XH-51A COMPOUND HELI COPTER DESIGN AND DEVELOPMENT

by
P. W. THERI AULT and D. R. SEGNER
Lockheed- Cal i forni a Company
Burbank, Cal i forni a
AIAA Paper
No. 65-75?
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

3
XH-51h COMPOUND HELICOPTER DESIGN AND DEYELOPmNT
P. W. Theri aul t a M D. R. Segner
LCCXmED-CAmOPNUI COWANY
"ABSTRACT"
Several i mporttnt design considerations are discussed rel ati ve to t h e application of the
lockheed ri gi d rotor concept to a conpound helicopter.
in the adaptati on of the XH-51A hel i copter to t he compound eonfigvration uti l i zi ng B J-60
j et engine for aui l i ar) . thrust ar e presented.
compound program* included wind tunnel and f l i ght tests of both three and four-bladed
rotor configurations. Fl i ght tests of the compound configuration through Phase I and
PhaSe I1 are described and results both in term. of measured data and handling char8c-
tel zsti cs ar e presented.
wi l l be presented.
Speci al conditions encountered
Test- undertaken to mpport the m-5U
A movie summarizing the XS-5lA compound hel i copter pmgrem
INTRODUCTION
Over the past seven years the I ockheed-Celifornia Company has been engaged i n t he de-
velopment of a ri gi d rotor system designed to provide a Si gni fi cant improvement i n t h e
handl i x qY alitie8, speed, and general uti l i ty of the helicopter.
t h i s n r k were company wed and covered analytical studies, w i d tunnel tests, free
f l i ght model tests, and culminated in the design and eonshcti on of B full scale research
'vehicle, t he CL-L75, in d i e h various confi gurati ons of t he ri gi d rotor wstem yere test-
ed i n fl i ght.
The inltial phases Of
F0113wlrq the lockheed sponsored f l i ght development work wi th the CL-L75, two M-5lA re-
Search hel i copters were designed, ConStNcted Bnd f l aw under a contract bded j oi ntl y
*The XH-51A conpound hel i copter program was conducted under Contract NO. DA-Lh-177-AMC-
1W(T), spon9ored by the u. S. Amy Aviatmc. Wateriel laboratories.
- 1 -
by the U. 5. Amy end t he u. S. Navy. These two research machines f wther explored the
potenti al Of the ri gi d rotor concept as a i ) uE hel i copter. This contract YBS completed
by a mi l i tary research evaluation at the 1'. S. !i'aval A i r Test Center, Patuent, Yaryland
in late 1963.
Subsequently, the i. s. hlmy hvi ati on 'l ateri el Laboratories at Ft. %stis, Va., contract-
ed with the I ocbeed-Cdi f orni a Coxpny f or further research and expl orati on of the high
speed f l i ght characteri zti cs of the Lockbed ri gi d rotor system. I n parti ml ar, the ob-
j ecti ve of these following programs was to emlore t h e Characteri sti cs of the ri gi d rotor
when operating u a empound hel i copxr. I t is the purpose of this paper to descri be the
features of the ri gi d mtar perti nent to eoxpaund f l i ght, the desi gn features of the M-SlA
c0mpoY"d Vehicle, the mpport testi ng that was accomplished, and the resul ta of the f l i ght
test PPOgram.
FIGm H)TOh rSATJBS
The Ioekheed ri gi d mtor system is shorn schematically i n Fig. 1.
CantileYered from the hub with a si ngl e degree of freedom about t he bl ai e spaoi ti se axis
f or changing blade angl e of attack. I n addition, a unique control systemi s incorpor-
ated featuri ng a control gyro and a spring cartri dge arrangement Yhich ;irmides a high
degree Of stabi l i ty and control l abi l i ty for the pi l ot. The detai l desi gn features and
characteri sti cs of the Lockheed ri gi d rotor haYo been described i n previ ous papers.*
It features blades
r2n important feature of the ri zi d rotor Bystemappears especi aUy attracti ve, however,
den Considered relstive to the compwmd mode of f l i ght.
abi l i ty of the ri gi d rotor to rai ntai n f U 1 control 7ouer independent of t he m-tude
of the lift on the rotor.
systems i n which the control capabi l i ty Of the hinged systemi s a di rect f meti on of
the l i f t on the rotor.
This feat- relates to the
This f actor i B i n direct contrast to conventional hinged mtor
tl gure 2 illLqtrates i n si npl e form the force diagrarr, f or a
*FOP example see paper enti tl ed "Results of t he XH-51A Rigid Rotor Research Helicopter
?rogram", by W. 3. Statl er, R. h. Heeppe, and E. S. Cruz of Iockheed-CaLiEornia Company.
- 2 -
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

