r a l a d d i t i o n a l advantages. Because of h i g h c o n t r o l s y s t e m v i b r a t o r y c o n t r o l l o a d s many elements of t h e c o n t r o l system and a i r f r a m e A s i g n i f i c a n t r e d u c t i o n of t h e s e support s t r u c t u r e are l i f e - l i m i t e d . l o a d s would provide unlimited l i f e f o r such components and would probably permit l a r g e weight r e d u c t i o n s a s w e l l . Furthermore, t h e s e n 0 a c t u a t o r s i z e , weight and power requirements could be reduced. T h i s is p a r t i c u l a r l y s i g n i f i c a n t where redundant c o n t r o l s y s t e m s are r e q u i r e d . C o n c o m i t a n t l y , a l a r g e i n c r e a s e i n c o n t r o l s y s t e m r e l i a b i l i t y should be a c h i e v a b l e .
A c o n t r o l f o r c e r e d u c t i o n device based on t h e use of a c o n t r o l load coupled t a b system o f f e r s t h e p o t e n t i a l f o r r e l a x i n g t h e c o n s t r a i n t s on t h e use of h i n h l y cambered a i r f o i l s and of DrOVidinR more r e l i a b l e and l i g h t e r c o n t r o l systems. The control load coupled t a b r o t o r b l a d e as conceived i s d e s c r i b e d below w i t h r e f e r e n c e t o F i g u r e 2. This c o n t r o l f o r c e r e d u c t i o n d e v i c e o p e r a t e s p r i m a r i l y by s e n s i n g t h e c o n t r o l l o a d r e q u i r e d t o f e a t h e r t h e r o t o r b l a d e and, through a mechanical l i n k a g e , d e f l e c t i n g t o c o u n t e r t h e b l a d e p i t c h i n g moment i n a d i r e c t i o n t o reduce t h e c o n t r o l load toward zero. As shown i n F i g u r e 2 t h e f r e e l y f e a t h e r i n g blade i s c o n s t r a i n e d i n p i t c h a n g l e by means of a c o n t r o l rod which i s a t t a c h e d t o t h e b l a d e p i t c h horn a t one end and t o t h e r o t a t i n g swashplate a t the o p p o s i t e end. The c o n t r o l rod c o n t a i n s a s p r i n g c a p s u l e which d e f l e c t s i n p r o p o r t i o n t o t h e c o n t r o l load by an amount which depends on t h e s p r i n g r a t e . By t h i s means t h e c o n t r o l rod s h o r t e n s when t h e s p r i n g i s compressed and lengthens when t h e s p r i n g is extended.

.
W E PITCH
TAB PITCH

TAB HINGE AXIS,

TAB

EKCRANKIN5

CONTROL ROD SPRING CAPSULE

SWASHPLATE

DEFLECTED TAB DEPICTION

Figure 2. Pictorial of Trailing Edge Tab Coupled to Blade Control Loads

A second, b u t r i g i d , c o n t r o l rod i s a t t a c h e d i n p a r a l l e l w i t h t h e s p r i n g capsule and d r i v e s a t a b torque tube. I f t h e s p r i n g d e f l e c t i o n I s zero, t h e t a b does n o t d e f l e c t . I f t h e s p r i n g i s compressed, t h e t a b d e f l e c t s t o produce a p i t c h i n g moment i n a d i r e c t i o n t o r e l i e v e t h e load i n t h e c o n t r o l rod. A p a r t i c u l a r advantage of t h i s system i s t h a t t h e c o n t r o l load is d r i v e n toward z e r o r e g a r d l e s s of t h e cause of t h e blade p i t c h i n g moment.

3.

All-Flying Torsion Tip

T h i s concept, a s analyzed h e r e i n , I s a g e n e r a l i z a t i o n of t h e FreeTip Rotor concept o r i g i n a l l y s t u d i e d i n Reference 5 , and i s p i c t o r i a l l y d e p i c t e d i n Figure 3 . The o v e r - a l l o b j e c t i v e of t h i s d e v i c e i s t h e improvement of r o t o r aerodynamic e f f i c i e n c y by t h e c r e a t i o n of a more uniform a i r l o a d d i s t r i b u t i o n around t h e azimuth of t h e t i p r e g i o n of t h e blade. This concept i s p r i m a r i l y d i r e c t e d t o t h e a i r l o a d i n g of t h e b l a d e t i p r e g i o n owing t o t h e recognized p o t e n t i a l f o r n e g a t i v e l i f t i n g l o a d s i n t h i s blade r e g i o n on t h e advancing s i d e i n forward f l i g h t , The a t t a i n m e n t of t h e o v e r - a l l o b j e c t i v e f o r t h i s d e v i c e i s t o be achieved by c o n s t r a i n i n g t h e a l l - f l y i n g t i p t o g e n e r a t e p o s i t i v e l i f t through a c o n t r o l l e d a p p l i e d moment. A s shown i n F i g u r e 3 , a n i n t e n t i o n a l l y introduced o f f s e t between t h e hinge ( p i t c h ) a x i s and t h e aerodynamic c e n t e r , Achord, would e n a b l e t h e l i f t on t h e t i p t o be c o n t r o l l e d by means of t h e a p p l i e d moment t o t h e t i p : l i f t x Achord = c o n t r o l l e r a p p l i e d moment. The c o n t r o l l e r a p p l i e d moment i s i n t u r n determined by t h e placement of t h e aerodynamic and mass c e n t e r s of t h e t i p r e l a t i v e t o t h e p i t c h a x i s of t h e t i p , and t h e type of r e a c t i o n moment provided by t h e t i p moment. I n t h e o r i g i n a l conception of t h e d e v i c e , a c o n s t a n t t o r s i o n a l moment (preload) r e s t r a i n t is p l a c e d on t h e t i p p i t c h a x i s and t h e t i p , t h e r e f o r e , t e n d s t o f l y so as t o p r o v i d e a nominally c o n s t a n t l i f t . As analyzed h e r e i n , t h e t i p i s a d d i t i o n a l l y mounted w i t h a f i n i t e t o r s i o n s p r i n g r e s t r a i n t t o be s i z e d r e l a t i v e t o t h e e f f e c t i v e aerodynamic s p r i n g . Although t h i s d e p a r t s somewhat from t h e c o n s t a n t moment r e s t r a i n t concept d e f i n e d i n Reference 5 , i t n e v e r t h e l e s s r e p r e s e n t s a r e a s o n a b l e g e n e r a l i z a t i o n of t h e o r i g i n a l concept. The p e r t i n e n t performance payoff parameter f o r t h e a l l - f l y i n g t o r s i o n t i p i s L/De.

.
8

RESTRAINT SPRING

AERODYNAMIC CENTER 1 25% CHORD!

INBOARD PORTION

OF BLADE

TIP IN DEFLECTED POSITION

Figure 3. Pictorial of All*FlyingTorsion Tip

80-4-

13-2

4.

Harmonically Deformable Airfoil Tip

As indicated in Figure 4 , the outboard portion of a helicopter rotor blade in forward flight ideally requires two conflicting characteristics for optimal aerodynamic performance: thin sections are required on the advancing side to minimize transonic compressibility effects, and relatively thick, cambered sections are required on the retreating side to achieve high unstalled lift coefficients in low subsonic conditions. Furthermore, a compromise airfoil with camber would ideally be needed for hovering flight. The harmonically deformable airfoil tip is a device which seeks to accommodate these conflicting requirements. It could consist of a tip portion of the blade whose airfoil section is so flexibly constructed and tuned as to harmonically deform in response to 1P dynamic pressure variations, As illustrated in Figure 5, the harmonic deformations of the device would be in the thicknesswise directions and would be tailored to produce both overall thickness and/or camber variations.
As conceived, and depicted in Figure 4 , one implementation of the device could be accomplished using an airfoil section construction whose thicknesswise rigidity is controlled by the differential pressure within internal pressure cells attached to the inside of the flexible outer skin. Increased differential pressure within the cells would cause a thicknessvise contraction (and chordwise elongation) of the airfoil, Camber variations could be obtained by unsymmetric attachments to the inside surface of the flexible airfoil contour skin. Because of the inherently high fatigue stress environment of this device, and the need for high dynamic strains, such.a construction scheme would benefit from composite material techniques.

Of greater importance than the construction techniques, however, are the required dynamic characteristics. Clearly, to produce significant harmonic variations in thickness at lP, the device must be tuned to that frequency. The difficulty arises, however, in the proper phasing of the resonant response. The required response must be approximately 180 deg out-of-phase with the excitation rather than the 90 deg which normally occurs at resonance. That is, the airfoil must contract at the same instant that the 1P dynamic pressure is trying to dilate it.

10

FREESTREAM VELOCITY

~= 180"

REGION OF TRANSONIC FLOW. LOW INCIDENCE ANGLES .*.THIN AIRFOILS NEEDED. LITTLE

REGION OF LOW SUBSONIC FLOW. HIGH INCIDENCE ANGLES (HIGH Cp S) 2. THICK. CAMBERED SECTIONS NEEDED

rL=O

Figure 4. Pictorial of Helicopter Rotor Disk in Fonnard Flight Showing Conflicting Requiromonts for Blade Tip Soctions

11
80-413-4

TIP SECTION AT k!'= 90 ' FLEXIBLE OUTER SKlhi (TYP ) ATTACHMENT POINT

INTERNAL CELLS PRESSURiZED TIP SECTION AT

IL= 270'

1 SUCTION TO DILATE AIRFOIL

I LOCAL DYNAMIC PRESSURE ACTS AS A

INTERNAL CELLS DEPRESSURIZED

Figure 5. Pictorial of Harmonically Deformable Airfoil l i p

12

I t i s expected that appropriate gadgetry involving interblade coupling i s required t o achieve passive operation. S p e c i f i c means f o r achieving t h i s operation are discussed i n the appropriate r e s u l t s subsection. A s with the a l l - f l y i n g t o r s i o n t i p , the pertinent performance payoff parameter f o r t h i s device i s the l i f t t o (equivalent) drag r a t i o , LID,,

.
13

Analysis Requirements Requirements for Present Study As the descriptions of the selected appended aeroelastic devices offered in the above sub section demonstrate, these devices share identifiable characteristics which pertain intrinsically to the requirements for their successful analysis:
1. The devices each generally comprise a simple dynamic element (spring-mass-damper) with a single degree-of-freedom descriptor which couples with the aeroelastics of an otherwise conventional state-of-theart rotor blade.

2. The direct dynamic influence of the aeroelastic devices on the hub harmonic loads is subordinate to their indirect influence via modifications to blade responses and resulting blade generated hub loads. Hence, whereas a fully-coupled, rotor-fuselage aeroelastic analysis would provide maximum rigor to the analysis, a more simple, conventional hub-fixed approach should yield adequate insights into the relative efficiencies of the devices.

3. Over some spanwise portions(s) of the blade, the incremental aerodynamic loading description must account for the motion of the aeroelastic device. Typically, this incremental loading modifies the basic aerodynamic excitations of the blade (incremental section coefficients) as well as generating airload excitations of the device itself, Furthermore, because the devices would generally be expected to produce abrupt deviations from the otherwise smooth blade geometries, abrupt and concentrated airloadings at these deviations would ensue.

4. The aerodynamic environment in which these devices (as well as the basic blade itself) operate is essentially unsteady. Multi-harmonic blade motions and potentially high reduced frequency transient phenomena impact on the operation of the three torsionally active devices and, hence, on their potential merit. This impact requires an attention to the attenuations and phase lags in both the stalled and unstalled aerodynamic loadings.
5 . The operation of any blade appended device with respect to any one specific performance index cannot be isolated from the inherent aeroelastic stability of the device. Thus, the aeroelastic analysis must be sufficiently comprehensive as to be able to demonstrate any inherent lastability condition caused by a selection of parameters which might otherwise demonstrate superior performance in specific selected payoff parameter.

14

G4OOPA Rotor Aeroelastic Analysis The analysis selected as the tool for analyzing the four appended devices is the "PA" version of the United Technologies Corporation G400 Rotor Aeroelastic Analysis. As first reported in Reference 6, this basic analysis has evolved into a family of multi-purpose programs directed to the analysis of all major rotor types and complexities with application to helicopters, wind turbines and propellers. Generally the G400 analyses are formulated on a beam bending-torsion basis and include a rigorous modeling of large, nonlinear and time-varying structural twist. The differential equations of blade bending (flatwise and edgewise) and torsion incorporate the salient features of Reference 7 and are solved using a Galerkin procedure wherein normal "uncoupled" vibration mode shapes and their spanwise derivatives along with the spanwise derivative of the blade (nonlinear) twist are combined to approximate "coupled" blade deflections. The aerodynamic description includes the use of predetermined static airfoil data, constant or variable (multiply harmonic and spanwise variable) inflow and unsteady airload effects (both unstalled and stalled), An important capability of the G400 analysis to the present study is the implementation of a rigorous method f o r including detailed inertial and aerodynamic loadings and internal structural (elastic) characteristics with unlimited attention to nonlinearities. An important contribution to this implementation and to the ability to calculate dynamic loads arising from concentrated load sources such as pendulum absorbers and the herein considered appended devices is the force-integration method for calculating blade stresses and hub loads (Reference 8). The "PA" version of G400, as reported in Reference 9, was selected for the present study because it provided the best basis for meeting the above itemized requirements. In particular, by virtue of the explicit modeling of pendulum absorbers, this version already incorporated the structuring required to accommodate the differential equations for a single degree-of-freedom dynamic system attached to the rotor blade. Beyond this existing capability, however, explicit modifications were required and are described in a subsequent section.

15

LIST OF SYMBOLS

[AI
a a

Spanwise aerodynamic diffusion matrix for six outermost blade segments. ND.

x5D 5 '

,a

25

Components of inertial acceleration in the "5" coordinate system. m/s 2 , Number of blades Theodorsen function

C
CL/c, C

PF

IC

Rotor aerodynaxic lift and propulsive force coefficients over solidity, respectively.

cT
C
C

Damper rate of explicit restraint of torsionally active device, Nms/rad. Blade section chord, n.

Chord of appended device, rc Rotor equivalent drag (see Eq. 19), N. x2 coordinate of coincident flat-lag hinge or hingeless blade off set point m. Equivalent flat plate area for defining aerodynamic drag, K. Coupling gain for tab motion per root deflection, E D . Rotor horsepower. Spring rate of explicit restraint of torsionally active device, (alternate forms), Nm/rad. Blade root torsion spring to account for control system flexibility, Nm/rad Gain constants used for passive dynamic implementation of the hannonic dilational airfoil tip.

e'
e

GT
If KTD K6T

Ke R
K1' K2

k rk T ' ' T
c

Mass radii of gyration of tab (or tip) mass center inertia about axes parallel and normal to tab chordline, respectively,

IC.

17

LIST OF SYMBOLS cont inued

ylo

P kz

Uass r a d i i of g y r a t i o n of blade s e c t i o n about axes through and 10

p e r p e n d i c u l a r t o t h e spanwise (x5) a x i s and i n the chordvise and thicknesswise d i r e c t i o n s , r e s p e c t i v e l y , m. Rotor l i f t , N. Distance from t a b device hinge a f t t o t a b mass c e n t e r , m. Mach number

1,
M M
aPPT
res i d

Constant a p p l i e d moment about hinge f o r t o r s i o n a l l y a c t i v e d e v i c e , Xr. Residual e l a s t i c moment about hinge r e s i s t i n g aerodynariic and i n e r t i a l o a d s , Nm.

MT
M
X

Uass of t h e t o r s i o n a l l y a c t i v e d e v i c e , kg.
Moment about hinge a x i s of t h e t o r s i o n a l l y a c t i v e device.

6T
m
0

m
n
P

Reference blade mass d i s t r i b u t i o n , taken t o be t h a t of t h e 5 t h blade segment, kglm. Blade mass d i s t r i b u t i o n , (ND) Blade segment index Per r o t o r revolution Rotor p r o p u l s i v e f o r c e , h. S e c t i o n s h e a r l o a d d i s t r i b u t i o n 6 In d i r e c t i o n s of axes i n t h e 5- c o o r d i n a t e system, (ND) S t a t i c a i r f o i l p r e s s u r e s d e f i n i n g t h e o p e r a t i o n of t h e harmonic d i l a t l o n a l a i r f o i l t i p , Pa.

PF

18

LIST OF SYMBOLS
cont inued

Q
QE

Q u a s i - s t a t i c a i r f o i l downwash v e l o c i t y f u n c t i o n f o r a i r f o i l s w i t h t a b s , m/s. E f f e c t i v e a i r f o i l dcrwnwash v e l o c i t y f u n c t i o n f o r a i r f o i l s w i t h t a b s , m/s. A i r f o i l downwash v e l o c i t y f u n c t i o n f o r a i r f o i l s w i t h t a b s , c o r r e c t e d u s i n g unsteady decay parameter a l g o r i t h m , m/s.

