NASA TN D-189

TECHNICAL NOTE
0-189

STATIC-STABILITY MEASUREMENTS OF A STAND-ON TYPE

HELICOPTER WITH RIGID BLADES, INCLUDING

A COMPARISON WITH THEORY

By George E. Sweet

Langley Research Center

Langley Field, Va.

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

WASHINGTON Februaxy 1960
 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

TECHNICAL NOTE D-189

,
STATIC-STABILITY MEASUREMENTS OF A STAND-ON TYPE
HELICOPTER WITH RIGID BLADES, INCLUDING
A COMPARISON WITH THEORY
By George E. Sweet

SUMMARY

Results of an investigation in the Langley full-scale tunnel of a

small stud-on type helicopter in low-speed forward flight are presented.
The rotor blades were fixed at the roots and had preset coning angles.
The results include measurements of forces and moments and static-
stability derivatives determined from these measurements.

These tests indicate that forward speed of the helicopter would be

limited to approximately 17 knots because of large stabilizing pitching
moments. Pitching moments and static-stability derivatives for the iso-
lated rotors as deduced from the helicopter measurements are compared
with rigid-rotor theory. For the isolated rotor, the pitching moments
and the static-stability derivatives with respect to angle of aitack may
be estimated by meus of rigid-rotor theory provided that a linear-
longitudinal-inflow variation is considered.

INTRODUCTION

It has been demonstrated (ref. 1) that a man standing on a Jet-

supported p .atform is capable of controlling the platform by bo'y motions.
The-feasibility of apply& this concept of control to the helicopter was
demoristrated by means of the rotor-supported platform described in ref-
erence 2. As a result of these investigations, several helicopter con-
figurations incorporating this principle of control were built. One of
these configurations was the subject of a concurrent flight and a theo-
retical study renorted in reference 3 which were undertaken to determine
the static- and dynamic-stability characteristics (see figs. 1 and 2).

Results of reference 3 indicated that the longitudinal control power

was insufficient to trim the machine at speeds greater than abo,ut 16 knots
and that the longitudinal oscillations of the aircraft were unstable
throughout the speed range. Because of a decrease in the period of the
2

oscillations, control became more difficult as forward speed increased.

At some speed near 16 knots, the dynamic motions became uncontrollable
since there was no excess control power available. During a flight dem-
onstration by the military, a crash occurred at near maximum level-flight
speed. Since reference 3 was not available at that time, there was some
question as to the cause of the crash. There was speculation as to
whether the machine had become uncontrollable because of a longitudinal
instability or whether there had been a collision between the blades of
the coaxial rotors due to blade bending. Therefore, full-scale wind-
tunnel tests of one of the aircraft were conducted. The purposes of the
tests were to measure the overall aerodynamic characteristics, to deter-
mine the static-stability derivatives as an aid to the dynamic studies,
and to determine the clearance between the rotor tips.
This report presents the aerodynamic characteristics including
static-stability derivatives of the aircraft as determined in the Langley
full-scale tunnel. The thrust, H force (component of rotor resultant
force in plane of rotor), and pitching moment of the rotor alone are
compared with calculations based on rigid- and flapping-rotor theory.
Equations for the H force and pitching moment of a rigid rotor are devel-
oped. Equations for the longitudinal static-stability derivatives of a
rigid rotor with respect to angle of attack, tip speed, and forward
velocity are also developed. Calculations based on these equations are
compared with the measured derivatives.

SYMBOLS
b

a slope of curve of section lift coefficient against section

angle of attack in radians

80 constant term in Fourier series that expresses p; hence, the

rotor coning angle, radians

b number of blades per rotor

C blade-section chord, ft

C mean profile drag coefficient of rotor blade section

d,0

ce equivalent blade chord (on thrust basis), , ft

 3

H
CH rotor drag (H force) coefficient,
nR2p (4x3)

rotor thrust coefficient, T

CT
nR2p( m)2

L aircraft torque coefficient, Q

cQ
6 n ~( m~ 2~
p
9
1
Y
C'Y aircraft side-force coefficient based on tip speed,
nR2p( a?I2

D
C'D aircraft drag coefficient based on tip speed,
nR2p( srR)2

L
C'L aircraft lift coefficient based on tip speed,
nR2p( a?)*

C'm,r rotor pitching-moment coefficient about body axes based on tip

speed, %r
2
xR2p(QR) R

C'2,W aircraft rolling-moment coefficient about wind axes based on

tip speed, %r
nR2p (a?)%

CIItl,W aircraft pitching-moment coefficient about wind axes based on

tip speed, My, r

cln,w aircraft yawing-moment coefficient about wind axes based on

tip speed, Mz, r

nR2p( a?)%
4

D aircraft drag, lb .\

f equivalent flat-plate area representing parasite drag, based on

unit drag coefficient, D/q, sq ft n

H H force, component of rotor resultant force perpendicular to

the control axis (in this instance rotor-shaft axis) in the
plane of the airflow, positive when it opposes the transla-
tional motion, lb

lift, lb

rotor pitching moment, lb-ft unless otherwise noted

aircraft rolling moment about wind axis, lb-ft unless otherwise

noted

MY,w aircraft pitching moment about wind axis, lb-ft unless other-
wise noted

MZ,w aircraft yawing moment about wind axis, lb-ft unless otherwise
noted -
P aircraft power required, Q!d/750, hp

dynamic pressure, lb/sq ft

rotor torque, ft-lb

r radial distance to blade element, ft

R blade radius, ft

T rotor thrust, lb

UP component at blade element of resultant velocity perpendicular

both to blade-span axis and UT, ft/sec

UT component at blade element of resultant velocity perpendicular

to blade-span axis and to axis of no feathering, ft/sec
v velocity, ft/sec unless otherwise noted

