NASA TECHNICAL

MEMORANDUM

NASA TM-73,254
(Rcvised 8 ,' 30 / 7 8 )

i
la

A MATHEMATICAL FORCE AND MOMENT MODEL OF A UH-1H

HELICOPTER FOR FLIGHT DYNAMICS SIMULATIONS
Peter D. Talbot and Lloyd D. Corliss
Ames Research Center, NASA
and
Ames Directorate, USAAMRDL, AVRADCOM
Ames Research Center
Moffett Field, Calif. 94035

June 1977

NOTATION

main r o t o r 1 i f . t c u r v e s l o p e , p e r r a d i a n

a0

main r o t o r coning, r a d

a1 9 %

f i r s t harmonic v a l u e s of main r o t o r b l a d e f l a p p i n g w i t h
respect t o control a x i s , rad

alsSbls

f i r s t harmonic v a l u e s of main r o t o r b l a d e f l a p p i n g w i t h
respect t o shaft axis, rad

l o n g i t u d i n a l component of c o n t r o l a x i s p o s i t i o n , r a d

1s w

r o t o r d i s k area, nR2, f t 2 , m2

body axis a c c e l e r a t i o n s , f t / s e c 2 , m/sec2

A
X,Y,Z

A1c
AiCB

A1C L

CP

l a t e r a l swashplate c o n t r o l i n p u t , r a d
l a t e r a l c y c l i c p i t c h c o n t r i b u t i o n of s t a b i l i z e r b a r , r a d
l a t e r a l swashplate c o n t r o l b i a s r i g g i n g term, r a d

lateral p i l o t control input, rad

A1 s

l a t e r a l c o n t r o l a x i s command p o s i t i o n w i t h r e s p e c t t o s h a f t ,
rad

l a t e r a l component o f c o n t r o l a x i s p o s i t i o n , r a d

1sw

BIC
BICB
BICL

BICP

BIS

longitudinal swashplate control input, rad

l o n g i t u d i n a l c y c l i c p i t c h c o n t r i b u t i o n of s t a b i l i z e r b a r , r a d
l o n g i t u d i n a l swashplate c o n t r o l b i a s r i g g i n g t e r m , r a d
longitudinal p i l o t control input, rad
l o n g i t u d i n a l c o n t r o l a x i s command p o s i t i o n w i t h r e s p e c t t o
shaft, rad
constants i n linkage equations, c y c l i c s t i c k t o swashplate
motion, r a d / i n . , rad/cm
constant i n linkage equation, c o l l e c t i v e p i t c h t o c o l l e c t i v e
s t i c k motion, r a d / i n . , rad/cm

c 6 ,c 7

constants i n linkage equation, t a i l r o t o r c o l l e c t i v e pitch

t o p e d a l motion, r a d / i n . , rad/cm

main r o t o r d i a m e t e r , f t , m
constants i n fuselage drag f o r c e equations, l b / ( f t / s e c ) 2 ,
N/ (m/sec>2
f e ,fe ,fe
1

d r a g areas of f u s e l a g e , f t 2 , m2
v e r t i c a l f i n drag constant, l b / ( f t / s e c ) 2 , N / ( m / . ~ e c > ~

F1

c o n s t a n t used i n ground e f f e c t computation

G1

h e l i c o p t e r r a t e of climb
h e i g h t of t a i l r o t o r above c . g . ,

h~~

r o t o r H-force i n c o n t r o l axis

ft, m
wind system, l b , N

c o n s t a n t s i n h o r i z o n t a l s t a b i l i z e r aerodynamic f o r c e s ,
l b / ( f t / s e c I 2 , N/(m/sec)2
IXX,

yy

,I

zz

,I
i n e r t i a s i n body a x i s
xz

k, * k2

c o n s t a n t s i n v e r t i c a l f i n aerodynamic f o r c e s , l b / ( f t / s e c ) 2 ,
N / (m/sec>2

53

numerator t e r m , combining l i n k a g e and damping c o n s t a n t s ,

of s t a b i l i z e r b a r i n p u t t o c y c l i c p i t c h , sec

KG

constant i n

e q u a t i o n r e p r e s e n t i n g ground e f f e c t

w a t e r l i n e d i s p l a c e m e n t of r o t o r hub from a i r c r a f t c e n t e r o f
gravity, f t , m

HS

l o n g i t u d i n a l d i s p l a c e m e n t of h o r i z o n t a l s t a b i l i z e r
aerodynamic c e n t e r from a i r c r a f t c e n t e r of g r a v i t y , f t , m

TR

l o n g i t u d i n a l d i s p l a c e m e n t of t a i l r o t o r hub from a i r c r a f t
c e n t e r of g r a v i t y , f t , m

VF

w a t e r l i n e displacement of v e r t i c a l f i n aerodynamic c e n t e r
from a i r c r a f t c e n t e r of g r a v i t y , f t , m

L1

c o n s t a n t i n f u s e l a g e aerodynamic f o r c e c o n t r i b u t i o n ,
l b / ( f t / s e c ) 2 , N / (m/sec>2
,

LR

L~~

M
1

body a x i s r o l l i n g moment, due t o main r o t o r , f t - l b ,

body a x i s r o l l i n g moment, due t o t a i l r o t o r , f t - l b ,

c o n s t a n t i n f u s e l a g e aerodynamic p i t c h i n g moment,
f t - l b / (f t / s e c ) 2 , J / ( f t / s e c ) 2
ii

body a x i s p i t c h i n g moment, due t o f u s e l a g e , f t - l b ,

body a x i s p i t c h i n g moment, due t o h o r i z o n t a l s t a b i l i z e r ,

f t-lb , J

body a x i s p i t c h i n g moment, due t o main r o t o r , f t - l b ,

Nl

c o n s t a n t i n f u s e l a g e aerodynamic yawing moment , f t - l b / ( f t / s e c )

J/ (m/sec12

NF
NR

N~~
NVF
PB
PC

qB
4C
B

body a x i s yawing moment, due t o main r o t o r , f t - l b ,

body a x i s yawing moment, due t o t a i l r o t o r , f t - l b ,

body a x i s yawing moment, due t o v e r t i c a l f i n , f t - l b ,

body a x i s r o l l r a t e , r a d / s e c
main r o t o r s h a f t r o l l r a t e , wind-control
main r o t o r t o r q u e , f t - l b ,

body a x i s yawing moment, due t o f u s e l a g e , f t - l b ,

a x i s system, r a d / s e c

body a x i s p i t c h r a t e , r a d / s e c
main r o t o r s h a f t p i t c h r a t e , w i n d - c o n t r o l a x i s s y s t e m , r a d / s e c
body a x i s yaw r a t e , r a d / s e c
rotor radius, f t , m

c o n s t a n t s i n main r o t o r f o r c e e q u a t i o n s , t a b l e 3
Laplace o p e r a t o r

area of aerodynamic s u r f a c e , f t 2 , m2

main r o t o r t h r u s t , lb, N
constants i n tail r o t o r force equations, t a b l e 3