9,

Blade j ' t h t o r s i o n modal response v a r i a b l e .

1
Rotor r a d i u s , m. Spanxise e x t e n t of appended d e v i c e , m.

R
LRT

Blade spanwise c o o r d i n a t e , measured from o f f s e t , e, i n x 5 d i r e c t i o n , (h?)) E f f e c t i v e ( a r e a c e n t e r ) r a d i u s of t h e planform of t h e harmonic d i l a t i o n a l t i p , ND w i t h r e s p e c t t o R. n ' t h b l a d e spanwise segment ( a r c ) l e n g t h , (KD) F r i c t i o n (Coulomb) damping moment about hinge f o r t o r s i o n a l l y a c t i v e d e v i c e , Nm.

ef f

Cr

, Cxn

s , s
'1
6

Components of Blade Root Shears i n ( n o n r o t a t i n & ) l o n g i t u d i n a l , l a t e r a l and v e r t i c a l d i r e c t i o n s , r e s p e c t i v e l y , N. Aerodynamic time Trimmed r o t o r f l i g h t rpeed, m/s 8nd (kts)

"T

19

LIST OF SYMBOLS

c m thued Vector of components of incremental displacement of a point In the "5" coordinate system, m.
X

cen

Nondimensional blade spanwise station measured from center of rotation. Components of the 5-coordinate system, defined to be rotating with the hub, but at the blade coned and lagged position, (hT)

Y
"CG
'i
D

Chordwise distance of blade section mass center forvard from the elastic axis, (ND). Perturbational thickness ratio response for the i'th blade. Section angle-of-attack, deg and rad Effective aerodynamic section angle-of-attack, Including effects of unsteady decay parameter, deg.

Quasi-static angle-of-attack, rad. Aerodynamic section unsteady decay parameter, rad. Prantl-Glauert transformation factor, ( = 1 Torsion deflection of torsionally active device, positive TE up, rad. Steady component of torsion related device deflection, rad. Component of tab torsion motion due to ganging with root torsion motion, rad. Deflection mode shape for the j'th torsion normal mode, (hi)

k'

E
@T

ET0
8T1

20

LIST OF SYMBOLS continued

0 IJ
0

Total local blade pitch angle, radians. Rotor advance ratio, Rotor solidity
( = (=

flight speed/RR)

bc/rR).

TIC
(T/c)~, (TIC)
C

Airfoil thickness ratio. First hannonic cosine and sine components of perturbational
Is thickness ratio.

Generalized Wagner function, with compressibility corrections.

eC

Blade azimuthal (angular) position, rad and (deg) Rotor rotational frequency, or speed (rpm)

- - -

'*I ~ u V s u E

'

(Nondimensional) uncoupled natural frequencies of i'th f 1acr;ise bending mode, k'th edgewise bending mode and j'th torsion modi,

21

Subscripts

0a
(

Arising from aerodynamic loading Relating to the appended device (tip or tab)

)T

Superscript s Pertaining to dynamic inertia loads Pertaining to elastic restraints Differentiation with respect to (r/R) Perturbational quantity Kondimensionalization by combinations of m
0

,R

and/or C

Differentiation with respect to (at)

22

MATHEMATICAL DEVELOPMEKT

For purposes of t h i s s t u d y , t h e required m o d i f i c a t i o n s of t h e G4OOPA a n a l y s i s f a l l i n t o two main c a t e g o r i e s : those needed f o r t h e t h r e e t o r s i o n a l l y a c t i v e d e v i c e s (tuned t a b , c o n t r o l coupled t a b , and t h e a l l - f l y i n g t i p ) , and those f o r t h e d i l a t i o n a l s e c t i o n t i p . The f i r s t p a r t of t h i s s e c t i o n d e s c r i b e s t h e a d d i t i o n a l formulations r e q u i r e d t o convert t h e e x i s t i n g G400PA formulations f o r a p u r e l y mechanical conventional b l a d e appended, pendular absorber t o those f o r an aerodynamically a c t i v e pendular mass whose hinge i s now o r i e n t e d p a r a l l e l t o t h e blade p i t c h axis. These f o r m u l a t i o n s a r e more o r l e s s common t o a l l t h r e e t o r s i o n a l l y a c t i v e d e v i c e s . Where noted, some a r e a p p r o p r i a t e l y p e r t i n e n t t o only one o r two of t h e s e devices. The l a s t p a r t of t h i s s e c t i o n d e a l s w i t h design c o n s i d e r a t i o n s r e l e v a n t r e l e v a n t t o t h e d i l a t i o n a l s e c t i o n t i p and w i t h t h o s e GOOOPA m o d i f i c a t i o n s necessary f o r i t s a n a l y s i s w i t h i n t h e scope o f t h e p r e s e n t study.

T o r s i o n a l l y Active Devices Four b a s i c formulations and subsequent m o d i f i c a t i o n s of t h e G400PA were r e q u i r e d : Development of t h e i n e r t i a loadings f o r a pendular mass w i t h an a x i a l l y mounted hinge. I n c l u s i o n of e l a s t i c and/or coupling c o n s t r a i n t s of t h e device about t h e hinge. Extension of c l a s s i c (frequency domain) unsteady a i r l o a d s f o r m u l a t i o n s t o a time-history s o l u t i o n format.

Development of a method for accounting f o r spanwise aerodynamic crosst a l k e f f e c t s . These a r i s e from t h e a b r u p t l o a d i n g s changes a t t h e boundaries of t h e d e v i c e s .

Supplementary Assumptions To a c h i e v e a s u c c e s s f u l modeling of the t o r s i o n a l l y active d e v i c e s t h e following l i s t of assumptions were made ( i n a d d i t i o n t o t h o s e s t a t e d i n Reference 9) :

23

1. The device is a r i g i d body a t t a c h e d t o t h e blade proper a t two p o i n t s as defined by t h e spanwise c e n t e r s of two s e l e c t e d blade segments, a s t y p i c a l l y used f o r b l a d e segmentation. The hinge l i n e defined by t h e s e two p o i n t s is nominally p a r a l l e l t o t h e blade ( r e f e r e n c e ) p i t c h a x i s .

2.

The t o r s i o n a l device i s uniform i n p r o p e r t i e s i n t h e spanwise d i r e c t i o n .

3. For purposes of d e f i n i n g t h e incremental i n e r t i a l o a d s on t h e blade proper due t o device motion, t h e d e v i c e is approximated by two incremental mass d i s t r i b u t i o n s a t each of t h e two attachment segments, each d e f i n e d by h a l f t h e device mass.
The d e v i c e is mechanically r e s t r a i n e d t o t h e blade by a p a r a l l e l combination of s p r i n g , damper, f r i c t i o n , c o n s t a n t valued and c o n t r o l coupled moments (see F i g u r e 6 ) .

4.

5. The normal (uncoupled) mode i n p u t p r e p a r a t i o n c a l c u l a t i o n s f o r t h e blade proper a r e t o be performed w i t h a blade mass d i s t r i b u t i o n a p p r o p r i a t e t o t h e blade ( a s designed t o i n c l u d e t h e device) but w i t h t h e a c t u a l moveable d e v i c e mass removed. T h i s moveable device m a s s must then be e x p l i c i t e l y added i n t h e G400PA e q u a t i o n d e s c r i p t i o n .

The aerodynamic d e s c r i p t i o n s f o r both t h e device and blade proper should i n c l u d e unsteady e f f e c t s . Because s t a l l f l u t t e r r e p r e s e n t s a "higher-order" dynamic phenomenon beyond t h e scope of t h e p r e s e n t s t u d y , t h e a p p r o p r i a t e unsteady e f f e c t s a r e those two-dimensional f o r m u l a t i o n s based on u n s t a l l e d p o t e n t i a l flow. The c l a s s i c theory of Theodorsen and G a r r i c k (Reference 10) i s an a p p r o p r i a t e b a s i s . Aerodynamic spanwise c r o s s t a l k e f f e c t s are l i m i t e d t o t h o s e c i r c u l a t o r y 7. a i r l o a d s a c c r u i n g o n l y from t h e incremental l i f t l o a d s due t o device d e f l e c t i o n . These c r o s s t a l k e f f e c t s a r e approximated by a c o n s t a n t (crosst a l k ) matrix p r e m u l t i p l y i n g t h e (two-dimensional) s t r i p t h e o r y incremental spanwise a i r l o a d d i s t r i b u t i o n .

6.

I n e r t i a Load D i s t r i b u t i o n s f o r Pendular Mass

The d e r i v a t i o n device f o l l o w s from t r a n s f o r m a t i o n s and of Reference 6 a s a

of t h e dynamic l o a d s a c t i n g on t h e t o r s i o n a l l y a c t i v e

a s t r a i g h t f o r w a r d a p p l i c a t i o n of a p p r o p r i a t e c o o r d i n a t e
d i f f e r e n t i a t i o n s of a p o s i t i o n v e c t o r . Using Equation (35) s t a r t i n g p o i n t and r e f e r r i n g t o F i g u r e 6 , one can w r i t e t h e

24

25
83-6-1034

incremental (nondimensional) p o s i t i o n v e c t o r f o r a mass element on t h e t o r s i o n a l device a s :

{ax,}
UT- Y)

sinPT

- sin@ COS^, + cos@ sin&

- cos@ cosp, - sin@ sin@,

cos& cos@ sinp, - s i n 0 cosp, sin@sinp, + ~ ~ s @ c o s p ,

- 2:

0 and f! a r e , r e s p e c t i v e l y , t h e t o t a l p i t c h a n g l e of t h e blade s e c t i o n and t h e (T.E. up) d e f l e c t i o n of t h e t o r s i o n device about t h e hinge. From Equation (1) can be derived t h e components of incremental i n e r t i a l a c c e l e r a t i o n , 1AaX5, Aayj, Aaz5j , which a r i s e s o l e l y from t h e pendular motion of t h e t o r s i o n a l l y a c t i v e device. Combination of t h e s e i n c r e m e n t a l a c c e l e r a t i o n components w i t h those components a r i s i n g from motion of t h e blade i t s e l f d e f i n e s t h e t o t a l i n e r t i a l o a d s a c t i n g on t h e p o i n t mass of t h e t o r s i o n a l device.

The inertia moment acting on t h e torsional device about the hinge is obtained by i n t e g r a t i n g t h e d i f f e r e n t i a l i n e r t i a moments over t h e device corss section area:

Upon expansion of t h e i n e r t i a a c c e l e r a t i o n components (a, , a y g Band az5) i n a Taylor S e r i e s i n t h e chordwise and thicknesswise p o s l t i o n v e c t o r components, y and 2 , r e s p e c t i v e l y , Equation (2) can be w r i t t e n i n t e n n s of conventional mass d e s c r i p t o r s :

Equation (3) i s then used as t h e b a s i s for d e f i n i n g t h e dynamic e q u a t i o n f o r t h e t o r s i o n a l device.

26

The m o d i f i c a t i o n s t o t h e blade modal dynamic e q u a t i o n s u t i l i z e supplementary assumption 3 given above. A t each of t h e two blade spanwise segments wherein t h e device i s a t t a c h e d , t h e i n e r t i a load d i s t r i b u t i o n i s modified t o i n c l u d e t h r e e e f f e c t s : o The incremental load due t o t o r s i o n device motion about t h e hinge using t a b mass and t h e incremental i n e r t i a l a c c e l e r a t i o n components, The combined masses of t h e blade proper and t h e d e v i c e t o g e t h e r with t h e i n e r t i a a c c e l e r a t i o n s of t h e blade proper. The e f f e c t i v e change i n combined s e c t i o n center-of-gravity l o c a t i o n (both chordwise and thicknesswise) caused by t a b d e f l e c t i o n .

Elasto-mechanical Torsion R e s t r a i n t s

As shown i n F i g u r e 6 , f o u r t y p e s of elasto-mechanical c o n s t r a i n t s a r e used t o a t t a c h t h e t o r s i o n a l device t o t h e blade. The t h r e e p a s s i v e elements, ( s p r i n g , damper, and f r i c t i o n ) a r e common t o a l l t h r e e t o r s i o n a l l y a c t i v e devices:

For t h e a l l - f l y i n g t i p , an a d d i t i o n a l c o n s t a n t moment c o n s t r a i n t , M , i s added. T h i s c o n s t a n t a p p l i e d moment could be implemented through aPPT t h e use of i n t e r n a l gadgetry which might u t i l i z e t h e c e n t r i f u g a l f o r c e f i e l d , o r by combining t h e t o r s i o n s p r i n g r a t e , $, t o g e t h e r w i t h a b u i l t - i n t i p d e f l e c t i o n . The combined p a s s i v e r e s t r a i n t is t h e n given by:

As can be s e e n i n F i g u r e 2, t h e motion of t h e t a b is a c t u a l l y comprised of two p a r t s : a gross motion p a r t , B T ~ ,. d i r e c t l y geared by a p p r o p r i a t e

b e l l c r a n k i n g t o t h e e l a s t i c t o r s i o n d e f l e c t i o n of t h e b l a d e a t t h e r o o t , and

a p e r t u r b a t i o n a l p a r t , 8F, governed by t h e p a s s i v e impedances ( s t i f f n e s s and damping) of t h e b e l l c r a n k i n g i t s e l f . The g r o s s motion p a r t of t h e t a b d e f l e c t i o n is, t h e r e f o r e , d e f i n e d u s i n g b l a d e t o r s i o n mode shapes which are

27

c a l c u l a t e d using r o o t t o r s i o n s p r i n g s . Such mode shapes have nonzero r o o t (O), which can be geared ghrough a g a i n parameter, GT, t o d e f i n e j the g r o s s motion. Thus, t h e t o t a l c o n t r o l coupled t a b motion is defined by:

4- P,, + 4
where

Time Domain Unsteady A i r l o a d s Each of t h e t h r e e t o r s i o n a l l y a c t i v e d e v i c e s e n t a i l s a s i g n i f i c a n t degree of coupling between t h e blade f l a t w i s e bending modes and t h e t o r s i o n a l response of t h e device i t s e l f . Consequently, t h e p o t e n t i a l e x i s t s f o r a e r o e l a s t i c i n s t a b i l i t y w i t h t h e s e d e v i c e s . Such i n s t a b i l i t i e s , moreover, could occur a t response f r e q u e n c i e s s u f f i c i e n t l y high t o w a r r a n t t h e i n c l u s i o n s of t h e l a g s and a t t e n u a t i o n s due t o unsteady aerodynamic e f f e c t s . This is e s p e c i a l l y t r u e f o r t h e p a s s i v e tuned t a b which is t o o p e r a t e a t b l a d e passage f r e q u e n c i e s . The presence of a t r a i l i n g edge t a b w i t h two of t h e t o r s i o n d e v i c e s , a s a d i s t i n c t aerodynamic element, f u r t h e r d e f i n e s an aerodynamic modeling over and above t h e u s u a l q u a s i - s t a t i c s t r i p t h e o r y t y p i c a l l y used for t h e nonappended blade. F i n a l l y , t h e i n c l u s i o n of t h e s e unsteady a i r l o a d i n g and t r a i l i n g edge tab f e a t u r e s is r e q u i r e d i n a time-domain format. A l l t h e G400PA response c a l c u l a t i o n s are performed by (time) i n t e g r a t i n g t h e n o n l i n e a r dynamic e q u a t i o n s and t h e aerodynamics must t h e r e f o r e be d e f i n e d by a p p r o p r i a t e d i f f e r e n t i a l equations.

