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DTIC
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AUG9 384:)
B
THESIS
AN ANALYSIS OF
THREE APPROACHES TO THE HELICOPTER PRELIMINARY
DESIGN PROBLEM
by
Allen C. Hansen
March 1984
84 08 O9 054
UNCLASSIFIED
.. ... ..... I.. ) __ __ _ __ __,_ __ _ __ _ __ _
""" 1. AUTHON(eJ
•S. CONTRACT Oft GOINT NUNOSM,()
Allen C. Hansen
1. 'ERPORMING OR@ANIZAIION NAM AND A SR ISlNNRO TASK
AI•A&WOX UNIT NUMtlrIS
Naval Postgraduate School
,Monterey, California 93943
11. CONTROLN•1O OFFICE NAME AND ADDRoE,,SS It. REPORT DATE
Naval Postgraduate School March 1984
Monterey, California 93943 NU961 OF POU
11.
116
"14. MONITORING AG1NC1 NAME A ADDORSSI( EIfrdtE how C•n.t.o.*.n Of.f.) s. SEcuRITy CLASS. (of thi ?n.,t)
Unclassified
-. ,S. Ise. OEIASSI
SC;H KULE.F1 C ATIONI DOWNOR ADIN3
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........ eIf)
"*
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aspart)
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7I. OISTRIUTION STATEME1NT (?0 1100 *1*t t agntoin In iloek 20. It dIfferal ftm Re060)
it. KEY waRI@.S (Conthwe on i#eVe8e did* ff "aeaeeyawd ldsnllt by 6164k ""ouhm)
Sensitivity
Preliminary Helicopter Design
, Carpet Plots
HESCOMP
.•. AISTRACT (AIMue 44 Foemse sidleI.D... . a,,
. Idatg
4 by
.. b60.k .) ....
Three methodologies from which to approach the problem of
preliminary helicopter design are explored in this paper. The
first is a sensitivity analysis of the basic helicopter per-
formance equations. The purpose here is to ascertain where
reasonable simplifications can be made that do not seriously
-. 5 degrade the accuracy of the results. The second is a graphical
parametric design method, known as Carpet Plots. In this method
S.... - "5 *. .. . - . .- .. . . .. , . .., * ,,. 5. , ,- .. *:.. +, +" *'* _ • , ... . •' + .,",,. .,'tj m ,w '+ %
UNCLASSIFIED
-. ij41?Y CLASSIFICATION OF THIS PA0901'hot Date Entered)
4i.
Accession For
NTIS GRA&I
DTIC TAB
Uxiannounced
".-Distributlon/----
0 Aovailabillty Codes
00 :1 Avall ond/or
UN•CLASS I FIED
2 SECURITY CLASSIFICATION OP THIS PAGE("WOeI' Dot& Fniered,
S.l
Approved for public release; distribution unlimited.
An Analysis of
Three Approaches to the Helicopter Preliminary
Design Problem
by
Allen C. Hansen
Lieutenant, United States Navy
B.A., University of Pennsylvania, 1976
from the
NAVAL POSTGRADUATE SCHOOL
March 1984
Author: ~(
"Approved by:
Thesis Advisor
3
ABSTRACT
provided.,-
4
TABLE OF CONTENTS
I INTRODUCTION . . . . . . . . . . . . . . . . . . 10
i A. GENERAL . . . . . . . . . . . . . . .. . 10
C. DISK LOADING . . . . . . . . . . . . . . . . 14
D. POWER LOADING . . . . . . . . . . . . . . . 14
E. COEFFICIENT OF THRUST AND POWER . . . . .. 14
F. HOVER POWER . . . . . . . . . . . . . . . . 16
G. HELICOPTER SIZING ...... . . . . . . . 18
H. FIGURE OF MERIT . . . . . . . . . . . . . . 19
I. TAIL ROTOR SIZING . . . . . . . . . . . . . 23
E. WEIGHT EQUATIONS . . . . . . . . . . . . . 39
F. GRAPHICAL ANALYSIS .... ............. ... 45
.. . . . . . . . . . . . .. . . .
let IV HsCOo
A. DESCRIPTION OF PROGRAM . . . . . . . . 54
B. PROGRAM MODIFICATIONS AND
IMPLEMENTATION ...... . S6
C. PROGRAM FLOW . . . . . . . . . . . . . 57
D. PROGRAM INPUT .... ............. ... 59
E. PROGRAM OUTPUT . . . . . . . . . . . 59
V. CONCLUSIONS AND RECOMMENDATIONS . . . . . . 60
APPENDIX A: NOMENCLATURE ...... ..... . 62
APPENDIX B: CARPET PLOT FORMULATION FOR
20,000 LB. CLASS HELICOPTER ..... 64
.4
6
LIST OF TABLES
N
/7
.9
g.
S,,
m7
LIST OF FIGURES
'S..t
ACKNOWLEDGMENT
'I
:99
,ON
N/ -
I• INTRODUCTION
A. GENERAL
The helicopter design process, the subject of numerous
articles and studies is an evolving discipline that borders
on being an art. A successful design must balance the
user's needs and desires against practical capabilities.