Vt induced velocity at tip of rotor, ft/sec

 5

-12 CTm
vO momentum theory value of rotor-induced velocity,

ft/sec
1
V rate of change of induced velocity per rotor radius along
longitudinal axis of rotor at r = 0, ft/sec

Y side force, lb

U rotor angle of attack, angle between axis of no feathering

(in this instance rotor-shaft axis) and a line perpendicular
to the flight path, positive when axis is inclined rearward,
radians unless otherwise noted

B blade flapping angle; angle between blade-span axis and plane

perpendicular to axis of no feathering (in this instance
rotor shaft axis), radians
-
8 blade-section pitch angle; angle between line of zero lift of
blade section and plane perpendicular to axis of no feathering
(in this instance rotor shaft axis), radians

h inflow ratio,
V sin a - vo
m

tip-speed ratio,
V cos a
m
P mass density of air, slugs/cu ft
a rotor solidity, bCe/JrR

X wake skew angle tan'l - -,

c1
A
radians

JI blade azimuth angle measured from downwind position in direc-

tion of rotation, radians unless otherwise noted
6

R rotor a
nmr velocity, radians/sec
a

Sub s c r i p t s :

i induced

0 profile

APPARATUS ,
L
6
The t e s t apparatus i s shown i n s t a l l e d i n t h e Langley f u l l - s c a l e 9
tunnel i n f i g u r e s 1 and 2. A complete d e s c r i p t i o n of t h e f u l l - s c a l e 1
tunnel is given i n reference 4.

Model
m
The p r i n c i p a l dimensions of t h e t e s t vehicle and t h e r o t o r blades
a r e shown i n f i g u r e 3 . The a i r c r a f t i s an unducted stand-on type h e l i -
copter having two, two-blade, coaxial r o t o r s . Control about t h e pitching -
and r o l l i n g axes i s accomplished by simple body motions. Rotor t h r u s t
i s varied by c o l l e c t i v e changes i n t h e speed of t h e coaxial r o t o r s while
d i r e c t i o n a l control i s obtained by d i f f e r e n t i a l changes i n r o t o r speed.
The rotors a r e powered by a 40-horsepower, reciprocating engine driving
through a transmission having a speed-reduction r a t i o of 10.7 t o 1.0.
The upper r o t o r t u r n s clockwise and t h e lower r o t o r counterclockwise as
viewed from above. For these t e s t s t h e reciprocating engine w a s replaced
by a 150-horsepower, variable-frequency e l e c t r i c motor ( f i g . 2 ) .

The r o t o r s have a diameter of 180 inches ( f i g . 3 ) and an equivalent

s o l i d i t y of 0.071. The blades a r e fixed a t t h e root, and have p r e s e t
p i t c h and coning angles. During these tests t h e upper r o t o r blades had
go of p i t c h and a coning angle of 5' while t h e lower blades had 10' of
p i t c h and a coning angle of 3'.

The blades were constructed of wood wrapped with g l a s s cloth. They

were untwisted and had 2-to-1 l i n e a r plan-form t a p e r r a t i o measured from
t h e center of r o t a t i o n . The blade-section p r o f i l e varied from NACA 0018
a t t h e center of r o t a t i o n t o NACA 0009 a t t h e t i p .

For these t e s t s a clothing-display dummy w a s i n s t a l l e d on t h e a i r -

c r a f t t o simulate t h e aerodynamic e f f e c t s of a human p i l o t . (See
f i g s . 1 and 2 . )
.
*
 7

Instrument a t ion

The a i r c r a f t w a s mounted from the wind-tunnel support system by a

I -
six-component strain-gage balance which was used t o measure t h e forces
and moments on t h e model ( f i g s . 2 and 3 ) . Motor torque was measured by
means of a strain-gage beam torquemeter. The accuracy of t h e balance
and torquemeter w a s as follows:

Lift,lb.. ........................... k5
i Drag, l b . ............................ 22
6 Side force, lb .......................... k75I
9
1 Pitching moment, l b - f t . . . . . . . . . . . . . . . . . . . . . . +5
Rolling moment, l b - f t . . . . . . . . . . . . . . . . . . . . . . +11
4
Yawing moment, l b - f t . . . . . . . . . . . . . . . . . . . . . . . +2
Motor torque, f t - l b . . . . . . . . . . . . . . . . . . . . . . . +1

The speed of each r o t o r w a s measured by magnetic pickups mounted at

each r o t o r . The s i g n a l from these pickups w a s used t o d r i v e an e l e c t r o n i c -
I C pulse-counter frequency meter. Rotor-speed measurements a r e accurate t o
*3 rpm.
The a i r c r a f t angle of a t t a c k and d i f f e r e n t i a l r o t o r speed were con-
t r o l l e d remotely by means of e l e c t r i c actuators. Angle of a t t a c k w a s
measured by means of a standard NASA control p o s i t i o n t r a n s m i t t e r having
an accuracy of f0.1~.