T~~
U
U

tail rotor thrust, lb, N

x-body a x i s relative

v e l o c i t y , f t / s e c , m/sec

l o n g i t u d i n a l component o f r e l a t i v e wind i n wind c o n t r o l a x i s

system, f t / s e c , m/sec

component of r e l a t i v e wind i n e q u a t i o n s f o r v e r t i c a l f i n
aerodynamic f o r c e , f t l s e c , m/sec
iii

component of r e l a t i v e wind i n e q u a t i o n s f o r h o r i z o n t a l
s t a b i l i z e r aerodynamic f o r c e , f t / s e c , m/sec
y-body a x i s r e l a t i v e v e l o c i t y , f t / s e c , m/sec

l a t e r a l component of r e l a t i v e wind i n w i n d - c o n t r o l axis system,

f t / s e c , m/sec

component of r e l a t i v e wind i n e q u a t i o n s f o r v e r t i c a l f i n
aerodynamic f o r c e , f t / s e c , m/sec

r e l a t i v e wind normal t o p l a n e of t a i l r o t o r , f t / s e c , m/sec

r t r a t l v e v e l o c i t y , f t / s e c , m/sec

z-body a x i s

v e r t i c a l component of r e l a t i v e wind i n wind-control a x i s

s y s t e m , f t / s e c , m/sec

B
C

component of r e l a t i v e wind i n e q u a t i o n s f o r h o r i z o n t a l
s t a b i l i z e r aerodynamic f o r c e , f t l s e c , m/sec

xC

main r o t o r f o r c e i n c o n t r o l a x i s s y s t e m , l b , N

XF
XR

l o n g i t u d i n a l x-body f o r c e , d u e t o f u s e l a g e , l b , N

l o n g i t u d i n a l d i s t a n c e of a i r c r a f t c e n t e r of g r a v i t y forward
of main r o t o r s h a f t hub, f t , m

c.g.

l o n g i t u d i n a l x-body f o r c e , due t o main r o t o r , l b , N

r o t o r Y-force i n wind c o n t r o l axis system, l b , N

c o n s t a n t i n f u s e l a g e aerodynamic f o r c e c o n t r i b u t i o n , l b , N

yC

yF

yR
'TR

'VF

main r o t o r f o r c e i n c o n t r o l a x i s s y s t e m , l b , N
l a t e r a l y-body f o r c e , due t o f u s e l a g e , l b , N
l a t e r a l y-body f o r c e , due t o main r o t o r , l b , N
l a t e r a l y-body f o r c e due t o t a i l r o t o r , l b , N
l a t e r a l y-body f o r c e , due t o v e r t i c a l f i n , l b , N

r o t o r h e i g h t above ground p l a n e , f t , m

zc

main r o t o r f o r c e i n c o n t r o l a x i s s y s t e m , l b , N

zF

v e r t i c a l z-body

f o r c e , due t o f u s e l a g e , l b , N

iv

zH
zR

v e r t i c a l z-body

f o r c e , due t o h o r i z o n t a l s t a b i l i z e r , l b , N

v e r t i c a l z-body f o r c e , due t o main r o t o r , l b , N

v e r t i c a l f i n a n g l e of att&k'; r a d

HS

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

ci
ci

maximum f l a p p i n g a m p l i t u d e of main r o t o r w i t h r e s p e c t t o
shaft, rad
aCR4
r o t o r Lock number f o r one b l a d e , p

r o t o r mean b l a d e drag c o e f f i c i e n t

m
'

IB

60962

constants i n rotor drag equation

'1BY62B

s t a b i l i z e r bar flapping constants, rad

p i l o t ' s l a t e r a l s t i c k d i s p l a c e m e n t , i n . , cm

6
6

a
C

p i l o t ' s c o l l e c t i v e s t i c k displacement, i n . , cm
p i l o t ' s l o n g i t u d i n a l s t i c k displacement, i n .
p i l o t ' s pedal displacement, i n . ,

cm

cm

h o r i z o n t a l s t a b i l i z e r i n c i d e n c e a n g l e , rad
a i r c r a f t p i t c h a t t i t u d e E u l e r a n g l e , deg, r a d

e0

main r o t o r c o l l e c t i v e p i t c h

'TR

t a i l r o t o r c o l l e c t i v e p i t c h , rad

main r o t o r i n f l o w r a t i o
main r o t o r advance r a t i o

sea l e v e l a i r d e n s i t y , s l u g s / f t 3 , kg/m3
rotor solidity
T
T

s t a b i l i z e r b a r time c o n s t a n t , s e c
c o n t r o l a x i s response t i m e c o n s t a n t , sec
a i r c r a f t r o l l a t t i t u d e , rad
a m p l i t u d e of t o t a l c y c l i c p i t c h c o n t r o l i n p u t , r a d
phase a n g l e of c y c l i c r i g g i n g , deg
V

phase ( w i t h r e s p e c t t o body a x i s ) of t o t a l c y c l i c p i t c h
control input, rad
I

1cI

a i r c r a f t heading, r a d

r o t o r r a t i o n a l speed, r a d / s e c

Subscripts
TR

tail rotor

VF

vertical f i n

HS

horizontal stabilizer

IC

i n i t i a l conditions

model

trimmed c o n d i t i o n s f o r t h e h e l i c o p t e r

vi

A MATHEMATICAL FORCE AND MOMENT MODEL OF A UH-1H

HELICOPTER FOR FLIGHT DYNAMICS SIMULATIONS

P e t e r D. Talbot and Lloyd D. C o r l i s s

Ames Research Center, NASA

and
Ames D i r e c t o r a t e , USAAMRDL, AVRADCOM

SUMMARY

A model o f a B ell UH-1H h e l i c o p t e r w a s developed t o s u p p o r t s e v e r a l

s i m u l a t i o n s a t Ames Research Center and w a s used a l s o f o r development work
on a n a v i o n i c s s y s t e m known a s t h e V/STOLAND system a t S p e r r y F l i g h t Systems.
T h i s r e p o r t p r e s e n t s t h e complete e q u a t i o n s and n u m e r i c a l v a l u e s of c o n s t a n t s
used t o r e p r e s e n t t h e h e l i c o p t e r .
Responses t o s t e p i n p u t s of t h e c y c l i c and c o l l e c t i v e c o n t r o l s are shown
and compared w i t h f l i g h t t e s t d a t a f o r a UH-1H.
The model c o e f f i c i e n t s w e r e
a d j u s t e d i n a n a t t e m p t t o g e t a c o n s i s t e n t match w i t h t h e f l i g h t t i m e
h i s t o r i e s a t hover and 60 k n o t s . F a i r l y good r e s p o n s e matching w a s o b t a i n e d
a t 60 k n o t s , b u t t h e matching a t hover w a s n o t as s u c c e s s f u l . P i l o t evaluat i o n s of t h e model, b o t h f i x e d and moving b a s e , were made.