!>japed rotor vehi cl e i n vkich the pi l ot has caused a di fferenti al i n lift from one side
of the rotor to the other by lwvement of the cycl i c control Sti ck
di f f erenti al in l i f t is to rotate the rotor plane rel ati ve to tire fuselage md the fuse-
lage oi l y responds to the of f set Of the e lift Vec t o r from the Center of gravity.
'The effect of the
For a given rotati on of tne rotor p l a e , then the response of tts f usel ee is di rectl y
proprti ol al to t he total lift on the =OM*.
li fundaremal di fference WCUI hawe7 in t h e ease of the i rgi d rotor, 'ig. 3. +ere the
di f f erenti al in lift acm4s the rotor reacts a5 a moment on the fuselage resdti ng ir: im-
mediate iespanse of the vehicle.
%ne response making me contml of the vehi cl e a k c t i on 0911 of the amount of cycl i c
blade pi tch intrcduced. Therefore, unloading the ri gi d rotor i n campound f l i ght modes
does not affect contrcl characteristics and el i dnates the need f or a u i l i q aerodma-
$ac e, cmtrol trar.sition 2nd corndination
The magnitude of the total mtor l i f t does i.at affect
control suf aees for high speed rliight.
problem are eli*nated and consi stent control respoilse characteri sti cs =e maintained re-
gardless of the rotor l i ft.
The abi l i ty t o reduce the Xft On the rOMr to essenti al l y zer o in high speed f l i r ht has
several e wdy wor t ant benefits. Fi r st , the col l ecti ve and cyclic pi tch angles re-
quired of the rotor blades at high sped ar e considerably reduced resul ti ng in mch lower
vi brati on levels and blade st r esses than woul d otkmi se be possible.
blade stall is eliminated the-bby rewdr% ore of the prislr., livitins facbra an eonven-
ti onal machines i n high w e d fl i ght.
the ri gi d rotor when applied to a compowvi hel i copter configuratirm.
To explore t hese benefits the U. S. Amy Aviation Hateriel l aboratori es a w d e d a re-
search contract to the Icckheed-CalifOrmia Company i n April 1964 to mdifg one of *&
Iaekheed X&5U hel i copters to a compound configuration.
the Xd-51A campound cmf i wati on derired f r w the basic m-5U helicopter.
objective of tk f i r st p n s e of the W-51A compawui prrograa was to ac&eve a k ~ e l ni ght
speed of 200 ho t s and explore the general fiat characteri sti cs of t he ve5iele mer
the entire speed range.
Seeolll, retreati ng,
.U1 of tkse features i adi eated a high potenti al for
Fig. L shows a photograph of
The primary
The semnd ?ham of t h e pmgrur. called f or a marimvm l mel
- 3 -
f l i dht w e d of 230 bot s and further expl orati on af the s l e d load factor diairam parti c-
ul arl y i n the high speed range.
the >ro-rmwith the only confi ewati on changes reqvlred involved minor changes to the
empennage and vindskield sui"ort.
A l l obj ecti ves of t hese tw phases yere exceeded duri ng
XE- SU SC?<.l'liG g?:SI.>N
;onzistent vi m the iesem-cn obj ecti ves, ti - rmi f i cati on of one of the i i - Sl A machi nes
to the conpcw~d design was to be accomplished atr!miaun Cost. Stcdi es of warn to pro-
v i d e nuxiliiry Cowar d ?repulsion for a conpound mode of f l i ght i adi cated the si mpl est
w a n 5 woul? be to i nst al a swnlus j et meire wi t 1 its om inde:endent controls.
LPadeoff stwy vas made of eldsting .let EwiMS perti nent to the subj ect i nstal l ati on.
?},e eYalYBtion included tne J 69- T- 25 witrl a 588 level mi l i tmy thrust of 695 pounds at
20i knots, the J ES-5 wi t h a sea level mi l i t a r y mmst of 1820 powds at 2W hots, and
t i e J-60-P-2 with a mi l i tary thlust of a10 p u d s at 2 ( 0 hots.
vas cal cal ated to be 1200 pounds at 2W bots, and 2200 pounds at 2 9 hots.
The sel ecti on of the JSO engine i b-5 ma d e on the tol l owi ng basis.
A
The required j et thrust
1.
7.
It was better matched to meed .:oal 0: 230 bot s t m n the oti er j et engines.
A single enshe would allow one d:ie of t i s i he l age to be m~1UCt ered f or an
emergency exi t.
h nacelle complete with strucbnal attacmnts wa5 avai l a~l e I i m a T39A anb
could be used wlth a minim. nodi fi cati cn.
360 engines wer e available through Amy sowces.
A si ngl e J M, ill l i ghter than eitrer tu0 389s OT t l i r ec S6Y9' s.
3.
L.
5.
The Jbo j et engine i 8 located on the left si de i n a fmuard i osi ti urt ( Ci p. 5) opposite
t he pi l ot in order to allow the pi l ot free egress i n an; emergen-, to keep the lateral
and l ongi tudi nal center of g~avi t] l wati ons *thi n allowable l i mi ts, 2nd to balance )ax-
i ng moment caused by the cambered tai l rotor ?yl m at niz!~speetis. m ver %i c~l l ocati on
of the j et engine vas sel ected meh that the j et t hT U st i ector i : r ~R d ~ ri;U.ml i twi ng
- h -
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