Tunnel airspeed w a s measured by a propeller-type anemometer located

ahead of t h e model as shown i n figure 1. Airspeed w a s read t o t h e nearest
1/2 knot.

Clearance between t h e t i p s of the coaxial r o t o r s w a s measured a t

the probable point of minimum clearance, namely at 90' azimuth on t h e
lower r o t o r and 270° azimuth on t h e upper r o t o r ( f i g . l), by means of
a modified o p t i c a l - e l e c t r o n i c blade-tracking instrument. Measurements
are accurate t o t h e nearest 1/2 inch.

TESTS

.. Rotors Removed

The forces and moments on t h e aircraft fuselage with t h e r o t o r blades

4 reiiioved were measured over a range of angle of a t t a c k and forward speed
8

which included t h e l e v e l - f l i g h t conditions of t h e a i r c r a f t . During these

-
t e s t s t h e r o t o r hubs were operated a t about 500 rpm. These t e s t s were
made t o determine t h e contribution of t h e fuselage t o t h e o v e r a l l char- * I

a c t e r i s t i c s of t h e machine.

Rotors I n s t a l l e d

Trimed f1iRht.- The forces and moments, motor torque, r o t o r speed,

angle of attack, and blade clearance of t h e a i r c r a f t were measured f o r
trimmed, l e v e l - f l i g h t conditions a t several values of forward speed from L
hovering t o 33.6 knots. It should be noted t h a t , i n t h i s report, trimmed 6
f l i g h t r e f e r s t o trimmed lift, drag, and yawing moment as indicated by 9
t h e strain-gage balance. Pitching moments were r e s t r a i n e d by t h e balance 1
and were measured r a t h e r than t r i m e d . A constant l i f t of approximately
483 pounds w a s set a t each value of forward speed by adjusting the motor
speed. The rotor-shaft angle of a t t a c k was adjusted u n t i l the o v e r a l l
drag force w a s zero as indicated by the strain-gage balance. The yawing
moments were trimmed t o zero by adjusting t h e d i f f e r e n t i a l speed (i.e.,
torque) between t h e upper and lower rotors.

S t a t i c - s t a b i l i t y derivatives.- A number of t e s t s were a l s o made t o -

determine t h e s t a t i c - s t a b i l i t y derivatives of t h e a i r c r a f t over t h e speed
range. Derivatives were obtained with respect t o changes i n angle of
attack, forward speed, and t i p speed. A trimmed condition w a s s e t a t a
p a r t i c u l a r speed, and then small independent changes were made i n angle
of attack, velocity, and t i p speed. The r e s u l t i n g changes i n forces,
moments, and torque were then measured. These d a t a were p l o t t e d i n non-
dimensional form, and t h e slopes were measured t o obtain the d e r i v a t i v e s .

Corrections.- Tunnel stream-angle corrections have not been applied

t o t h e measured data because they a r e small, being of t h e order of -0.5O.
Unpublished d a t a obtained from an e a r l i e r t e s t of t h i s a i r c r a f t i n t h e
Langley f u l l - s c a l e tunnel with a ground r e f l e c t i o n plane i n s t a l l e d agree
with data of t h e present investigation. Since t h e change i n t h e wind-
tunnel configuration produced no observed changes i n experimental r e s u l t s ,
jet-boundary corrections must be negligible and therefore were not applied
t o these data. Jet-boundary corrections f o r these tests would be expected
t o be small since t h e r o t o r i s s m a l l with respect t o t h e wind-tunnel cross
s e c t ion.

Axis system.- Measured d a t a f o r t h e R i r c r a f t , both with and without

r o t o r s , are presented with reference t o a center of g r a v i t y located
27 inches above the point midway between t h e coaxial r o t o r s . The data
a r e presented f o r a system of wind axes, designated X, Y, and 2 which
a r e shown i n f i g u r e 4(a). C h a r a c t e r i s t i c s of t h e i s o l a t e d r o t o r s a r e
referenced t o a center of g r a v i t y located midway between t h e r o t o r s . The
r o t o r axis system shown i n f i g u r e 4(b), commonly used i n t h e description
of r o t o r aerodynamics, i s used f o r the presentation of t h i s portion of
t h e data. I n t h i s system, r o t o r t h r u s t i s normal t o t h e t i p - p a t h plane,
Y

and rotor H force is normal to thrust in the longitudinal plane. Side

force is orthogonal to both rotor thrust and drag. (See fig. 4(b).)

RESULTS AND DISCUSSION

The results of the tests conducted in the Langley full-scale tunnel

to determine the aerodynamic and static-stability characteristics of the
complete aircraft are presented in the following sections. Force and
moment characteristics of the aircraft with the rotor blades removed are
presented first. The performance and static stability of the aircraft
with rotors operating are then discussed. Finally, the longitudinal
characteristics of the isolated rotors are presented and compared with
calculations based on rigid-rotor (blade-element) theory.

Tests With Rotors Removed

The effect of forward speed on the aerodynamic characteristics of

the aircraft fuselage-pilot combination with the rotor blades removed is
summarized in figure 5. The results are shown for the angles of attack
which correspond to the subsequent tests with the rotors operating. Drag
and pitching moment are the only components which show significant varia-
tions with speed. The measured drag closely follows the equation D = qf
(where f is a constant 10.3 square feet). The side-force component,
which was not presented in figure 5, was essentially zero for the speed
range investigated.