Decg Un t e a 3-s- -Parameter ---The approach followed h e r e i n draws upon t h e u s e of t h e unsteady decay parameter, ow, d e s c r i b e d i n d e t a i l in R e f . 1 1 and d e f i n e d as f o l l o w s :

28

This parameter is an e q u i v a l e n t embodiment of t h e Wagner f u n c t i o n (and i t s F o u r i e r t r a n s f o r m c o u n t e r p a r t , t h e Theodorsen f u n c t i o n see Ref. 1 2 ) . This aw parameter when t a k e n t o g e t h e r w i t h t h e q u a s i - s t a t i c angle-of-attack d e f i n e s a n e q u i v a l e n t angle-of-attack:

Q ~ = Q ~ - Q ,

which when used q u a s i - s t a t i c a l l y produces a i r l o a d s which c l o s e l y approximate t h e unsteady l o a d i n g s r e s u l t i n g from i n d i c i a 1 r e s p o n s e s (Wagner problem) as w e l l a s s i n u s o i d a l o n e s (Theodorsen problem). T ra ilin Tab E ff ec ts -g-Edge ---I n t h e Ref. 1 0 f o r m u l a t i o n f o r t h e unsteady aerodynamic l o a d i n g f o r a two-dimensional a i r f o i l w i t h t a b , t h e e f f e c t s of c i r c u l a t o r y unsteady e f f e c t s a r e seen t o be c o n t a i n e d i n t h e s i n g l e product CQ. T h i s product c o n s i s t s of t h e f a m i l i a r Theodorsen f u n c t i o n , C , and a f u n c t i o n Q which i s analogous t o a product of t h e q u a s i - s t a t i c angle-of-attack (without t a b ) , aQ, and t h e f r e e s t r e a m v e l o c i t y , V . This analogy s u g g e s t s t h e h e u r i s t i c approach s e l e c t e d h e r e i n f o r combining t h e unsteady decay parameter approach d e s c r i b e d above w i t h t h e f o r m u l a t i o n s of Theodorsen and G a r r i c k (Ref. 10). S p e c i f i c a l l y , but f o r t h e CQ terms i n t h e e q u a t i o n s f o r l i f t , moment and t a b moment g i v e n by Theodorsen and G a r r i c k , a l l o t h e r terms are a l r e a d y d e f i n e d i n t h e t i m e domain. The CQ term is r e d e f i n e d i n t o t h e time domain by means of a n e q u i v a l e n t Q:
Q,=Q-Q,

where

J u s t as aE is used q u a s i - s t a t i c a l l y t o i n c l u d e unsteady e f f e c t s , so t o o i s t h e QE parameter used as a s u b s t i t u t i o n f o r t h e CQ frequency-domain d e f i n e d product

29

Spanwise C r o s s t a l k E f f e c t s

As demonstrated by References 13 and 1 4 , t h e s o l e use of s t r i p t h e o r y cannot adequately d e s c r i b e t h e a i r l o a d i n g i n t h e v i c i n i t y of e i t h e r boundary of t h e t a b . I n such i n s t a n c e s t h e incremental l o a d i n g s p r e d i c t e d over t h e span of t h e t a b are r e a l i s t i c a l l y d i f f u s e d over t h e a d j a c e n t p o r t i o n s of t h e blade (or wing). T h i s h a s t h e r e s u l t t h a t t h e a c t u a l e f f e c t i v i t y of t h e t a b i s somewhat reduced from what would be c a l c u l a t e d u s i n g s t r i p t h e o r y .
The r i g o r o u s accounting of t h e three-dimensional c h a r a c t e r i s t i c s of a d e f l e c t e d t a b on a h e l i c o p t e r r o t o r b l a d e i n forward f l i g h t does n o t y e t e x i s t and some form of " f i r s t order" approximation i s r e q u i r e d . The approach used h e r e i n is based on a "spanwise d i f f u s i o n " m a t r i x , which when postm u l t i p l i e d by t h e two-dimensional l o a d i n g d i s t r i b u t i o n v e c t o r g i v e s an approximation t o t h e three-dimensional l o a d i n g . As p e r supplementary assumption 7 given above, t h i s spanwise d i f f u s i o n m a t r i x , A, is a p p l i e d only t o t h e i n c r e m e n t a l l o a d i n g caused by d e v i c e d e f l e c t i o n :

The a c t u a l spanwise d i f f u s i o n m a t r i x used f o r the c a l c u l a t i o n s t o be d i s c u s s e d i n t h e next s e c t i o n was c a l c u l a t e d u s i n g NASA s u p p l i e d t e s t d a t a f o r a Blackhawk h e l i c o p t e r r o t o r blade f o r t h e s i x (6) outboard segments selected : .510

.094
.500 .187 .146 .0563 .150

.0285
.160 .493 ,180

.050 .050 ,120 where

{ ApZr

.lo7 ,205

.0239 .080 .148 .370 .170 .395

.0096
.028 ,056 ,080 .243

.002

.600

,100

-'a

I n c r e m e n t a l a i r l o d d i s t r i b u t i o n due 3 f l a p ( t a b ) d e f l e c t i o n f o r segments 10 through 15. Note t h a t t h e selected spanwise segmentation is as f o l l o w s :

~~

10-15

[ 0 . 0 5 , 095, . 0 5 , - 0 5 , .04,

.01 J

30

Harmonically Dilational Airfoil Tip In contrast to the three torsionally active devices the operation of the harmonically dilational airfoil tip does not involve potential encounters with any known unstable aeroelastic phenomena. Thus, any aeroelastic or rather aeromechanical instabilities of this device would be governed by the type of excitation scheme used and would not necessarily be inherent in the concept itself. Thus, the focusing of the analysis on the dynamics of any one type of excitation scheme would appear to be inappropriate to the intent of the present study (i.e., to assess the aerodynamic performance payoff of the device). For this reason no incorporation of the dynamics of a potentially practical excitation scheme was made in the GOOOPA program. Instead, the response of the dilational tip was modeled directly wherein the amplitude and phases were input for parametric variation, For completeness, however, a potential scheme for excitation was conceived as part of this study. In the subsections to follow the actual program modifications incorporated are first discussed. Then, the potential scheme for passive excitation is described.

Variable Airfoil Thickness Ratio The original GOOOPA storage and utilization of static airfoil data consisted of multi-variable tables of CQ, Cd, and aerodynamic coefficients. Interpolation table look-up was based on selected radial station (airfoil type variation), Mach number, and angle-of-attack. For analysis of the harmonically dilational airfoil tip, the table look-up organization and interpolation with regard to radial station variation, rn, was replaced by thickness ratio variation, T / C :
C q (M 9 Q 9 rn) . I Cq ( M3 Q 9 r / C )

where q refers to either aerodynamic type ( a , d , mc/4). Further, the total thickness ratio was assumed to consist of a steady value, (T/C)~ which is dependent on span, and a perturbational part which varies dynamically in accordance with the operation of the device. Assuming the total thickness ratio to be limited by minimum and maximum values, the total thickness ratio is expressible as:

31

where

The implementation of Eq. (14b) r e q u i r e s t h e d e f i n i t i o n and i n p u t of a spanwise d i s t r i b u t i o n a r r a y , ( T / c ) ~ ~ fo , r t h e d e s c r i p t i o n of t h e b a s e l i n e r o t o r blade, and a d e f i n i t i o n of a harmonic r e p r e s e n t a t i o n f o r t h e p e r t u r b a t i o n part:

The c o e f f i c i e n t s ,

A(T/c)lC

and A(T/C)lS, a r e t h u s t h e c y c l i c components of

harmonic a i r f o i l d i l a t i o n . Together w i t h t h e spanwise e x t e n t of t h e d i l a t i o n a l t i p , t h e s e c y c l i c components f o r n t h e p r i n c i p a l parameters t o be v a r i e d i n t h i s study.

P r e l i m i n a r y Conception f o r Implementation

As s c h e m a t i c a l l y d e p i c t e d i n F i g . 7 , a p r e l i m i n a r y concept f o r implement a t i o n of t h e d e v i c e would u s e an a i r f o i l c o n s t r u c t i o n whose thicknesswise r i g i d i t y i s c o n t r o l l e d by t h r e e p r e s s u r e s : p1, p2, and p3. The p r e s s u r e p1

i s t h e s t a t i c p r e s s u r e o u t s i d e t h e f l e x i b l e o u t e r s k i n and is chordwise l o c a t i o n dependent. The p r e s s u r e i n s i d e t h e i n t e r n a l p r e s s u r e c e l l s i s denoted as p2 and t h a t i n s i d e t h e a i r f o i l , b u t o u t s i d e t h e i n t e r n a l p r e s s u r e c e l l s i s

denoted as p3. I n c r e a s e d d i f f e r e n t i a l p r e s s u r e s w i t h i n and o u t s i d e t h e p r e s s u r e cells (Ap = pz-p3) would cause a thicknesswise c o n t r a c t i o n (and chordwise e l o n g a t i o n ) of t h e a i r f o i l .

32

lhiTE9104

< & + 2 7 A\ /

OF TYPICAL INTERNAL CELL P

EXTERIOFi OF INTERNAL CELL P3

EXTERIOR OF SKIN. P1

', '

'.

# '

SECTION A-A

(ADVANCING SIDE,

A INNER PORTIONS OF BLADE ARE RIGID

ARE CONNECTED TO INTERNAL CELL AIR VOLUMES OF RESPECTIVE FOLLOWING B L ~ D E S

EXTERIOR TO CELL AIR VOLUMES OF OPPOSING BLADE TIPS ARE C O Y k E Z T E C

RAM (TOTAL) PRESSURE ORIFICE (TYP) PRAM = P,

WHERE UT, = I!R [r
+ 1QP

'0

UT

+ Fsn (4 + 1x12) 1

"TI

HAS 1P AND 2P COMPONENTS

1=4

(RE1 'REATING SIDE)

Figure 7. Schomatic of Excitation Scheme for Harmonically Doformabie Airfoil Tip

33
81-1 2-0-1

Because of the i n h e r e n t l y high f a t i g u e s t r e s s environment of t h i s device and the need f o r high dynamic s t r a i n s , a c o n s t r u c t i o n scheme u t i l i z i n g compos i t e materials might be employed, Furthermore, because t h e device must maint a i n a reasonably smooth a i r f o i l contour w i t h i n t h e d i l a t i o n a l range, t h e o u t e r a i r f o i l s k i n would have t o be s t r u c t u r a l l y r e i n f o r c e d between the i n t e r n a l c e l l t o s k i n attachment p o i n t s . O f equal importance t o t h e s e c o n s t r u c t i o n c o n s i d e r a t i o n s , however, a r e t h e r e q u i r e d s t a t i c and dynamic c h a r a c t e r i s t i c s . S t a t i c a l l y , t h e a i r f o i l m u s t maintain i t s "compromise" t h i c k n e s s r a t i o , roughly halfway between t h e f u l l y d i l a t e d and c o n t r a c t e d p o s i t i o n s ( a s defined i n hovering f l i g h t ) , i n a l l f l i g h t c o n d i t i o n s . That i s , i t must n o t become d i l a t e d due t o t h e b a s i c s t e a d y component of dynamic p r e s s u r e . Dynamically, t h e a i r f o i l must o s c i l l a t e w i t h s i g n i f i c a n t harmonic v a r i a t i o n s i n t h i c k n e s s a t a once p e r r e v (1P) frequency, and, hence, must be tuned t o r e s o n a t e a t t h a t frequency. A requirement i n implementing such a device s u c c e s s f u l l y a r i s e s , however, i n t h e proper phasing of t h e resonant response. The r e q u i r e d response m u s t be approximately 180 degrees out-of-phase w i t h t h e e x c i t a t i o n from t h e o u t e r s t a t i c p r e s s u r e , p l , r a t h e r than t h e 90 degrees which would normally occur from t h i s e x c i t a t i o n . An implementation of t h i s d e v i c e which p o t e n t i a l l y s a t i s f i e s t h e s e requirements i s based on a four-bladed r o t o r c o n f i g u r a t i o n as shown i n Fig. 7. This implementation c o n s i s t s of t h e following elements: (1) t o t a l o r "ram" p r e s s u r e o r i f i c e s l o c a t e d on each blade a t o r n e a r t h e s t a g n a t i o n p o i n t on the l e a d i n g edge, a s f a r outboard along t h e blade as i s p r a c t i c a l ; (2) connections of t h e s e ram p r e s s u r e o r i f i c e s t o t h e i n t e r n a l c e l l s of t h e i r r e s p e c t i v e following blades; and (3) i n t e r c o n n e c t i o n s of t h e p3 i n t e r n a l p r e s s u r e s between o p p o s i t e blades.

This Implementation s a t i s f i e s t h e phasing requirement i n t h a t t h e c o n t r a c t i o n a l e x c i t a t i o n , 1P v a r i a t i o n i n P 2 - ~ 3 , i s a p p l i e d 90 deg i n phase ahead of when t h e c o n t r a c t i o n i s t o occur. Furthermore, t h e u s e of r a - p r e s s u r e f o r t h e I n t e r n a l c e l l p r e s s u r e , p2, a c t s t o s t a b i l i z e t h e a i r f o i l s t a t i c a l l y i n hover. The i n t e r c o n n e c t i o n of t h e p3 p r e s s u r e of t h e opposing b l a d e s serves t h e f u n c t i o n of g i v i n g t h e i n t e r n a l (p=p3) a i r , i n e f f e c t , a harmonic accumulator so t h a t t h e a i r f o i l can undergo a 1P volume change w i t h n e g l i g i b l e impedance, I n e f f e c t t h i s implementation i n s u r e s t h a t t h e ApCpz-p3) p r e s s u r e d i f f e r e n t i a l is p r o p o r t i o n a l t o t h e dynamic p r e s s u r e (=%pV2) a t t h e preceding b l a d e ,

A s i m p l i f i e d mathematical modeling of t h e p e r t u r b a t i o n a l t h i c k n e s s r a t i o ,
(Z=A(-K/C)) assumes t h a t f o r t h e i t h b l a d e , Zi i s governed by a b a s i c a l l y second

34

o r d e r l i n e a r d i f f e r e n t i a l e q u a t i o n w i t h e x c i t a t i o n s o u r c e s from s t a t i c and b l a d e advanced ram p r e s s u r e s :

where t h e e x c i t a t i o n components a r e given by:

Note t h a t t h e dynamic e x c i t a t i o n of t h e i t h b l a d e given i n Eq. (17) u s e s t h e o r i f i c e ram p r e s s u r e from t h e ( i + l ) t h b l a d e . Note a l s o t h a t t h e s t a t i c p r e s s u r e e x c i t a t i o n i s p r o p o r t i o n a l t o t h e t o t a l t h i c k n e s s r a t i o , ( T / c ) . Thus, t h e s e c t i o n d i l a t i o n a l pressure i s i t s e l f proportional, i n p a r t , t o the perturbational dilation, Zi. The above mathematical modeling r e p r e s e n t s a f i r s t c u t a t d e f i n i n g t h e p h y s i c s of t h e d e v i c e . The v a r i o u s c o n s t a n t s used i n E q s . (16) through (18) can p r e s e n t l y o n l y be roughly estimated. These e q u a t i o n s could have been implemented i n t h e GOOOPA a n a l y s i s and, w i t h a p p r o p r i a t e e s t i m a t i o n s of t h e c o n s t a n t s , solved as p a r t of t h e aeromechanics of t h e d i l a t i o n a l t i p . This approach, however, was deemed o u t s i d e t h e p r i n c i p a l scope of t h i s study and was, t h e r e f o r e , d e f e r r e d t o a more i n t e n s i v e d e s i g n s t u d y and e v a l u a t i o n of t h i s device.

35

RESULTS

B a s e l i n e Rotor C o n f i g u r a t i o n For t h e purpose of p r o v i d i n g a numerical v e h i c l e f o r e v a l u a t i n g t h e f o u r a e r o e l a s t i c appended d e v i c e s , t h e Blackhawk UH-60A r o t o r b l a d e w a s s e l e c t e d . This p a r t i c u l a r s e l e c t i o n was made based on t h e t i m e l y a v a i l a b i l i t y of t h e d a t a , and on t h e f a c t t h a t t h i s r o t o r r e p r e s e n t s a r e l e v a n t , s t a t e - o f - t h e - a r t , c o n v e n t i o n a l ( a r t i c u l a t e d ) b l a d e d e s i g n . The a p p r o p r i a t e b a s i c b l a d e geometry and dynamic d a t a f o r t h i s b l a d e a r e summarized i n T a b l e s I and 11. Table I p r e s e n t s t h e b a s i c g r o s s d e s i g n parameters which s i z e and dynamically d e f i n e t h e b a s e l i n e r o t o r blade. A s t h i s t a b l e I m p l i e s , t h r e e f l a t w i s e (uncoupled) modes, one edgewise mode and one t o r s i o n mode, were used t o approximate t h e elasto-mechanics of t h e blade. Table I1 p r e s e n t s t h e d e t a i l e d d i s t r i b u t i o n of p e r t i n e n t geometric and mechanical ( r e f e r e n c e ) b l a d e p r o p e r t i e s used i n t h e c a l c u l a t i o n s . I n subsequent c a l c u l a t i o n s f o r each of t h e d e v i c e s under c o n s i d e r a t i o n , v a r i o u s of t h e s e e n t r i e s were a p p r o p r i a t e l y a l t e r e d t o accommodate t h e p h y s i c a l c o n s t r a i n t s r e q u i r e d by t h a t d e v i c e .