With the introduction of composite materials and new
technologies, principally in rotor and engine performance,
significant advances have been made in helicopter capabil-
ities. In some instances, the performances of hybrid
helicopter designs rivals that of a similarly sized conven-
tional aircraft. For example, the YVX, a joint Boeing-Bell
venture, will have the hover and low speed capabilities
10
Generally, these programs integrate aircraft configuration
sizing, performance and weight calculations in an iterative
process. An example of a computer design program for heli-
copters is the Helicopter Sizing and Performance Computer
Program [HESCOMP], orginally developed by Boeing-Vertol
. for NASA. This program is currently used as a wide number
of institutions conducting studies in helicopter design.
On the opposite end of the spectrum would be sensitivity
design studies using the performance cquations. Surprisingly
v. accurate simplications of these equations can be made. This
provides the designer with an excellent method for doing
first cut preliminary helicopter sizing at a low cost.
B. OBJECTIVE
This report is an investigation of several of the
methods employed in the preliminary design of a helicopter.
11
4 W-1,K dWa %W41WT r r
C.i system.
* 4
V,
.12
Wwu 'U '
A. DESCRIPTION OF PROBLEM
the specifications.
Historically, there are a number of variables in the
'UI
performance equations of helicopters which may be treated
as constants. This may allow for significant simplifica-
tions and aid in the preliminary design process.
in this section, a sensitivity analysis of the per-
formance equations is done. In a sensitivity analysis,
each parameter [or variable] is varied in order to deter-
mine its effect on the equation. Variables which are
shown to have little effect may be treated as constants and
4. the equation simplified accordingly.
B. SOLIDITY
"Solidity, a , is the fraction of the disk area that is
aa
bc
R (2.1)
13
C. DISK LOADING:
DL = WEIGHT
(2.2)
mw. W 21
aW W (lb/ft 2
'p 7rR
D. POWER LOADING
SW
PL - p7n (lb/hp] (2.3)
T ROTOR THRUST
PL = • = ROTOR HORSEPOWER (lb/hp] (2.4)
in
CT a T T (2.S)
I established as:
14
P P
C -•v 3 (2.6)
~' ApV~T R p(nR)
coefficients.
CT AP T
ApVT.67
T
Ap(I.167) 2 (2)
S-T
Ap(l.361)
15
cm
CP P3
P .(2.6)
ApFl1677)
AP (1,589)
F. HOVER POWER
The total power in a hover is made up of two terms,
Pi VVin T
(2.8)
T
- . + p0 (2.9)
16
1- w...
3 2
P
"T ...T /
A(R) (2.10
C1
P C2 R2
+r- (2.11)
equal to zero.
dP a 0 - 1 2 C2 R (2.12A)
2
C1
or =- 2 2C R2 (2.12B)
1 7. . . . . .;, r. . . . . .. . . . e e
G. HELICOPTER SIZING
A simplified relationship between the total power
required, gross weight and rotor radius can be developed in
the following manner.
The total power required to hover equation for the main
rotor was developed in the preceding section and is
repeated here for clarity.
PT " i + P0 (2.9)
18
The resulting equation with these assumptions incor-
porated into a constant, X , is:
47.527 PT R >> K1 bc
Thus,
W [47.527 PT RJ2/
( 3 (2.14)
19
TABLE 2.1
20
a..
In a hover, the figure of merit may be written as:
FMI PL -L
(2q15)
5
CT 1 .
p
21
A
Previous studies have shown that a figure of merit
between 0.70 and 0.80 is considered average.[Ref. 3]
If the induced power is between 70 and 80 percent of the
total power, the figure of merit will be approximately 0.7S.
With the figure of merit limited to values between
0.70 and 0.80, the following simplification can be made,
assuming the hover condition of thrust equaling weight and
standard sea level conditions:
FM - 32(2.16)
T
(2.17)
PT 3/2 (2.18)
,II22
while an N1 of 0.70 yields a relationship
= _ w3/2
-P 3 (2.19)
23
p5,'
TABLE 2.2
.4
.4
.'24
1,A'
"I:
account, as well as all mechanical losses (transmission,
etc.] for accurate calculations. However, a reasonable
approximation can be obtained by considering only the main
rotor and increasing this power figure by several percent
to account for these losses.
Figure 2.2 is a plot of the induced, profile, parasite
and total power curves for typical tail rotor helicopter.
25
%.V4*4 ~ ~ ( * *~* -4 *~ A t . .. ..
... 4 t.
Parasite drag is extremely sensitive to the helicopter's
loading. It is generally a minimum for forward flight and
increases for sideways flight. Helicopters are generally
streamlined for forward flight and the flat ?late area is
a minimum in this direction. The equation for the parasite
power is:
P V f(2.21)
p T f
26
The induced power is a f'nction of the induced velocity.
In a hover, the total flow through the rotor system is
induced. As the forward velocity increases, the mass flow
* rate through the rotor disc increases due to the forward
translation of the helicopter. This reduces the induced
velocity.