Rotors Operating

Trimmed flight.- The variation of the aircraft angle of attack,

force and moment coefficients, rotor speed, and power required for
trimmed level flight between hovering and 36 knots are presented in fig-
ures 6 to 8. Lift was held essentially constant at 483 pounds during
these tests. Force and moment coefficients presented in this paper are
based on rotor tip speed.

It is noted in figure 6 that the angle of attack required for trim-

med flight is linear and has a slope of -1.0' per 3 knots of forward
speed. Since the lift was held constant, variations of lift coefficient
with forward speed (fig. 6) are a function of rotor speed. (See fig. 8.)

Probably the most significant aircraft characteristic is the

pitching-moment coefficient (fig. 7). The pitching-moment coefficient
required €or trim increases almost iinearly with forward speed. A
200-pound man leaning forward 12 inches from an erect position is capable
10

of applying about 2,400 inch-pounds of nose-down moment t o t h e a i r c r a f t .

A s s u m i n g t h i s t o be the maximum a v a i l a b l e control moment, f i g u r e 7 indi-
-
cates t h a t the s t a b i l i z i n g pitching moments of t h e a i r c r a f t could not be
trirmned a t speeds above 17 knots. This agrees c l o s e l y with t h e l5.5-lmot d

maximum trimmed forward speed given by reference 3.

The v a r i a t i o n of r o t o r I-otational speed and t o t a l power required

f o r trimmed l e v e l f l i g h t a r e shown i n f i g u r e 8. The required power w a s
computed from the measured motor torque and t h e r o t o r revolutions per
minute by assuming t h a t t h e r e w a s no slippage i n t h e V-belt transmission.
N o t a r e s were applied t o these data. The shape of t h e power-required L
curve i s t y p i c a l of helicopters. This f i g u r e i n d i c a t e s that approximately 6
40 horsepower i s required f o r hovering at a l i f t of 483 pounds. 9
1
Rotor-tip clearance.- Clearance between the t i p s of t h e coaxial
r o t o r s was measured a t t h e probable point of minimum clearance, namely
a t 90' azimuth on the lower r o t o r and 270° azimuth on t h e upper r o t o r .
Measurements were made a t speeds between hovering and 36 knots. A small
portion of t h e data presented i n f i g u r e 9 was obtained from t h e previously
mentioned wind-tunnel investigation of t h e a i r c r a f t . The clearance a t
zero rpm w a s 10.2 inches. The clearance decreased t o approximately I

92 inches i n hovering. Only minor v a r i a t i o n s from t h i s value were

observed throughout t h e speed range.

S t a t i c - s t a b i l i t y derivatives.- The v a r i a t i o n of a i r c r a f t s t a t i c -
s t a b i l i t y derivatives i n c o e f f i c i e n t form w i t h tip-speed r a t i o i s shown
i n figure 10. These derivatives were measured from f a i r e d curves of
t e s t data. Side-force derivatives, which a r e not presented, were essen-
t i a l l y zero.

Isolated-rotor c h a r a c t e r i s t i c s . - The forces and moments f o r i s o l a t e d

r o t o r s i n the longitudinal plane were obtained by subtracting t h e d a t a
with the r o t o r s removed from those obtained w i t h t h e r o t o r s i n s t a l l e d a t
t h e same angles of a t t a c k and forward speed. This approach i s not s t r i c t l y
correct as it i s assumed t h a t t h e a i r c r a f t - f u s e l a g e and p i l o t character-
i s t i c s remain unchanged by interference when t h e r o t o r s a r e i n s t a l l e d .
Nevertheless, the r e s u l t s obtained from t h i s approach w i l l be considered
herein as c h a r a c t e r i s t i c s of t h e i s o l a t e d r o t o r s .

Despite t h e f a c t t h a t t h e r e was an undetermined amount of flapping

motion because of blade f l e x i b i l i t y , the calculated c h a r a c t e r i s t i c s a r e
based on t h e assumption of completely r i g i d r o t o r blades. Forces and
pitching moments f o r the r o t o r alone a r e a l s o compared w i t h calculations
f o r a f u l l y a r t i c u l a t e d r o t o r . The flapping-rotor calculations, assuming
t h e blades a r e hinged a t the center of r o t a t i o n , a r e based upon blade-
element theory given i n chapter 8 of reference 5 . Equations f o r t h e
r i g i d - r o t o r c h a r a c t e r i s t i c s a r e derived i n appendixes A t o D. All
 11

calculations and derivatives a r e based on t h e assumption that coaxial

r o t o r s may be replaced by a s i n g l e rotor of equivalent s o l i d i t y ( r e f . 6 ) .
The blade p i t c h and t h e preset coning angle of t h e upper r o t o r are
assumed t o be those of t h e equivalent r o t o r . The blade-section-lift-
c o e f f i c i e n t slope ( a = 5.73) and t h e mean blade-section d r a g c o e f f i c i e n t
= 0.012 were assumed t o be constant.
(Cd, )
Rotor thrust, H-force, and moment coefficients.- The measured t h r u s t ,
H-force, and pitching-moment coefficients f o r t h e r o t o r alone a r e compared
with r i g i d - &d flapping-rotor theories i n f i g u r e s 11 t o 13. The rigid-
r o t o r calculations consider the presence of a l i n e a r longitudinal varia-
t i o n of inflow as described i n reference 7.