INTRODUCTION

The m a t h e m a t i c a l f o r c e and moment model d e s c r i b e d w a s developed t o

s a t i s f y t h e need f o r r e p r e s e n t i n g t h e dynamics of a UH-1H h e l i c o p t e r f o r
p i l o t e d s i m u l a t i o n . The model w a s developed s p e c i f i c a l l y f o r u s e i n f l i g h t
dynamics i n v e s t i g a t i o n s and f o r s i m u l a t i o n of t e r m i n a l - a r e a g u i d a n c e and
I t h a s been used i n s i m u l a t i o n s f o r t h e development of
navigation tasks.
s o f t w a r e f o r t h e n a v i g a t i o n and guidance programs of a n a v i o n i c s system known
as V/STOLAND and f o r t h e i n v e s t i g a t i o n of t h e e f f e c t s of f a i l u r e s of
s t a b i l i t y augmentation elements of t h e c o n t r o l system (see r e f . 1).
The e q u a t i o n s , r e p r e s e n t i n g the n o n l i n e a r c o n t r i b u t i o n s of t h e components
of t h e h e l i c o p t e r t o t h e f o r c e and moments were assembled from many s o u r c e s .
The e q u a t i o n s a r e i n g e n e r a l form s o t h a t changes can be made t o r e p r e s e n t
h e l i c o p t e r s o t h e r t h a n t h e UH-1H.
The model employs a q u a s i - s t a t i c main
r o t o r r e p r e s e n t a t i o n , uniform inflow o v e r t h e r o t o r d i s c , and s i m p l e
e x p r e s s i o n s f o r t h e c o n t r i b u t i o n s of t h e t a i l r o t o r , f u s e l a g e , and empennage.
No i n t e r f e r e n c e e f f e c t s between components were modelled.
In t h e simulation,
t h e e q u a t i o n s were used i n a s t a n d a r d d i g i t a l program, p a r t i a l l y d e s c r i b e d
i n r e f e r e n c e 2 which i n c o r p o r a t e s t h e e q u a t i o n s of motion, v a r i a t i o n s i n
t h e atmosphere, and r o u t i n e s f o r i n t e r f a c i n g w i t h a n a l o g equipment f o r

driving instruments, providing control f o r c e s , etc.

conducted w i t h an EA1 8400 computer.

S i m u l a t i o n s have been

The model was e v a l u a t e d by. comparing i t s r e s p o n s e t o s t e p i n p u t s w i t h

t h o s e o b t a i n e d i n f l i g h t on a UH-1H h e l i c o p t e r , and s u b j e c t i v e p i l o t assessThe p i l o t e v a l u a t i o n s were o b t a i n e d d u r i n g b o t h f i x e d and moving-base
ments.
simulations.

HELICOPTER FORCE AND MOMENT EQUATIONS

The q u a s i - s t a t i c main r o t o r e q u a t i o n s were a d a p t e d from r e f e r e n c e 3 .

The e q u a t i o n s f o r t h e aerodynamic f o r c e s of t h e f u s e l a g e and empennage were
s e p a r a t e l y d e r i v e d , based e i t h e r on a v a i l a b l e wind t u n n e l d a t a of r e f e r e n c e 4
o r s t a n d a r d t e x t b o o k wing t h e o r y , modified t o approximate s t a l l e d c o n d i t i o n s .
An approximate r e p r e s e n t a t i o n f o r t h e t a i l r o t o r w a s d e r i v e d ; however, i n i t s
o r i g i n a l form i t d i d n o t c o r r e c t l y p r e d i c t t a i l r o t o r damping. The form o f
t h e e q u a t i o n s was r e t a i n e d w i t h a d j u s t e d c o n s t a n t v a l u e s used t o match t h e
a p p a r e n t t a i l r o t o r damping s e e n i n t h e f l i g h t t e s t d a t a yaw r e s p o n s e s .
The e q u a t i o n s r e p r e s e n t aerodynamic f o r c e s and moments c o n t r i b u t e d by
each component of t h e h e l i c o p t e r . The n e t r e s u l t s a r e t h r e e aerodynamic
f o r c e s and t h r e e aerodynamic moments a p p l i e d i n a body-axis system. The
o r i g i n of t h e body system i s t h e h e l i c o p t e r c . g .
The z a x i s of t h e r e f e r e n c e
frame w a s t a k e n t o be p a r a l l e l t o t h e main r o t o r s h a f t , p o s i t i v e d i r e c t i o n
down, a s i n f i g u r e 1.
The c o n s t a n t v a l u e s used f o r t h e c o e f f i c i e n t s i n t h e e q u a t i o n s a r e
p r e s e n t e d i n t a b l e s 1 and 2.
I t may b e noted t h a t t h e c h a r a c t e r i s t i c
l e n g t h s used t o compute moments a r e based on d a t a r e f e r e n c e d t o t h e waterl i n e - b u t t l i n e - s t a t i o n system of t h e h e l i c o p t e r , r a t h e r t h a n t h e a x i s system
d e f i n e d above. S i n c e t h e UH-1H h a s a 5" forward mast t i l t , s l i g h t d i s c r e p a n c i e s a r e i n t r o d u c e d by u s i n g r a w s t a t i o n and w a t e r l i n e v a l u e s t o l o c a t e
components of t h e model. These a r e t h o u g h t t o b e i n s i g n i f i c a n t .

Main Rotor F o r c e s a t t h e Rotor Hub

3 Au2(1
8

+ 3 . 3 3 ~ )-

a.

(+ - e)- ($+ G)
a p

RqqC

ub

Main Rotor Torque

uAal

--

+-I

wobl
(4)

This expression was obtained from reference 5, equation ( 4 4 1 , P o 195.

Flapping Coefficients
a0 = 0.048

Advance Ratio

Mean Blade Drag Coefficient

6 = 60

6,T2

(9)

Inflow Ratio
This expression is an implicit function and required an iterative
solution in the computer program.
X = - R W
7 C

(p2 + ~ 2 1 1 1 2KG

(10)

The KG f a c t o r i s a ground e f f e c t t e r m and r e p r e s e n t s a r e d u c t i o n i n

i n f l o w v e l o c i t y i n ground e f f e c t .
The v a l u e G, (below) was a d j u s t e d t o
match performance d a t a p r e s e n t e d i n r e f e r e n c e 61
'

(loa)

Wind Components a t t h e Rotor Hub

u

=-u

=-v

wC =

- w B
B 1s

- w A
B

-WB

1s ~

PB'H

-(

qBgH>
U ~
+ A ~ ~ +( p Bv t H~)

Rotor F o r c e s and Moments Resolved I n t o Body Axes

(a)

Forces i n c o n t r o l a x i s system

xc

Yv

HUC

Zc = -T

( b ) Main r o t o r f o r c e s i n body a x e s

XR = Xc

YR=Yc

- Z cA 1s

ZCBIS

ZR= Zc+X

cB 1s

YCAIS

(13:

( c ) Main r o t o r moments i n body axes

% -

XRRH

NR = Q

R c.g.

YRXc

P i l o t t o Swashplate C o n t r o l E q u a t i o n s

1 CP

= C16,

I n t h i s form, no cross-coupling is shown c o r r e s p o n d i n g t o c o n t r o l

rigging.
I n t h e most g e n e r a l form,
AICp = C,6,

cos 4p

BICp = C46, s i n

For t h e UH-1H

I#I~

i s a c t u a l l y 5".

4p

(216, s i n

-k C16e COS

For t h e s i m u l a t i o n

9,
$

@=
,

0"

w a s used.

Main and T a i l Rotor C o l l e c t i v e P i t c h

,.

The f i r s t o r d e r l a g r e p r e s e n t a t i o n w a s used t o match more c l o s e l y t h e

a c c e l e r a t i o n d a t a o b t a i n e d from t h e f l i g h t t e s t r e s u l t s .