3
moment about the vehicle's center of gravi ty wh i l e, at the same time, providing reasonable
i sol ati on of the hori zontal tail and tai l rotor fromthe j et exhaust.
CaLculatiOns i ndi cated the Ying area should be establ i shed at 70 square f eet to essenti al l y
unl oad the rotor completely at a speed goal of 230 hots. (Fig. 6)
taining B l i ghtvei ght wi n g struct- and of mi ni ni ai ng the ri ng down load i n hover i n as-
pect rati o of L.05 and a tapeP reti o of .S were selected. The wing posi ti on on the fuse-
lage was sel ected to minimize nacelle wing i nterference vhile at the s- time mai nt ai n-
ing a relative simple carrythrough structure f or the wing.
ti ons i ndi cated the center of gravi ty would be shi fted approximately two to three inches
to the left due to the assmetri cal configuration resul ti ng born the i nstal l ati on Of the
j et engine and correspondingly the center l i ne Of the Wing ~8 l ocated at the cg sl i ghtl y
to the l ef t of the center li-e of the vehi cl e.
offset the battery and instrumentation :od was mounted on the ti ght wing ti p. To enswe
autorotati on capabi l i ty i i th the campound configuration, wing spoi l ers were i nstal l ed on
the upper surface of the wing at ap?roaamately 30% Chord so that the pi l ot could destmy
the l i f t on the Xi ng and increase the load on the roto? system f or the purpose of provld-
i ng autorotati on capabi l i ty at him speeds.
Since the ri gi d rotor provides a1 control capbi l i ty as explained previously.
I n t h e ori gi nal XI-51.4 eor.figuration, B cambered tail rotor pylon (NE. 7) was included
to help provide the required anti-torque yawing moment in forward f l i ght and thus rel i eve
the l oads on the tai l rotor i tsel f .
m-51 compound configuration md the f i n ar'aa i s increased by a sir inch chord extension
aft of the trai l i ng edge.
the torque of the main rotor is low because this rotor i s unloaded.
i ng moment then uill be due to the j et tmst mul ti pl i ed by i ts l ateral offset.
kmta the yawing moment, due to *,he of f set j et engine, i s almOst exactl y balanced by the
cambered b i l rotor pylon.
68 pounds, with the mj or load being carri ed on the tal rotor pylon.
I n the i nterest of ob-
Xeight and balance calcula-
To further reduce the center Of gravi ty
io other movabl e emfaces were incorporated
T hi s cambered tai l rotor pylon is retahed on the
I n the conpound conf i weti on when operating at high speeds,
The major uobalanc-
A t 250
For thi s condition, the tai l rotor thrust requirement is a d 7
- < -
The general arrangement of the compound configuration is shown in .Fig. 6.
of t he vehicle increased from the basic 361rO lbs. f or the hel i copter confi gurati on to L5W
l bs. f or the compovnd configuration. The basic rotor system developed an the XI - 51~ hel i -
copter uaa employed wi th no changes &atsoever to the system.
recon3 that muing the compound test program the rdor ti p speeds exceeded a Mach nvmCer
Of 0.92 without the development Of anY si gni fi cant problems, in spi te of the f act the
theoreti cal ti p cri ti cal Mach number i s 0.8.
The gross weight
Thus it i s notewmthy to
supmm TESTING
Tests conducted to suppon the campovnd programconsisted pri mari l y of three separate pro-
grama.
Of the basic tllselage with empennage but without rotors.
program was to develop a snitable fillet betveen the j et nacelle and fuselage to minimize
i nterference &e& The drag data obtained wi th the f i nal f i l l et conf i yrati on i ndi cated
an equivalent f l at pl ate area of less than three Sq u a r e f eet f or the fusel age, wing, and
nacelle configuration.
tern of stabi l i ty and the requi red setti ng f or opthum trim.
Three incidence setti ngs on the hori zontal tail weye tested permi tti ng a real is ti^anal-
ysi s Of t r i m requirements and loads on the stabi l i zer.
shift of the wing centerline of fi ve inches to the left of tne fusel age centerl i ne xae
optimumto compensate f or the unsynrmetrical planform of the wing with the j et engine
mounted an the l ef t si de.
The f i r st of these involved conducting a wind b e l test of a U5 s c al e model
The primary 2urpose of this
The test al so pmvided data on hori santal tai l effecti veness i n
The data also confinred a l ateral
The Second progran undeitaken involved further erpl orati on of the speed load factor en-
velope of the t hee bladed ?J (-5lA hel i copter (Fig. 9 ) with peti cul ar eaphasi s on the
ef f ects of l arge l ateral Center of gravi ty offsets on maneuvering ChiU-acteristics of t?e
ri gi d rntor.
f actors to 2.05 5'9 nit:;out any unusual changes i n handling characteri sti cs.
shows a comparison of l ongi tudi nal stabi l i ty at 65 bot s f or three l ateral center of g a -
- 6 -
l ateral Center af gravi ty Of f sets uP,tO L.5 i nches were tested at load
Ti c. 10
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