The use of t h i s inflow d i s t r i b u t i o n does not imply t h a t e i t h e r t h e

a c t u a l or t h e e f f e c t i v e inflow d i s t r i b u t i o n over the r o t o r d i s k i s
accurately pictured i n t h i s manner. Its use i s j u s t i f i e d simply on t h e
grounds that previous work ( r e f . 8) has shown improved agreement between
theory and experiment i n t h e case o f t h e l a t e r a l flapping of a f u l l y
a r t i c u l a t e d r o t o r . This l a t e r a l flapping i s equivalent t o t h e longi-
t u d i n a l pitching moment of a r i g i d rotor.

Figure 11 shows a comparison of measured t h r u s t c o e f f i c i e n t f o r t h e

r o t o r alone with t h a t calculated f o r r i g i d and flapping r o t o r s . Through-
out t h e speed range t e s t e d , t h e measured t h r u s t c o e f f i c i e n t s a r e i n rea-
sonable agreement with theory. Variation of thrust c o e f f i c i e n t , measured
and computed, i s primarily a function of r o t o r speed since t h e t h r u s t
changes a r e small. It should be noted that t h e average contribution t o
thrust (over an e n t i r e r o t o r revolution) of e i t h e r first-harmonic flapping
o r of a l i n e a r inflow d i s t r i b u t i o n i s zero. Consequently, t h e r e s u l t s of
the calculations f o r both the r i g i d and t h e flapping r o t o r s a r e i d e n t i c a l
( f i g . 11).

Figure 12, a comparison of measured H-force c o e f f i c i e n t s with r i g i d -

and flapping-rotor calculations, indicates poor agreement between measure-
ments and theory. The l a r g e discrepancies shown here may be p a r t l y
a t t r i b u t a b l e t o t h e assumption of no interference between t h e r o t o r and
the remainder of t h e a i r c r a f t .

Figure 13 shows a comparison of measured r o t o r pitching-moment coef-

f i c i e n t s with theory f o r a flapping rotor, a r i g i d r o t o r with longitudinal
inflow variation, and a r i g i d r o t o r with uniform inflow. The pitching
moment f o r a flapping rotor, hinged a t t h e center of r o t a t i o n , i s of
course zero. The r i g i d - r o t o r calculation w i t h uniform inflow i s a func-
t i o n of r o t o r coning only (eq. (~16)),and it accounts f o r l e s s than
half of t h e measured pitching-moment c o e f f i c i e n t . The c a l c u l a t i o n f o r a
r i g i d r o t o r with inflew vari=%icn ( f i g . 13) i n d i c a t e s t h a t t h e magnitude
of pitching moment of a t r u l y rigid-rotor system probably could be
12

estimated with reasonable accuracy f o r speeds t o a t l e a s t 35 knots. Note .

that pitching moments f o r t h e r o t o r system t e s t e d , which is o n l y semirigid,
would be increased by blade deformations which tend t o increase t h e coning
angle, and would be decreased by deformations which increase flapping.

Rotor-alone s t a t i c - s t a b i l i t y derivatives. - Figure 1 4 shows a com-

parison of measured and computed s t a t i c - s t a b i l i t y d e r i v a t i v e s f o r t h e
r o t o r alone as a f'unction of tip-speed r a t i o . Derivatives of thrust,
H-force, and r o t o r pitching-moment c o e f f i c i e n t s with respect t o velocity,
r o t o r speed, and angle of a t t a c k a r e included. Generally speaking, t h e
calculated derivatives with respect t o angles of a t t a c k show t h e b e s t L
agreement with measured derivatives. 61
91
Figure 14(a) shows a comparison between t h e measured and t h e c a l - 1
culated derivatives of t h r u s t c o e f f i c i e n t with respect t o t i p speed.
Because of t h e l a r g e discrepancy between t h e measured and t h e calculated
derivatives, a discussion of t h e significance and use of these deriva-
t i v e s in calculating thrust changes i s warranted. Note that

where the subscripts o and 1 represent t h e values before and after

-
a change i n t i p speed. A s a consequence of t h e d e f i n i t i o n of t h r u s t
coefficient, To and T1 a r e

To = C stR2p(l;lR), 2
TO

So t h a t , upon s u b s t i t u t i n g equations ( 2 ) and ( 3 ) i n t o equation (1)