The equation for the induced power requirements at all
forward velocities is:
P T . Vit (2.23)
where
4 2/V2 '1/2
Vit 2 + Vf/2V2 l .V (2.23a)
W2
Pi WVit 2pAV£ (2.24)
PT + PO
0P + Pp (2.25)
27
P T.Vit + C p A VT3 [1 + 4.3 P
(2.25a)
+½ £ £3
Sw2 +1 AV 3 Vf
T do
d T [1 + 4.3
(2.26)
V 3
f
p = const a = const
VT = const
K1 2 2
P R + K + P (2.27)
PT-2 R +p
dPT 2KI
1- + n K2 R (2.28)
R
28
0a
Setting this equal to zero, one obtains:
1*-
+ 2 K 2 R - 0 (2.28a)
R2
R
R * 2K I + 2 K, RI 0 (2.28b)
R
K1 R2 (2.28c)
R
P. - P0 (2.28d)
Pi = 3 P0 (2.29)
or
•% w2 3pv2
a" '
29
Solving this equation for velocity results in:
Vf = [ ft/sec (2.31)
I/p/pSSL ->l to 1
power.
N'
30
ale
Parasite and Profile Power:
Both parasite and profile powers are directly propor-
tional to the density ratio. Therefore, as you go up in
altitude both P0 and P are reduced.
Read this before writing the report or while plotting the results as this may help
in for a comparison.
j31
III. CARPET PLOT DESIGN STUDY
A. DESCRIPTION OF PROBLEM
Preliminary helicopter design involves one with a wide
range of choices. For any given payload and performance
specifications, there a number of helicopter designs that
satisfy the requirements. The problem in the preliminary
design process is narrowing these possibilities and
selecting the design which will provide the best helicopter
for the mission.
Obviously, the operating environmental constraints help
to define the basic configuration. These constraints are
usually specified in the Request for Proposal [RFP], in the
case of a military helicopter. For example, typical
constraints placed on the design of a Navy helicopter are
the size of the ship deck and hangar from which it will be
operating, the requirement for a blade fold system, dual
engine configuration and IFR capability.
Even with these design constraints, there is still
a great deal of leeway. In order to insure that the best
helicopter design is selected, an appropriate number of
solutions satisfying the specifications should be inves-
tigated. Since each solution is generally characterized
by a different combination of design parameters, the
32
selection, according to Greenfield [Ref. 5], can best be
made through a parametric study which allows for the
* optimization of many design parameters.
One method of parametric analysis used is Carpet Plots.
This method is based on the simultaneous graphical solution
* of the weight and hover performance equations. To this
solution set is added to the environmental constraints to
the helicopters size. This effectively brackets the area
of acceptable design solutions.
This method assumes that minimum gross weight is the
criterion by which the best [or optimum] design parameters
are selected.
B. ASSUMPTIONS
1. Airfoil used is a derivative of the NACA 0012
with the following mean approximate values from Reference S.
a - slope of airfoil section lift curve, dCt/da,
per rad.
a - 5.73
62 =.3
2. a) The tail rotor radius is assumed to be .16
times the main rotor radius [Ref. 5].
33
b) The distance between the rotors, or tail rotor
moment arm, ZTR is 1.19R [Ref. 5]. These ratios reflect
the values of maximum rotor diameter and overall length
specified as size limitations.
3. B - .97. Historical approximation (Ref. 7].
C. METHODOLOGY
In order to properly develop the weight and performance
equations required for a carpet plot design study, the
payload and performance specifications of the helicopter
are needed. This data is used to tailor the equations for
the design.
The equations will be developed here for a four-place
light helicopter. The equation development procedure is
34
3
D. HOVER EQUATIONS
1. The main rotor power required to hover out of
ground effect is
Total Main Rotor Power [Hover] - Rotor Profile Power + Rotor
Induced Power
PT = 1.13W ID -
SSOBv"•'Tp/p°
(3.1)
6WVT p/[o 6
+ + 2 Lo.iI2
PiPo
/ .749395 . Therefore, equation (1) can be simplified
to: -
CLRo
35
The tail rotor thrust required to counterbalance the
main rotor torque is:
DL TTR 550 PT 1
TR TT (.16R)
(3.4)
550 PT DL
i the tail rotor tip speed is equal to the main rotor tip
speed and that 6TR '.02 and 8 TR = .90 . With these
assumptions the equation for the tail rotor power required
to hover can be written as:
.012605 PT
+• cLRT Hover
36
The equation for the tail rotor mean blade lift coeffi-
cient can be written as
CLRTR (3.6)
.. 0
347DL r / PH 3/2
TTR6000/950 VT-wj-[ + 5.3134 (3.7)
P PTm + PTTR
T 96(.8
37
Following Greenfield's [Ref. 5] development further,
+ 2473.6 Tm + 5.5348
K 1 - 411.51 DL 3 1
73/~2
1
2
V
DT
V+
1K
1/21
3
VT + K4 VDl-
where:
K1 P0(0 (3.11a)
38
KK33 = 553480
5 31c
K4 4 3695.7 (3.1ld)
K5
K .95803
c LRo (1 + 1.80779 CLLRo (3.11e)
and solved for tip speeds from 600 to 700 cps and CLR
of .3 to .7.