vi ty positions.
l ateral centel of papi ty offsets.
fi gurati on due to as mt r i c al engine mounting, therefore, could easi l y be aeconuaodated
my minor changes i n stabi l i ty ane evident as t resul t of si ,-ni fi cant
lateral center of gravi ty offsets i n t ne co;n?ound con-
based on thi s data.
The third programconcerned an erabation of t he four blade rotor systemon the XX-5l A
hel i copter configuration. (Fig. 11) Ground and f l i ght tests were conducted on this con-
fi gurati on to establ i sh an i ni ti al basel i ne of data l dth the four blade rotor. These data
were used for comparison with t he t hree blade mtw and for veri fi cati on of the sel ecti on
of the foVr blade system f or the eom?oud helicopter.
One Of the advantages of the four blade mtor y d ~ expected to be an inmrw-nt i n maneu-
vering stabi l i ty.
f our blade mt O r S and i ndi cates the anti ci pated improvenent was realized.
3ent Was one Of the f actors leading to the choioe Of the four bl ade rotor f or the coin-
p m d configuration.
mtor i nstal l ed i s sidlar to that f or the three bl ade potor.
of the two mmf i pati ons then ar e sihllar except f or tne improvement i n Sti ck forces per
?ip. 12 shows a campallson of maneuvering stabi l i ty f or the three and
This improve-
C ontml sower both l ateral l y and l ongi tudi nal l y wi th tk four blade
HdL i ng characteri sti cs
g vi th f oruad speed wi th the four blade reto7 noted a k i e .
A number of autorotati on entri es were made at speeds from 60 to 120 knots.
characteri sti cs were noted during these tests.
a function of normal l oad factor wa$ i nvesti gated to pmvide basel i ne data for cozparisan
with the compound autorotati on characteri sti cs wd to develo? gi l oti ng techniques for the
very high Speed autorotati on entri es antici?ated i n the compound f l i ght test program.
The reSUlts of t h i s test i ndi oated that control Of ai rsped and mtoi speed dvrlng the
initial Stages of autorotati on entry at hi gkr s?eeds i s wre readi l y attai nabl e by hold-
i ng the col l ecti ve i n a nearl y fixed psi ti on while Iegulating mior speed dth load fac-
tor appl i cati on and ai rspeed with descent rate.
cyclic control to keep the mtor speed within prescribed limits and reducing ai rspeed to
an appropriate range is less readi l y ettai nabl e.
NO adverse
hotor pa control during autorotati on as
Control by use of Wt h col l ecti ve and
- 1 -
Other SuoDOrting programs N t h as stati c load measurements, whi r l tower teste, and labora-
tory ?merams were also conducted as part of the development phase but vi11 not be report-
cd i n this p a ~r .
LY-SlL C O P O W VK SCL E L I XT hCS!iLTs
Although a Speci fi c obj ecti ve of the .W-51A cOnOO,3ound program was to meet or exceed certain
l evel f l i ght speeds and load factors, qual i tati ve answers to a number of questi ons from a
?i l oti ng viewpoint were equal l y important. Questions rel ati ng to the technique of transi -
ti on from hel i copter to Canpound flight .node, effects of wing stall on handling Chmacter-
i sti cs, automtati on entry at high speed, and maneuvering characteri sti cs d high sped
canmared to a fi xed wing ai ml ane canld best be --red by direct pi l ot cmments.
of t he following eoments are therefore qual i tati ve i n nature.
Some
Fig. 13 shows the l evel f l i ght perfor-ce of the compound configuration. Thi s figure
i ndi cates the trade off betvem Collective blade setti ng and euri l i vy thrust over the
airspeed envelope.
Setti ngs up to 150 knots.
provided the lowest level of blade stresses ani vi brati on.
held constant for the remainder Of the speed extension tests.
thi 5 col l ecti ve setti ng essenti al l y unlmads the mai n rotor at spds of 203 knots and
beyond.
at high speed i ndi cated thi s setti ng provided enti rel y sati sfactory chapacteti sti cs re-
qui ri ng no col l ecti ve manipulation unti l the hel i copter had decelerated to conventional
hel i copter autorotati on airspeeds.
ig. l h i ndi oates the speed load factor envelope of the compound Configuration.
di cated, a maximumlevel f l i ght speed for +.he Compound Of 236 lolots was obtained which
is the f astest known speed achieved witn any rotary w i n g vehicle. I n addi ti on a max i -
mum load factor of 1.9h gs and a minimun load factor of 0.33 gs was obtained at a speed
of 200 knots.
Several tests were nm with Tarious col l ecti ve and auxiliary thrust
A t this speed a col l ecti ve pi tch angle Of 3.h to 3.8 degrees
Thi s setti ng Y ~ S therefore
The data i ndi cates that
One f i nal factor influenced this col l ecti ve retti ng. torotation entry testi ng
A s i n-
This capabi l i ty ref l ects the advantage of unloading the rotor i n high
- 8 -
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