T r i m e d F l i g h t Conditions S e l e c t i o n of Cases Each of t h e f o u r appended d e v i c e s w a s conceived f o r a t t a i n i n g improvements i n some t y p e of performance index, e i t h e r dynamic o r aerodynamic, g e n e r a l l y a t t h e high speed end of t h e f l i g h t envelope. Accordingly, two b a s i c trimmed f l i g h t c o n d i t i o n s , which a c c e n t u a t e t h e h i g h speed a s p e c t , were selected f o r e v a l u a t i n g t h e p o t e n t i a l g a i n s a c h i e v a b l e w i t h t h e s e l e c t e d d e v i c e s . Table 111 below summarizes t h e t r i m c o n d i t i o n s s e l e c t e d f o r t h e UH-60A r o t o r . Note t h a t t h e trims a r e d e f i n e d f o r c o n d i t i o n s a t 1219 m (4000 f t ) altitude and 95 d e g temperature :

37

TABLE I BASELIhE (UH-60A) ROTOR BLADE PHYSICAL PARAMETERS

Design Parameters Tip Speed, RR, m ! s (f/s) Rotor Speed, R, rpm No. of Blades, b Radius, R, m (ft) Chord, c, m (ft) Solidity, u Blade Root Offset, e Pitch-Flap Coupling, 8 Pitch-Lag Coupling, 86 Lag Damper Rate, Nms/rad (lbf-ft-s/rad) Effective Blade Twist, el, deg Parameters Calculated or Estimated

Full Scale Values 221.0 (725) 258.0 4 8.179 (26.833) 0.527 (1.73) 0.0821 0.0466R -0.0170 -0.030 3401.7 (2509) -12.8

1st 2nd 3rd 1st 1st

Flatwise, uw1, Hz Flatwise, Ww2, Hz Flatwise, Lw3, Hz Edgewise, %I, Hz Torsion, Hz

12.08 21.14 33.09 19.80 18.14

(2.809P) (4.915P) (7.696P) (4.604P) (4.218P)

Ist Edgewise Mode Other -2 2 Reference Mass Distribution, mo, kg/m (lb-sec /ft ) Root Torsion Motion, 1st Torsion Mode, Y e . (0) 1

0.02

10.642 (0.22226) 0.4104

38

TA2LE I1
DISTRIBUTIONS OF GEOMETRIC AND MECHANICAL

PROPERTIES FOR BASELINE ROTOR BLADE

1 2 3 4 6 7 8 9 10 11 12 13 14 15

.1434 ,1100 .loo0 .loo0 .0500 .0500 ,0500 ,0500 .0500 ,0500 .0500 .0500 .0400 ,0100

I
tlc
,1183 ,2450 .3500 ,4500 .5250 ,5750 ,6250 .6750 ,7250 .7750 ,8250 .8750 .9250 ,9700 .9950 .0186 3 .06447 ,06447 .06447 .06447 .06447 .06447 .06447 .06447 .06447 .06447 .06447 .06447 .06447 ,06447 ,0945 .0945 .0945 ,0945 .0955 .0955 .0955 .0955 .0955 .0955 .0955 .0950 ,0945 ,0945 .0945

T;;
3.0249 .9496 ,9638 .9683 1.0000 ,9779 .9903 1.0520 1.2324 1.2331 1.2270 1.4755 1.6298 1.2923 0.3784

I -.-.
-. -.

nocg

-. -. -

0001 -.0033 -0033 0033 0019 0016 0016 .0014 .0015 ,0015 ,0013 .0030 0010 0010 .OOlO

,00570 .01320 .01340 ,01350 ,01360 .01370 ,01365 .01350 ,01440 .01466 .01470 01388 .01410 .01340 .01390

TABLE I11 SELECTED BASIC TRIM CONDITIONS FOR THE

U P 6 0 A BLACKHAWK ROTOR
Case

No. 1 2

m/s(kts)

VT

2 f 2 m (ft 1
2.54(27.4) 1.84(19.8)

Prop Force N (1bf)

Lift N(lbf)

CLIU

74.6(145) 90.0(175)

5275(1186) 5553(1248)

77404(17401) 77404(17401)

0.09314 0.09314

39

R o l l i n g and p i t c k i n g moments a r e each t o be trimmed t o z e r o with a t o l e r a n c e of 4067 Nm (3000 l b f f t ) . These b a s i c t r i m c a s e s were f u r t h e r expanded depending on t h e type, of o p t i o n a l aerodynamic refinement included i n t h e c a l c u l a t i o n , For each f l i g h t speed, t h r e e subcases were d e f i n e d as A, B, o r C i n accordance w i t h t h e aerodynamic d e s c r i p t i o n , r e s p e c t i v e l y , being (A) q u a s i - s t a t i c a i r l o a d s , no v a r i a b l e inflow, (B) u n s t a l l e d unsteady a i r l o a d s , no v a r i a b l e i n f l o w , and (C) u n s t a l l e d unsteady a i r l o a d s , w i t h ( q u a s i ) v a r i a b l e inflow. These t h r e e subcases were a l t e r n a t e l y used f o r gaging t h e a p p r o p r i a t e performance i n d i c e s of t h e d e v i c e s according t o t h e accuracy r e f i n e m e n t s , r e s p e c t i v e l y , r e q u i r e d by each. The q u a s i - s t a t i c (A) subcases were used f o r t h e harmonically deformable t i p . The unsteady a i r l o a d s (B) subcases were g e n e r a l l y used f o r t h e t h r e e t o r s i o n a l l y a c t i v e d e v i c e s and t h e (C) subcases were used f o r i s o l a t e d c a l c u l a t i o n s f o r t h e a l l - f l y i n g t o r s i o n t i p . For t h e (C) subcases, t h e v a r i a b l e i n f l o w c a l c u l a t i o n s were performed u s i n g t h e UTRC P r e s c r i b e d Wake Rotor Inflow Analysis (RIA) d e s c r i b e d i n Ref. 15. The v a r i a b l e inflow d a t a i n p u t t o G4OOPA were f i r s t c a l c u l a t e d i n t h e R I A By t h i s procedure, v a r i a b l e i n f l o w d a t a c o n s i s t e n t w i t h t h e trimmed c o n d i t i o n s were o b t a i n e d f o r u s e i n G400PA. It should be s t r e s s e d t h a t t h i s procedure r e p r e s e n t s a n a d hoc method f o r i n c l u d i n g v a r i a b l e i n f l o w i n t h e a e r o e l a s t i c code. The u s u a l , more r i g o r o u s method f o r i n c l u d i n g v a r i a b l e i n f l o w t y p i c a l l y r e q u i r e s a few i t e r a t i o n s between t h e r o t o r i n f l o w a n a l y s i s and t h e a e r o e l a s t i c code u n t i l convergence ( c o n s i s t e n c y ) i s reached. T h i s procedure, however, i s q u i t e CPU t i m e i n t e n s i v e even without t h e f u r t h e r onus of having t o t r i m t h e two a n a l y s e s . Consequently, because of t h e l i m i t e d r e s o u r c e s a v a i l a b l e t o t h i s s t u d y t h e h e r e i n ad hoc method was i n s t e a d used, i n hopes of o b t a i n i n g a t l e a s t a " f i r s t - c u t " i n d i c a t i o n of t h e e f f e c t s of v a r i a b l e inflow. To d i s t i n g u i s h t h e r e s u l t s o b t a i n e d h e r e i n from t h o s e which would be o b t a i n e d u s i n g t h e more r i g o r o u s procedure they a r e r e f e r r e d t o as "quasi" v a r i a b l e i n f l o w r e s u l t s , It should be f u r t h e r s t r e s s e d t h a t t h i s a d hoc method f o r i n c l u d i n g v a r i a b l e i n f l o w would produce r e s u l t s which are approximately c o r r e c t In G400PA only a t t h e r e s p e c t i v e trimmed f l i g h t c o n d i t i o n s .
w i t h a trimming procedure u s i n g t h e Table I11 v a l u e s .

Calculated Results The r e s u l t s of t h e s i x t r i m c a l c u l a t i o n s are summarized i n Table I V and F i g u r e s 8 through 1 1 . Table I V p r e s e n t s t h e actual hub f o r c e s and moment achieved ( t o be compared w i t h r e s p e c t i v e v a l u e s from Table 111). G e n e r a l l y , t h e hub moments could be o b t a i n e d t o w i t h i n t h e s e l e c t e d t o l e r a n c e s only f o r

40

t h e lower 145 k t f l i g h t c o n d i t i o n . Obtaining convergent trims a t t h e h i g h e r 175 k t f l i g h t .speed c o n d i t i o n s was a c o n s i s t e n t l y d i f f i c u l t procedure througho u t t h i s s t u d y . The d i f f i c u l t y experienced i n a c h i e v i n g s y s t e m a t i c convergence i s b e l i e v e d t o be r e l a t e d t o t h e i n c r e a s e d e x t e n t of s t a l l experienced on t h e r e t r e a t i n g b l a d e s i d e a t t h i s f l i g h t speed, which thereby r e n d e r s t h e t r i m process highly nonlinear. O f p a r t i c u l a r u s e f u l n e s s i n t h i s t a b l e are t h e b a s e l i n e v a l u e s of l i f t p e r e q u i v a l e n t d r a g , LID,, of median and &PTP r o o t t o r s i o n moment, M, (0), and of t h e 4P amplitudes of t h e components of hub 5 s h e a r s , Sxl, Syl, and Szl. Note t h a t t h e l i f t p e r e q u i v a l e n t d r a g , LID,, a c c o u n t s f o r r e q u i r e d r o t o r power and i s d e f i n e d as:
L

Oe

325.647 W / VT

- PF

Table I V c l e a r l y shows t h e s t r o n g impact of v a r i a b l e i n f l o w on LID,, median r o o t t o r s i o n moment, and 4P v e r t i c a l hub l o a d c a l c u l a t i o n s . F i g u r e s 8 and 9 show t h e %PTP f l a t w i s e and edgewise bending moments, r e s p e c t i v e l y , f o r t h e s i x t r i m c o n d i t i o n s d e f i n e d i n Table I V . Since t h e %PTP v a l u e s i n c l u d e c o n t r i 1 p r e s e n t o n l y t h e 4P a m p l i t u d e s b u t i o n s f r o m all harmonics, F i g u r e s 10 and 1 of f l a t w i s e and edgewise bending moments, r e s p e c t i v e l y , a s a n a l t e r n a t e b a s i s f o r i n t e r p r e t i n g and e v a l u a t i n g t h e performance of t h e appended d e v i c e s . I n t h e s u b s e c t i o n s t o f o l l o w t h e r e s u l t s w i l l be nondimensionalized, where p o s s i b l e , by t h e a p p r o p r i a t e b a s e l i n e v a l u e s given i n e i t h e r Table I V o r F i g u r e 8 through 11.

41

TABLE I V

SUMMARY OF G4OOPA TRIM CALCULATIONS ACHIEVED

FOR UH-60A BLACKHAWK ROTOR

T r i m Case
1A

1B

1c

2A

2B

2c

74.6 (145) Advance Ratio, u Unsteady Airloads Quasi-Variable I n f l o w Hub Moment, Nm, (lbf-f t )
CLi

90.0 (175)
0.407

0.338
N

Y
N

Y
Y

N N
4603 (3394) 0.0961

Y
N
5300 (3909) 0.0950 0.00679 6.572 -655.0 (-57 97 ) 903.4 (7996) 1948 (4 38 1 1472 (331) 234 (52.8)

Y
h

2252 (1661) 0.0885

764 (563) 0.0944

348 (25 7 1 0.0915

3626 (2674) 0.0881 0.00653 5.405 -492.7 (-4361) 809.0 (7160) 1517 (341) 1192 (268) 94 0 (211.21)

PF
L/D,

0.00661
7.184

0.00633
7.417

0.00643
9.919 -417.1 (-3692) 668.0 (5912) 78 3 (176) 54 7 (123) 816 (183.4)

0.00764
6.684 -661.8 (-5857) 984.3 (8712) 2082 (468) 1366 (307)

$5

: ; : ; : )
(4),

-580.0 (-5133) 694.4 (6146) 1157 (260) 520 (117 1 351 (78.9)

-542.1 (- 47 98) 656.8 (5813) 1312 (295) 930 (209) 377 (84.8)

9 p 04x5 (0) 1, h, (l b f - i n )

314 (70.7)

----

levice AEp&aiiliLy ? a s s i v e Tuned Tab :ontrol Coupled Tab Ul-Flying Tip krmonic D i l a t i o n a l Airfoil
X

X X
X

X X
X
X

42

CASES 1A. 1B. IC

VT=746

m/s

20

30
CASES 2A. 28. 2C
VT

= 90 0 mis

2c
2A

20

28

10

0.2

0.4

0.6

0.8

1.o

NONDIMENSIONAL SPANWISE STATION, r

Figure 8. Spanwire Variation of 1IZPTP Fiatwise Bending Moment for Trimmed Baseline Cases

43
03-6- 103- 10

5c
C A S E S l A 18 1C
VT=746m/s

4c

30

20

b
X

I 0

z b z w

\
\\

/-

/
/

CASES 2A. 2 8 2C V T = 90.0m/s

28

I
OO

I
0.4

I
1

0.2

0.6 0.8 NONDIMENSIONAL SPANWISE STATION, r

.o

Figure 9. Spanwire Variation of 1lPPTP Edgewise Bending Moment for Trimmed Basoline Cases 44
83-6103-11

4r
CASES 1A. 18. 1C V T = 74 6 m/s

3-

2-

0.2

0.4

0.6

0.8

1.o

NONDIMENSIONAL SPANWISE STATION, r

Figure 10. Spanwise Variation of 4P Flatwise Bending Moment for Trimmed Baseline Cases

45

1:

CASES 1A,18 IC

VT

= 74.6m/s

IC

I
5
I
I 0.4

0.2

I 0.6

0.8

NONDIMENSIONAL SPANWISE STATION, r

Figure 11. Spanwire Variation of 4P Edgewise Bending Moment for Trimmed Baseline Cases

46
83-6-103-12

Passive Tuned Tab Background The p r e l i m i n a r y development of t h i s device was performed using a s e p a r a t e s i m p l i f i e d a e r o e l a s t i c a n a l y s i s which was only l o o s e l y coupled w i t h t h e G400PA a n a l y s i s ( s e e Reference 1 6 ) . As d e s c r i b e d i n t h i s r e p o r t , t h e b a s i s of t h e p a s s i v e tuned t a b was s i m p l y conceptualized as shown i n Figure 1 2 . Generally, t h i s c o n c e p t u a l i z a t i o n assumes t h a t t h e e f f e c t of t h e t a b motion on t h e blade proper i s l i m i t e d t o t h e incremental a i r l o a d s d e r i v e d from t h e t a b motion. A s shown i n t h e f i g u r e , one incremental normal a i r l o a d resu!ts from an e f f e c t i v e camber induced s h i f t of t h e l i f t c o e f f i c i e n t f o r a f i x e d s e c t i o n angle-of-attack. The camber change a l s o c r e a t e s a s h i f t i n t h e blade p i t c h i n g moment c o e f f i c i e n t which i n t u r n c r e a t e s an a d d i t i o n a l a i r l o a d by t w i s t i n g t h e blade t o c r e a t e a change i n t h e s e c t i o n angle-of-attack i t s e l f . When t h e t a b responds harmonically, t h e r e s u l t i n g incremental a i r l o a d s can add t o or s u b t r a c t from t h e i n h e r e n t (blade a l o n e ) a i r l o a d i n g depending on t h e amplitude and phase of t a b motion. The e x c i t a t i o n of t h e t a b w a s assumed t o be l i m i t e d t o t h a t induced i n e r t i a l l y by t h e blade as i t f l a p s (both as a r i g i d body and f l e x i b l y ) and p i t c h e s . The r o l e of t h e G400PA a n a l y s i s i n t h i s s i m p l i f i e d t a b a n a l y s i s was t o provide t h e b a s i c blade a e r o e l a s t i c responses used t o e x c i t e t h e t a b . The f i n a l harmonic hub s h e a r s can then be c a l c u l a t e d using t h e incremental t a b l o a d s (both i n e r t i a l and aerodynamic) t o g e t h e r w i t h t h o s e p r e d i c t e d by t h e G400PA a n a l y s i s .

A n example of t h e v e r t i c a l hub s h e a r l o a d s as p r e d i c t e d by t h i s s i m p l i f i e d a n a l y s i s f o r t h e Blackhawk r o t o r i s presented i n F i g u r e 1 3 ( t a k e n from Reference 1 6 ) . It is the f a v o r a b l e f i n d i n g s r e p o r t e d i n t h i s r e f e r e n c e t h a t i d e n t i f i e d t h e p o t e n t i a l f o r t h i s device. As r e p o r t e d i n t h i s r e f e r e n c e , t h e i n t e r p r e t a t i o n of t h e F i g u r e 13 r e s u l t s a r e as follows:

"TO study t h e e f f e c t i v e n e s s of t h e p a s s i v e tuned t a b , a b a s e l i n e t a b c o n f i g u r a t i o n w a s s e l e c t e d and v a r i a t i o n s i n t a b d e s i g n parameters from t h e b a s e l i n e c o n f i g u r a t i o n was selected and v a r i a t i o n s i n t a b d e s i g n parameters from t h e b a s e l i n e c o n f i g u r a t i o n were i n v e a t i g a t e d . . .
Placement of t h e t a b a l o n g t h e blade span i s c r i t i c a l f o r t a b e f f e c t i v e n e s s . This i s shown i n F i g u r e (13). The p r e d i c t e d v i b r a t o r y r o o t v e r t i c a l s h e a r s a r e shown as a f u n c t i o n of t a b spanwide l o c a t i o n f o r a t a b w i t h l e n g t h e q u i v a l e n t t o 1 C p e r c e n t of t h e b l a d e r a d i u s . R e s u l t s are shown f o r two t a b tunings: 5 / r e v and lO/rev. The t a b l o c a t i o n f o r maximum e f f e c t i v e n e s s i s between 50 and 70

47

cn
Z

g v)
W

a
W

Q
W

cn

5 K

-T-

48
00-12-29-1

iii

z
2
W

3
8
cn
U .