* Equation (3.11) is one of the two primary equations used
to obtain the data required for a carpet plot design
analysis. Generally, the variables VT , DL, CLRo and
for tip speeds of 600 to 700 fps and mean lift coefficients
between .3 and .7 are illustrated in Figure 3.1.
Both the Fortran and Disspla programs, as well as a
decision making flow chart are provided in Appendix C
to aid in using this method for a design solution.
E. WEIGHT EQUATIONS
Weight equations need to be developed that realistically
reflect the sizing class of the helicopter being designed.
The evolution is greatly simplified if a specific engine
39
*.. .',.~ -
*11
N% u
cj+j
00
Ct)c
(7 4J
'4
5."
40
installation [# and horsepower] is assumed, since the
weight of a number of components depend only on the
installed power; this would include such terms as the engine
controls and accessories. Another category would be those
components whose weights depend on either the gross weight
on two or more of the following in combination: rotor tip
speed (VT) , rotor diameter (R), rotor solidity (a).
The equations developed here are taken from the Hiller
Aircraft Corporation Performance Data Report. (Ref. S] In
this report they assumed a specific engine installation,
the Allison T-63 with a military power rating at sea level
of 250 horsepower.
There is a possible problem of the validity of these
weight relationships when applied to different helicopter
design categories. However, assuming a specific engine
determines a ,umber of the component weights, and thus
minimizes the inaccuracies. Using the weight estimation
relationships developed in the Helicopter Design Manual
[Ref. 2], the engine, control and accessory weight can be
calculated and the weight formulas developed here applied
to give a representative useful load and empty weight
* 41
The following relations are used to reduce the component
weight formulas for the specification helicopter:
n2
P */A
7 VT (3.14)
42
a -r I- -- ~ -aIN*
The engine, controls and accessories category includes
such items as lubrication and oil cooling system, engines,
:.j communications, engine controls, engine accessories,
instruments starting system, furnishing, flight controls,
electrical system and stabilization. These are considered
fixed weight items determined from specification of the
engine and weight class of the helicopter.
43
IV Fuel System .416 per gallon capacity - .0615 WF (3.25)
where IV fuel weight.
44
The total useful load is the sum of the useful load
items.
F. GRAPHICAL ANALYSIS
Graphs similar to Figure 3.1 are generated for several
value of CLR , and are then cross plotted to form Figure
3.2.
The mean lift coefficient, CLR , values are selected
based on what is considered the historical average range of
45
WW
T1 'W W' ' .U L r
S
* * g 4 4 N
I 4 *
I I U a
I I I a
a 4 * a
** *a a4 4
I U
* a a a
* a I I
* a 4
* U I
4
* aa Ia 4
a
** aa I I
U
rJ
* a a a
* a a
* 0 4 0
4 4
4I II
$4' ____ a a a,
* a a a II
a a
aa aa I
§
3' I U I
* a a 4
*
* a a
a a I
* a a a
** a a a
4aa
* U
*a aa
as aa a aI 4
a -0
C,) aa a* a*4 a
a a a 4
iJ
__ a a a
- a a 0
a a
a a e a
a a ap aa
a* aa a
a I I
a a a U
a a 6
a a a I
a a a a 0
a * a a
a a
a
:a *: a :*
a a S
a a a a
a a
a a
aa a
a a
a a
I
a a a a
a a a a a
a a a a
a a a a a
a a a a a
a aa aa aa aa*4 0.)
a I * a
a aa aa aa aa
* a a a a N
aa aa aa aa 4a
a
a aa aa aa aa
a. a a a
aaa
iiI* ii! a
a aa aa a aa
* a a a a
a a a a a
a a a a &
46
values. Figure 3.3 is basic plot for a carpet plot design
study. Programs are provided in Appendix D which will
and 3.3.
DL a
W =W
-- 7
Tr R
47
dle
400
C, f)
JI01 1
j //
0: 9;
489
I. Ta4 9n
.41
g."4
U'
p1-4
ack
0 t J ~
IS 49 S 1
design solutions. Studies have indicated that a main
1.
rotor aspect ratio of 21, is a representative upper limit.
Thus
2
or b p CLR VT
DL >
Sso
I4
'00
~t to
lb 0(2)l
08
'41
*00
~~Is
'4v4
Soo 90 *0 to r 0o00
un o ".4ea
These intersection points are then cross plotted onto
Figure 3.4. Figure. 3.6 represents a graphical plot of the
solution set satisfying thi performance and structural
design criteria of a small observation helicopter as
specified in this study.
52
_ _ _ _ _ _ lip_ _ _ _ _ _ 0 4
*0 0
v0 4J
aDWD
'4 C4
do$
om~ OM /og '0*
0' 08
(sn 1V5e I9JE
S3#
~ ~ ~ ~ ~ ~ ~ ~
- , '- r m%-j -r~brT9
r., r i- F, jw v w ~ ~ w ~ 1Il U~~~1 1 W~
IV. HESCOMP
A. DESCRIPTION OF PROGRAM
HESCOMP is a helicopter sizing and performance computer
program developed by the Boeing Vertol Company. The program
was originally formulated to provide for rapid configuration
design studies.