I n a sample case ( f o r t h e t e s t r o t o r a t p = 0.08), t h e f i n a l term

of equation ( 4 ) contributes only about 10 percent t o t h e t o t a l calculated
change i n t h r u s t . Thus, the l a r g e discrepancies between theory and meas-
urement shown by f i g u r e 1 4 ( a ) a r e of minor Fmportance i n predicting
changes i n t h r u s t f o r changes i n t i p speed. The physical significance

of t h e derivative -
&T
may be seen i n equation ( 4 ) . If a c ~i s s e t
- to
am am
zero, AT becomes proportional t o differences i n (srR)2. Thus - acT is
am
only a measure of t h e degree by which T departs from a p e r f e c t propor-
t i o n t o (sLR)2. Figure 15 shows a comparison of t h e measured and t h e
calculated d e r i v a t i v e s of t h r u s t with respect t o m. Note t h e apparently
improved agreement over t h a t shown f o r t h e d e r i v a t i v e -
aCT i n fig-
am
ure 1 4 ( a ) . Notice that AT can be found more simply i f t h e derivative

i s expressed as
aT
-
am
instead of 2,
- since

AT=AflR-
aT (5)
am
The foregoing discussion indicates t h a t it may o f t e n be simpler t o
s e t up t h e equations of motion f o r r o t o r s i n dimensional r a t h e r than
nondimensional terms. In t h i s manner, t h e equations may be considertibly
shortened. Note, f o r example, t h e additional terms required i n order t o

describe a change i n t h r u s t i n equation ( k ) , which uses -

*T rather
am
t h a
aT
-
am'

CONCLUDING RFMARKS

The r e s u l t s of t h i s wind-tunnel i n v e s t i g a t i o n of t h e aerodynamic

c h a r a c t e r i s t i c s of a stand-on helicopter i n forward f l i g h t i n d i c a t e t h a t
t h e forward speed of t h e complete a i r c r a f t would be l i m i t e d t o below
17 knots because the s t a b i l i z i n g pitching moments would become g r e a t e r
than t h e estimated available p i l o t control moment. Also measurements
show t h a t t h e t i p clearance between t h e coaxial r o t o r s of t h e a i r c r a f t
w a s never l e s s than about 5 inches during any phase of t h e t e s t s .

An analytical. study of t h e i s o l a t e d r o t o r system i n d i c a t e s t h a t

r i g i d - r o t o r pitching moments and s t a t i c - s t a b i l i t y d e r i v a t i v e s may be
predicted w i t h reasonable accuracy, provided a longitudinal inflow
14

variation is assumed. Omission of the longitudinal inflow variation in -I

some cases leads to large errors. For example, if onlythe effects of

rotor coning are considered, less than one-half of the moment coefficients
are predicted.

Langley Research Center,

National Aeronautics and Space Administration,
Langley Field, Va., September 23, 1959.

L
6
9
1
 APPWM A

. DEYELOPMENT OF DRAG AND PITCHING-MOMENT

EQUATIONS FOR A R I G I D ROTOR

Rotor Drag Coefficient CH

L The equation f o r t h e profile-drag component of t h e r o t o r drag

6 force H, as given by equation ( 5 0 ) on page 197 of reference 5 , is
9
1

The rotor-induced drag component, as given by equation (52) on page 197

of reference 5, i s

R a
Hi = k-
2x
-$ pac + f3 cos Jr + (BUTUP + Up2)sin dq dr

where

and

cos p - R
v 1 cos cos - r @
dt
-v cos a cos 9 s i n

(A41

The expression -v‘ cos Jr cos p which has been added t o t h e

R
equation f o r Up given i n reference 5 describes a l i n e a r v a r i a t i o n of
16

rotor induced velocity in the longitudinal plane (fig. 16). The expres-
sion for v' (ref. 7 ) in the terminology of this report is

vo = vo tan -
X
v' = Vt - 2

where X, the wake skew angle, is defined as

L
x Cr
= tan-1
-x 6
9
1
By definition

For a rigid rotor -

dB is zero and /3 equals the rotor coning
dt ,.
angle w. A s coning is usually small, less than 8O, it is assumed that

and

Substituting expressions ( A 5 ) , ( A 6 ) , and ( A 7 ) into equations ( A 3 )

and (Ab), UT and Up may be written as

and

up = Am - A ' Q r cos * - qom cos JI

3Y

Upon substituting expansions for UP and UT into equations (Al)

and (A2) and integrating around the azimuth, the equation for H force is

which when integrated with respect to r becomes

L
6
9
1

or, in coefficient form

h'ao pao2
oat': - + - o +--
cH = 4 3 2

Rotor Pitching-Moment Coefficient C Im,

The pitching moment of an element of a rigid rotor blade, illustrated

in figure 16, may be expressed as

where nose-up moments are considered positive. The equation for the
thrust increment dT as given on page 189 of reference 5 is

Substituting the above expression into equation (+U2), the differential

moment equation becomes
18

A f t e r substituting equations (A8) and (Ag) i n equation (Al3) and per-

forming the indicated integrations, t h e equation f o r r o t o r pitching
moment becomes

or, i n coefficient form,

L
6
9
1

and with uniform inflow

Cfm,, = E?(!)
4 3
 APPENDIX B

DEXJ3LOPMENT OF EQUATIONS FOR T”!3 STATIC-STABILITY DERIVATIVES

OF A R I G I D ROTOR FOR CHANGES I N SHAFT ANGLF: a, FORWARD

VELOCITY V, AND ROTOR TIP SPEED i2R

Thrust Coefficient Derivatives

The equation f o r t h r u s t coefficient as given on page l9O of r e f -

erence 5 is

or

By s u b s t i t u t i n g f o r p and A, t h e preceding equations become

and

2
T = 1 pabc(QR)R(; 0m + 0 ~ a +2 v s i~n a -~ ~
4 m

The p a r t i a l derivative of equation (Bl) with respect t o shaft angle of

attack a is
20

The p a r t i a l of equation ( B 1 ) with respect t o forward v e l o c i t y V is

t h e p a r t i a l derivative with respect t o r o t o r - t i p speed QR is

1
The p a r t i a l of t h r u s t given by equation (B2) with respect t o t i p
speed i s

Rotor H-Force Derivatives

After expanding p, A, and A' by means of t h e i r d e f i n i t i o n s ,

equation ( A l l ) becomes

V cos a %v' a. 2V cos a 0V cos a ,

CH = - +-+ - I V sin a - vo)
3m 2m
_.