5 I
6
W

B >
K

2o

t
t
I

z
-J

s
U .
W

6o

cn

40

B
2
E v

TAB CONFIGURATION 3 R T = 0.813 m =10.67cm

208

M~ = 2.268 kg

pT = - 2 5 4 c r n
I
1

01

3
K

e
cn

4 I

'a s
5

5
TAB SPANWISE LOCATION ('lo RADIUS)

Effect of Passive Tab Spanwise Location on Figure 13. Results of Simplified Analysis Root Vertical Shears, p L :0.4, CT/U = 0.09
49
81-4-31-1

percent blade r a d i u s . This r e s u l t is a t t r i b u t e d d i r e c t l y t o the i n f l u e n c e of t h e f l a t w i s e mode shapes on t h e e x c i t a t i o n of t h e t a b . Both f i r s t and second f l a t w i s e modes have a n t i n o d e s i n t h i s r e g i o n , and s i n c e t h e t a b i s i n e r t i a l l y e x c i t e d by t h e blade f l a t w i s e motion, more e x c i t a t i o n occurs a t f l a t w i s e antinodes than a t f l a t w i s e nodes. The node p o i n t s f o r t h e s e same two f l a t w i s e modes a r e between 75 and 90 p e r c e n t and F i g u r e 1 3 shows t h a t t h i s i s t h e r e g i o n of lowest t a b e f f e c t i v e n e s s . I n f a c t , a m p l i f i c a t i o n of t h e 4 I r e v r o o t v e r t i c a l s h e a r s a l s o occurs i n t h i s r e g i o n . The blade t i p i s a l s o an a n t i n o d e f o r the blade f l a t w i s e modes but F i g u r e 13 shows t h a t e f f e c t i v e n e s s f o r a t a b l o c a t e d a t t h e blade t i p i s n o t as good a s f o r a t a b near midspan. The r e a s o n f o r t h i s apparent anomaly i s r e l a t e d t o t h e i n f l u e n c e of t h e r i g i d body f l a t w i s e mode on t a b e x c i t a t i o n . Even though t h e r i g i d body f l a t w i s e mode c o n t r i b u t e s l i t t l e t o t h e r o o t v e r t i c a l s h e a r , i t s motion is a p p r e c i a b l e a t 3, 4 , and 5 / r e v . I n f a c t , t h e r i g i d body f l a t w i s e mode has more motion a t 3, 4 , and 5 / r e v than t h e second f l a t w i s e mode ( ~ ' " 5 . 1 r e v ) . The i n f l u e n c e of t h e r i g i d body mode on t h e t a b e x c i t a t i o n i s t h e r e f o r e d e t r i m e n t a l because t h e t a b responds t o n u l l the v e r t i c a l s h e a r caused by t h e v e r t i c a l motion. From t h i s i t i s clear t h a t , based on t h e r i g i d body f l a t w i s e mode shape, an inboard t a b l o c a t i o n i s b e t t e r than an outboard t a b l o c a t i o n in o r d e r t o reduce t h e t a b response t o t h e r i g i d body mode. For example, a t m i d span t h e r i g i d body f l a t w i s e mode s h a p e h a s only half the d e f l e c t i o n a t t h e blade t i p , so t h e i n f l u e n c e of t h e r i g i d body f l a t w i s e mode on t h e t a b response is a l s o c u t i n h a l f . Figure 1 3 a l s o shows t h e e f f e c t of t a b tuning on t h e v i b r a t o r y r o o t v e r t i c a l s h e a r s . Overall, t h e 5 p e r rev t u n i n g provides b e t t e r v i b r a t i o n a l l e v i a t i o n than t h e 1 0 p e r r e v tuning. This i s because t a b a n g u l a r motion i n c r e a s e s w i t h a decrease i n t a b n a t u r a l frequency, and i n c r e a s e d t a b motion provides i n c r e a s e d c o n t r o l a u t h o r i t y . For a t a b l o c a t e d a t 60 p e r c e n t r a d i u s w i t h a 5 / r e v t u n i n g , t h e p e r c e n t r e d u c t i o n s i n v i b r a t o r y s h e a r s a r e 54, 15, and 88 p e r c e n t f o r 3, 4 and S / r e v , r e s p e c t i v e l y . However, t h e t a b a n g u l a r motions a s s o c i a t e d w i t h t h i s l e v e l of r o o t s h e a r r e d u c t i o n may v i o l a t e d e s i g n c o n s t r a i n t s . " L imi t atio s of Si m gl i fi ed An alys i s-n-

A s a r t i c u l a t e d i n a n above s u b s e c t i o n , t h e s i m p l i f i e d a n a l y s i s omits two forms of blade-to-tab coupling: t h e aerodynamic e x c i t a t i o n o f t h e t a b due t o blade motion, and t h e i n e r t i a e x c i t a t i o n of t h e b l a d e p r o p e r due t o t h a t motion, The l a t t e r type of coupling i n l a r g e measure d e f i n e s t h e e l a s t o mechanical "pendular absorber" dynamics which t h e t a b imposes on t h e b l a d e because of i t s mass. A p o t e n t i a l l y weak element of ,$he s i m p l i f i e d a n a l y s i s i s t h e ad hoc combining of some c a l c u l a t i o n s of t h e ( n o n l i n e a r ) G400PA c a l c u l a t i o n s w i t h t h o s e of t h e ( l i n e a r ) e i m p l i f i e d t a b e q u a t i o n s . A major l i m i t a t i o n of t h e f o r c e d response s i m p l i f i e d a n a l y s i s i s t h a t i t only o b t a i n s

50

response solution at integral order harmonics of rotor speed. As such, the flutter eigenvalue solution is eliminated. Thus, this simplified analysis cannot identify aeroelastically unstable configurations. Parameter Selection For GOOOPA Calculations Based on the results of the Reference 16 simplified calculations, an initial design tab configuration was selected and variations were made in four of the primary parameters. Initial Desip ---- -Configuration -- --The initial design configuration was defined by the following paraneter selection: o nominal span, ART 0.15R

.................. o mass, MT .................. o (aft) hinge location, y1oH ............. o tab chord, cT ..................
o o

1.612 kg 0.290 m 0.105m

coincident tab L.E. and hinge (aft) tab c.g. location from hinge
CT)

. . . . . . . . . . -0.026 m (-.25 o chordwise radius of gyration (about c . g . 1 . . . . . . 0.030 m o viscous damper rate . . . . . . . . . . . . . . . . . 0.122 Nms/rad o torsion spring rate . . . . . . . . . . . . . . . . . 653.5 Nm/rad
Parametric - - - - -Variations ---The parametric variations used are as follows:
o

This combination of parameters gives an uncoupled, undamped natural frequency of 13.105P.

. . . . . . . . . . . . . (0.5751, 0.913R) (2) masses (and proportional spring rates to maintain uncoupled frequency) . . . . . . . . . . . (3.225 kg, 0.806 kg) o (3) uncoupled frequencies . . . . . . . . . . . (3.91P, 7.62P, 11.37P) (maintaining constant mass) o (3) chordwise c.g. locations . . . . . . . . . . .(-.125 cT, 0, +.125 cT)
(2) spanwise c.g. locations
51

12
1 .o

0.8

-- - - E
I

0.6
04

02
0
12
I

1
1.0
'

1
I

"E
0.8
0.2
0
12

TAB SPANWISE LOCATION

1
1

-- I
I

1 0 5R 0 65R) (0 a 5 - ~ 0 97%)

10

6
4

t
L

0
0

Figure 14. Variations in Components of 4P Hub Shear with Passive Tuned Tab Mass, 90 mls Flight Speed (u =0.4) 5 2
83--6103-1

1.2
1 .o

I
1.2
1 .o

0.8

0.6
0.4

0.2
0
12
10

a
6
4

2
1

I
0

I
5

I
10

I
15

I
20
25

TAB FREQUENCY,

+,PER ROTOR REV

Figure 15. Variations in Components of 4P Hub Show with Passivo Tuned Tab Uncoupled Tab Frequency, 90 mls Flight Speed (p =0.407)
53
0 3 - 6 1 03-6

1.i

1.c

0.e

0.6
0.4

0.2 0

0.E

0.4

0.2
01
12

io
8 6
4

tk

2
1

0 4.3

I
0

4.2

-0.1

I 0.1

0.2
T

0.3

(ND) TAB C.G LOCATION FROM HINGE, Y&C

Figure 16. Variations in Compononts of 4P Hub Shear with Passive Tuned Tab Mass Center Location, 90 mls Flight S p e d (cc 00.4)
54
83-6-1 03-7

Generally, t h e r e s u l t s a r e c o n s i s t e n t l y poor. While some modest g a i n s ( r e d u c t i o n s i n v i b r a t o r y s h e a r ) a r e noted f o r t h e l o n g i t u d i n a l and l a t e r a l component p r e d i c t i o n s , t h e major i n c r e a s e s i n t h e v e r t i c a l component would c l e a r l y be unacceptable. Note t h a t because of t h e e x t e n t of t h e s e counterp r o d u c t i v e r e s u l t s , o t h e r lesser parameters which could have been v a r i e d , such as t a b chord and f l i g h t speed, were n o t . Since t h e major parameter v a r i a t i o n s d i d n o t r e s u l t i n a d e s i g n enhancing p r e d i c t i o n , t h e r e s o u r c e s of t h i s s t u d y were d i r e c t e d t o more p r o d u c t i v e purposes. The r e a s o n f o r t h e h i g h l y counter-productive r e s u l t s a c t u a l l y o b t a i n e d , i n view of t h e o p t i m i s t i c r e s u l t s from t h e s i m p l i f i e d a n a l y s i s , i s n o t f u l l y understood, however. One p o s s i b l e e x p l a n a t i o n i s t h a t t h e t a b , a t t h e s e parameter v a l u e s , is o p e r a t i n g a s a badly mistuned pendular a b s o r b e r . Another r e a s o n is t h a t t h e proper, more f u l l y coupled a n a l y s i s of t h i s d e v i c e (as a f f o r d e d by t h e G400PA a n a l y s i s ) r e q u i r e s a more d e t a i l e d accounting of a l l t h e v a r i o u s b a l a n c i n g f o r c e s and moments than t h e s i m p l i f i e d a n a l y s i s i s c a p a b l e o f . These q u e s t i o n s , however, are beyond t h e scope of t h e p r e s e n t study.

Control Coupled Tab In t i. a l.Parameter l e. c t. i o. n. fo O O O P A . .i . . . . . . .S.e . .r.G . Calculations

-----

Because of t h e h i g h degree of mechanical s i m i l a r i t y between t h e c o n t r o l coupled t a b (CCT) and t h e p a s s i v e tuned t a b (PTT), t h e nominal design configur a t i o n s e l e c t e d f o r t h e CCT w a s t h e same used for t h e PTT. The t a b was l o c a t e d a t t h e outboard p o s i t i o n (rCG -0.913R) and t h e minimum mass (.806 kg), T z e r o c.g. o f f s e t c o n f i g u r a t i o n was used throughout. O f t h e remaining p r i n c i p a l parameters impacting on t h e CCT, t h e blade r o o t t o r s i o n s t i f f n e s s , KgR, ( a s
d e f i n e d by c o n t r o l system s t i f f n e s s ) , and t h e c o n t r o l c o u p l i n g gain, GT were

s e l e c t e d f o r major parameter variation. s e l e c t e d t o y i e l d uncoupled b l a d e t o r s i o n

S p e c i f i c a l l y , v a r i a t i o n s i n Kg

f r e q u e n c i e s , ue,,

were

of 2.25P,

3.19P and

4.73P (compared w i t h 4.22P f o r t h e b a s e l i n e c o n f i g u r a t i o n ) . The s e l e c t e d v a r i a t i o n s i n coupling g a i n , GT, were determined by matching i n nondimensional u n i t s t h e dimensional g a i n v a r i a t i o n s used i n Reference 16 (0, -.00885, and -.01770 deg/Nm)

I n c o n t r a s t t o t h e i n t e n t o f t h e p a s s i v e tuned t a b , t h e " t a b a l o n e " dynamics of t h e CCT about i t s hinge are n o t germaine t o i t s o p e r a t i o n and, hence, should be i s o l a t e d from t h e dynamics due t o coupling. Accordingly,

55

t h e s p r i n g r e s t r a i n t of t h e t a b t o t h e coupling attachment was s e t t o a s u i t a b l y high v a l u e t o i n s u r e t h a t t h e uncoupled t a b frequency, weT, would

be i n excess of 2OP. The a c t u a l v a l u e achieved was 26.7P. Since t h e c o n t r o l l o a d s would be expected t o be a f u n c t i o n of t h e trim c o n d i t i o n s , i t w a s concluded that a l l c a l c u l a t i o n s f o r t h e CCT would n e c e s s i t a t e t h e use of t h e t r i m procedure.

G4OOPA a lcu l atio e su lts - - -C-n-RUsing t h e parameter s e l e c t i o n s t r a t e g y d e f i n e d above, i n i t i a l c a l c u l a t i o n s were made w i t h combinations of r o o t t o r s i o n s t i f f n e s s and t h e r e s u l t i n g v a l u e s of coupling g a i n . I n every i n s t a n c e , i t w a s found t h a t t r i m c a l c u l a t i o n s c o u l d not be achieved due t o g r o s s l o s s e s of r o t o r l i f t . I n a n a t t e m p t t o shed l i g h t on t h i s phenomenon, non-trim c a l c u l a t i o n s were made f o r s i m p l e p e r t u r b a t i o n s of t h e coupling g a i n , GT = + 0 . 5 (deg/deg) w i t h t h e nominal r o o t t o r s i o n s t i f f n e s s , These t r e n d s a r e p r e s e n t e d i n t h e form of p a r t i a l d e r i v a t i v e s of v a r i o u s p e r t i n e n t performance parameters w i t h r e s p e c t t o coupling g a i n , GT.

TABLE V

PARTIAL DERIVATIVES OF PERFORMANCE PARAMETERS

W I T H RESPECT TO COUPLING GAIN FOR CONTROL

COWLED TAB, p = 0.338

a (Parameter)
Parameter Dimensional Value

/aGT
% Baseline

CT/

,00943
0.403

10.4
5.6

LIDe

Nm
N N N

8.71

-1.2 -7 :2 -4.4

-231.3

- 57.8 - 1.4

-0.2

56

The p r i n c i p a l r e s u l t t o be gleaned from Table V i s that, f o r t h e t a b geometry used, t h e device i s f u n c t i o n i n g almost e x c l u s i v e l y a s a g e n e r a t o r of a d d i t i o n a l r o t o r l i f t rather than a s a r e l i e v e r of v i b r a t i o n a l push-rod l o a d s . S u r p r i s i n g l y , t h e p o t e n t i a l f o r changes i n v i b r a t i o n a l push-rod l o a d l e v e l p e r coupling g a i n i s n o t only q u i t e low i n magnitude ( r e l a t i v e t o t h e l i f t change p o t e n t i a l ) , b u t is of t h e o p p o s i t e s i g n from what would normally be expected based on t h e f i n d i n g s of Reference 16.

Two e x p l a n a t i o n s have been i d e n t i f i e d f o r t h e disagreement of t h e p r e s e n t f i n d i n g s with those of Reference 16:

1. The c o n f i g u r a t i o n used h e r e i n has t w i c e t h e t a b c h o r d / a i r f o i l chord r a t i o a s t h a t used i n Reference 16 (20% v s . 10%). The twofold i n c r e a s e i n t h i s r a t i o should have a comparable i n c r e a s e i n Acg, should be r e l a t i v e l y less but t h e accompanying increase i n A% c/4 because of t h e s h o r t e n i n g of moment arm. Indeed, for f l a t p l a t e theory i n t h e l i m i t of u n i t chord r a t i o , t h e increment i n moment c o e f f i c i e n t approaches zero. The c a l c u l a t i o n f o r incremental moment due t o t a b d e f l e c t i o n used h e r e i n was made using t h e a n a l y t i c f o r m u l a t i o n of Theodorsen and G a r r i c k (Reference l o ) , whereas t h a t used i n Reference 16 was made using experimental v a l u e s as given i n Reference 17. Except f o r t h e f a c t t h a t t h i s experimental d a t a was l i m i t e d t o a chord r a t i o of n o t more than 0.10, t h e experimental d a t a s o u r c e would have been a b e t t e r a l t e r n a t i v e t h a n t h e a n a l y t i c one used. Within t h e c o n t e x t of t h e unsteady a i r l o a d s methodology adapted h e r e i n , however, t h e i n c l u s i o n of such experimental s t a t i c data would result i n an ad hoc formulation r e q u i r i n g some e n g i n e e r i n g judgment.