A number of programming options are available to the
user of HESCOMP. When the type and mission profile of the
helicopter are known, HESCOMP may be used to size the
aircraft. Alternately, it may be used for mission profile
calculations when the sizing details [gross weight, payload,
engine size, etc.] are specified. A combination of these
two options is also available; the program may be used to
first size a helicopter for a primary mission and then
calculate the off-design performance for other missions.
54
7ý1-.A " *.
. -7.A' - .*-.. . •* ,
TABLE 4.1
HELICOPTER CONFIGURATIONS
WHICH MAY BE STUDIED USING HESCOMP
Additional Lilt/Projulfnion.
•-%"-%l atom Componunto Hhiclh
n•"iotet be Added to Propeller Type at Auxillury
f1elcopter • •oure* for Auxiliary Indepanddnt Sngit.es
Type Auxiliary Independent
a - -
looth Single Tandem !n Propulsion Engines T/5heij ,?rnn T/eot
winged H1ellcopter X
Compound Icopter
lic
(1 Coupled Iprim. engines X
drive auxiliary propulsion
syetum? -
23)Auxiliary independent
propulsion system
(Ju T/Shaft engine x X X X
(ib) T/Fan engisa X I X
to) W/eot engine X It X
Auxiliary Propullion eliescopter
s5
B. PROGRAM MODIFICATIONS AND IMPLEMENTATION
The computer program received from Boeing Vertol
these two compilers are minor and programs that run on one
will run on the other. However, this was not the case with
HESCOMP.
56
which there was a known output. This insured that the
modifications made to the original program had not altered
the logic, ie., gave faulty results.
The control language program to access HESCOMB on the
Batch processing system and a sample input and out data
set are shown in Appendix D, These are also available
on the Aero disk for copying and use.
TABLE 4.2
C. PROGRAM FLOW
The program is conceptually outlined in Figure 4.1,
[Ref. 7]. The program flow is monitored by a general loop,
which controls a series of peripheral programs. Therc are
57
uospwmiý
W-6 r i p Pimri4.ý
INI ACrp
111
swoul SIINput
.f
Is t 4t I % 10611 n
UsstsS8
a total of 44 subroutines. Detailed program descriptions
cam be found in Section 4 of the HESCOMP User's Manual.
D. PROGRAM INPUT
Program input can be loosely group into ten categories:
general information, aircraft descriptive information,
mission profile information, rotor tip speed schedule,
incremental rotor performance, auxiliary propulsion input
schedule, engine cycle information, rotor performance
information, propeller performance information, and
supplementary input information.
The actual amount of input data requires varies greatly
with the program options selected. An example of a data
set formatted to run on the IBM system is shown in
Appendix E. A more detailed explantion is available in
Section 5 of the HESCOMP User's Manual.
E. PROGRAM OUTPUT
An example of the program output is included in
Appendix E. The printout consists of general data, input
data, sizing data [program output] and mission performance
data [for the size helicopter]. Detailed descriptions of
these and diagnostic error statements are described in
Section 6 of Reference 6.
I5
V. CONCLUSIONS AND RECOMMENDATIONS
60
HESCONIP provides a plethora of information to the user.
However, the price is the amount of inputed data required
for even a simplified analysis. At a preliminary design
* level of analysis, the other methods explored provide a
quicker first-cut look at the potential design.
4'6
561
APPENDIX A: NOMENCLATURE
62
TERM DEFINITION UNITS
PT Total Power HP
P0 Profile Power HP
Pi Induced Power HP
P Parasite Power HP
63
APPENDIX B: CARPET PLOT FORMULATION FOR 20,000 LB.
CLASS HELICOPTER
Bi SPECIFICATIONS:
Maximum Gross Weight: 20,000 pounds
Maximum Rotor Diameter: 30 feet
B2 PRELIMINARY ENGINE SIZING:
B2.1 Utilize equation (2.14) to determine engine
horsepower category.
2 3
W- [4.753PTRJ /
20,000 - [ 4 7 .5 3 PT 30]2/3
T -
- 1983 HP
64
TABLE B.1
Engines: A B C D* E F
1~6
,• 65
B3.2 Simplifications
4WI.295
2 5 =1 0.43 W.863 A+.432
10.43 wi
.863-... W,4'
i3 W
863V 863
(Lpm Vt) [T] (*.pm)"
= (l0.43)(3100) "863p",863
86 3
- 10,748P'
7
- 1545P'
,WI.'14 307,600
32.22 w1.14 307 60
(xpm VT)1.14 VT'
66
B3.7 Tail Rotor Gear Box
(9.pm VT)
* 206P' S
5 7 P' 5 7
.124 1.357 7" (.124)(3100)'
8
(Lpm) .7W,
57
- 12.12P' VT[-
9 16 99
= .191W' + .0294W'
- 19.77 WVT DA
.00975 W1 .