The p a r t i a l derivative of equation (B7) with respect t o shaft

angle a i s then
 The p a r t i a l d e r i v a t i v e with respect t o forward v e l o c i t y V is
-- -1

039)
L The p a r t i a l derivative w i t h respect t o r o t o r t i p speed S1R is
6
9
1

Pitching-Moment Derivatives

After s u b s t i t u t i n g the d e f i n i t i o n s f o r h’ and p i n equation (Al5)

t h e r o t o r moment equation becomes

The p a r t i a l d e r i v a t i v e of equation (B11) with respect t o s h a f t angle a

is

i
The p a r t i a l d e r i v a t i v e with respect t o forward v e l o c i t y V is

.
22

and t h e partial derivative with respect t o r o t o r t i p speed SZR is

0314)
am

Expressions f o r t h e derivatives of vo and v ’ with respect t o

a, V, and ilR a r e developed i n appendixes C and D, respectively.
L
6
9
1
 23

APPENDIX c

DEVELOPMENT OF MPRESSIONS FOR INDUCED VELOCITY AND

INDUCED VELOCITY DERIVATIVES FROM MOMENTUM AND

BLADE-EIXMENT CONSIDERATIONS

Expression for Average Rotor Induced Velocity vo

From momentum theory

1
cTm
vo =
iFT2
but from the blade-element theory of reference 5 (eq. (21), p. 190)

Therefore, by substituting equation ( C 2 ) into equation (Cl)

vo =

8(h2 + p2rI2 + ua

from which the induced velocity may be found by iteration.

Derivatives of Average Induced Velocity

Equation (C3) may be written as

0 = O(v0,a,S1R,V)
24

where

e+ ep2 +
cp = 'VO + v a)
1/2
8(A2 + p2) + ua

from which t h e desired derivatives may be obtained by i m p l i c i t d i f f e r -

e n t i a t i o n as follows: L
6
9
1

where by p a r t i a l d i f f e r e n t i a t i o n of equation ( C 3 )

and

-
a0 = --\A
2 ' 2 + p2>1/2 - 2VOh + -ua
m 1/2 4m
h 0 (m)2(A2+ v')

By s u b s t i t u t i n g the above expressions i n t o equation (C>), t h e p a r t i a l

of vo with respect t o a becomes
r 1

- + -aa
m
4Y

The p a r t i a l of vo with respect t o V determined i n t h e same

manner i s

or
L
6 V~(V - vo s i n a)
9
1/2
- s ( 2 e p cos a
8
+ s i n a)
1
+ Cr4
m2h2

and t h e p a r t i a l of vo with respect t o C!R is

or

.
.
26

APPENDIX D

DEVELOPMENT OF EQUATIONS FOR THE DERIVATIVES OF VI

For t h e l i n e a r longitudinal v a r i a t i o n of induced v e l o c i t y which i s

assumed herein, v ' , as a consequence of i t s d e f i n i t i o n , i s t h e difference
between the induced velocity a t t h e t r a i l i n g edge of t h e r o t o r disk and
t h e mean induced velocity. (See f i g . 16.)
L
From reference 7, i n t h e present notation 6
9
1

v ' = vo t a n x
- = cp(v0,~) 01)
2

Thus,

where

A s a consequence of equation (D3)

\
aa + ./'
?E(?!- avo a4
ax\&,
\

The p a r t i a l d e r i v a t i v e of vo with respect t o a i s given by

equation ( C 6 ) . The following terms a r e obtained by e x p l i c i t d i f f e r -
e n t i a t i o n s o f equations ( D l ) and (D2):
 -h
= VO
ax 1 + cos x

L
6

Similarly an expression for the partial of v' with respect to V

is obtained from equations (Dl) and (D3) and i s

Expressions for ?E,

avo
32
av
Y - *ax' and -
a#
h0
are given by equations (D5),

(C7), (D6), and (D7)' respectively. The partial of CP with respect

to v is

Making use of equations (Dl) and (D3), the partial of v' with
respect to s2R is

where -
am is zero and the terms and -
h0
are given
. by equations ( D 5 ) , (CS), (D6), and (D7), respectively.
28

REFEEENCES

1. Zimmerman, C. H., Hill, Paul R., and Kennedy, T. L.: Preliminary

Experimental Investigation of the Flight of a Person Supported by
a Jet Thrust Device Attached to His Feet. NACA RM L52Dl0, 1953.