S t a b i l i z e r Bar T r a n s f e r F u n c t i o n s

The B e l l s t a b i l i z e r b a r can b e r e p r e s e n t e d by a s i m p l e t r a n s f e r f u n c t i o n
It
which d e s c r i b e s i t s p a r a l l e l i n p u t t o t h e c y c l i c p i t c h of t h e main r o t o r .
i s c h a r a c t e r i z e d by a g a i n KB and a t i m e c o n s t a n t , TB, which r e f l e c t

r e s p e c t i v e l y t h e mechanical mixing r a t i o and t h e mechanical damper c h a r a c t e r i s t i c of t h e shaft-mounted b a r .

-5
AICB(S) = -rBS

+ 1 p B (SI

The b a r has a pronounced e f f e c t on t h e s t a b i l i t y and c o n t r o l c h a r a c t e r i s t i c s o f t h e h e l i c o p t e r . Values of t h e b a r c o n s t a n t s were o b t a i n e d by consult a t i o n w i t h B e l l H e l i c o p t e r Company.

Control Inputs t o Cyclic P i t c h

The c o n t r o l i n p u t s t o t h e r o t o r c y c l i c p i t c h are r e p r e s e n t e d a s t h e
sum of t h o s e due t o t h e p i l o t , s t a b i l i z e r b a r and r i g g i n g of t h e c o n t r o l
system.
BiC

BICP

BICB

BICL

(31)

Rotor C o n t r o l Axis Response t o C y c l i c P i t c h

I n t h i s r e p r e s e n t a t i o n , A I C and B I C a r e r e g a r d e d as i n p u t s t o t h e r o t o r
c y c l i c p i t c h . The c o n t r o l a x i s of t h e h e l i c o p t e r i s t h e n allowed t o f o l l o w
w i t h a l a g r e l a t e d t o t h e r o t o r Lock number. The t e r m s A I S and B1S r e p r e s e n t t h e i n s t a n t a n e o u s o r i e n t a t i o n of t h e c o n t r o l a x i s w i t h r e s p e c t t o t h e
f u s e l a g e body a x i s system ( i n t h i s case, t h e main r o t o r s h a f t a x i s ) .

AIC(S)
cRS
I n s t e a d y s t a t e , B I S = B I C and A I S

--

(34)

AIC

T h r u s t T i s o r i e n t e d a l o n g t h e c o n t r o l a x i s and t h e H and Y f o r c e s
a r e o r t h o g o n a l t o T and each o t h e r . F o r c e s H and Y may b e viewed
a p p r o x i m a t e l y as components of t h e r o t o r f o r c e normal t o t h e t i p p a t h p l a n e
a r i s i n g from r o t o r t i p p a t h p l a n e e x c u r s i o n s from t h e commanded c o n t r o l a x i s

p o s i t i o n (as i n r e f . 7) o r as unique f o r c e s d e r i v e d i n a c o n s i s t e n t windc o n t r o l a x i s system a s i n r e f e r e n c e 3. I n t h i s r e p r e s e n t a t i o n , r e f e r e n c e 3

w a s f o l l o w e d . E q u a t i o n s 1 4 through 1 9 r e s o l v e t h e T , H and Y f o r c e s i n t o
body axes.

C o n t r o l Axis P i t c h and R o l l Rates

I n e q u a t i o n s (1) through ( 7 ) t h e t e r m s qc and pc a r e used t o d e n o t e
p i t c h and r o l l rates of t h e c o n t r o l axis i n t h e c o n t r o l axis-wind system.
They are r e l a t e d t o t h e body p i t c h and r o l l rates by t h e f o l l o w i n g two
equations:

T a i l Rotor T h r u s t

where

leTR[ , eTR

e2

e2

= 0.0873

> 0.0873

, eTR 5

0.0873

Due t o memory l i m i t a t i o n s i n t h e computer, t h e s e e q u a t i o n s were o r i g i n a l l y

d e r i v e d as an economical approximation t o t h e t a i l r o t o r t h r u s t of an
isolated tail rotor.
(The e q u a t i o n s do n o t i n c o r p o r a t e t h e v o r t e x r i n g
o p e r a t i n g s t a t e of t h e t a i l r o t o r or f i n i n t e r f e r e n c e e f f e c t s . ) They r e f l e c t
It
t h e main i n f l u e n c e s of i n f l o w and c o l l e c t i v e p i t c h on t a i l r o t o r t h r u s t .
w a s found t h a t t h e d e r i v a t i o n on which T,, was b a s e d , g r o s s l y u n d e r p r e d i c t e d
t h e t a i l r o t o r damping c o n t r i b u t i o n t o Nr.
It w a s n e c e s s a r y , t h e r e f o r e , t o
a d j u s t t h e c o n s t a n t e m p i r i c a l l y t o match t h e f l i g h t t e s t r e s u l t s .

T a i l R o t o r C o n t r i b u t i o n t o Body F o r c e s and Moments

- T~~

'TR

= Y

L~~

h
TR TR

NTR = -Y

TR TR

F u s e l a g e Aerodynamics

= - N v u
1 B B

V e r t i c a l F i n Aerodynamics
u

sin a

F
F

= u
B
=

-v

= v /(uG

'VF~B

+ v;)1/2
-20"

V
'F

= K V U + F v I v I
1 F F
I F F

YVF = k2u;

V
'F

NVF = -Y

160" 5 aF 5 200"

+ F I v F IvF I

= - k u 2 + F v
2 F
1 F

5 aF 5 20"

20" < aF < 160'

IV FI

200" < aF < 340"

VF VF

H o r i z o n t a l S t a b i l i z e r Aerodynamics
A

= w +-+u6
B

R,

B S

+ k

q
HSB+"C

(54)
(55)

= u
B

The h o r i z o n t a l s t a b i l i z e r of t h e h e l i c o p t e r i s connected t o t h e
l o n g i t u d i n a l c y c l i c c o n t r o l and v a r i e s i n a n o n l i n e a r manner w i t h l o n g i t u d i n a l
cyclic s t i c k position (table 1).

At t h e t i m e t h e s e e q u a t i o n s were developed, d a t a f o r t h e UH-1H

s t a b i l i z e r i n c i d e n c e s c h e d u l e were n o t a v a i l a b l e .
S i n c e t h e UH-1B s t a b i l i z e r
i s l i n k e d i n a s i m i l a r manner to t h e c y c l i c c o n t r o l s , and t a b l e 1 v a l u e s were
a v a i l a b l e , t h e y were used i n l i e u o f UH-1H v a l u e s .
W

s i n aHS =

T o t a l Body F o r c e s and Moments

=xR+s

+ LTR

(61)

LB = LR

YB = Y R + Y TR + Y F 4- YVF

(62)

MB=%+%+%

z B = zR + z F

(63)

NB = NR

xB

+ZH

+ NTR + N F + NvF

The form o f t h e e q u a t i o n s f o r t h e f u s e l g e , h o r i z o n t a l s t a b i l i z e r nd
v e r t i c a l f i n aerodynamics r e s u l t s from u s i n g t r i g o n o m e t r i c f u n c t i o n s t o
approximate t h e l i f t and d r a g curves i n wind a x e s , and t h e n r e s o l v i n g t h e s e
f o r c e s and r e l a t i v e wind i n t o body a x e s .