21 .0097SWA 21
67
*J
0.7
916 + .0294W14 99
+ .191W
+19.77 W- Aa 0 S + .00975WA 2 1
1VT
70 B4 HOVER EQUATION
F
"" 2 [32 ~~3/4V
i1+ K3 1/ JT .K
4
2 1 411.51 DL72V
VT 3 '1
VT +K KsT
5
68
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72
*1 -. : - - - - * .,-
APPENDIX C. CARPET PLOT METHODOLOGY FLOW CHART AND
EXAMPLE PROGRAMS:
This section contains a flow chart to help organize
a carpet analysis and example IBM computer programs to
produce the data sets and disspla graphs.
S
_.4•
k-
, ,7
01,80a ff* for
OU tcI 3rcp
IToo0oM
slop
74
GRAPUICAL ~TFEI~
Iz~C FlOGBAM
AL
0118H** A! E VAS j *4*4*444OT
COE 4**44 f 8*A44I4A
C* li AS CALCOULAEDFCHAPOREDEUTO
,1ZAIIZADLES:~lWlGH
C**
SG il LIT C ! ! C T
C* C I
C. I **S(50)
C4*
CT
C
C
CALL rRTCMS L!,E ','T' DIS
"SK
1 '~CATA ,A ,CT5'
C
cc 10 10199
C CRITI AZ )A
C CIT2DIj AL 1) WN1(1), W21 (1),W2 (1)0,WB2 (1)
REAPJ2D JA A3
10 CONTI? ,W'IA'I 1 B4t,5I)U5I
C
C---- CALL DISSILA SCCTINES FOR PLOT-------------------------------------
C
CALL TEUPI
CAL R~fES
CALL PAGE (1. E
CALL GIAC! (O.Cf
CALL PHYSgB
CALL AREAdD (1.
(11U 1.2
CALL IrJAM
TI__
I7
C 1
CALL UIZGIT (o20)
CAL
CAL ciil
CA
CHIM D'~
CoRyl
0
DL.:v,
:g ~
C RD 4.6,...51
CAL HEGH
a~ D :
CAL L,
ioNIS I~
C CALL C I aS.46CI~iLE$ 5IPA
C CALI L, It (1,f AASZ6S.IPI(), 1
C CALL TLIit CiE(CUV
C HAL LI INDIVEAT' A1,34J4 ,4.8)
C L0NA I~ AT353
! INI
IALI
jA It76RSHSlpU
C L M G Mviot
AlW
OMAINYC y AtItZ
C? 301 I h1I OGA
11iHOWOFSPSLU1811 10*SHI *f*g* **
3ag2 g5*.W*L*
C..oil I111 NHADNo CLLTUt!
C* CLa SGNa
I N LEF CZICZNT,
C* V, AAT"I 60HIGT! **LI"
mg
I a C~gI GH ORC N.
1 ^AI
30102.0 07
AT V1ý5e6782
C Cý6V2
EAT&5 DL 45 .E6!
AT V 4 c.4 /
C* J 9ir
I4AL T&1 CCH~.9' 419.§2IN399.72,2382.A99/U60
C--D 0114
AhI /- - - -- - - -
4 23
LA 646 2124 6§ 6:8
:' Sj-x
;8365.10,2352./
DA A 1; ý
C--- CALL D13SILA SCDUN!5E FOR PLO% -----------------
V C
2At~.' 1.2I
CAj iINDU 1'0sl
CAIL EIuLTI %
CAL,. IN B c K%2SjG
CAl C av DL 7w7,50
CAL DAS4
CALL COD 1 DV 1,6vT, Q
CALL C BY D'2,6YT.AM5.0
Dv
C CALL ULall A
C maxLNaLINZ T(X A1,300,20)
Atk
C CALL L NIS 'I aCYILES INU i3
C A1 L H S :f lST$IA
C A L YL GN ( CIB OC E1
C L!GZNLE (I A 1,L4,14.I40.8)
CA DON IlL
C IKAT SjA!RMINj! ,
1
END
78
ram
I -, * -
Cs**** Ei CC;PT~. DESIGN P10AOG
rt)A~HLCAL SI*aaaa
c0*0400sI A EC fATC BOUNDABY
C**0ses LOCICIfHCVE AND UI N1L-3JCD SOLUTIONS
00***CIII! PLC N 9 HU 1 aRa
ctoss~ooe DY &L HANSIN a .a
c***.**** THIS PSCGSAM IS EZSIXt*L TO GRAPHIC~ALLY DETIRMINE aaaa
11Z AS181j jAT OOLZZ.DAIT REQUIBENNTS
noTCH SXIN SING IJZVIOUNLDt ONIRAT IODOR*aaa
ATA ****
Cot
C* VAIIABLZSz a
Cs
Ce CLB DESIGN AIAN LITT COEYPICENT
Co VT JPVLCT
C. DL SKLCADING
2'C* As ASPECT BATIC. HISTONICALLLY ASSURIED TO BE LESS THAN 21 a