2. Hill, Paul R., and Kennedy, T. L.: Flight Tests of a Man Standing
on a Platform Supported by a Teetering Rotor. NACA RM L54B12a,
1954.
L
3 . Townsend, M. W., Jr.: Stability and Control of Unducted Stand-On 6
Helicopters: Preliminary Theoretical and Flight Test Results. 9
.
Rep. No. 404 (Contract DA 44-177-TC-392), Dept Aero. Eng., 1
Princeton Univ., Nov. 1957. (Available From ASTIA as Doc. No.
AD 120524.)
4. DeFrance, Smith J.: The N.A.C.A. Full-scale Wind Tunnel. NACA
Rep. 459, 1933.
5. Gessow, Alfred, and Myers, G m r y C., Jr.: Aerodynamics of the Heli-
copter. The Macmillan Co., c.1952.

6. Harrington, Robert D.: Full-Scale-Tunnel Investigation of the Static-

Thrust Performance of a Coaxial Helicopter Rotor. NACA TN 2318,
1951-
7. Coleman, Robert P., Feingold, Arnold M., and Stempin, Carl W.:
Evaluation of the Induced-Velocity Field of 811 Idealized Helicopter
Rotor. NACA WR L-126,1945. (Formerly NACA ARR L5ElO.)

8. Wheatley, John B.: An Aerodynamic Analysis of the Autogiro Rotor

With a Comparison Between Calculated and Experimental Results.
NACA Rep. 487, 1934.
l a -a

I *
I Figure 2.- Test apparatus. L-37-2916.I.
 (a) Schematic diagram of aircraft.

1
'-
32

tC
U
l-

TT

(a) Wind axis system.

Figure 4.- Axis and force notation showing positive directions of forces
and moments.
 33

(b) R o t o r axis system.

Figure 4.- Concluded.

34

50

40

30

D, l b

u)

10

---
0

Figure 5.- Variations of a i r c r a f t l i f t , drag, yawing moment, pitching

moment, and r o l l i n g moment with v e l o c i t y f o r t r i m angles of attack.
Rotors removed, simulated p i l o t i n s t a l l e d .
 35

0 4 8 12 16 20 24 28 32 36
v, knots

Figure 6.- Variations of a i r c r a f t angle of a t t a c k , lift, drag, and side-

force c o e f f i c i e n t s with velocity at trimmed f l i g h t conditions. Rotors
operating.
36

.
0 4 8 12 16 20 a 28 32 38
v, knots

Figure 7.- Variation of aircraft pitching-, rolling-, and yawing-moment

coefficients with velocity at trimmed flight conditions. Rotors
operating.

70

0 , radians/sec 60

50

0 4 8 12 le 20 a 28 32 38
v, knots

Figure 8.- Variation of aircraft rotor speed and total horsepower with
velocity at trimmed flight conditions. Rotors operating.
0
w

0
I
n

0
)r\

0
(u

0
PI

0
 aci
-
anR ’
aec/it .

120

80

acl
- 9
aa
40

1
radian8
0

-40
0 .04 .06 .12 .16
CI

(a) Aircraft lift-coefficient derivatives.

I Figure 10.- Measured static stability derivatives.

 39

ox

.
-008

ac;
-
aa

- 1
radlane

0 .08 0 12 16
cr
(b) Aircraft drag-coefficient derivatives.

Figire 10.- Continued.

40

0 .a .os .12 * 16

( c) Aircraft pitching-moment coefficient derivatives.

Figure 10.- Continued.

5Y

41

eec/ft

-06 LLLu_uII

0 04 0 og 0 12 16
cr
(a) Aircraft rolling-moment coefficient derivatives.
Figure 10.- Continued.
42

-.4 c

80X

40
a&,
aa
1 0
radians

-40
0 -04 .08 .le .16
CI.

(e) Aircraft yawing-moment coefficient derivatives.

Figure 10.- Continued.

 43

-
acQ,
aa
1
radians

- 100
0 .04 .os .12 16
w

(f) Aircraft torque-coefficient derivatives.

Figure 10.- Concluded.

44

cr

0 4 8 12 16 20 24 28 32 36

v, knots
Figure 11.- Comparison of experimental rotor-alone thrust coefficient
with the calculated thrust coefficient for rigid and flapping rotors.

0 4 8 12 16 24 32 36

v, knots

Figure 12.- Comparison of experimental rotor-alone H-force coefficient

with calculated H-force coefficient for rigid and flapping rotors.
 45

v, knots

Figure 13.- Comparison of experimental rotor-alone pitching-moment coef-

c
ficients with moment calculations f o r rigid and flapping rotors.
46

0 .04 .Od .12 .16

Y

(a) Rotor thrust-coefficient derivatives.

Figure 14.- Comparison of experimental rotor-alone static stability

derivatives with calculations based on rigid rotor with nonuniform
inf10.~.
 -
acH,
av
eec/rt

.01

-*02

40x

-20
0 .04 08 .12 16
Ir.

(b1 %tor &=a& coef ficient derivatives.

Figure 14.- Continued.

 .

aec/ft

200: ,-5

160

120

radians
40

-40
0 .04 .08 .12 .16
P

(c) Rotor pitching-moment derivatives.

Figure 14.- Concluded.

 49

2.0

1.6

* ,aT,
lb-eec
afLR ft
1.2

ad

a4

0 a 04 .ob 0 12 .16
Lc.

Figure 15.- Comparison of experimental and celculated r o t o r - t h r u s t deriv-

a t i v e s with respect t o rotor t i p speed.
 .

Figure 16.- Thrust moment and induced velocity notation.