LONGITUDINAL AND LATERAL TRIM OF A HELICOPTER,

COMPUTATION OF THE PERFORMANCE PARAMETERS

ALESSIO MELITA

University of Pisa Aerospace Engineering Department

Via Caruso, 56122 PISA Phone 050 2217211, Fax 050 2217244
Email: alessio.melita90@gmail.com

ABSTRACT

The main purpose of this paper is to study the static stability or trim of particular a helicopter. This analysis is
performed separating the longitudinal and lateral forces and moments acting on the helicopter rotor and
body, depending on different forward flight speeds. For the treatment of the problem has not been necessary
to perform in-depth study of the aerodynamic and dynamic behavior of the rotor in an advanced flight since
they were exploited already processed results. In the first part of the paper is described the helicopter and
how it has been invented, then, in the following chapter it is described the functioning of the rotor and the
elements which compose it. After that is introduced the autorotation phenomenon.
In the main part of this paper is given a concrete analysis of the trim problem through the equilibrium
equations about the forces and moments in longitudinal and lateral planes in the forward flight. During this
analysis are calculated the coefficients involved in the trim condition. All coefficients are shown in graphs,
obtained with MATLAB ,for different flight speed ratio. At the end of the analysis are described the helicopter
performances in forward flight and in condition of autorotation (endurance, range, rate of descent and slope
of trajectory in autorotation).

INTRODUCTION

The helicopter belongs to those flying machines lifting in the air thanks to specific aerodynamic surfaces.
These surfaces generate the aerodynamic forces needed to overcome weight and drag.
Helicopters are rotary wing aircrafts in which, unlike fixed wing aircrafts, lift and thrust are supplied by the
same device: the main rotor. This is made of two to five blades connected to a central hub; the hub is then
fixed to the shaft. The relative wind between the air and the blades generates the lift to sustain the whole
rotorcraft and since the blade itself rotates with respect to the air, it is possible to hover at zero forward
speed; it therefore takes off and lands vertically. The forward motion is provided by inclining the rotor disc in
the wanted direction through the cyclic pitch stick, giving a cyclic feathering and flapping motion to the blade.
In this way, the lifting force has a component in the forward direction. The lifting force magnitude is changed
through the collective pitch stick, which increases or decreases the pitch of all the blades at the same time.
For most helicopters the disc load, assumed as the ratio lifting force magnitude rotor disc area, is typically
2
ranged between 100 and 600 N/m . The torque generated by the engine and transmitted to the main rotor
involves the creation of a reaction torque to be cancelled. To do this, a second rotor generates an opposite
torque balancing the main one. This is the reason why a helicopter always needs two or more coupled
rotors. The reference and standard configuration for most rotorcrafts is the one adopting a main rotor and a
tail rotor whose eccentric thrust creates the opposing torque. Other configurations include tandem opposite
rotating rotors, coaxial opposite rotating rotors and side by side opposite rotating rotors.