E s t i m a t i o n of Rotor F l a p p i n g w i t h Respect t o t h e S h a f t
The t i p p a t h p l a n e o r i e n t a t i o n w i t h r e s p e c t t o t h e c o n t r o l a x i s i s
r e p r e s e n t e d by t h e v a l u e s of t h e f l a p p i n g c o e f f i c i e n t s a l and b , .
A s an
approximation t o t h e a c t u a l r o t o r f l a p p i n g a n g l e w i t h r e s p e c t t o t h e s h a f t
a i S and blS, t h e f o l l o w i n g e q u a t i o n s were used. They r e f l e c t t h e i n f l u e n c e s
o f t h e c y c l i c c o n t r o l i n p u t s A I C and B I C and t h e computed f l a p p i n g a m p l i tudes
and b l .
The s i g n c o n v e n t i o n of r e f e r e n c e 5 i s f o l l o w e d .

ai

= a

bls = b,

1s

1s w

4,

4,

bls w

1s w

cos 4

= COS-~(COS

AIC cos B

1c

tan A

(72)

sin B
The maximum f l a p p i n g a m p l i t u d e i s g i v e n by

where Bm i s t h e maximum t e e t e r i n g a n g l e w i t h r e s p e c t t o t h e r o t o r mast.

The o r t h o g o n a l components of f l a p p i n g i n t h e wind-shaft a x i s system a r e
a l s and b l s , and 4c and + t are t h e a m p l i t u d e of t h e c y c l i c i n p u t and t h e
phase of t h e c y c l i c i n p u t , r e s p e c t i v e l y .

COMPARISON OF HELICOPTER FLIGHT DYNAMICS WITH

MATH MODEL DYNAMICS
A Bell UH-1H h e l i c o p t e r w a s i n s t r u m e n t e d and flown a t Crows Landing NAS
November 1 2 , 1974 f o r t h e purpose o f o b t a i n i n g f l i g h t r e c o r d s a g a i n s t which
t h e s i m u l a t o r model could b e compared.

10

I n t h i s section, the helicopter responses t o s t e p control inputs are

compared d i r e c t l y w i t h t h e math model r e s p o n s e s t o t h e same i n p u t s .

Flight Conditions
Two f l i g h t c o n d i t i o n s are shown: hover o u t of ground e f f e c t and
60 k n o t s level f l i g h t . The f l i g h t tests were made a t nominally sea l e v e l
no-wfnd c o n d i t i o n s . The s i m u l a t o r model i s shown a t s t a n d a r d day, sea level
conditions.

Control I n p u t s
S t e p c o n t r o l i n p u t s of from k1.25 cm t o k2.5 cm (k1/2 i n . t o k 1 i n . )
were made i n c o l l e c t i v e , p i t c h , r o l l , and yaw c o n t r o l s . The p i l o t w a s
i n s t r u c t e d t o e s t a b l i s h a s t e a d y f l i g h t c o n d i t i o n ( z e r o r a t e of c l i m b , p i t c h ,
r o l l , and yaw) and t h e n t o i n p u t and h o l d t h e a p p r o p r i a t e c o n t r o l f o r as l o n g
a p e r i o d as p o s s i b l e b e f o r e i n i t i a t i n g a r e c o v e r y . These i n p u t s a r e simul a t e d as t r u e s t e p s i n t h e s i m u l a t o r t i m e h i s t o r y comparisons. Amplitudes
f o r t h e s i m u l a t o r i n p u t s are a d j u s t e d t o conform as c l o s e l y as p o s s i b l e t o
t h e f l i g h t v a l u e s f o r l i n e a r d i s p l a c e m e n t s a t t h e p i l o t ' s hand o r f o o t .

Aircraft C o n f i g u r a t i o n
The a i r c r a f t flown, and t h e s i m u l a t o r model, r e p r e s e n t s a s t a n d a r d UH-1H
( w i t h s t a b i l i z e r b a r ) weighing 2800 k g (6158 l b ) . T h i s weight i s t h e
e s t i m a t e d i n i t i a l g r o s s weight o f t h e h e l i c o p t e r a t t h e commencement o f t h e
tests. Both t h e weight and l o n g i t u d i n a l c e n t e r of g r a v i t y were d e r i v e d from
a p r e - f l i g h t weight and b a l a n c e o f t h e h e l i c o p t e r , f o l l o w e d by a d j u s t m e n t s
f o r f u e l b u r n o f f and p e r s o n n e l t r a n s f e r s p r i o r t o t h e test r u n s .
The i n e r t i a v a l u e s used f o r the s i m u l a t o r model a r e r e p r e s e n t a t i v e v a l u e s
o b t a i n e d from unpublished B e l l H e l i c o p t e r Company d a t a .
The v e r t i c a l c e n t e r of g r a v i t y of t h e h e l i c o p t e r w a s n o t known. The
c h a r a c t e r i s t i c l e n g t h s used i n t h e model r e f l e c t o n l y a r e a s o n a b l e estimate
of i t s v a l u e .

Aircraft On-Board S e n s o r s
The s e n s o r s on t h e a i r c r a f t were:

1.

Body a n g u l a r rate gyros s e n s i n g roll r a t e , p i t c h r a t e and yaw r a t e ,

2. V e r t i c a l gyro s e n s i n g Euler a t t i t u d e s of t h e a i r c r a f t i n r o l l ,
p i t c h , and h e a d i n g ,

3.

Body a c c e l e r o m e t e r s measuring body axis a c c e l e r a t i o n s ,

11

4.

Airspeed i n d i c a t o r ,

5 . I n s t a n t a n e o u s v e r t i c a l speed i n d i c a t o r (IVSI), i . e . ,
p r e s s u r e instrument ,

rate-of-climb

Sensors f o r measuring c o n t r o l d i s p l a c e m e n t s a t t h e p i l o t ' s hand o r

6.
f o o t : 6, ( c o l l e c t i v e p i t c h s t i c k ) , 6, ( l o n g i t u d i n a l c y c l i c s t i c k ) ,
6, ( l a t e r a l c y c l i c s t i c k ) , and 6 p ( p e d a l , o r 8TR p i t c h i n p u t ) .

T i m e H i s t o r y Comparisons

The a i r c r a f t and model a n g u l a r r a t e and a t t i t u d e r e s p o n s e s t o t h e s t e p

c o n t r o l i n p u t s a r e shown o p p o s i t e e a c h o t h e r i n f i g u r e s 2 through 9 . Figu r e s 2 through 5 a r e r e s p o n s e s t o i n p u t s i n i t i a t e d from a s t e a d y 60 k n o t
trimmed forward f l i g h t c o n d i t i o n . F i g u r e s 6 through 9 are r e s p o n s e s t o i n p u t s
s t a r t i n g from an i n i t i a l trimmed hover c o n d i t i o n .
The format f o r each f i g u r e i s t h e same. The f i r s t page c o n s i s t s o f
p ~ qB
, and r B v e r s u s t i m e f o r t h e c o n t r o l i n p u t shown a t t h e bottom of t h e
page. The second page shows t h e d i s p l a c e m e n t a n g l e s 0, 8 and
and t h e
v e r t i c a l a c c e l e r a t i o n A,
f o r t h e same c o n t r o l i n p u t . V e r t i c a l l i n e s on t h e
f l i g h t d a t a denote t h e b e g i n n i n g and end of t h e c o n t r o l i n p u t . T i c k marks on
t h e model d a t a i n d i c a t e c o n t r o l i n p u t . A l l pens a r e zeroed a t t h e end of t h e
c o n t r o l s t e p on t h e model d a t a .