2.

One o b s e r v a t i o n which c a n be made of t h e CCT i s t h a t aeromechanically i t b e a r s a s t r o n g resemblance t o t h e Kaman servo-tab r o t o r system. I n t h a t r o t o r concept a t a b is used t o produce b l a d e t o r s i o n a l moments f o r t h e purpose of r o t o r c y c l i c c o n t r o l . Although t h e i n t e n t is somewhat d i f f e r e n t from t h a t of t h e CCT, t h e aerodynamic p r i n c i p l e invoked is t h e same: t o r s i o n moment c o n t r o l using a t r a i l i n g edge t a b . I n t h e Kaman system, which a f t e r several y e a r s of development can be assumed t o be reasonably optimized, t h e t a b is of small chord r a t i o and l o c a t e d an exaggeratedly a f t d i s t a n c e so as t o b e removed from t h e blade proper e n t i r e l y . This c o n f i g u r a t i o n would c l e a r l y maximize t h e incremental aerodynamic moment g e n e r a t i o n w h i l e minimizing t h e incremental l i f t g e n e r a t i o n .

57

Thus, f o r purposes of t h e CCT, t h e s e l e c t e d t a b c o n f i g u r a t i o n i s f a r from optimal and a complete e v a l u a t i o n of t h i s concept would r e q u i r e a n Optimization study of t h e design parameters. This a d d i t i o n a l o p t i m i z a t i o n s t u d y , w a s beyond t h e r e s o u r c e s of t h e p r e s e n t s t u d y .

All-Flying Torsion T r i p Preliminary Analysis torsion t i p I n i t i a l G400PA c l c u l a t i o n s were made f o r t h e a l l - f l y i n u s i n g q u a s i - s t a t i c a i r l o a d s and a s t r a i g h t - f o r w a r d implementation of a nominal s e l e c t i o n o f t i p dynamic parameters. Included i n i n p u t parameters f o r t h e b a s i c b l a d e (without t i p ) was a 95% r e d u c t i o n i n mass d i s t r i b u t i o n o v e r t h e t i p span r e g i o n s where t h e t i p was t o be l o c a t e d . T h i s s u b t r a c t e d m a s s w a s t h e n included i n t h e t i p mass d e s c r i p t i o n . With t h e s e s e l e c t e d dynamic p a r a m e t e r s , t h e c a l c u l a t i o n s uncovered a number of problem areas. As shown i n F i g u r e 3, t h e concept n e c e s s a r i l y e n t a i l s o f f s e t s of t h e t i p aerodynamic c e n t e r from both t h e hinge a x i s and t h e mass c e n t e r . Nominally, t h e m a s s c e n t e r would be l o c a t e d c o i n c i d e n t w i t h t h e hinge a x i s .

P r e l i m i n a r y c a l c u l a t i o n s were made u s i n g t h e nominal c o n f i g u r a t i o n rrLth t h e aerodynamic c e n t e r maintained a t t h e q u a r t e r chord p o i n t . This r e s u l t s i n a s i g n i f i c a n t forward mass c e n t e r c o n s i s t e n t w i t h a placement of t h e t a b hinge a x i s 1 2 % of t h e chord i n f r o n t of t h e b l a d e p i t c h ( e l a s t i c ) a x i s . I n t h i s c o n f i g u r a t i o n , s e v e r e o s c i l l a t i o n s were c a l c u l a t e d which were subsequently a s c e r t a i n e d t o be f l u t t e r i n v o l v i n g t h e second f l a t w i s e bending and f i r s t t o r s i o n modes. A temporary f i x f o r t h i s c o n d i t i o n w a s t o d i s p l a c e t h e t i p a f t so t h a t t h e hinge l i n e (and mass c e n t e r ) were c o i n c i d e n t w i t h t h e e l a s t i c a x i s . This c o n f i g u r a t i o n was found t o be s t a b l e and convergent responses were t h e r e b y achieved. Subsequent a t t e m p t s t o r e t u r n t o t h e o r i g i n a l c o n f i g u r a t i o n , w i t h t h e forward t i p mass c e n t e r , were e v e n t u a l l y s u c c e s s f u l l y made. The s t a b i l i z a t i o n of t h i s o r i g i n a l c o n f i g u r a t i o n was achieved by a d j u s t i n g t h e mass c e n t e r s of b l a d e segment numbers 2, 7 and 1 1 t o n u l l t h e i n e r t i a l coupling of t h e second f l a t w i s e bending and t o r s i o n modes. It i s of interest t o note t h a t t h e aeromechanical s t a b i l i t y a n a l y s i s o f Chopra (Reference 18), w h i l e p r e d i c t i n g some low frequency i n s t a b i l i t i e s a s s o c i a t e d w i t h r i g i d f l a p p i n g and l e a d - l a g motions, does n o t p r e d i c t o r a n t i c i p a t e t h i s e s s e n t i a l l y c l a s s i c bending-torsion f l u t t e r . Probable reasons f o r t h e discrepancy i n f i n d i n g s of t h e p r e s e n t work w i t h t h o s e

58

of Reference 18 are t h a t t h e p r e s e n t a n a l y s i s included t h e a e r o e l a s t i c e q u a t i o n s f o r e l a s t i c modes, a t i p hinge a x i s d i s p l a c e d from t h e e l a s t i c a x i s , and used r e a l i s t i c amounts of damping, both s t r u c t u r a l and t h a t from t h e leadl a g damper, i n t h e c a l c u l a t i o n s . The a n a l y s i s o f Reference 18, however, u s e d a s i m p l i f i e d modeling w i t h o u t e l a s t i c i t y d i r e c t e d t o t h e f l a p - l a g - t o r s i o n i n s t a b i l i t y problem, and c o n s i d e r e d no s t i f f n e s s r e s t r a i n t t o t h e f r e e t o r s i o n sect i o n s .

A second d i f f i c u l t y experienced i n t h e p r e l i m i n a r y c a l c u l a t i o n s w a s t h a t t h e expected i n c r e a s e i n L/De d i d n o t m a t e r i a l i z e w i t h t h e d e v i c e a c t i v a t e d even w i t h s u f f i c i e n t ( c o n s t a n t ) a p p l i e d moment about t h e t i p axis t o m a i n t a i n p o s i t i v e l i f t on t h e advancing s i d e . I n t h e s e c a l c u l a t i o n s , no a t t e m p t was made t o retrim t h e r o t o r and t h e c o n t r o l s e t t i n g s and i n f l o w v a l u e s a p p r o p r i a t e t o t h e trimmed unappended b l a d e were used d i r e c t l y . I n t h i s c o n d i t i o n , t h e c o n s t a n t a p p l i e d moment was found t o be a g g r a v a t i n g t h e s t a l l c o n d i t i o n on t h e r e t r e a t i n g b l a d e s i d e of t h e r o t o r d i s k , thereby i n c r e a s i n g t h e e q u i v a l e n t d r a g It w a s subsequently found t h a t t h e p o t e n t i a l f o r i n c r e a s e d LIDe could be De. o b t a i n e d , however, o n l y when t h e r o t o r w a s r e t r i m e d .

A d d i t i o n a l p r e l i m i n a r y c a l c u l a t i o n s were performed t o e s t a b l i s h t r e n d s w i t h r e g a r d t o t h e i n t e r p l a y between t h e o f f s e t a p p l i e d ( z e r o d e f l e c t i o n ) t o r s i o n moment and t h e t o r s i o n s p r i n g rate. The r e s u l t s of t h e s e c a l c u l a t i o n s are shown i n F i g u r e s 17 t h r u 19. F i g u r e 17 p r e s e n t s t h e b a s i c t r e n d s achieved w i t h s e p a r a t e v a r i a t i o n s i n o f f s e t moment and s p r i n g r a t e . The f o u r c a l c u l a t i o n p o i n t s i n t h i s f i g u r e (denoted by t h e s q u a r e symbols) d e f i n e t h e range of mean t i p d e f l e c t i o n a n g l e s achieved t o g e t h e r w i t h t h e r e s u l t i n g a v e r a g e e q u i l i b r i u m ( i n e r t i a l and aerodynamic) l o a d i n g moments, MEQUIL The equilibrium l o a d i n g moment i s a d i r e c t measure of t h e s t e a d y l i f t s u s t a i n e d on t h e b l a d e s e c t i o n s comprising t h e t i p . The p r i n c i p a l f i n d i n g p r e s e n t e d by t h i s f i g u r e i s t h e r e l a t i v e i n s e n s i t i v i t y o f t h e performance i n d i c a t o r (L/De) t o o f f s e t moment, %, and t h e s t r o n g s e n s i t i v i t y t o s p r i n g rate, Kg A r e l a t e d secondary r e s u l t shown i n t h e f i g u r e i s t h e small v a r i a t i o n i n loading with o f f s e t moment. The o f f s e t moment is s e e n t o a f f e c t p r i n c i p a l l y o n l y t h e v a l u e of t h e mean t i p d e f l e c t i o n angle, *TO

equilibrium

F i g u r e 18 p r e s e n t s t h e r e s u l t s achieved by moment and s p r i n g rate so t h a t a l l combinations a s e l e c t e d t i p d e f l e c t i o n a n g l e and e q u i l i b r i u m s e l e c t e d f o r F i g u r e 18 are, r e s p e c t i v e l y , -1.07

l i n e a r l y ganging t h e o f f s e t would t e n d t o e q u i l i b r a t e a t l o a d i n g moment. The v a l u e s so d e g r e e s and 381 Nm. With

59

751
VT = 90.0mls (r = 0 407)

70(

- -K

M ~ ~ ~ t ~ = M DP,~ + K ~ T

M, = 691

= 11524 NmlRAD t T = 3 3 9 0 NmlRAD

Jl

65C

60C

z +z
550

r Z 0

e a_

500

+
450

400

350
'EQUILIBRIUM LOADING MOMENT, MEOUIL

0
-1.6

-1.4

-1.2

-1 .o

-0.8

-0.6

-0.4

-0.2

MEAN TIP DEFLECTION,

+0, deg

Figun 17. Effects of Offset Momont and Sphng Rat0 on Opontion of Ail-Flying Tip-Preliminary Analysis

60

650

600

550

E z
ac

500

2 I
0

z
U

0 m

e a
I -

2000

4000

6000

8000

10000

12000

14000

TIP TORSION SPRING RATE,

, NmlRAD BT

Figure 18. Effect of Linearly Combined Offset Moment and Spring Rate on Equilibrium Loading Moment for All.Flying TipPreliminary Analysis
61
83-6-1 03-1 5

--

8.5
I
VT

= 90 0 m/s (F = 0 407)

SEGMENTS 12 TO 15

8.0

SPRING RATE, K NmlRAD BT'

Figure 19. Variation of

U D , with Spring Rate for Ali=FLyingTipPreiiminrty Analysis

62

v a r i a t i o n s i n t h e s p r i n g r a t e (and, commensurately, i n o f f s e t moment) t h e a c t u a l r e s u l t i n g e q u i l i b r i u m l o a d i n g moment is seen t o vary i n v e r s e l y and i n t e r s e c t t h e o f f s e t moment a t a s p r i n g r a t e of approximately 2373 Nmlradian ( a p p l i e d moment of 426 Nm). T h i s r e s u l t s u g g e s t s t h a t , f o r t h i s l i n e a r combination, s p r i n g r a t e s below t h i s v a l u e would r e s u l t i n mean t i p d e f l e c t i o n a n g l e s , BT,, which were p o s i t i v e (LE nose down) and, hence, counterproductive. In a l l other calculations involving d i f f e r e n t l i n e a r combinations of a p p l i e d moment and s p r i n g r a t e , a minimum s p r i n g r a t e was g e n e r a l l y defined by t h e i n t e r s e c t i o n of t h e two curves. The e f f e c t i v e n e s s of t h e s e p r i n c i p l e s t o o b t a i n a more n e a r l y optimized L/De i s shown i n F i g u r e 19; a 20 p e r c e n t improvement i s i n d i c a t e d . These r e s u l t s i n c l u d e t h e c o n c u r r e n t use of v a r i a t i o n s i n o f f s e t moment, and a r e based on t h e r e l a t i v e i n s e n s i t i v i t y of LIDe t o o f f s e t moment, Aerodynamic Refinements --------Based on t h e f a v o r a b l e r e s u l t s obtained using only q u a s i - s t a t i c a i r l o a d s and uniform i n f l o w shown i n F i g u r e 19, a more in-depth a n a l y s i s of t h e a l l f l y i n g t i p appeared j u s t i f i e d . The s u c c e s s f u l o p e r a t i o n of and, hence, payoff f o r t h e device appear t o be c l o s e l y dependent on t h r e e f a c t o r s : (1) t h e e x t e n t t o which t h e l i f t , L, i s i n f l u e n c e d by t h e inflow c o n d i t i o n s on t h e advancing blade s i d e , ( 2 ) t h e e x t e n t t o which t h e e q u i v a l e n t d r a g , De, i s i n f l u e n c e d by i n f l o w c o n d i t i o n s on t h e r e t r e a t i n g blade s i d e , and (3) t h e e x t e n t t o which t h e dynamic o p e r a t i o n of t h e device i s influenced by t h e l a g s and a t t e n u a t i o n s of t h e unsteady c h a r a c t e r of t h e a i r l o a d s . Reference 1 shows t h a t t h e s u b s t a n t i a l downloads t y p i c a l l y p r e d i c t e d on t h e advancing s i d e u s i n g simple uniform i n f l o w become s i g n i f i c a n t l y diminished with t h e use of v a r i a b l e inflow. A s t h a t r e f e r e n c e demonstrates, t h e L/De c a l c u l a t e d can depend i n l a r g e measure on t h e o p t i o n a l u s e of v a r i a b l e i n f l o w o r uniform inflow. For use w i t h t h e GOOOPA, however, t h e r i g o r o u s usage of v a r i a b l e inflow i n a combined t r i m i t e r a t i o n program i n t e r a c t i o n a l mode i s extremely computer CPU t i m e i n t e n s i v e . Such a complete usage of v a r i a b l e inflow as beyond t h e scope of t h e p r e s e n t s t u d y and o n l y a c u r s o r y assessment of t h e impact of v a r i a b l e i n f l o w was t h e r e f o r e attempted. The i n c l u s i o n of unsteady aerodynamics, on t h e o t h e r hand, w a s e a s i l y accomplished and was used i n a l l the f i n a l calculations.

Parameter S e l e c t i o n f o r G400PA C a l c u l a t i o n s

For all t h e f i n a l c a l c u l a t i o n s t h e unsteady a i r l o a d s o p t i o n w a s invoked and t h e t i p hinge a x i s and mass c e n t e r were maintained a t a chordwise l o c a t i o n .13c behind t h e l e a d i n g e d g e (.12c i n f r o n t of t h e b l a d e p i t c h a x i s ) , The mass

63

of each of t h e t i p s e c t i o n s w a s chosen t o be approximately 95% of t h e c o r r e s ponding unappended b l a d e s e c t i o n mass. The parameter v a r i a t i o n s used i n t h e f i n a l c a l c u l a t i o n s are as follows:

o o

torsion spring rate: (W14000 Nm/rad) moment c o n s t r a i n t r e l a t i o n between o f f s e t moment and s p r i n g r a t e :

(Mg = 381

267 o o spanwise e x t e n t : f l i g h t airspeed:

+ +

.0187 K B ~ ,
e0187 K B ~ )

( O . l O R , 0.15R) (74.6, 90.0 m/s)

I n a d d i t i o n , f o r t h e best c o n f i g u r a t i o n o b t a i n e d from t h e parameter v a r i a t i o n s , t h e approximate e f f e c t s of v a r i a b l e i n f l o w were i n v e s t i g a t e d f o r t h e two f l i g h t speeds.

G400PA C a l c u l a t i o n R e s u l t s
The c a l c u l a t e d r e s u l t s f o r t h e a l l - f l y i n g t i p c o n s i s t predominantly of a s i n g l e performance index: l i f t t o e q u i v a l e n t drag r a t i o ( s e e Equation 1 9 ) . For i s o l a t e d c o n d i t i o n s , r e s u l t s a r e a l s o p r e s e n t e d f o r 1/2PTP b l a d e bending and t o r s i o n moment d i s t r i b u t i o n s . Generally, t h e c a l c u l a t i o n procedure d e f i n e d i n t h e above P r e l i m i n a r y Analysis Subsection i s adhered t o . The r e s u l t s a r e p r e s e n t e d i n F i g u r e s 20 t h r u 32.

a t-Unsteady A irlo ads E ff ec ts --- F i g u r e 20 compares t h e p r e d i c t e d L/De v a r i a t i o n s w i t h r e s t r a i n t s t i f f n e s s as made w i t h and without t h e e f f e c t s of unsteady a i r l o a d s f o r t h e h i g h speed (p 0.407) f l i g h t c o n d i t i o n and t h e 15% r a d i u s t i p span c o n f i g u r a t i o n . The comparison a p p e a r s t o be reasonably c l o s e w i t h no s i g n i f i c a n t changes i n c h a r a c t e r . The f a v o r a b l e g a i n s o b t a i n e d w i t h a q u a s i - s t a t i c a i r l o a d s fonnul a t i o n d i s c u s s e d above are maintained and even improved upon w i t h t h e i n c l u s i o n of unsteady a i r l o a d s . On a p e r c e n t improvement over b a s e l i n e b a s i s , t h e impact of unsteady a i r l o a d s a p p e a r s t o be advantageous.