3
speed f l i ght.
As pointed out earlier, the abi l i tg of the cmpound eonfigvration to Unload the rotor at
high speeds has other Si gni fi cant benefi ts.
compound hel i copter i n tu0 impoptant parameters, nmel y, blade cri ti cal bending moment
and cabin vi brati on.
reduction i n both of these parameters, cornoared to the hel i copter, as the rotor i s un-
loaded i n f omad f l i ght.
xund i n the testi ng QO f m is the cri ti cal nsch number on the advancing blade of the
rotor which tef l ects an increased vi brati on l evel and B lateral trim shi f t at the higher
speeds. T hi s ef f ect may be al l evi ated by designing the blades for a thinner ti p ai rf oi l
seeti on or by slowing the rotor rotati onal sped.
xaneuvering stabi l i ty, i n terns of control forces rewi red to p r d c e normal load factors,
was i nvesti gated over a f l i ght envelope of 100 to 2W bots.
Fig. 15 co.?.?aes the pure hel i copter and the
A s can be ~ e e n from the test data the canpound i ndi cates B decided
The only l i mi ti ry factor to forvard speed evident on the con-
These date are shorn i n
Fig. 16. Tuo characteri sti cs are significant. First, the cycl i c control force per g re-
main~ posi ti ve throughout the range Of speeds i nvesti gated although i t becomes progress-
i vel y l i ghter as g ' s are increased. Second. the i ncreased control sensi ti vi ty with air-
speed is also evident. Phi s sane characteri sti c h8s been found nore Or less vni versal l y
in both pur e hel i copters and fi xed wing aircraft. The prcblem i s not too si gni fi cant,
but it does i ndi cate future compound hel i copters w i l l requi re some mems of adjusting
control Sensi ti vi ty to match the f l i ght enVMment.
Autorotation entries were i nvesti gated progressi vel y over the f l i ght envelope up to and
including speeds of 195 knots cal i brated airspeed.
di f f i cul ty i n maintaining prnper control of rotor rpm.
strong and maneuvering was performed wi th ease.
Although the ri gi d mtor, i n operating at near zero l i ft, has an advantage i n that its
drag is l ow md hence rate O f 'pm decay i s reduced, it still requires new atomtsti on
entry tecnniquea at high speed.
the ni l ot to deploy the spoi l ers a8 =on 85 the engine fai l - yas sensed (or simulated).
- 9 -
A t all speeds, the pi l ot reported no
Control effecti veness -mined
The simplest nethod found dvring these teets was for
This permitted the ~el ati vel y high rotor angles of attack required f or autorotati on to be
developed without pmducing excessive loads on the ai rcraf t. Once the spoi l ers were de-
ployed, a climbing twr, was entered to PPoduCe ti e necessary i ncrease in angle of attack
and to assi st i n decel erati ng the aiPCrbft to nore comentiorull speeds.
euver, the pi l ot could easi l y control rotor rpn by simply increasing or decreasing hi s
rate of tum.
entered ta f urther assist the decel erati on to l ower f l i ght speeds.