The a i r c r a f t A,
is i n c l u d e d o n l y f o r a g e n e r a l t r e n d comparison s i n c e
t h e f i l t e r i n g of t h i s s i g n a l was s u b s e q u e n t l y found t o b e q u e s t i o n a b l e . The
a i r c r a f t IVSI was s u s p e c t e d o f h a v i n g a l a r g e l a g s i n c e r a d a r h e i g h t p o s i t i o n
data d i d n o t compare w e l l w i t h i n t e g r a t e d i n s t a n t a n e o u s v e r t i c a l speed i n d i c a t o r (IVSI) readings.
Consequently, a comparison o f rate-of-climb r e s p o n s e
t o c o l l e c t i v e p i t c h i s n o t shown. Comparison w i t h r a d a r h e i g h t d a t a i n hover
d i d show t h a t the rate-of-climb r e s p o n s e i s a f i r s t o r d e r t y p e o f heave

r e s p o n s e (h = Kh6c(l - e 'ITA)) and t h a t b o t h t h e t i m e c o n s t a n t and s t e a d y

s t a t e v a l u e s were w e l l modeled by t h e e q u a t i o n s .
A d i r e c t comparison of t h e r e c o r d s a t 60 k n o t s shows t h a t t h e primary
r e s p o n s e s t o t h e c o n t r o l i n p u t s are r e a s o n a b l y w e l l modeled: p i t c h r a t e t o
l o n g i t u d i m a l c y c l i c , r o l l r a t e t o l a t e r a l c y c l i c and yaw r a t e t o a p e d a l s t e p .
The coupled r e s p o n s e s t o t h e s e same s t e p s show s i g n d i f f e r e n c e s i n some cases,
b u t t h e a b s o l u t e magnitudes of t h e r e s p o n s e s are s m a l l . F o r t h e p e d a l s t e p
and t h e c o l l e c t i v e s t e p , where t h e coupled r e s p o n s e s are l a r g e r , t h e magnit u d e s and s i g n s of t h e coupled r e s p o n s e s a p p e a r t o b e p r o p e r l y r e p r e s e n t e d .

Attempts t o d u p l i c a t e f l i g h t r e s p o n s e s i n hover were n o t as s u c c e s s f u l .

The primary r e s p o n s e s are s u f f i c i e n t l y w e l l modeled so t h a t t h e p i l o t w a s
g i v e n p r o p e r cues i n t h e f i r s t o n e t o two seconds f o l l o w i n g a s e r v o f a i l u r e .
The l o n g term response i n p i t c h r a t e i s e x a g g e r a t e d and t h e l o n g term
r e s p o n s e i n r o l l r a t e i s u n d e r p r e d i c t e d by t h e model. I n a d d i t i o n , s t r o n g
p i t c h coupling i s e v i d e n t i n t h e f l i g h t r e c o r d s f o r b o t h t h e l a t e r a l s t e p

12

i n p u t and t h e p e d a l s t e p i n p u t , a phenomenon n o t p r e s e n t i n t h e model.

p h y s i c a l r e a s o n f o r t h e s e coupled r e s p o n s e s w a s n o t u n d e r s t o o d .

The

The primary yaw r a t e r e s p o n s e i n hover i s good. The coupled yaw

r e s p o n s e s t o l a t e r a l c y c l i c p i t c h and t o c o l l e c t i v e p i t c h a r e s a t i s f a c t o r y .
The v a l i d a t i o n e f f o r t w a s stopped a t t h i s p o i n t b e c a u s e f u r t h e r a t t e m p t s
t o improve t h e hover r e s p o n s e s were n o t s u c c e s s f u l , o r i t changed t h e model
a d v e r s e l y a t 60 k n o t s . Without more i n s i g h t i n t o t h e b a s i c aerodynamics of
t h e a i r c r a f t i n h o v e r , i t w a s a l s o d i f f i c u l t t o u n d e r s t a n d how t o a l t e r
the equations t o obtain the desired r e s u l t s ,
The i n i t i a l r e s p o n s e s t o s e r v o h a r d o v e r s were b e l i e v e d r e a l i s t i c enough
t o provide t h e p i l o t with t h e appropriate cues t o i n i t i a t e recovery.
The
o v e r a l l dynamics appeared t o b e adequate t o g i v e a r e a s o n a b l e estimate of
a i r c r a f t e x c u r s i o n s d u r i n g t h e recovery from a f a i l u r e .
P il o t Evaluations
I n a d d i t i o n t o comparing t h e model w i t h f l i g h t t i m e h i s t o r i e s , t h e
model w a s o p e r a t e d b o t h i n a f i x e d - b a s e s i m u l a t o r and i n a six-degree-ofThe model w a s flown w i t h and w i t h o u t
freedom moving-base s i m u l a t o r ( 6 DOF).
motion washout i n h o v e r , and w i t h motion washout a t 60 k n o t s . The f l i g h t s
w i t h o u t washout w e r e made w i t h open cab and w i t h real outside-world
r e f e r e n c e s . The f l i g h t s w i t h washout, and f i x e d b a s e , were made w i t h v i s u a l
r e f e r e n c e provided by a t e r r a i n model.
The model w a s judged t o b e r e a l i s t i c a t 60 k n o t s by t h e r e s e a r c h pilots
who f l e w t h e s i m u l a t i o n . However, t h e model w a s judged t o b e d i f f i c u l t
t o f l y normally i n hover by e v e r y p i l o t who f l e w i t . P r e c i s e hover and
p r e c i s e maneuvers around hover a t l o w s p e e d s , i n c l u d i n g q u i c k s t o p s and
l a t e r a l t r a n s l a t i o n s , were more d i f f i c u l t w i t h t h e s i m u l a t e d model t h a n w i t h
t h e a c t u a l h e l i c o p t e r . Motion cues p r o v i d e d b y . t h e 6 DOF s i m u l a t o r d i d n o t
change t h e p i l o t ' s e v a l u a t i o n s .
I n s p i t e of t h i s , a l l p i l o t s were a b l e t o a d a p t t h e m s e l v e s t o t h e
s i m u l a t o r and f l y q u i t e p r e c i s e l y a f t e r a l e a r n i n g p e r i o d . P r e c i s i o n hover
i n t h e 6 DOF s i m u l a t o r w i t h open cab and no motion washout w a s p o s s i b l e .
I n a d d i t i o n t o t h i s , r e c o v e r i e s from r o l l and p i t c h s e r v o h a r d o v e r s were
accomplished, and a p r e c i s i o n hover r e e s t a b l i s h e d w i t h i n t h e 5.5 m2
of p o s s i b l e s i m u l a t o r travel.
T h i s model was used i n a f l i g h t c o n t r o l s i m u l a t i o n d e s c r i b e d i n r e f e r e n c e 1.

13

CONCLUDING REMARKS

The mathematical model 0 f . a UH-1H h e l i c o p t e r d e s c r i b e d i n t h i s r e p o r t

w a s developed f o r r e a l t i m e p i l o t e d s i m u l a t i o n . The model w a s e v a l u a t e d
by comparing i t s dynamics o b j e c t i v e l y w i t h f l i g h t t e s t r e s u l t s and s u b j e c t i v e l y w i t h p i l o t e v a l u a t i o n s . The model a p p e a r s t o b e s a t i s f a c t o r y f o r
f l y i n g q u a l i t i e s i n v e s t i g a t i o n s a t forward s p e e d s and u s a b l e , b u t less r e a l i s t i c , f o r hover. The r e a s o n s f o r t h e d i s c r e p a n c i e s between f l i g h t and
s i m u l a t i o n have n o t y e t been determined.
I t i s b e l i e v e d t h a t enough i n f o r m a t i o n h a s been provided h e r e t o e n a b l e
a p o t e n t i a l u s e r t o d e c i d e whether t h e model i s s u i t a b l e f o r h i s a p p l i c a t i o n .