Note t h a t t h e corresponding t i p masses are:

(11.32 kg, 13.07 kg)

64

8.5

-----

VT = 90 0 m k

01 = 0 407)

OUASI-STEADY AERODYNAMICS UNSTEADY AERODYNAMICS Mo = 381 + 0.0187 K

a,

8.0

/
/

7.5

/
I /

/
1

a 2
0

7.0

6.5

6.0

III

Y
I
4000

0 0

I
2000

I
8000

I
10000

I
12000
14000

6000
SPRING RATE, K

BT'

NmlRAD

Figure 20. Comparison of UD, Characteristics of All=FlyingTip Using Quasi-Static vs. Unsteady Airloads Formulations, 90.0 mla Flight S p e d =0.407), 0.15 Tip Span
65
83-6-103-17

Performance c h a r a c t e r i s t i c s f o r t h e reduced span (.10R) a r e p r e s e n t e d i n F i g u r e s 2 1 and 22. The p r i m a r y comparison made i n t h e s e f i g u r e s i s w i t h r e g a r d t o t h e v a r i a t i o n i n t h e o f f s e t moment schedule w i t h s p r i n g rate. The reduced v a l u e of o f f s e t moment a t z e r o s p r i n g r a t e , 267 Nm, corresponds t o t h a t f o r t h e 15% span r a t i o e d by t h e areas weighted by r 2 . The p r i n c i p a l e f f e c t of t h e reduced o f f s e t moment i s seen t o occur a t t h e low s p r i n g rate c o n d i t i o n s , wherein t h e g r e a t e s t d i f f e r e n c e s i n e q u i l i b r i u m moment and s t e a d y t i p d e f l e c t i o n s would occur. As F i g u r e 22 shows, however, t h e maximum LID, v a l u e s are o b t a i n e d a t s p r i n g rates wherein t h e e q u i l i b r i u m moments are v e r y n e a r l y e q u a l . The r e s u l t s shown i n F i g u r e 22 confirm t h e e x p e c t a t i o n t h a t t h e lower (area s c a l e d ) a p p l i e d moment would produce a more n e a r l y optimal performance index than would t h e moment a p p r o p r i a t e t o t h e 15% span c o n f i g u r a t i o n . F i g u r e s 21 and 22 a l s o show t h e optimum L/De v a l u e s t o occur a t s i m i l a r v a l u e s of e q u i l i brium moment.

Reduced ---Flakt-SEe ed
F i g u r e 23 c o n t r a s t s t h e e q u i l i b r i u m moments o b t a i n e d f o r each of t h e two spanwise c o n f i g u r a t i o n s (10% and 15%span) a t t h e two f l i g h t speeds. G e n e r a l l y f o r e i t h e r spanwise e x t e n t t h e t r e n d s are similar, i n t h a t t h e h i g h e r e q u i l i brium moment o c c u r s a t t h e h i g h e r f l i g h t speed. As would be expected, t h e 15% span c o n f i g u r a t i o n would o p e r a t e a t a commensurately h i g h e r e q u i l i b r i u m moment. F i g u r e 24 p r e s e n t s a summary of t h e b e s t c a l c u l a t i o n s f o r t h e two spanwise e x t e n t c o n f i g u r a t i o n s each a t t h e two f l i g h t speeds.

F i g u r e s 25 t h r u 28 p r e s e n t time-history r e s p o n s e s of t h e t i p s e c t i o n s f o r v a r i o u s o f f s e t moment/spring r a t e s c h e d u l e s , t i p spans and f l i g h t speeds. F i g u r e s 25 and 26 each compare the r e s p o n s e s r e s u l t i n g from v a r i o u s s p r i n g rates (and concomitant o f f s e t moments) a t t h e same h i g h speed f l i g h t c o n d i t i o n s (p .407) b u t f o r t h e 15%and 10% t i p s p a n s , r e s p e c t i v e l y . Both t h e s e f i g u r e s show t h e s u b s t a n t i a l o s c i l l a t o r y c h a r a c t e r i s t i c s of t h e t i p a t t h e lower s p r i n g r a t e s and t h e subsequent s t a b i l i z a t i o n induced by t h e h i g h e r s p r i n g rates. The f i g u r e 8 a l s o g r a p h i c a l l y show t h e n e g a t i v e peaks which occur a t t h e JI- 90 advancing b l a d e p o s i t i o n , r e f l e c t i n g t h e r e q u i r e d o p e r a t i o n of t h e t i p i n augmenting t h e a i r l o a d i n g i n t h i s p o r t i o n of t h e r o t o r d i s k . Note t h a t t h e h i g h e r o s c i l l a t o r y c o n t e n t i n responses f o r t h e lower s p r i n g rates g e n e r a l l y allow p o s i t i v e ( l e a d i n g edge down) d e f l e c t i o n e x c u r s i o n s and an o v e r l y n e g a t i v e peak a t t h e 90 deg azimuth p o s i t i o n . Both of t h e s e e x c e s s i v e response

66

FREE-TIP. SEGMENT 13 TO 15 FLIGHT SPEED = 90 0 mls

600

550

500

1- /

450

z
i Z 400 w

Mo=267.r00187 Kj,

I 0 I

z E ! v,
I -

& c

/ \

EOUlLlBRlUM AERODYNAMIC MOMENT M,,

,,,

FOR

(M,=267+00187

)J

2000

4000

6000

8000

10,000 12,000 14,000 16.000

TIP TORSION SPRING RATE. K Nmlrad BT'

Figure 21. Comparison of Equilibrium Moment Characteristics for All-Flying l i p Using Alternate Applied Moments, 90 mls Flight Speed =0.407), O.iOR l i p Span
67
83-6 103-4

8.C
FREE-TIP. SEGMENT 13 TO IS FLIGHT SPEED. VT = 90.0mls

7.5

7.c

Q,

/ /
6.!

M,=381

+0018667 K

I 4000

6000

8000

10,000

I 12,000

I 14,000

16,000

TIP TORSION PRING RATE, KsT, Nm/rad

Figure 22. Comparlson of UD, Characteristics of All=FlyIgTip Using Alternate Offset Moment Schedules, p = 0.407,O.lOR Tip Span
68

---450

FREE-TIP, SEGMENT 12 TO 15. M,=381

+00187 K

FREE-TIP, SEGMENT 13 TO 1 5 , M, =267

+ 0.0187 KdT
BT

r" 0
H

z b z
300

74.6 m/s 1

2501
\
2oo

t
I

- - - - - - , -

74.6 mls

0'

TIP TORSION SPRING RATE, KB , Nmlrad T

Figure 23. Comparison of Equilibrium Moment Characteristics of All=FlylngTip for Alternate Flight Speeds and Tip Spans
69
83-6-103-2

1'

1c

----

BASELINE (TIP LOCKED UP) FREE-TIP. SEGMENT 12 TO 15. M,=381 +00187 K

BT
FREE-TIP. SEGMENT 13 TO 15, M, = 267 + 0.0107 K 81

I 2000

4000

I 6000

8000

10,000 12,000 14,000 16,000 18000

20000 22000

Figure 24. Comparison of UD, Characteristics of All-Flying Tip for Alternate Flight Speeds and Tip Spans

70

BLblO3-9

!
*\

,yo-

(.
1

't.c..
\

/*

I N
d
71
83-8-61 -3

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I

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(3

L n
P

72
83-8-61

-1

/
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I

6aP 'lo' '319NV NO11331330 d l l

73
83-8-61 -4

6ap 'l&f '319NV N01133133Q d l l

74
83-8-61 -2

features would detract from conditions favorable to optimum L/De: reduction of local lift due to positive tip deflection and increase in equivalent L/De: reduction of local lift due to positive tip deflection and increase in equivalent drag due to too high an angle-of-attack on the advancing side. Generally, the observed trends shown in Figure 25 for the 15% tip span carry over to the 10% tip span responses shown in Figure 26. Included on both of these figures are the tip responses for the maximum L/De configurations. Each of these optimal responses are characterized by a well-damped signature, a negative peak at the 90 degree azimuth position and a generally negative mean value of about 1 deg. for the remainder of the rotor period. Figures 27 and 28 show the variations of the tip time-history responses with flight speed for the 15% and 10% tip span optimal configurations, respectively. For both of these spanwise extent configurations, the same spring rate (K =13560 Nrn/rad) BT was used. The higher oscillatory content in the 10% span responses can be attributed to ( 1 ) a higher natural frequency (resulting from a reduced torsion inertia) and ( 2 ) a reduction in aerodynamic damping (resulting from a reduced aerodynamic area and the less effective airloading of the tip sections). Generally, the response characteristics of the tip section are not strong functions of flight speed.

T i gSection Ankle-of-ALtack Characteristics ---- - - - - Dnamic ---------Figures 29 and 30 present the time-histories of the effective angle-ofcharacteristics of the T = 0.925 radial station (corresponding to attack, u E ' the center section of the 15% tip span configuration), f o r the two flight conditions, u= 0.338 and 0.407, respectively. In each of these figures are (1) the appropriate baseline results (no tip), (2) the results for the tip section activated but responses with the increment due to tip motion artificially subtracted out, and ( 3 ) with the tip motion included. The responses clearly show the reductions in negative angle-of-attack at the advancing blade portions of the disk provided by the device. The figures also show that the blade proper responses with the tip activated are even more negative than the baseline values in this portion of the disk. A probable reason for this response characteristic is the blade's response to the reaction moment imparted by the tip device. Observations and Interzretations -------------Observations which can be made from the non-variable inflow results are as follows:

75

I '

' I

I I

N
c

83-8-61

-5

83-8-61

-6

1.

The i n c r e a s e i n performance obtained f o r t h e d e v i c e t r a c k s t h e performance v a r i a t i o n w i t h respect t o a i r s p e e d f o r t h e unappended d e v i c e . The e f f e c t of i n c r e a s e d t i p span on performance i s a monotonic f u n c t i o n of t h e t i p span. The s p r i n g r a t e f o r maximum LIDe v a r i e s w i t h f l i g h t speed; t h e off-optimum p e n a l t y does n o t appear g r e a t , however. The maximum performance g a i n s f o r t h e d e v i c e ( a g a i n n e g l e c t i n g v a r i a b l e i n f l o w f o r t h e moment) a r e approximately 20% f o r t h e 0.15R c o n f i g u r a t i o n and 10% f o r t h e 0.10R c o n f i g u r a t i o n . The o p e r a t i o n of t h e d e v i c e i s t r u l y dynamic i n t h a t i t n o t o n l y p r o v i d e s a more o r l e s s s t e a d y i n c r e a s e i n angle-of-attack o v e r most of t h e r o t o r azimuth, b u t w i t h a n i n c r e m e n t a l dynamic peak where i t i s most needed on t h e advancing b l a d e p o r t i o n s of t h e aximuthal p e r i o d . Off-optimal r e s p o n s e s a t t h e reduced s p r i n g r a t e s are c h a r a c t e r i z e d by e x c e s s i v e o s c i l l a t o r y motion.

2.

3.

4.

5.

6.

As d i s c u s s e d i n a n above s u b s e c t i o n , t h e v a r i a b l e i n f l o w d i s t r i b u t i o n s a p p r o p r i a t e t o trimmed f l i g h t a t t h e two f l i g h t speeds were c a l c u l a t e d and i n p u t t o GOOOPA, w i t h o u t interprogram i t e r a t i o n . These d i s t r i b u t i o n s were used t o p r o v i d e a p r e l i m i n a r y estimate of t h e e f f e c t of v a r i a b l e i n f l o w on one c l o s e l y optimized c o n f i g u r a t i o n . G e n e r a l l y , t h e r e s u l t s o b t a i n e d w i t h t h e use of q u a s i - v a r i a b l e i n f l o w are s u s p e c t . Comparison of t r i m cases 1 B w i t h l C , and 2B w i t h 2C shows a d e t e r i o r a t i o n i n t h e i n c r e m e n t a l performance due t o v a r i a b l e i n f l o w where t y p i c a l l y t h e reverse i s t h e norm. On t h e o t h e r hand, r e s u l t s f o r t h e r o t o r w i t h t h e s e l e c t e d optimized a l l - f l y i n g t i p c o n f i g u r a t i o n , a t t h e two advance r a t i o s , both showed s u b s t a n t i a l aerodynamic g a i n s : L/De v a l u e s w e l l i n excess o f 10. The most v a l i d o b s e r v a t i o n t o be drawn from t h e s e r e s u l t s i s t h a t t h e t r u e e f f e c t of v a r i a b l e I n f l o w on t h e performance of t h e a l l - f l y i n g t i p i s moot and r e q u i r e s a more r i g o r o u s i n c l u s i o n of t h i s methodology.

F i g u r e s 31 and 32 p r e s e n t comparisons of i n t e r n a l v i b r a t o r y b l a d e l o a d s f o r a c o n f i g u r a t i o n s e l e c t e d f o r b e s t L/De a t t h e two f l i g h t speeds. D i s c e r n a b l e t r e n d s from t h e s e r e s u l t s are a s f o l l o w s :

78

.
5.c

4.c

-----

WITH TIP ACTIVATED BASELINE CASE IC

kg
2 0 ' I

CL

i 2.0
1.o

2'ol
1 .o

0 0

1- -

, -----u.2

0.4

0.6

NONDIMENSIONAL SPANWISE STATION, r

Figure 31. Vibratory Blade Bending and Torsion Moment Characteristics for All-FLying lip, 0.15R Tip Span, p r0.338, Maximum UD, Conditions
79

3.0

.
I

5.0
4.0

L
I
#

/ - -

0
/ /

\
\

1.0

----1

WITH TIP ACTIVA TED BASELINE CASE 28

55

z o

2.0

NONDIMENSIONAL SPANWISE STATION,T

Figure 32. Vibratory Blade Bending and Tonion Moment Characteristics for All-Flying Tip, 0.15R Tip Span, 1 0.407, Maximum UDe Conditions

80
83-6-103-20

The p r i n c i p a l impact of t h e d e v i c e on t h e 1 / 2 PTP f l a t w i s e bending moment d i s t r i b u t i o n i s t h e l o c a l i n c r e a s e j u s t inboard of t h e device attachment. T h i s would be expected based on t h e i n c r e a s e d l o a d i n g of t h e t i p s e c t i o n s .

A p a r t from t h e t i p r e g i o n s t h e device produces n e g l i g i b l e i n c r e a s e s , where i n c r e a s e s are noted, i n t h e bending moments.

The 1/2 PTP t o r s i o n moments are, as would be expected, r e l a t i v e l y u n a f f e c t e d by t h e o p e r a t i o n of t h e device.