LCACZNG AT VT:6
V tIICIMPODINGDISK
VS~ EJ
IAJS CCRSOUING DISK LOACING ~60
VAT
C* I
UAS 181 CCRA!S; ON I EGIK 5.~C fNG AT VT. ~
TB! CCNNESPONCING CISX LCACING AT VT*700
C: c. 0118 3I UUALS
ALS TEE L~lT COZY AT Vla~bOQ
CC* Z ALS THE LIFT COZY AT V706J
C: cc 1 UALS TE1 LIPT COZY AT ýl 6
C~5EUALS TH1 LI.FT COZF AT V1:675
Ca C UE ALS TEl LIFT COEY AT V 7 00
814 Ji4 CL 4 ~rL (10) C60 (10) ,C625(l0) ,C650(10),
C~ IT3 15) , DVT4 (5) ,DVT5 (5)
(41).hTi)"b
C---- DEFINE LAIL----A-- ------------------------------------
DATA DlVT3/~.8:~
" 44;. :
CATA DVT12.06,2.'41,2.63,2.74
P
J77;
;2.SO/
DATA DV T
DATA D)VT4,4 05:"84:9 82 & 7/~
DATA V5.O
DATA CLIJ.* .4,. lA,..7 2
DATADL/2,~. 1,A., . 4,2.!,2.b,2;12, 2.9
DATA C60 .41, .4,d 5 7:: 65
DATA C /4 :4~,* ::4,34D* ~ ,. ,f
5J9
DATA C ý: L',M,:4 *~4 .'9.1,A, 5.
CAT A cb7.#if :34:, 41,43 .4 ,.4 ,49 4.1,.3
DATA C7QC.1 31 3J. ,3 7,. 39 .41,.'43,.45,.L7,.49/
C
C--- CALL DISSILA SCUTINES FOR PLOT -- - - - - - - -
C CALL TEK618
CAL S17 (3IIALL)
CALL HWSCAL (' CSlE
CALL PH!SY
CALL FlBAE
C AlL S vISSL
CALL BASAL? ('I/flCSD)
CALL MIXAL? (S AEC'
CALL
¶ ~~~CALL IMTAXS
SZIDCHN 901aI
.01,0h1
CALL HEIGHT
1016)
CALL MES5* IN IOTE (C) ARPET (P) LOTS$'
V 79
CALL oii".Lo.t'n (4--i
80
~Ippsss***S GRAPHIC AJ.tELLCURTzI DESIGN PEQOGAM s,.ss
Cos is os*4 Nl!t Y OF SOLUTIONS 5*5*
C ***aCAIN! I PLOT NUPIER 4 ****
cD*Xs*B AL HANSIt *ses
C*~*0455* THIS PDCGDAM IS DESIGNID TO ILLUSTRATE THE FAMILY 5555
CF SCIOIICNS FOR HOVIl AHU USEFUL LOAD
cssss~s~s EQ UIIIIflllSIOF AETEVIERING 10103 SYSTEM **5*
UITH ECICI DIAMETER AID MAX GBOSS BOUNDRIES. 555*
C5*s*5** s CUBSEDVATION CLASS HELICCRTER
C*NOMENCLATURE '
C' VARIABLES:
4C* CLI ZESIGE MEAN LIFT CGIEICENT i
V
12 TIP VELOCITY 5
co 14L DISK LCADING
C* N WEIGHT IS CALCULATED ITC! POUER EQUATION
C* WE USEFUL LOAD PLUiS EMIPTb WEIGHT
Co P1 ICIER AVAILABLE IN HCDSNPONEB 5
(5 ,bl(5' ? h,b
)3 I,.b_T.5 i'5b (2)~'"(2)
C--- D!IPNE DATa ------- -- ---------------------------------------------
D~e.6j
DAA ¶ j.4fi:43 .879213.236.5/
DATA DL4/. 9 41' 46g4. .
PA A 99.1 ,235I2.9/
DATA :7 234 ,
81
UAJA 1) 14
a~~U.
CATA A
C
C---- CALL DISSILA SCUTYNZS FOB PLOT -------------------
C CALL TZUE 18
* CALL NEDBUF
CALL 0 Act
CALL BARIi
CALL PSSWIS L
CALL MIXALF (STAI0r)
CALL EIGE?Af'
CAL IsAI S AD!G'I0
CAL HEIGET :18
CALL HEIHT1.
HACIN
CALL LJCOPTES (C)MBET (P)LOTSS'o
CALL HIGH (t
.9CALL G A ( . ?1,3.C.230C. 5C.,2550.)
CALL TNICCBV (.0IS)
CA GI
CALL CURVE DO 3,h35,
CALL CURVE DL,4:,',,
CALL DS
CALL CCUY BiV L1 w.
CALL CO VE D0L7:I,
CALL CURVE D7N,
C 1LL CUV jDvl! 1 hVT!,5,
CALL CURVE DV~zIhVTZ 5,O)
CALL CURVE DVI3,hVT3,5,0)
CALL CURVE (DV1 ,hVT'4,5.