REFERENCES

1.

C o r l i s s , Lloyd C . ; and T a l b o t , P . D . :
A F a i l u r e E f f e c t s S i m u l a t i o n of a
Low A u t h o r i t y F l i g h t C o n t r o l Augmentation System on a UH-1H H e l i c o p t e r .
NASA TM-73,258, 1977.

2.

McFarland, R. F.:
A Standard Kinematic Model f o r F l i g h t S i m u l a t i o n a t
NASA-Ames.
NASA CR-2497, 1975.

3.

S e c k e l , Edward; and C u r t i s , H. C . , J r . : Aerodynamic C h a r a c t e r i s t i c s

o f H e l i c o p t e r Rotors. Rotor C o n t r i b u t i o n s t o H e l i c o p t e r S t a b i l i t y
Parameters. P r i n c e t o n U n i v e r s i t y R e p o r t , 1963.

4.

B i g g e r s , J . C . ; McCloud, 3. L . , 111; and P a t t e r a k i s , P e t e r : Wind Tunnel

Tests of Two F u l l Scale H e l i c o p t e r F u s e l a g e s . NASA TN D-1548, 1962.

5.

Gessow, A . ; and Myers, G. C . ,

Macmillan, 1952.

6.

F l a n i g e n and P o r t e r : Category I1 Performance Tests of t h e YUH-1D w i t h

a 48-foot Rotor. AFFTC TDR 64-27, Nov. 1964.

7.

Wilcock, T . ; and Thorpe, A. C . :

F l i g h t S i m u l a t i o n of a Wessex H e l i c o p t e r :
A V a l i d a t i o n E x e r c i s e . RAE TR 73096, S e p t . 1973.

8.

McCloud, J. L . , 111; B i g g e r s , J . C . ; and S t r o u b , R. H . :

An I n v e s t i g a t i o n
of F u l l Scale H e l i c o p t e r R o t o r s a t High Advance R a t i o s and Advancing
T i p Mach Numbers. NASA TN D-4632, 1968.

9.

F i n n e s t e a d , R. L . ; and Graham, W. A , : T a i l R o t o r Performance and

T r a n s l a t i o n a l F l i g h t Handling Q u a l i t i e s Tests o f t h e UH-1H H e l i c o p t e r .
USAASTA P r o j ect #71-18 , Jan. 1972.

Jr.:

Aerodynamics o f t h e H e l i c o p t e r ,

14

TABLE 1.- VARIATION OF HORIZONTAL STmILIZER INCIDENCE

WITH LONGITUDINAL STICK POSITION

6e
CIU

6s

rad

in.

16.38

-6.45

0.0224

15.25

-6.00

.0174

12.7

-5.00

10.16

-4.00

-.0192

7.62

-3.00

5.08

-2.00

2.54

-1.00

-.0384
-.0541

2.54

1.00

5.08

2.00

7.62

3.00

10.16

4.00

-.0690
-.0820
-.0850
-.0803
-.0628
-.0300

12.7

5.00

.0035

15.25

6.00

.0593

16.38

6.45

.0942

15

TABLE 2.-

SUMMARY OF UH-1H PHYSICAL CONSTANTS

Main r o t o r
Hub precone a n g l e
Radius
Chord
Tip speed (RR)
Hub s t a t i o n
Hub w a t e r l i n e
Solidity

English
2.75 deg
24.13 f t
1.75 f t
760 f t / s e c
133.5
136.5
.046

Metric
7.35 m
.53 m
231.6 m/sec

T a i l rotor
Radius
Chord
Tip speed
Shaft station
Shaft waterline
Solidity

4.25 f t
.70 f t
740 f t / s e c
479.4
137.5
,105

C e n t e r of g r a v i t y
Most forward
Most a f t
Vertical

s t a . 130
s t a . 144
w.1.
55

Horizontal s t a b i l i z e r
Area
Span
1f4 c station

16.4 f t 2
8.75 f t
380

1.52 m2
2.67 m

Vertical f i n
Area
Span
114 c s t a t i o n
a. c . , w a t e r l i n e

12 f t 2
4.5 f t
460
112

1.11 m2
1.37 m

1.29 m
21.33 c m
225.5 m/sec

Fuselage
fe1

(i n c l u d e s s t a b . )
(includes stab. )
~(no h o r i z . s t a b . )
(no h o r i z . s t a b . )

CLa
Cma
C L
Cma
S r ef
gref
Mast t i l t

C o n t r o l t r a v e l s ( f u l l throw)
Collective stick
Longitudinal s t i c k
Lateral s t i c k
Pedals

19.2 f t 2
.036/deg
0
.02/deg
7.5~10-~/deg
48 f t 2
39 f t
+5 deg fwd.

11 i n .
12.9 i n .
12.6 i n .
6.9 i n .

Lateral cyclic rigging

2'

Longitudinal c y c l i c p i t c h
Lateral c y c l i c p i t c h
T a i l rotor collective pitch
F u l l 1. p e d a l
F u l l r. pedal

+12'
+go t o -11'

left

18O

-loo
16

1 . 7 8 m2

4.46 m2
3.62 m

27.9
32.8
32.0
17.5

cm
cm
cm
cm

a,
m

a,
1

.rl

rl

(d

z
Ln

0
rl
X

rl
h

rl

a,

a,

cn

m
I
0

nl

al
111

0
rl

rl

X
h

**

e4

I i

m
I
0
rl

co

(d

0
rl

X
0
0

03

hl

rl

(d

rl

e3

7.1

nl

d
rl

wc

a,

1
0

cn

u
a,
cn

a,

cn

0
rl

m
I
0
rl

Ln

nl

0
4
X
0

nl

I
0

rl
X

\D

m
I
0
rl
X
hl

P
rl

P
rl

rl

d
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co

0
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2
.X.

03

a
(d

03

03

hl

0
rl

03

rl

rl

v)

03

w
a,
p:

w
a,
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2 2

a,

Pi

0
0

hl

03

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0

cn
(d

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M

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k
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(do
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p:

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arb

20

arb

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aJ

1u

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rl

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r l c d

aJu

x(d
4

4 .
aJ0

m u

.r(

rlu
aJ
X k

aJ
rlu

X k
PI
rlu

m u

m u

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aJ0

aJ0

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21

4+XCG

XB

H U B FORCES AND MOMENTS

H

ALONG CONTROL AXIS

NORMAL TO CONTROL AXIS IN PLANE OF RELATIVE WIND
AND CONTROL AXIS
NORMAL TO T, H

kT\4 \

;>

HUB+

"I\

1,1'

SHAFT
AXIS

LA

VIEW LOOKING AFT

NOTE: BODY Z AXIS IS PARALLEL TO MAIN ROTOR SHAFT

F i g u r e 1., -

C h a r a c t e r i s t i c l e n g t h s and s i g n c o n v e n t i o n s used f o r f o r c e s ,
moments and c o n t r o l d i s p l a c e m e n t s .
22

AIRCRAFT
CONTROL INPUT
FLIGHT CONDITION
GROS S WE I GHT
LONGITUDINAL CG.