attai ned, the awri l i ery thmst was modulated to Continue flil:ht and penni t an apt-
landing site to be sel ected. k i n g tests sucn as these it was snown that l evel f l i ght
could easi l y be maintained and the nel i copter could be operated qui te sati sf actori l y as
an B"tOgn-0.
Dvring thi s man-
Auxiliary engine thmst was reduced to i dl e soon af ter the autorotati on was
Once these speeds were
Blade stsl l was not noti ceabl e at any poi nt during the test program.
f l i ghts up to densi ty al ti tudes of 1 2 , W feet shoued the value of the conqowd a,ipmazh.
It i s under t hese condl ti ons that bl ai z stall l i mi tati ons and Snbsequent decw of hand-
l i ng qual i ti es and control ape usual l y encountered in conventional rotor sjstems.
the m-5U conpound, a speed of 263 mph was reackd at aoproxinately 12,OW i eet densi ty
al ti tude.
level conditions, and agai n there was no apparent blade stall pohl em.
High-altitude
In
Stabi l i ty and control characteri sti cs remained essenti al l y uncharged fro* sea-
Although Specific tests were not conducted to evaluate wiwd stal l , many conditions were
encountered *ere the ef f ects c? high angle attack w e r ~ evaluated.
procedure following uei-tical takeoff invo1;ed accel ?ri ti ng to speeds of 55 - do knots
using j et thmst. A t thi s speed the col l ecti ve control is lowered to i ts rai se setti nz.
The acti on i s mch l i ke rai si ng the : l a x on air>l?ne ani t.as about the 5- effect.
Some fuselage rotati on i s necessarj ~ol l owi ng l0weTin; tne col l ecti ve handle and dmi ng
the program resul tant psi ti ve angles Of attack as r i g> as 200 were obtained at low speeds.
These zigh angles were not accompanied by an) of the adverse ef f ects usual l y associated
with Wing stall. Even i n f l i ght conditions *ere the spoi l ers were extended to destroy
the l i f t on the wing, no unnsual trL i s.ufts 01. handling characteri sti cs yere evident.
The abi l i ty of the rotor ai d wing to share l i f t appropriate to the f l i ght condition is
<or exm4l e, t he
- 10 -
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

- l l -
FIG. 1 MAIN ROTOR CONTROL
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

1
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

j , . .
fl G. 8 GENUL Ml ANGMNl Cy X H J U COMl OUND
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

/
I:2
- XH-51A
4 DUDES
x-' I
-
3 sum
4 1.6 1.8
FIG. n UML FLIGHT ERFCWWKE
3-0 A
AIRSSICEWNOIS
FIG. U FUGHT D!ZERMNFD SWD AND LOAD FACE4
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7

FIG. I5 FLIGHT DATA COMPARISON OF HELKOF'ER AND COMWUND
LOAD FKToIGq' i
FIG. 16 WNEWLUNG STu l u Ty OF COMPOUND CONFIGUUTlON
FIG. l7 XHdl ACoUFUIND W FLIGHT
D
o
w
n
l
o
a
d
e
d

b
y

C
o
r
d

R
o
s
s
o
w

o
n

M
a
r
c
h

5
,

2
0
1
3

|

h
t
t
p
:
/
/
a
r
c
.
a
i
a
a
.
o
r
g

|

D
O
I
:

1
0
.
2
5
1
4
/
6
.
1
9
6
5
-
7
5
7