E (D~j
UjCRC1V l VT5,5 :Q)
CALL CONCCT
CALL CURVEvir 20
CML CURVE (02,RLl,2,0)
CAL.L COMME
U ~s7oPI
Jur
82I
CosL~0 H OLTCN
lO *******
C******** CAfl PLOT NUMISR 5
BY AL HANS~t
?ooso
HIS -MQAN1 DEIGI 10. IELUSTkT HE F AMILY
C****** CF SC UIC KS POD NOV I NO ~SIYUL 0OA
Cos***** IQ UIlI~lNS OF A TE12181M0 SOTOR SYSTEM
C******NWITH SCTCR CIAMETSR EAX GROSS idlIGHT AND
@0**4*0*o*A h$IJARTXO CIUNDAIL 3.*oo.
C*******Cliffi TIO N CLS 11L ISCETR
Coso 000
Cos VONSNCLITUR! *
Cs
CO VARTABLES2
Co *
C* CLI CISIG$ BIAS LIFT couFIZCINT *
Cs I TIP VIICCZT! 0
Co CL CURK LCACING
Co v &EIGHT IS CALCULATED P1CM POWER EQUATION *
C' Ni OSEFOL LOAD PLUS IMPT'Z WEIGHT
CO PA f WIiE AVAILABLE lb HCSIk~iEll
C****
Co' EQUI AL$ THE CISK LOADING PCI CLRu.3
CO ML 2 UAj THE CISS LOADIb P CLRU..4
co 1S 9 UA Thl DISK LOADING FV CLR :5
Cs DL6 E UAL3 THE DISK 1OADI&G PCt CLR:.
Cs W ASTElfGIFPCI:
4 4b;G
.1 b IIC.4.
ilT (1 i
2 ;. 33
.07Sia.MI6037
JA I&"006-" 2,S014467k.1
ZIATA 02 j~~a43 . 4
DAA A. Al 4k14 9. * 644i
0 .. 40
SA AO % ;! 6
CAA vY /ýq~ aJ~ 644.6 93234.5
83
DATA l0i
V A 3/1146. ;i~
DAT~~~~A MO 45.
CAIPuy$ a
CAL PlAlA
CALL L 1A 03INr
CAL CDV
1 M S 0L ,5
CA a 1 M
84
C 1113 PROGRAM 1S C131GN TO GENERAll THE EATA FOR THE GRAPHTCrAy
Lbl.6UilUh wt 'am. arlm' AN" TH usrl LCAD E01IA11UN. mwr.I? rs
5 I
E zAua SU~s A? b A (.AisrT ILO? HELICCPTIR ESSIGN PAPAMtETRIC OPTIMIZATICN
C ASSUMPTIONS:
14C 1> INGINISP19CIPIZE
CVIAIZALE OPTICN3
C
IC-L aa
C PAS 2 i AV ILAl!
c r.'12013K LODN
- %, C CUTAT
l 2~ VL iC17 CZDSE
C
K 80 7 8*C L 9* 2)
93/C IS*III +11.
K 0gC2)
21 /CLSO(11.¶.8078 4CLRt*2)
*4D O (.;
DO0 1C VII*60C,70C.25
C
C ARRAY INCR!IN'ZE3s
C ioliGal EQTJATZCb
C
W 1402Si(41.1rL*5/ (%T*.1.5)*d1K*?~~.w..K
CALCULASICN 01 WE CAIA
C M
3 4. D)/O.02379*Z,*V 852
w- 4 4 4 144 ý 4 6* *u~
*4-~-
4 6yu~-
6~44A*r~~jw~
4 444 o ,.0^k*
CV461111 *OPTIC ~S
4AT
VI
DATA0
Do 90 .1 5
c :2Pi 1,
PNT VA ALZ up
c it ,LDISK LOADING
C VIs TIP VILOCIII ?I/SEC
C
C CONSTANTS BASUr Cb CLI
K1: o.9se3 /CL14t)*('1+1.8O78*CLB(L)**2)
I5J1954/11
11H EQUATIC$
2? MINAT I~.IIWc4//
STOP
END
86
APPENDIX D. PROGRAIS TO ACCESS HESCOMP
4,:
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APPENDIX B: HESCOMP INPUT AND OUTPUT EXAMPLES
92
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LIST OF REFERENCES
115
INITIAL DISTRIBUTION LIST
No. Copies
1. Defense Technical Information Center 2
Cameron Station
Alexandria, Virginia 22314
2. Library, Code 0142 2
Naval Postgraduate School
Monterey, California 93943
3. Department Chairman, Code 67 1
Department of Aeronautics
Naval Postgraduate School
Monterey, California 93943
4. LT Allen C. Hansen, USN 5
Air Department
USS Enterprise (CVN-6S)
FPO San Francisco 96601
5. Professor Donald M. Layton S
Code 67Ln
Department of Aeronautics
Naval Postgraduate School
Monterey, California 93943
6. Aviation Safety Programs 2
Code 034 Zg
Naval Postgraduate
Monterey, CaliforniaSchool
93943
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