LJH-1H SN AAB-11519
Fwd. long. s t e p
60 knots
29,371 N (6158 lb)

(a) Rate r e s p o n s e .
F i g u r e 2.-

Forward c y c l i c s t e p i n p u t .

23 .

MoncL

'

60 KNOTS

Fwd. l o n g . s t e p

CONTROL INPUT

MWL

e
-

I., t

0
(b) A t t i t u d e response.
F i g u r e 2.- Concluded.

24

4I

8I

I scc I

/Iz l

CONTROL INPUT

(a> Rate r e s p o n s e .

F i g u r e 3 . - Lateral s t e p i n p u t .
25

L a t . cyclic s t e p

MODEL

60 KNOTS

CONTROL INPUT

Lat. cyclic step

MODEL

Iv)

i -180

(b) A t t i t u d e response.

F i g u r e 3.- Concluded.

26

60 KNOTS

Ii

CONTROL INPUT

( a ) Rate r e s p o n s e .
F i g u r e 4.- P e d a l s t e p i n p u t .

27

R. p e d a l s t e p

MODCL

CONTROL INPUT

60 KNOTS

R. p e d a l s t e p

MCWEL

I
.

.s-

. .

I
I

(b) A t t i t u d e r e s p o n s e .
Figure 4 . - Concluded.

28

CONTROL INPUT

60 KNOTS

UP c o l l e c t i v e

AqODCL

25

i
i

L!!
25-

-.A

0-

26.6cm
(10.5in.)

(a) Rate r e s p o n s e .
F i g u r e 5.- C o l l e c t i v e s t e p i n p u t .
29

60 KNOTS

CONTROL INPUT

(b) A t t i t u d e r e s p o n s e .

F i g u r e 5.-

Concluded.

30

UP c o l l e c t i v e

AIRCRAFT
CONTROL INPUT
FLIGHT CONDITION
GROSS WEIGHT
LONGITUDINAL CG.

SN AAB-11519
Fwd. long. s t e p

UH-1H

Hover
2 9 , 3 7 1 N (6158 lb)

AqODEt

25

- to

20

25

16 cm
(6.33 in.).

9Y

-_

0-

-16cm ,
(-6.33 in.)

(a) Rate response.

F i g u r e 6 . - Forward c y c l i c s t e p i n p u t .

31

I
I

CONTROL INPUT

'-45

;1

'

Fwd. long,. s t e p

0---

-17

*45-

- 45 -

D'

'4r

!e
0
0

--

------y-

. - /

..

/e5
n

-I

I
I

- II

II

(b) A t t i t u d e r e s p o n s e .
F i g u r e 6 . - Concluded.

32

.. .., . ..
.
,

,I

..

.~.,
8

. _ ~ I

I
.+.

,
.

,.I

.t-~!

CONTROL INPUT

HOVER

AqODEL

1 2 0 -

I p
i

I
!

25-

-1 5.9 crn
(-6.25 in.)
I

..

.-

Lat. c y c l i c s t e p

.I ..
I
1
, .
I
'

it
,

.
I

0R

ilhacm

1(6.25 in.)'

(a) Rate r e s p o n s e .
F i g u r e 7.-

Lateral c y c l i c s t e p input.

33

CONTROL INPUT

Lat. cyclic s t e p

MWL

..-

'

.
I

/--

-180

. (b) A t t i t u d e response.
F i g u r e 7.- Concluded.

34

HOVER

CONTROL INPUT

-25

I 25
L

-20-

20-

I-zs-

8 2 5 cm
(3.25 in.)

(a) Rate response.

Figure 8 . - Pedal s t e p i n p u t .

35

R. pedal s t e p

A?10DEL

HOVER

CONTROL I N P U T
I

(b) A t t i t u d e response.

F i g u r e 8.- Concluded.

36

R. p e d a l s t e p

HOVER
CONTROL INPUT

UP c o l l e c t i v e

AqODEf-

I'

--____

-i-

1I

i i

'

25

-I

I
I

I
I

!
!
I

.
I

26.6 cm
(10.5 in.)
I

src. IZ

1
B
I

(a) Rate r e s p o n s e .
F i g u r e 9.-

Collective s t e p i n p u t .

37

5EC

I2

-180

!
-

I
I

(b) A t t i t u d e response.

F i g u r e 9.-

Concluded.
38

3. Recipient's Catalog No.

2. Government Accession No.

I . Report No.

TM- 73 ,254
4. Title and Subtitle

5. Report Date

A MATHEMATICAL FORCE AND MOMENT MODEL OF A UH-1H

HELICOPTER FOR FLIGHT DYNAMICS SIMULATIONS

6. Performing Organization Code

7. Author(s1

8. Performing Organization Report No.

A-7080

Peter D. T a l b o t and Lloyd D. C o r l i s s

10. Work Unit No.

505-10-23

9. Performing Organization Name and Address

Ames Research C e n t e r , NASA and Ames D i r e c t o r a t e ,

USAAMRDL, AVRADCOM, Ames Research Center
M o f f e t t F i e l d , CA 94035
S

11. Contract or Grant No.

13. Typa of Report and Period Covered

T e c h n i c a l Memorandum

nsorin Agency Name and Address

'kaflona? A e r o n a u t i c s and Space A d m i n i s t r a t i o n

20546 and U. S. Army A i r M o b i l i t y
Washington, D. C.
RfiD L a b o r a t o r y , M o f f e t t F i e l d , CA 94035

Agency code

14.

16. Abstract

A model of a B e l l UH-1H h e l i c o p t e r w a s developed t o s u p p o r t s e v e r a l

s i m u l a t i o n s a t Ames Research C e n t e r and w a s used a l s o f o r development work
on a n a v i o n i c s system known as t h e V/STOLAND system a t S p e r r y F l i g h t Systems.
T h i s r e p o r t p r e s e n t s t h e complete e q u a t i o n s and n u m e r i c a l v a l u e s of c o n s t a n t s
used t o r e p r e s e n t t h e h e l i c o p t e r .
Responses t o s t e p i n p u t s of t h e c y c l i c and c o l l e c t i v e c o n t r o l s a r e shown
and compared w i t h f l i g h t test d a t a f o r a UH-1H.
The model c o e f f i c i e n t s were
a d j u s t e d i n a n a t t e m p t t o g e t a c o n s i s t e n t match w i t h t h e f l i g h t t i m e
h i s t o r i e s a t hover and 60 k n o t s . F a i r l y good r e s p o n s e matching w a s o b t a i n e d
a t 60 k n o t s , b u t t h e matching a t hover w a s n o t as s u c c e s s f u l . P i l o t
e v a l u a t i o n s of t h e model, b o t h f i x e d and moving b a s e , were made.

18. Distribution Statement

17. Key Words (Suggested by Author(s1)

UH-lfi h e l i c o p t e r f l i g h t dynamics
Simulation
Fixed b a s e and comparison with f l i g h t
test
~

~~

19. Security Classif. (of this report)

Unclassified

Unlimited
STAR Category - 08

20. Security Classif. (of this pagel

Unclassified

21. No. of Pages

45

22. Price'

$3.75