Harmonically D i l a t i o n a l A i r f o i l Tip The aeromechanical o p e r a t i o n of t h e Harmonically D i l a t i o n a l A i r f o i l T i p (HDAT) i s assumed t o be more benign than those f o r t h e t o r s i o n a l l y a c t i v e d e v i c e s , which are p o t e n t i a l l y s u s c e p t i b l e t o aeromechanical a n d / o r a e r o e l a s t i c i n s t a b i l i t y . I n t h e absence of test, no known i n s t a b i l i t i e s can be l i n k e d O O O P A calculations for this with t h e HDAT a t t h i s time. Consequently, t h e G d e v i c e pose no s p e c i a l c o n s i d e r a t i o n s and a r e r e l a t i v e l y r o u t i n e . The d e v i c e is aerodynamic performance r e l a t e d and, hence, a l l G400PA c a l c u l a t i o n s g e n e r a l l y r e q u i r e t r i m computations. Parameter S e l e c t i o n f o r G400PA C a l c u l a t i o n s The G400PA c a l c u l a t i o n s of t h e HDAT u t i l i z e a i r f o i l aerodynamic d a t a look-ups based on t h i c k n e s s r a t i o i n s t e a d of r a d i a l s t a t i o n . The t h i c k n e s s r a t i o n d i s t r i b u t i o n for t h e b a s e l i n e (UH-60A) h e l i c o p t e r r o t o r b l a d e i s given i n Table 11. This d i s t r i b u t i o n based on t h e SC1095 a i r f o i l series i s g e n e r a l l y c o n s t a n t and r e f l e c t s a c u r r e n t t r e n d t o cambered, r e l a t i v e l y t h i n n e r s e c t i o n s . For s u c c e s s f u l o p e r a t i o n of t h e HDAT, t h e a i r f o i l must c o n t r a c t t o as t h i n a s e c t i o n as i s p o s s i b l e on t h e advancing side and commensurate d i l a t i o n must be implemented on t h e r e t r e a t i n g b l a d e s i d e . The p r i n c i p a l parameter s e l e c t i o n r e q u i r e d f o r t h e G400PA XDAT c a l c u l a t i o n s t h e r e f o r e c o n s i s t e d of a c q u i r i n g and p r e p a r i n g f o r G400PA i n p u t aerodynamic a i r f o i l d a t a a t a v a r i e t y of t h i c k n e s s r a t i o s . The following t a b l e l i s t s t h e a i r f o i l used t o c o n s t r u c t t h e r e q u i r e d a i r f o i l d a t a t a b l e :

81

Thickness R a t i o

Airfoil RC-08 SC1095 SC1095/R8

0.080 0.0945 0.0955 0.120 0.150

........ ........ ........ ........ ........

sc1012
NACA 0015

Note t h a t t h e t h i c k n e s s r a t i o range t h u s a v a i l a b l e i n d i c a t e s t h a t more d i l a t i o n a l range (.0945+.15) is a v a i l a b l e t h a n c o n t r a c t u a l (.0945+.08). Thus, t h e t o t a l t h i c k n e s s r a t i o s c a l c u l a t e d assuming a harmonic p e r t u r b a t i o n were t r u n c a t e d t o minimum and maximum v a l u e s of .08 and .15, r e s p e c t i v e l y . The parameter v a r i a t i o n s u s e d i n t h e G4OOPA c a l c u l a t i o n s are as f o l l o w s : o o amplitude of p e r t u r b a t i o n a l t h i c k n e s s r a t i o s , A T / C r o t o r azimuth a n g l e f o r minimum t h i c k n e s s r a t i o s , spanwise e x t e n t : f l i g h t airspeed:
* *

. . . (0+.06)
JI

/emin

( 7 0 , 90, 110 Ceg)

o
o

(0.10R, 0.15R) 90.0 m / s )

. . . . . . . . . . . . . . . . . . . (74.6,

G400PA C a l c u l a t i o n R e s u l t s
The a p p r o p r i a t e performance index f o r t h e DHAT as f o r t h e a l l - f l y i n g t i p i s t h e l i f t p e r e q u i v a l e n t drag r a t i o , L/De, (see Equation 1 9 ) . The c a l c u l a t i o n

r e s u l t s f o r t h e DHATarepresented i n F i g u r e s 31 and 32. These f i g u r e s show t h e comparisons of t h e LID, w i t h v a r i a t i o n s i n t h e parameters d i s c u s s e d above.

The r e s u l t s shown i n F i g u r e s 33 and 34 confirm t h e expected r e s u l t t h a t t h e HDAT is c a p a b l e of i n c r e a s i n g t h e aerodynamic performance of h e l i c o p t e r r o t o r s i n forward f l i g h t . S p e c i f i c o b s e r v a t i o n s and i n t e r p r e t a t i o n s of t h e s e r e s u l t s are as follows:

1.

Maximum performance g a i n s i n L/De of approximately 11% and 9% are indicated a t the ~ 0 . 3 3 8 and 0.407 advance r a t i o s , r e s p e c t i v e l y .
The maximum performance g a i n s occur, as would be expected, f o r configurat i o n s w i t h a minimum t h i c k n e s s aximuth a n g l e of 90 deg. ( f u l l advancing blade c o n d i t i o n ) . 82

2.

VT=9COmls(r=0407)

6.0

6'1
I
01

BASELINE CASE 2A

-------_-___ 0 15R -- - 015R

lRT 0 15R

,,$ ,

T I C . deg

90
110

70

0.1

0.2

0.3

0.4

0.5

0.6

AMPLITUDE OF A r k

Figure 33. Variation of UD, Characteristics of Harmonically Dllational Tip with Amplitude of Perturbational Thickness Ratio, O.15R Tip Span, p -0.407

a3
8 3 - 6 1 03-19

8.5

.
8.0

7.:

f
(b) VT

VT t 74 6 mls @ = 0.338)

7.c

aJ
6.5 7.E

= 90.0m/s ( p = 0 407)

7.(

BASELINE CASE 2A

6.:

6.C

I 0.01

0.02

0.03

I 0.04

I
0.05

6 c 1

AMPLITUDE OF Ark

Figure 34. Comparison of UD, Characteristics of Harmonically Dllational Tip for Variations In Flight Speed and Tip Span
a4
83-6- 103- 18

3.

The maximum performance g a i n s occur a t p e r t u r b a t i o n a l t h i c k n e s s r a t i o amplitudes of .03 t o .035. The g a i n i n performance between 0.10R and 0.15R t i p span c o n f i g u r a t i o n s i s i n e x c e s s of what would be expected from t h e r a t i o of t i p areas. One p o s s i b l e e x p l a n a t i o n of t h i s r e s u l t i s t h e secondary g a i n s obtained from t h e i n c r e a s e d t h i c k n e s s on t h e r e t r e a t i n g blade s i d e .

! .
I '

4.

CONCLUSIONS AND RECOMMENDATIONS

An a n a l y t i c s t u d y h a s been performed of t h e p r a c t i c a l i t y of f o u r d i f f e r e n t p a s s i v e a e r o e l a s t i c d e v i c e s appended t o h e l i c o p t e r r o t o r b l a d e s f o r improving r o t o r aerodynamic performance, reducing c o n t r o l l o a d s a n d / o r a l l e v i a t i n g a i r f r a m e v i b r a t i o n . Since t h i s study was s t r i c t l y a n a l y t i c , t h e v a l i d i t y of t h e conclusions is h e a v i l y dependent on t h e accuracy of t h e modeling assumptions employed and on the depth of t h e s t u d y performed h e r e i n ,

Conclusions General Assessment of Devices 1. The p a s s i v e tuned t a b a s configured i n t h i s study is i m p r a c t i c a l . This i s based on t h e s i g n i f i c a n t l y a m p l i f i e d 4P v e r t i c a l hub s h e a r l o a d s and t h e r e l a t i v e l y small a t t e n u a t i o n s achieved i n t h e l o n g i t u d i n a l and l a t e r a l loads. The c o n t r o l coupled t a b as configured i n t h i s s t u d y i s i m p r a c t i c a l . This is based on t h e r e l a t i v e l y e x c e s s i v e incremental r o t o r l i f t changes p e r coupling gain (and consequently tab d e f l e c t i o n ) obtained as compared w i t h the incremental blade t o r s i o n moment changes forming t h e b a s i s of t h i s device.
The a l l - f l y i n g t i p o f f e r s t h e p o t e n t i a l f o r s i g n i f i c a n t i n c r e a s e s i n aerodynamic performance. P r e s e n t f i n d i n g s p r o j e c t an approximately 20% i n c r e a s e i n LID, f o r t h i s d e v i c e w i t h no s i g n i f i c a n t i n c r e a s e s i n blade bending o r t o r s i o n moments.

2.

3.

4.

The harmonically d i l a t i o n a l a i r f o i l t i p o f f e r s t h e p o t e n t i a l f o r moderate

i n c r e a s e s i n aerodynamic performance. P r e s e n t f i n d i n g s p r o j e c t an approximately 10% i n c r e a s e i n L/De f o r t h i s device.

85

5.

Favorable f i n d i n g s f o r t h e a l l - f l y i n g t i p and t h e h a r n o n i c a l l y d i l a t i o n a l a i r f o i l t i p should be a d d i t i v e t o a s i g n i f i c a n t degree. This i s because t h e former d e v i c e a c h i e v e s performance g a i n s by e l i m i n a t i n g performance robbing i n e f f i c i e n c i e s i n l i f t (notably r o t o r areas of n e g a t i v e l i f t , whereas t h e l a t t e r d e v i c e a c h i e v e s g a i n by reducing l o s s e s a c c r u i n g from drag rises due t o advancing blade c o m p r e s s i b i l i t y .

S p e c i f i c Conclusions R e l a t i n g t o Device Operation

1.

For b o t h performance r e l a t e d d e v i c e s ( a l l - f l y i n g t i p and d i l a t i o n a l a i r f o i l t i p ) t h e g a i n i n performance a r i s i n g from i n c r e a s e d t i p span is i n e x c e s s of t h e i n c r e a s e I n t i p a r e a . A p o s s i b l e e x p l a n a t i o n is t h a t t h e i n c r e a s e i n area o c c u r s a t t h e inboard, aerodynamically more e f f i c i e n t end of t h e t i p . The b e n e f i t s from t h e d e v i c e s a r e n o t monotonic w i t h f l i g h t speed and a r e g e n e r a l l y more optimal a t t h e moderate advance r a t i o (~30.3 t o 0,35) f l i g h t speeds than a t t h e high advance r a t i o ones. The e f f e c t s of unsteady a i r l o a d s do n o t d e t r a c t from t h e g a i n s i n aerodynamic performance p r e d i c t e d f o r t h e a l l - f l y i n g t i p . The r e s u l t s from t h e use of a q u a s i - v a r i a b l e i n f l o w procedure were inconclusive. The i n c l u s i o n of unsteady aerodynamics i s c r i t i c a l t o a s a t i s f a c t o r y modeling of t h e t o r s i o n a l l y a c t i v e d e v i c e s for purposes of p r e d i c t i n g a e r o e l a s t i c instability (flutter).
A l l implementations of t o r s i o n a l l y a c t i v e d e v i c e s on a b l a d e should be configured such t h a t t h e combined b l a d e is a p p r o p r i a t e l y c o n f i g u r e d w i t h chordwise mass b a l a n c i n g t o decouple c r i t i c a l f l a t w i s e and t o r s i o n modes and thereby p r e c l u d e f l u t t e r .

2.

3.

4.

5.

6.

Recommendations

1.

Any f u t u r e work t o r e f i n e t h e assessment of the p a s s i v e tuned t a b should be d i r e c t e d t o parameter v a r i a t i o n s on a n a c t i v e implementation of t h e harmonic t a b r e s p o n s e s t o e s t a b l i s h what amplitudes and phases of t h o s e r e s p o n s e s , i f any, a c t u a l l y a t t e n u a t e t h e v i b r a t o r y hub l o a d s .

86

2,

A rigorous interactional calculation, using the G4OOPA and Rotor Inflow Analysis (RIA) Programs should be made for the all-flying tip to more fully assess the impact of variable inflow on the improved L/De predictions for this device. This would require modification of the RIA to include the kinematics of the dynamic response of the all-flying tip. Additional parameter variations, with regard to hinge location and the geometry of aerodynamic sweep should be made for the all-flying tip. The detailed dynamic modeling and evaluation of an implementation for passive excitation of the dilational airfoil tip should be made. This evaluation would indicate (1) how practical and obtainable the ideal response is, and ( 2 ) what potential aeromechanical instabilities might exist for this device.
A study should

3.

4.

5.

be made to detennine the extent to which the gains of the all-flying tip and the harmonic dilational airfoil tip are additive.

6.

Future work on the control coupled tab should be directed to tab configurations which maximize the section moment/lift characteristics such as a nonattached tab located as far aft of the balde section proper as is practical.

87

REFERENCES

1 .

' .
2.

Blackwell, R. H.: Investigation of the Compliant Rotor Concept. USMlRDL Technical Report 77-7, June 1977, Ruddell, A. J. : Advancing Blade Concept (ABC)m Development. Proceedings of the 23rd Annual National Forum of the American Helicopter Society, May 1976. Wernicke, K. G.: Performance and Safety Aspects of the VX-15 Tilt Rotor Research Aircraft. Proceedings of the 33rd Annual National Forum of the American Helicopter Society, May 1977. Gabel, R.: Pendulum Absorbers Reduce Transition Vibration. Proceedings of the 31st Annual National Forum of the American Helicopter Society, May 1975. Stroub, R. H: Performance Improvements With the Free-Tip Rotor. Proceedings of the Specialists' Meetings on Rotor System Design of the American Helicopter Society, Philadelphia, PA., October 1980. Bielawa, R. L.: Aeroelastic Analysis for Helicopter Rotor Blades With Time-Variable, Nonlinear Structural Twist and Multiple Structural Redundancy Mathematical Derivation and Program User's Manual. NASA Contractor Report CR-2638, October 1976.

3.

4.

5..

6.

7.
'

Houbolt, J. C. and G. W. Brooks: Differential Equations of Motions for Combined Flapwise Bending, Chordwise Bending, and Torsion of Twisted Nonuniform Rotor Blades. NACA Report 1346, 1958.
Bielawa, R. L . : Blade Stress CalculaEions Mode Deflection vs. Force Integration. J. of the American Helicopter Society, Vol. 24, No. 3, July 1978.

8.

9.

Bielawa, R. L . : Aeroelastic Analysis for Helicopter Rotors With Blade Appended Pendulum Vibration Asorbers Mathematical Derivations and Program User's Manual. NASA CR-165896, June 1982.

--

10.

Theodorsen, T. and I. E. Garrick: Nonstationary Flow About a WingAileron-Tab Combination Including Aerodynamic Balance. NACA Technical Report 736, 1941.

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11.

Bielawa, R. L., S. A. Johnson, R. ti. Chi, and S. T. Gangwani: Mathematical Formulation and Aeroelastic Analysis for Propellers Program User's Manual. NASA CR-3729, December 1983.

12.

Bisplinghdff, R. L., H. Ashley, and R. L. Halfman: Aeroelasticity. Addison-Wesley Publishing Co., Inc., Reading, MA., 1955, pp 281-286. Reissner, E.: Effect of Finite Span on the Airload Distributions f o r Oscillating Wings, Vol. I Aerodynamic Theory of Oscillating Wings of Finite Span. NACA TN 1194, March 1947.

13.

14.

Rowe, W. S., J. D. Sebastian, and M. C. Redman: Recent Developments in Predicting Unsteady Airloads Caused by Control Surface Notions. J. of Aircraft, Vol. 13, No. 12, December 1976, pp 955-961. Egolf, T. A. and A. J. Landgrebe: A Prescribed Wake Rotor Inflow and Flow Field Prediction Analysis User's Manual and Technical Approach. NASA CR 165894, June 1984.

15.
-

16.

Blackwell, R. H., et al.: Predesign Study for an Advanced Flight Research Rotor. Sikorsky Aircraft Report SER-510105, NASA CR-166405, December 1982. Prouty, R. W.: A State-of-the-Art Survey of Two-Dimensional Airfoil Data, Journal of the American Helicopter Society, Vol. 20, No. 4, October 1974, pp 14-25. Chopra, I.: Dynamic Analysis of Constant-Lift and Free-Tip Rotors. J. of the American Helicopter Society, Vol. 28, No. 1, January 1983.

17.

18,

90

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A n a l y t i c e v a l u a t i o n s of f o u r d i f f e r e n t p a s s i v e a e r o e l a s t i c d e v i c e s appended t o h e l i c o p t e r r o t o r b l a d e s i s p r e s e n t e d . The d e v i c e s c o n s i s t of a p a s s i v e tuned t a b , a c o n t r o l coupled t a b , and a l l - f l y i n g t i p and a harmonic d i l a t i o n a l a i r f o i l t i p ; e a c h d e v i c e w a s conceived f o r improving e i t h e r aerodynamic performance, or r e d u c i n g v i b r a t o r y c o n t r o l l o a d s o r hub s h e a r s . The e v a l u a t i o n w a s performed u s i n g a comprehensive r o t o r a e r o e l a s t i c a n a l y s i s ( t h e G400PA code w i t h a p p r o p r i a t e m o d i f i c a t i o n s ) , t o g e t h e r w i t h d a t a for a r e a l i s t i c h e l i c o p t e r r o t o r b l a d e ( t h e UH-60A Blackhawk), i n h i g h speed f l i g h t (90 m/s, 175 k t s ) . The r e s u l t s of t h i s s t u d y show t h a t s i g n i f i c a n t performance (L/De) g a i n s c a n be a c h i e v e d w i t h t h e a l l - f l y i n g f r e e t i p . R e s u l t s f o r t h e harmonic d i l a t i o n a l a i r f o i l t i p show t h e p o t e n t i a l f o r moderate improvements i n L/D,. Finally, the r e s u l t s f o r t h e p a s s i v e tuned t a b and t h e c o n t r o l coupled t a b , as c o n f i g u r e d for t h i s s t u d y , show t h e s e d e v i c e s t o b e i m p r a c t i c a l . S e c t i o n s are i n c l u d e d which d e s c r i b e t h e o p e r a t i o n of e a c h d e v i c e , t h e r e q u i r e d G400PA m o d i f i c a t i o n s , and t h e d e t a i l e d r e s u l t s o b t a i n e d f o r each device.

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